Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 68
Situational Awareness; Workload
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented
Human Factors
I was Pilot Flying. I triggered a stick shaker/pusher at the Final Approach Fix. I recovered per SOP.[There was] a northbound squall line west of the field. A last minute wind shift caused us to switch runways. Although it was fast; we were able to set up and brief before intercepting course. ATC forgot to turn [us] on the ILS; so we went through the localizer course. This led to reactionary vectors and the aircraft doing S turns until we passed the final approach fix. At this point we were flaps 30 with the power reduced. I called for the go-around; but when I pressed the autopilot disconnect button; I became fixated on the lack of a missed approach course. (I didn't press the TO-GA button.) While troubleshooting; the airspeed continued to decrease leading to a simultaneous stick shaker and pusher. I lowered the nose and recovered per the training; paying special attention to the radar altimeter. I briefly oversped flaps 8 on recovery.Stall recovery training works. I was able to accomplish the recovery quickly without having to think about it. However; it shouldn't have gotten that far. It was my first go-around since OE. I was task saturated and in the moment couldn't remember where the TO-GA button was. We were able to handle weather; ATC error; runway changes and an instrument approach at the same time. However; because our go around was triggered at a relatively untrained aircraft state/position; I missed a critical aspect of the maneuver. I don't believe this is a common problem; but incorporating go-arounds during recurrent in various positions may be beneficial.
CRJ-900 First Officer reported experiencing a stick shaker on go-around following an unstabilized approach.