EMB ERJ 170/175 ER/LR
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Training / Qualification; Workload; Communication Breakdown; Confusion
Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Executed Go Around / Missed Approach
Procedure; Human Factors
While executing the ILS to [Runway] XXR at ZZZ; ATC informed us that we were following a heavy and instructed us to slow to 170kts. The Captain and I saw the other aircraft on TCAS and judged the distance to be six or seven miles. We discussed the possibility of wake turbulence but we didn't think the spacing was an issue. Then; after switching the tower; at around 3;000 feet; we were instructed to start slowing to our final approach speed. We then configured the aircraft for landing and started running the landing checklist. While listening and responding to the Captain's checklist callouts; I thought I heard someone say 'approach clearance canceled; maintain 3;000'; but I was unsure of the call sign. This was partly because the Captain and I were in the middle of running a checklist and partly because there was another aircraft on frequency that had a very similar call sign. We were Company X Callsign ABBC and the aircraft ahead of the heavy was Company X Callsign ADDC (there were at least three instances during the arrival where an instruction was given and we weren't 100% sure who it was for). I interrupted the Captain and told him that I thought tower had just canceled someone's approach clearance and asked him to query ATC to see if it was for us. The controller responded with a very urgent tone and said 'That is affirm; Callsign ABBC your approach clearance is canceled; maintain present heading and climb to 3;000. I'll have a turn for you in just a second.' As the captain was responding to ATC; I pressed the heading button to maintain our present heading as instructed; but I was confused as to what to do next. At this point we were around 2;400 feet (about 2;000 feet AFE); so a hard go-around using the TO/GA button was not required. I was not really mentally prepared for the go-around and was having trouble deciding what to do next; but ATC sounded like they wanted me to start climbing immediately to 3;000 feet; which was already set in the altitude window; so I reacted to his instruction by hitting FLCH. This caused the aircraft to apply full throttle and pitch up to maintain our current approach speed of about 145kts. We maintain this climb for several seconds until I was able to dial the speed up and get the aircraft accelerating. With everything happening so fast; and not really being mentally prepared for a go-around; I called gear up while the flaps were still at 5 which caused the landing gear warning to sound. It was a very sloppy go-around but I don't think the aircraft was ever in an unsafe state.This was my first go-around in the actual aircraft. However; I have mentally rehearsed and practiced enough hard go-arounds in sim training that the procedure is pretty much automatic and I can execute it without much thinking required. However; I can only recall doing a soft go-around once during FTD training and; as I recall; in that scenario we were not yet configured for landing and the altitude assigned was below us; so it was a simple matter of stopping the descent and flying the assigned heading. We also discussed soft go-arounds vs hard go-arounds in training and I had recalled that using TO/GA was optional but not really preferred during a soft-go around. I think there needs to be more training on soft go-arounds and the SOP should give more guidance as to preferred methods in various scenarios. Currently; the SOP does not give much guidance on the subject other than reminding the pilot to retract flaps at the F-bug or XX knots above green dot. After landing; the Captain and I discussed what I could have done better. He suggested; and I agreed; that the best course of action would have been to press ALT to stop the descent and then start accelerating before starting our climb. However; after replaying it in my head all night; I came to the conclusion that; given the fact that ATC wanted me to climb; it would have been perfectly acceptable to switch to heading mode and then press TO/GA and execute my normalgo-around actions and callouts; even though we were well above 1;000 feet AFE. This would ensure the aircraft was maintaining a safe speed while we began to reconfigure the aircraft and would have eliminated a lot of confusion that I created while I pondered what technique I should use to get us to 3;000 feet while also cleaning up the aircraft. Perhaps this should be the preferred method to execute a soft-go around when fully configured for landing and a climb is required. But perhaps there's another aspect of it that I'm not considering. The technique of pressing ALT and accelerating aircraft prior to starting the climb also seems like it would work in most situations. That's why I think the SOP should give more guidance on the subject. If there were a preferred method spelled out in the SOP; then it would eliminate a lot of the confusion and both pilots would be on the same page instead of debating on a technique for a procedure that is rarely used when there isn't really time to stop and think about it.This experience has also taught me to be prepared for a go-around at all times; not just when below 1;000 feet on an approach. Although; the spacing behind the heavy looked good to us; we should have been more prepared for the possibility that ATC would call for a go-around unexpectedly.
Air carrier First Officer reported having to do an unexpected go-around on final approach that may not have been correctly executed and cited confusing communications and unclear SOP procedures as contributing factors.