Regional Jet 200 ER/LR (CRJ200)
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Workload; Time Pressure; Human-Machine Interface
Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Overrode Automation; General Maintenance Action
Weather; Human Factors; Aircraft
Prior to Final approach in ZZZ; approach vectored us very close to the final approach course with a 30 kt tailwind on base and at 4;000 ft just outside ZZZZZ for the ILS XXR; assigned 190 kts. As we intercepted the course the autopilot flew past the localizer at close to half scale deflection; as it would not correct course timely. We also had to descend and slow down to configure for final approach within 3 miles of final approach fix. As the autopilot was correcting for that we set 3;000 ft for the missed approach altitude. A CAS MISCOMP status message appeared and the altitude alerter came on would not stop ringing. When we changed navigation source to green needles; the localizer would not capture with the autopilot; therefore the glide slope would also not capture. During the navigation source change; my flight director on the first officer's side became erratic and I lost the localizer transmission. We decided to execute a missed approach due to being unstable along with the flight instrument errors. Tower assigned us a heading and altitude and we reconfigured the aircraft for the go around all while the altitude alerter was blaring. During straight and level flight; we decided to reassign the FCP to heading and altitude. Once established; we turned the autopilot on and all instruments worked correctly. The altitude alert ringer was still buzzing so we decided to silence using Data Control Unit (DCU) audio buttons to declutter the situation. After completing proper checklists; we decided to continue on with another ILS XXR and executed approach and landing normally. After shutdown the altitude alerter still continued to ring until AC power was switched from the APU GEN to EXT AC. We wrote up the problem and notified maintenance.ATC giving us tight vectors with a tailwind on base along with our equipment malfunctions. The altitude alerter sounding loudly along our flight directors being erratic caused task saturation to the captain who was PF. As PM I helped the captain de clutter the situation and to reminded him to just fly the airplane which he did well as we tracked the localizer and conducted the go around. Once we silenced the altitude alerter it became much easier to fly the aircraft and we were able to conduct the next approach successfully.Possibly asking for a slower intercept speed or lower from ATC. The equipment malfunctions lead to the approach to become unstable and that's why we conducted a go around. I could have possibly contacted tower a few seconds earlier to ask for a vector and altitude but it was quite difficult with the task saturation being as high as it was; especially with the altitude alerter loudly sounding. Overall it was a great lesson in always being able to maintain control and fly the aircraft regardless of the state of automation it is in which I thought we did a great job of despite the system malfunctions during a high work load environment.
CRJ-200 First Officer reported experiencing a high workload during final approach and cited poor ATC vectors; the autopilot failing to capture the localizer and a continual altitude alerter sounding as contributing.