Tree brings up a very valid point, as does Low Slow T2.

I can't argue with the aerodynamic explanations that Cougar and Planespotta make. From a technical standpoint, they both are correct. Let's not forget that this is a rather sudden and violent event and the key to a successful recovery is "max power, pitch up to the shaker if necessary and DO NOT change configuration". A turn is out of the question unless terrain dictates otherwise.

United, and I'm sure several other carriers, have a number of different scenarios based on actual windshear encounters. Tree's comment is a good one. Call outs by the Non Flying Pilot or PM are simply "air speed increasing/decreasing" and climbing/descending" and nothing more. This is because of the unreliability of some indications during the windshear encounter.

Flying in and out of Denver for years taught most pilots several things. "Look for tell tail signs, listen to ATIS and other aircraft reports of airspeed gain/loss, brief a possible windshear encounter and be ready"

Be ready and fly professionally. I'm sure you already do and one can be ready for and fly out of an encounter.

G'Luck Mates