Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface
Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Aircraft; Equipment / Tooling; Weather
I was Captain and PF (Pilot Flying) of Aircraft X. Our scheduled time for arrival was XXXXz. The flight's departure was delayed due to ATC; other than that; we took off with no issues. Approximately 200 miles out of ORF; the FO (first Officer); (PM [Pilot Monitoring]); had started to get ready for the approach phase in the usual manner; ATIS and contacting OPS at ORF and then setting up the FMS for the arrival.Conditions at ORF were VFR conditions with few clouds at 4;500 feet; visibility 9 SM; and winds from the S at 6 knots. Runway in use was ILS Rwy 5 and glideslope out of service. Based on these conditions we had decided to back the up the visual approach with the localizer approach. Per company procedure; we'd built the approach; bugged the speeds and finally briefed the approach; after which; I'd called for the approach checklist to the line.We had a normal gradual descent. Reaching 8;000 feet and we were about 15 miles out from CALEY; (IF) for the localizer approach. We were cleared for the approach. During our approach; ATC advised us there were heavy to extreme precipitation passing thru 5 miles final moving northbound. We'd verified their call with the aircraft weather radar. We continued the approach because the ATIS was still advertising that the airport has VFR conditions. 3 miles out from the FAF I had the airplane fully configured and stable. Around 0.7 miles out the final approach fix; I proceeded to select HDG sync; HDG mode; V/L and NAV; (only on the left side PF); Pilot Monitoring kept his FMS on pink nav and pink path with the VTA. As it shows in our CMF when performing Localizer approaches.As soon as I had pressed NAV we captured the back course on the FMS. At that time I had to cross check my side with the FO then I commanded for an immediate missed approach; at which time; when we executed the missed approach we encountered the extreme precipitation and then I proceed to disconnect the autopilot and climb outside the heavy precipitation. Then I commanded the flaps to be retracted to a Flaps 2 and gear up and proceeded to speed up. I commanded to set FMS Nav on my side first but the automation went into yellow needles; indicating we were operating on a single FMS. That caused a bit of confusion as my First Officer was advising ATC of our go-around while trying to reconfigure the FMS into each side operable.As a result; during the climb out to 2;000 feet we heard an overspeed warning for the flaps. I told my First Officer to retract the flaps completely and to request a heading to stay away from the heavy-extreme precipitation. ATC told us to climb and maintain 5;000 feet as we then we heard one more overspeed warning and I disconnected the auto-throttles to adjust the power and eliminate the overspeed condition. Around 4;000 feet we had the aircraft controlled with a heading mode and FLCH to 5;000; and stable. I called for the go-around checklist and made an announcement to the FA (Flight Attendant) and passengers advising them of the go around and to prepare the cabin for the landing. ATC advised us the extreme precipitation had passed. I then requested vectors to final for RNAV(Z) Rwy 5. We configured early; briefed the approach; again and preformed the appropriate checklist. ATC vectored us to the FAF and cleared us for the uneventful landing.
On approach to Norfolk Virginia the ILS glideslope was out; we set up for a localizer only approach; on final the FMA (Flight Mode Annunciator) showed back course. We were in instrument conditions so we executed a go-around. Our altitude was only about 1;000 feet below the missed approach altitude. We followed the procedure of retracting flaps to two during the initial segment of the go-around; as the landing gear and flaps came up we leveled off the speed built quickly enough to cause a flap over speed warning. Pilot flying reduced power; and we requested a higher altitude from air traffic control. Then; we received vectors for another approach which resulted in a successful landing. The captain wrote up the flap over speed and maintenance inspected the aircraft.
EMB-175 flight crew reported overspeeding the flaps on go-around.