Large Transport
Flight Crew Air Transport Pilot (ATP)
Fatigue; Situational Awareness
Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Human Factors
Back side of clock flying. VMC conditions. First Officer (FO) flying; he called the airport insight; cleared on visual. I recommended he configure for the approach if he wants to make the arrival gate [stabilized approach]. His lack of understanding in configuration and proximity to the airport I issued a go-around that was performed per SOPs. The following APC; he was in position for an acceptable arrival gate but failed to descend after being cleared for a visual. Automation was engaged but he failed or lacked knowledge of automation to descend prior to LOC capture. The result was being out of position; again; to make the arrival gate. I asked for an s-turn south Tower approved; but turn was delayed and I asked if we could rejoin the final and tower said; 'negative inadequate spacing' busy comms with tower I kept asking; 'what would you like me to do.' Short delay and returned with a clearance of 'fly a 230 HDG climb and maintain 6;000.' I took control of the aircraft and subsequent approach was and landing was per procedure. Fatigue. FO's lack of automation knowledge and situational awareness. My failure to take controls as pilot flying earlier after the first go-around. (Out of fatigue and trying to treat a FO with respect; who is at the end of his career.)
I was the First Officer (FO) Pilot Flying (PF). We were on time and the sun was in our face as we were cleared for a Visual App. When I saw the runway I realized we were high and fast; We were descending out of 5;000 feet and heading about 110 to intercept the localizer. I immediately selected gear/down and slowed for flaps 3. By the time we were on final; and approximately 1;500 feet AGL; the Captain and I realized we were going to be unstable by our 1;000 feet mark. So we executed a soft Go Around; which went smoothly and were vectored downwind on the north side of the airport at 6;000 feet and 190 KTS. ATC then gave us a Runway change to Runway 07R and the Captain entered it into the box. ATC cleared us to 4;000 feet and a heading of 170 and asked us if we had the airport in sight. I said 'I did' and was cleared for visual approach to runway 7R maintain 170 KTS until 5 mi. I flew direct to the FAF; and selected the approach PB to arm the approach with gear down and flaps 3. Unfortunately; as I got close to the FAF; the Glide Slope (GS) centered before the course armed. We were already above the G/ and I did not capture the GS. I selected V/S -1200ft. and managed the speed to slow down; but the speed increased to 180 KTS and power increased. I realized I had not activated / confirmed our approach for runway 7R. I realized we were again high above the GP and fast. I then disconnected the AP and selected 140 KTS. The captain; realizing we may have to do another go around; said 'I have the aircraft' and I immediately said 'your aircraft'. He then; requested ATC for a S-turn on final. During the turn; he realized this would be tight and again asked ATC for a 360RT. ATC said 'maintain heading and climb to 6;000''. I then realized the confusion; I asked ATC 'to verify our heading or runway heading?' Because; we were in a S-Turn to the right approximately 110-160 heading; ATC then gave us a heading of 230 degrees; climb to 6;000'. We continued the climb and cleaned up the aircraft in the missed approach procedure. We then were switched over to approach control and were vectored for a right base heading for a visual. ATC asked if we had the A/C ahead in sight and cleared us for visual.
Flight crew described two visual approaches; after an all-night flight that resulted in go arounds due to being unstabilized. The Captain took over to try and salvage the second approach but was unable. Third approach; performed by the Captain; was successful.