Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 180; Flight Crew Total 8000; Flight Crew Type 3000
Fatigue; Situational Awareness; Time Pressure; Workload
Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Human Factors; Procedure
I was the non-flying pilot on Flight X. As we were arriving in the Phoenix terminal area from the northeast; we were cleared direct OBASE at 7;000 feet and given left or right deviation for weather. We crossed OBASE and were given a base turn for Runway 7R and instructions to descend to 5;000 feet. At this point we were 6+ miles north from intercepting the localizer. Maybe 90 seconds later; the Controller cleared us to 4;000 feet and asked if we had the field in sight. I expressed concern to my Captain that we were not going to be able to make it (meaning we would not be stable at 1;000 feet AFE because we were high and fast). My Captain gave me the thumbs up and I told the controller we had the airport in sight. The controller told us to intercept the localizer for Runway 7R and then cleared us for the visual. At this stage of the flight the aircraft was in full automation mode. The localizer was armed and had been identified. Right before we were intercepting the localizer; I looked down at my HSI and saw an aircraft within our 5-mile ring. As I was turning my head to look out my right window; I hear other traffic express concern to the Controller that they were too close to us. I then look back towards the runway and notice that we had flown through the localizer. I informed Captain and he immediately started to make the corrections. At this point I felt even more uncomfortable with our situation; so I called for the go-around. Captain immediately initiated the go-around. At some point either before I looked out the window for traffic or during the go-around; the autopilot was disconnected. Captain made the appropriate go-around calls and I made mine. I noticed that the autopilot was disconnected and I asked him if he wanted the autopilot; but he declined. Since we were above 1;000 feet AFE; I selected clean maneuver speed. As the plane started to increase in speed we cleaned up the flaps and again; I asked him if he wanted the autopilot and he declined. While all of this was happening; I tried to inform PHX ATC that we were going around. On my third call attempt; PHX ATC responded that we were to fly runway heading and level at 5;000 feet. During our level off the aircraft flew through 5;000 feet to 5;350 feet. I was making the appropriate calls. During the recovery we descended to 4;800 feet. Again; I called out our altitude and he corrected to 5;000 feet. I again asked Captain if he wanted the autopilot and he accepted. We were vectored around for a second approach and landed.I believe fatigue was a contributing factor in the sloppy approach and missed approached for both the Captain and myself. I regret allowing us to accept the base turn and the approach. We were high and fast on our base turn and I should have insisted on a vector to lose altitude and to slow the plane down. I never anticipated that there would be traffic; autopilot disconnected and a sloppy altitude capture. I'm upset that I gave the Captain the option to accept. My real out option was on the downwind. I have also noticed with pilots that have flown a lot in Europe that they want to apply a constant rate of descent to flying in the states. While I know this is a preferred method of flying; it simply doesn't apply for all airports in the United States. I usually warn them that certain airports like to slam us in and Phoenix is one of them. I'm not sure if I warned Captain or not; but will make it part of my brief in the future. As a crew member; I truly believe that I'm an outspoken pilot. I regret accepting the base turn and approach; it will not happen in the future. I plan on filing a fatigue event report and a hotel event report. The environment system in my room broke and it was loud and I was unable to fall back to sleep. I tried to go back to sleep but was unable. I spoke with the hotel manager about the issue.
Air carrier pilot reported encountering a challenging approach while dealing with fatigue.