You seem to know a great deal about this incident already.
What does "bunting over" mean ? (I haven't heard this term before).
What was the Landing Mass and Configuration ? Which airport was it ?
Was it 6000' Pressure Altitude, Density Altitude or AGL ?
Boeing recommended windshear recovery technique permits flying to the stick shaker (which should always be respected). I suspect that 118KIAS is approximately 10 knots above the stall speed at Max Landing weight (in approach config). I also suspect that 118 knots may well be close to Vref for a light B744. Once established safely in the missed approach with positive rate of climb, positive indication that windshear is no longer an influence and terrain conflict no longer a consideration, configuration may be changed.
I suspect that a tired crew at the end of a long sector at a light landing weight may well have taken the overpowered beast to 6000' before levelling off to accelerate and clean up. Most heavy pilots fly Windshear recovery a little unpolished and not as smooth as we may operate in other profiles, usually due to the urgent need to get away from the ground. If "bunting over at 118Kts" means that the aircraft went to 0G for a moment, then that makes the recovery safer still as it would now be 118 knots above the stall speed...(Devils advocacy).
I'm interested to know how you know the windshear was predicted ? If it was a report from a previous aircraft on approach, then it is a PIREP, which is NOT a prediction. If we all threw away every approach where windshear advisories were effective, we'd never get into Manchester or Anchorage in the winter 30% of the time.