Narrative:

We were vectored abeam the runway on the northwest side of the field. At approximately midfield the controller vectored us abeam the outer marker. He asked if we had the field. I asked my first officer (first officer) 'you have the field' he responded yes; and he cleared us for a visual. At that time my first officer started turning the aircraft inside the marker. I had drawn a line without executing the marker showing him the line to the marker. We were at 2500 ft and 2 miles from the final approach but inside the marker. I then asked are you going to the marker or turning inside. He said inside. I said then we need to dirty up and get down. But he was not descending so we were high and almost on center line. He didn't respond aggressive enough maybe it being [early morning] and him being tired. But I thought we were high and fast; and said this is not going to work. Let's go around. He called missed approach executed a missed approach and we advised tower we wanted to come around for another approach. The second approach was completed successfully and we were on the ground ten minutes later and still on time. In hind sight I think fatigue played somewhat into the scenario. As we were up all night. It basically was poor execution of the first approach and turning in too early therefore not allowing enough time to descend. There was also hesitation on the descent in the base turn which resulted in him being too high. All in all we successfully executed a missed approach eliminating the threat and setting the aircraft up for another stable approach. We debriefed as a crew after arriving at the gate and talked about the execution of the approach and what led me to call a missed approach. We all agreed and departed the aircraft knowing we did the right thing.

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Original NASA ASRS Text

Title: B777 Captain reported a go-around after an unstable approach.

Narrative: We were vectored abeam the runway on the Northwest side of the field. At approximately midfield the controller vectored us abeam the outer marker. He asked if we had the field. I asked my FO (First Officer) 'you have the field' he responded yes; and he cleared us for a visual. At that time my FO started turning the aircraft inside the marker. I had drawn a line without executing the marker showing him the line to the marker. We were at 2500 ft and 2 miles from the final approach but inside the marker. I then asked are you going to the marker or turning inside. He said inside. I said then we need to dirty up and get down. But he was not descending so we were high and almost on center line. He didn't respond aggressive enough maybe it being [early morning] and him being tired. But I thought we were high and fast; and said this is not going to work. Let's go around. He called missed approach executed a missed approach and we advised tower we wanted to come around for another approach. The second approach was completed successfully and we were on the ground ten minutes later and still on time. In hind sight I think fatigue played somewhat into the scenario. As we were up all night. It basically was poor execution of the first approach and turning in too early therefore not allowing enough time to descend. There was also hesitation on the descent in the base turn which resulted in him being too high. All in all we successfully executed a missed approach eliminating the threat and setting the aircraft up for another stable approach. We debriefed as a crew after arriving at the gate and talked about the execution of the approach and what led me to call a missed approach. We all agreed and departed the aircraft knowing we did the right thing.

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.