Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Human-Machine Interface
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Fuel Issue
Flight Crew Executed Go Around / Missed Approach
Human Factors
On the ILS approach I was slow to configure and reduce to final approach speed. We were given a heading to intercept the localizer. I selected NAV and began to reduce speed. The autopilot then flew straight though the localizer with a preview course selected and the correct frequency. Seeing this I attempted to correct the localizer deflection. By the time we were fully corrected on course the glideslope was well below us. I attempted to make corrections and configure but by 1500 feet or so I realized we would not be configured or on speed and in a safe position to land on time. I told this to my captain who then relayed our go around decision to tower and we successfully performed a safe go around complying with all of the towers instructions. As part of his climb out instructions we were given a heading directly away from the airport and told to climb to 5000 feet.After reaching about 8 DME from the airport and still with no sign of vectors back to the ILS approach; we received a check reserve fuel message through the MCDU. I asked the captain about this and as we did not have time to make any calculations for fuel burn we decided to declare min fuel as our projected at landing was 2200; exactly reserve. We told approach about our remaining fuel and souls on board. We received vectors back to final and landed safely via the ILS with 2800 pounds of fuel remaining; well above reserve minimums.
On approach we were late configuring. This was compounded with the fact that the aircraft failed to capture the LOC/GS despite the fact that approach mode was armed; the First Officer used the TCS button to override the automation and correct our course. It became clear that we would not be configured and stabilized in time to meet the stabilized approach criteria so we decided to go around and notified the tower of the go around. Once we had executed the missed approach per tower instructions; on climb out to 5;000 feet we got an FMS message of 'CHECK RESERVE FUEL.' The fuel status on the progress bar showed that we would land with 2200 LBS of fuel; minimum reserve. We elected to notify ATC that we were in a min fuel condition so as not to incur any undue delay. We were vectored for another approach to runway 22L and landed without incident. We landed with approximately 2900 LBS of fuel. We think that the FMS was calculating that we would still fly the published missed approach despite the fact that we were on vectors for another approach.The go around could have been prevented by configuring earlier. Also; we should have been more proactive when the automation failed to capture the LOC/GS. On the missed approach/min fuel situation; if we had cleaned up the FMS route so that it was not still calculating fuel for the full missed approach we would have seen that we still had more than min fuel.
An air carrier First Officer reported configuring late on an ILS approach ending up high above the glideslope. Aircrew initiated a go-around and landed off of the second approach.