Narrative:

The weather indicated well above CAT 1 minimums and we were vectored to and shot a normal ILS to minimums. At minimums; we had no visual contact with the airport and executed a normal missed approach. After reviewing the fuel and weather; we opted to attempt another CAT 1 ILS. Just outside the final approach fix tower informed us that the RVR had fallen below minimums. We advised we were unable to continue the approach and the controller told us to maintain 3;300 ft and a 090 heading. By this point the autopilot had already captured the glideslope and had started a descent so we were at roughly 2;900 ft when we began executing the missed. The captain advanced the thrust while I read back the missed approach clearance. When I finished on the radio I asked if he wanted me to clean up the aircraft. He responded that he did and I retracted the flaps. At this point he also asked for autopilot on. In response I engaged the autopilot and then retracted the landing gear but immediately noticed the aircraft had begun an aggressive descent. I called out the descent to the captain and he disengaged the autopilot and resumed the climb to 3;300. However; during the brief descent; the aircraft had passed gear retraction speed. I called out the speed to the captain and he retarded the thrust levers. About this time; we received a gear disagree message. As the aircraft slowed the message cleared and the gear retracted normally. After reviewing our situation we discovered that the autopilot mode had never changed out of approach mode and had thus attempted to follow the descending glideslope when the autopilot engaged. We further reviewed the weather and decided to divert to a nearby airport where we landed normally and contacted maintenance about the gear overspeed.the situation began as we discovered the weather was below minimums just a few seconds outside of the FAF. This caused some confusion as the aircraft began a descent just as we decided to execute the missed. Additionally; executing the missed at a spot other than normal caused some confusion. The workload was also very high at this point. Additionally; because there was only a shallow climb involved the aircraft accelerated very quickly when the flaps were retracted. This was made worse by the autopilot initiating a brief descent.this would have been avoided by simply following SOP for a missed approach. This would have ensured that the aircraft and autopilot were configured in a correct and timely manner. The confusion at the FAF and the high workload immediately following led to us getting things out of order and off SOP and resulted in the gear overspeed.

Google
 

Original NASA ASRS Text

Title: Confusion reigned as the flight crew of an CRJ-200; when advised the weather had deteriorated below minimums; attempted to abandon the approach and the glideslope was captured at the same time as they were leveling at their ATC assigned MAP altitude. A minor altitude deviation and landing gear overspeed resulted.

Narrative: The weather indicated well above CAT 1 minimums and we were vectored to and shot a normal ILS to minimums. At minimums; we had no visual contact with the airport and executed a normal missed approach. After reviewing the fuel and weather; we opted to attempt another CAT 1 ILS. Just outside the final approach fix Tower informed us that the RVR had fallen below minimums. We advised we were unable to continue the approach and the Controller told us to maintain 3;300 FT and a 090 heading. By this point the autopilot had already captured the glideslope and had started a descent so we were at roughly 2;900 FT when we began executing the missed. The Captain advanced the thrust while I read back the missed approach clearance. When I finished on the radio I asked if he wanted me to clean up the aircraft. He responded that he did and I retracted the flaps. At this point he also asked for autopilot on. In response I engaged the autopilot and then retracted the landing gear but immediately noticed the aircraft had begun an aggressive descent. I called out the descent to the Captain and he disengaged the autopilot and resumed the climb to 3;300. However; during the brief descent; the aircraft had passed gear retraction speed. I called out the speed to the Captain and he retarded the thrust levers. About this time; we received a GEAR DISAGREE message. As the aircraft slowed the message cleared and the gear retracted normally. After reviewing our situation we discovered that the autopilot mode had never changed out of approach mode and had thus attempted to follow the descending glideslope when the autopilot engaged. We further reviewed the weather and decided to divert to a nearby airport where we landed normally and contacted Maintenance about the gear overspeed.The situation began as we discovered the weather was below minimums just a few seconds outside of the FAF. This caused some confusion as the aircraft began a descent just as we decided to execute the missed. Additionally; executing the missed at a spot other than normal caused some confusion. The workload was also very high at this point. Additionally; because there was only a shallow climb involved the aircraft accelerated very quickly when the flaps were retracted. This was made worse by the autopilot initiating a brief descent.This would have been avoided by simply following SOP for a missed approach. This would have ensured that the aircraft and autopilot were configured in a correct and timely manner. The confusion at the FAF and the high workload immediately following led to us getting things out of order and off SOP and resulted in the gear overspeed.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.