Regional Jet 900 (CRJ900)
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Time Pressure; Situational Awareness; Fatigue; Distraction; Communication Breakdown; Confusion; Workload
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Human Factors
During the descent checklist; I mistakenly thought I had set the landing data. Once we were cleared for the approach I realized this was not the case. To make sure we had the data; I sent for the numbers which came back in time. My First Officer and I were distracted by this. The 1;000 feet callout was made by my FO (First Officer) as I finished setting the landing bug speeds and my FO responded to the call with the appropriate response. Shortly thereafter we received the GPWS (Ground Proximity Warning System) warning 'too low; flaps.' I then called for a go-around. My FO executed the go-around; we contacted ATC. Came back and landed uneventfully. I then contacted Maintenance to inform them of the go-around.I allowed myself to be distracted by bugging the landing speeds and the departing traffic ahead of us. This oversight led to a compressed workload on short final which distracted both my FO and I.We discussed the event after landing and what we had learned from it. I was disappointed that the error made it by both of us as long as it did. But we discussed the importance of verifying checklist items such as landing data in the descent checklist and more and how that oversight led to this error. I believe this was a good learning opportunity for both my FO and myself.
CRJ-900 Captain reported an unstable approach and go-around resulting from other errors in the cockpit.