Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Human Factors; Procedure
ILS-T approach to Runway 9R. Approach Control vectored us to intercept the LOC closer in than normal. While trying to catch the glide slope; the flight director went to altitude hold. At that point we got slow during the momentary level off. The autopilot was then disconnected in an attempt to try to catch the glide slope manually. As we approached 1;000 FT AGL; we still had not captured the glide slope and therefore were not established in a stable approach. A go around was executed and Approach Control vectored us around for a normal approach and landing. These vectors may have been acceptable under VMC; but the field was IMC; so I should not have accepted the vectors and stayed with the full published procedure to give us a more standard descent rate prior to intercepting the approach. As for getting slow; that was the result of the rushed procedure; but I should have caught it earlier and not let the airplane get below minimum maneuver speed for our configuration.
Briefing was conducted while I was out of the cockpit; VNAV approach to an ILS; PF disengaged the auto pilot early during the approach. IMC conditions. Flaps 1; speed was reduced to about 190 KTS; followed by Flaps 5 then Flaps 15 without reducing speed any further. ATC gave a short turn to intercept localizer; VNAV was no longer valid; the airplane flight director gave indication to level off as it did not reach the next point for further descend. Thrust was advanced by the Auto Throttles to maintain altitude.PF used the speed brakes and I saw thrust HOLD on the FMA; indicating that the thrust levers are de-clutched.I called 'SPEED LOW; SPEED BRAKES DEPLOYED.' No action from PF; no action or directives from PM.Airspeed was a couple of knots above the yellow hook; I felt that this is an imminent stall. I reached out and stowed the speed brakes and advanced the thrust to prevent a stall close to the ground. Still no action; direction or comment from PM.The aircraft leveled off and speed regained. The PF let the airplane level off; with no apparent plan. PF proceeded to intercept GS from above. PM was very calm composed and cool; he gave her no commands or suggestions.I noticed that the airspeed now was almost at the barber pole; 180 KTS; which is Flaps 30 max speed. Again I announce the 'speed is high' again no action; I announced 'selecting speed brakes' speed was reduced to appropriate approach speed; I then stowed the speed brakes and armed them for landing.At 1;100 FT above the ground I saw that we will not be established on the GS; IMC conditions and autopilot disengaged. I announced 'GO AROUND' PM said 'GO AROUND.'PF still flying manually press the G/A; thrust advanced. While the airplane was still sinking approximately 300 FT per minute towards the ground PF said 'Positive rate of climb; gear up' I said 'we are sinking. Pull up pull up.' When I saw a positive rate of climb; I said 'now you can ask for gear up.'I made sure 7;000 FT was set in the altitude window for go-around. Autopilot was re-engaged. Both PM and PF set STD alt setting which resulted in an amber indication on both sides as the transition altitude was 8;000 FT; 1;000 FT above G/A altitude. The difference was about 300 FT and the PM said it is OK we can follow the altimeter and that he was OK with it. This added to the work load.On the second attempt; again the PF disengaged autopilot. Again she was not slowing down the airplane while configuring for landing.I said 'Flaps 5; set speed; Flaps 15; set speed; Flaps 20 set speed.' We were still in IMC conditions. Airplane landed with no further anomaliesSuggestions:Conduct briefing with all crew members present in cockpit. Stress the benefits of auto pilot use during high work load or high stress periods. Stress SOP; procedure call outs i.e. Flaps 5… set speed. Challenge ATC directives…do not jump on their suggestion without analyzing the threat. Do not take short cuts which will bring you above the glide slope if you are not comfortable. Be aware that VNAV only works with predetermined route; SID or STAR and is invalid if you are vectored away from your FMC route. Procedure should be implemented to read out FMA changes; i.e. thrust HOLD; VNAV SPD; VNAV PTH; VNAV ALT etc.
B777 flight crew describes a go-around for an unstabilized approach from different perspectives.