Narrative:

In this event we had been cleared for the lax ILS 24R. When we turned onto the localizer we had adequate separation from the aircraft in front of us. At some point that separation was lost. At about 2300 feet MSL; and near the final approach fix; tower asked us if we had visual contact with the traffic in front of us and told us to slow to approach speed. We did not as the traffic appeared to go into a scattered cloud layer. I reported that; and right away tower came back and told us to cancel approach clearance and maintain 2000.at this point in the approach; we were both unsure if they wanted to continue the approach; or execute a go around. We ended up doing a sort of 'half go around.'that left the airplane in a confused state of speed; automation and control. Shortly thereafter tower finally officially gave us a go around instruction.at this point we were trying to get the airplane into a stable state and that's when the RA happened. The autopilot was disconnected. The RA instruction was to monitor vertical speed. By this time we were both pretty far behind the airplane with no automation and ended up climbing into the RA; maybe 100 feet. We had the traffic in sight for the duration of the event.the RA was resolved; and we got the aircraft into a desired configuration and went on to land without incident. Most of us; myself included; could probably be better at briefing missed approach procedures and develop possible plans for a 'soft go around.'contributing factors were the ambiguous or not expected instructions from ATC and task saturation as a result. Also; we were pretty worn out after a day in and out of [another airport] with several lengthy delays.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported attempting to reconfigure their aircraft after receiving and ATC directed go-around; initially climbed into a 'monitor vertical speed' TCAS Resolution Advisory.

Narrative: In this event we had been cleared for the LAX ILS 24R. When we turned onto the localizer we had adequate separation from the aircraft in front of us. At some point that separation was lost. At about 2300 feet MSL; and near the final approach fix; Tower asked us if we had visual contact with the traffic in front of us and told us to slow to approach speed. We did not as the traffic appeared to go into a scattered cloud layer. I reported that; and right away Tower came back and told us to cancel approach clearance and maintain 2000.At this point in the approach; we were both unsure if they wanted to continue the approach; or execute a go around. We ended up doing a sort of 'half go around.'That left the airplane in a confused state of speed; automation and control. Shortly thereafter Tower finally officially gave us a go around instruction.At this point we were trying to get the airplane into a stable state and that's when the RA happened. The autopilot was disconnected. The RA instruction was to monitor vertical speed. By this time we were both pretty far behind the airplane with no automation and ended up climbing into the RA; maybe 100 feet. We had the traffic in sight for the duration of the event.The RA was resolved; and we got the aircraft into a desired configuration and went on to land without incident. Most of us; myself included; could probably be better at briefing missed approach procedures and develop possible plans for a 'soft go around.'Contributing factors were the ambiguous or not expected instructions from ATC and task saturation as a result. Also; we were pretty worn out after a day in and out of [another airport] with several lengthy delays.

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.