EMB ERJ 145 ER/LR
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Workload; Time Pressure
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Human Factors
While on approach to ZZZ in day VMC conditions; crew was instructed to fly direct 'ZZZZZ' - the FAF for ILS XX - for a visual approach to [Runway] XX. The crew had been left high by both Center and Approach; but was able to reach the 5;000 ft. and slow prior to intercept. The PIC/PF (Pilot Flying) briefed the SIC/PM (Pilot Monitoring) on speed/energy management and airspeed 'windows' prior to the approach. After reporting runway in sight and receiving the approach clearance; the PF initiated descent to 4;500 ft. (the FAF altitude) and began to lessen the intercept angle; and PM prompted gear down and flaps 22. Aircraft still slightly overshot the localizer but was able to capture both LOC and GS which happened simultaneously. 4;500 ft. is within 1;300 ft. AGL of field elevation; and due to the short distance both vertically to the runway and laterally (just outside 4 miles); the PM/PIC anticipated an unstable approach and called a go around. The PF pressed the TOGA (Takeoff Go-Around); disconnected the autopilot; and called 'check thrust flaps nine' and the PM set flaps 9 and checked the thrust to discover the PF had not yet increased thrust to detents. Concurrently with the 'check thrust flaps 9 actions'; and 'Sink Rate' EGPWS warning occurred; and momentary hesitation by PF prompted PM/PIC to take control and initiate the immediate action in response to the 'sink rate' AURAL as required for the EGPWS escape; with a 'Pull Up' Aural warning occurring concurrently with the initiation of the EGPWS escape procedure. (At the time of initiation the EGPWS escape; PIC noted an 1;800 fpm descent rate). Upon reaching a safe altitude; the aircraft configuration was cleaned up in line as normal; and flight continued back for ILS without further incident. One error was made during EGPWS escape; which was PIC only increasing thrust to detents and not to max. Upon completion of the flight; crew debriefed on a number of key items. These included energy management and the approach profile in the AOM; go around procedure and ensuring power is set concurrently with pitch and callout when conducting a missed; and the EGPWS escape maneuver.Crews should act very early to mitigate unstable approach situations; including in a situation like this requesting a lower altitude earlier and a vector out to the IAF in lieu of the FAF; this can alleviate the chances of an unstable approach long before the issue manifests. Missed approaches should be initiated immediately upon identification of an unstable approach. In the event of a missed approach; crews should ensure the action is taken decisively including the increase of power; and both pilots should remain involved in the process. Should a GPWS warning be received; decisive; immediate action should be taken - as per the AOM - superseding normal missed approach actions due to the time critical nature of high vertical speed close to the ground. Captains especially should keep a close eye on FOs conducting operations at outstations - in this situation; having approach offer a better vector to join or taking an actual ILS clearance may have prevented the situation from manifesting at all.
EMB-XRJ Captain reported that while conducting a go-around from an unstabilized approach an EGPWS warning occurred.