Narrative:

This event occurred on the first leg of the third day of a four-day trip. The departure was uneventful other than a relatively quick run through the de-ice pad to clear some accumulated ice and apply type-4 anti-ice fluid. We were cleared for the SKILS3 arrival as filed and commenced the descent as published. Somewhere around bwi with tat between 0 and 10; we received a left wing anti-ice caution prompting the flying pilot to call for the appropriate QRH. We completed the associated procedures as dictated by company SOP; which consisted primarily of selecting the 14th stage isolation (isol) valve. The temperature then rose above the 10 degree threshold and the caution message went away only to return some minutes later. The captain again called for the QRH; which dictated placing the wing anti-ice switch to the standby position. This again cleared the message; but we reviewed the entire checklist in the event that the caution returned and further checklist execution was required. Meanwhile; though we discussed the possibility; feasibility; and fuel implications of diverting to ric; we made the decision to continue on the arrival and land at dca; the nearest suitable airport. They were landing 19; and we set up for the localizer directional aid Z 19 approach; which would just allow us to get in based on the prescribed weather minimums. Temperature continued to fluctuate in and out of icing range but the anti-ice system appeared to be operational. At this point; we were descending between 3000 feet and 4000 feet when potomac approach vectored us off of the arrival direct to fergi. Having been a few miles directly east of the fix; this resulted in a relatively severe intercept angle; roughly 90 to 100 degrees off of the final approach course. While not ideal; we viewed this as certainly doable given the current circumstances. We turned in to join the localizer and were pushed east by strong westerly winds that resembled a false capture initially. Though still slightly east of the final approach course at besse; the FMS/autopilot appeared to be making the necessary adjustments to bring us where we needed to be; but the captain selected heading mode and adjusted accordingly to keep us where we thought would be clear of prohibited airspace. Airspeed was still high; somewhere between 230 and 250; so we dropped the gear out of sequence to aid in reducing airspeed in attempt to be configured in accordance with the profile. At this point; realizing that we were going to put ourselves in a potentially hazardous situation in light of the current weather conditions; the aircraft issues; and the delayed configuration; the go-around was called for and initiated. With throttles advanced and positive rate climb established and verified; the gear up call was made. I reflexively raised the gear handle; which was immediately met by the gear disagree message due to airspeed having been over 200 knots. We continued the climb out; made the necessary calls; turned to the assigned heading; and continued monitoring the caution messages for a return of the anti-ice issues before leveling off; calling for the QRH; and correcting the landing gear issue. We had been handed back to potomac approach by this point; advised them of our intention to recommence the approach; and continued without issue. Once we cleared the runway and were passed to the ground controller; she advised us to call them upon shutdown when they informed us of a possible violation of P-56B.

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Original NASA ASRS Text

Title: Air carrier First Officer reported multiple issues while operating in winter conditions in an attempt to land at DCA. First approach required a go-around but the second approach was successful.

Narrative: This event occurred on the first leg of the third day of a four-day trip. The departure was uneventful other than a relatively quick run through the de-ice pad to clear some accumulated ice and apply type-4 anti-ice fluid. We were cleared for the SKILS3 arrival as filed and commenced the descent as published. Somewhere around BWI with TAT between 0 and 10; we received a L WING ANTI-ICE Caution prompting the flying pilot to call for the appropriate QRH. We completed the associated procedures as dictated by company SOP; which consisted primarily of selecting the 14th stage Isolation (ISOL) valve. The temperature then rose above the 10 degree threshold and the caution message went away only to return some minutes later. The Captain again called for the QRH; which dictated placing the Wing Anti-Ice switch to the Standby position. This again cleared the message; but we reviewed the entire checklist in the event that the Caution returned and further checklist execution was required. Meanwhile; though we discussed the possibility; feasibility; and fuel implications of diverting to RIC; we made the decision to continue on the arrival and land at DCA; the nearest suitable airport. They were landing 19; and we set up for the Localizer Directional Aid Z 19 Approach; which would just allow us to get in based on the prescribed weather minimums. Temperature continued to fluctuate in and out of icing range but the anti-ice system appeared to be operational. At this point; we were descending between 3000 feet and 4000 feet when Potomac Approach vectored us off of the arrival direct to FERGI. Having been a few miles directly east of the fix; this resulted in a relatively severe intercept angle; roughly 90 to 100 degrees off of the final approach course. While not ideal; we viewed this as certainly doable given the current circumstances. We turned in to join the localizer and were pushed east by strong westerly winds that resembled a false capture initially. Though still slightly east of the final approach course at BESSE; the FMS/autopilot appeared to be making the necessary adjustments to bring us where we needed to be; but the Captain selected heading mode and adjusted accordingly to keep us where we thought would be clear of prohibited airspace. Airspeed was still high; somewhere between 230 and 250; so we dropped the gear out of sequence to aid in reducing airspeed in attempt to be configured in accordance with the profile. At this point; realizing that we were going to put ourselves in a potentially hazardous situation in light of the current weather conditions; the aircraft issues; and the delayed configuration; the go-around was called for and initiated. With throttles advanced and positive rate climb established and verified; the gear up call was made. I reflexively raised the gear handle; which was immediately met by the GEAR DISAGREE message due to airspeed having been over 200 knots. We continued the climb out; made the necessary calls; turned to the assigned heading; and continued monitoring the Caution messages for a return of the anti-ice issues before leveling off; calling for the QRH; and correcting the landing gear issue. We had been handed back to Potomac Approach by this point; advised them of our intention to recommence the approach; and continued without issue. Once we cleared the runway and were passed to the ground controller; she advised us to call them upon shutdown when they informed us of a possible violation of P-56B.

Data retrieved from NASA's ASRS site 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.