Flight Crew Last 90 Days 16; Flight Crew Total 13349; Flight Crew Type 1078
Fatigue; Situational Awareness; Training / Qualification; Workload
Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Human Factors; Aircraft; Weather
After flying all night; with weather in the immediate area and the autothrottles were inoperative; we elected to fly the RNAV Runway XXR. We were vectored around several thunderstorm cells. While on the West side of the IF; we were vectored to fly direct to the IF to intercept the runway and fly the approach. Level at 3000 ft and cleared for the approach; I was very focus on maintain proper speed for the leg of the approach. With turbulence in the area; it was a little difficult to get the right power setting to maintain an approach speed within 10 knots of the target speed.  As we flew over the second waypoint; I started down. The FMS was showing I was about 200 ft high at the final approach fix (FAF). I continued the approach. As we started to breakout; we both decided we were too high to continue the approach to land. I elected to commence the go-around. Cleaned up the aircraft and requested a 2nd attempt.  On our second attempt; we were vectored for the ILS XYR; GS out of service approach. The Captain set up the approach and briefed me on it so I can maintain my focus on the throttles. Level at 4000; we were cleared to descend to 3000 ft and cleared for the approach. I started to reduce the power and call for slats and flaps. I started descending down to the MDA; while trying to control the speed. The speed was fluctuating a lot. I am assuming because of the continuous light turbulence.  We crossed the FAF at 2500 ft; I selected 1000 ft on the VSI. Just as we were breaking out; I heard a 'Too Low. Terrain'; I immediately pushed the throttles to the breaking bar to commence the CFIT recovery.  As I pulled back on the throttles I can see the yellow numbers above the N1 indicators on engine number 1 & 2. Once cleaned up and level off; I elected to have the Captain land the aircraft. The Captain requested the ILS RWY XYR approach. I set up the approach; briefed and he landed without any further events. I did notice the Captain was very focus on the power setting to help control the speed. We are never flying a plane with the autothrottles inoperative. To add to it; after flying throughout the night; we had to fly an approach in IFR conditions; with thunder storm cells around the immediate area of the airport with continuous light turbulence. Might not sound like much; but when it happens. It turns into a handful.
It would appear that with the autothrottles on MEL; the weather; flying off hours and the glide slope inop and not managing our speed and descents without autothrottles proved very fatiguing to both pilots.We fly with autothrottles 99.9% of the time and without autothrottles both pilots were so hyper focused on maintaining airspeed we were fatigued and way behind the aircraft as a result. In the future given these circumstances I will not accept the aircraft without autothrottles.
A MD-11 with MELed autothrottles was flown all night and arrived at an IMC airport with only non precision approaches. Following two go-arounds; one after an EGPWS warning; the fatigued First Officer gave the aircraft to the Captain.