Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 4758
Communication Breakdown
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Airspace Structure; Human Factors; Procedure
ATIS was advertising visual to 31. We briefed the RNAV Visual 31; I was going to request that with approach. I checked on and we were told to expect the ILS to 4; circle 31. We began to set up the ILS as we checked on at 6;000 ft. We were given a descent and cleared the ILS4/circle 31 quickly. We were at 6;000 ft and chart altitude was 3;000 ft. I asked the Captain if he wanted to continue; he said yes. We began configuring the plane. We switched to tower; still high and fast. Before I called the tower I asked the Captain if he wanted to continue after pointing out the airport; he said he'll get it down. He flew the localizer and above glide slope down and leveled just above circling minimums. He turned right to circle to 31.I loaded the GPS 31 in the box to give him vertical guidance. The Captain began turning final close and high to the runway. Rolling towards 30 [degree] bank; I called 'watch the bank'. He rolled through 30 to 45. I called 'bank angle; it's not going to work; lets go-around'. The aircraft also alerted 'bank angle'. He rolled it back to less than 30 while increasing decent rate. He said 'it'll work'. We at the same time got 'sink rate' GPWS. I called 'watch your descent; we're too high let's go-around'. The Captain didn't respond. After GPWS repeated 'sink rate' the Captain called the go-around.On the second approach the Captain was closer to profile but still a high. He increased the descent rate to about 1;300 fpm passing 1;000 ft. I called 'watch your descent rate; coming onto PAPIs. The fpm momentarily went to 1;600 fpm; then he corrected and stabilized the approach. He touched down at the 1;000 ft markers. At the gate the Captain debriefed that he should have gone around sooner. My thoughts on preventing this in the future. Do proficiency training for VFR circles to short runways in the simulator. Do multiple approaches in various wind and weather conditions. We should have done a more thorough brief after getting the short notice on the approach. I should have said 'Go-Around' more firmly and as a stand-alone statement. He apparently interpreted my go-around statements as suggestions. I also should have been more firm (and will be in the future) earlier in the approach on just abandoning the approach early. I ask him several times if he wanted to continue before we even began the circle.
On arrival; we were expecting [the] visual approach. At approximately 10;000 ft received new approach ILS 04 circle to land 31. Received late descent clearance for the ILS; ceiling was approx 1500 ft BKN. Very steep on the ILS but was going to circle to land I thought it would work. At 2.5nm final for RW04 began circling maneuver. Visual with airport; I felt I was fine. As I picked up the REIL lights; I increased bank angle to attempt to roll out on final. This is when the Bank Angle warning sounded. I was startled; decreased bank which resulted in an overshoot. As I decreased bank; I relaxed back pressure which resulted in Pull-Up/Sink Rate Warning. First Officer said 'You are going to go-around aren't you?' That is when I started the go-around.
B737 flight crew reported that they were expecting a visual approach. At approximately 10;000 ft they received a new approach very steep on the ILS; but was unable to land.