Narrative:

I was PF (pilot flying). We descended via the [arrival] and we were at 12;000 ft/210kts. We were instructed to descend to 7000 and expect a 'short visual'. I descended in speed mode in an effort to get down quicker; anticipating the short approach. At around 8000 we were instructed to descend to 3000. A short time later we were instructed to turn heading 360 and slow to 180. As we were slowing; we were told to turn heading 300; intercept the localizer for xxl; and call the field in sight. Captain commented that I still had the flight spoilers out and I stowed them. I then selected navigation on the fcp (flight computer) to intercept the localizer. Captain called ATC and he said we had the field in sight. A few seconds after that; we lost localizer signal and the aircraft continued a left turn; following the flight director. I disconnected the autopilot and turned back to the right to maintain heading 300. During that confusion; I thought ATC said '...clear visual xxl...' and I selected 'approach' on the fcp. The captain later told me that ATC replied 'roger or something like that.' I was hand flying to return to our original course; trying to maintain speed; trying to intercept the localizer; and watching for the glideslope and I just missed what ATC said. Captain then asked; 'did he clear us for the approach?' I replied; 'yes; didn't he?' captain then queried ATC if we were cleared for the visual and ATC said we were not yet. ATC commented about our heading and said he was '...vectoring you for a 5 mile final; but I see you are doing that.' he then gave us a heading back to the final approach course and cleared us for the approach. In all the confusion; I got low; slow; and generally unstable. At about 800 ft AGL the captain called for 'go around'. I initiated the go around and we came back around for a normal landing. On taxi we were instructed to '...cross xxr; join [taxiway Z]; contact ground.' we crossed the runway and when we were clear; I called ground and told them we were '...joining [taxiway Z] for ramp X.' by this time the captain had turned left on taxiway Y toward Z1 to join Z. Ground told us to turn right 'Z2; Z to the ramp.' captain immediately stopped the aircraft and at the same time ground said he had noticed we turned the wrong way and instructed us to hold position. After another aircraft cleared Z1 on Z; we were instructed to 'taxi Z1; Z to ramp X.'when this all began with us losing the localizer signal and the aircraft following the flight director; I became extremely task saturated with trying to hand fly and maintain speed; heading; intercept localizer; and watch for the glide slope. When ATC told us to report the field in sight and we did; I am used to their next response to be 'cleared for XXX approach.' that did not happen this time. As I was expecting that; I incorrectly selected approach mode on the fcp. When captain queried ATC as to whether we were cleared for the approach and we heard that we were not yet cleared; that added more pressure to me with that feeling of 'uh-oh; I did something wrong!' I take my job very seriously and when I make a mistake; it weighs on me. I believe the captain feels the same way as evidenced by our mistake of expecting a certain turn on a taxiway because we had been doing that all week.regardless of how many times you are used to hearing a clearance; you should never assume that it will be the same next time! I should have recognized sooner that I was task saturated and I should have asked for confirmation of our clearance instead of assuming it. Also I should have recognized the unstable approach and initiated go around before the captain called for it.

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Original NASA ASRS Text

Title: CRJ First Officer reported an unstable approach due to heavy workload and miscommunication with ATC that led to a taxiway incursion.

Narrative: I was PF (Pilot Flying). We descended via the [Arrival] and we were at 12;000 ft/210kts. We were instructed to descend to 7000 and expect a 'short visual'. I descended in speed mode in an effort to get down quicker; anticipating the short approach. At around 8000 we were instructed to descend to 3000. A short time later we were instructed to turn heading 360 and slow to 180. As we were slowing; we were told to turn heading 300; intercept the localizer for XXL; and call the field in sight. Captain commented that I still had the flight spoilers out and I stowed them. I then selected NAV on the FCP (Flight Computer) to intercept the localizer. Captain called ATC and he said we had the field in sight. A few seconds after that; we lost LOC signal and the aircraft continued a left turn; following the flight director. I disconnected the autopilot and turned back to the right to maintain heading 300. During that confusion; I thought ATC said '...clear visual XXL...' and I selected 'approach' on the FCP. The Captain later told me that ATC replied 'Roger or something like that.' I was hand flying to return to our original course; trying to maintain speed; trying to intercept the localizer; and watching for the glideslope and I just missed what ATC said. Captain then asked; 'Did he clear us for the approach?' I replied; 'Yes; didn't he?' Captain then queried ATC if we were cleared for the visual and ATC said we were not yet. ATC commented about our heading and said he was '...vectoring you for a 5 mile final; but I see you are doing that.' He then gave us a heading back to the final approach course and cleared us for the approach. In all the confusion; I got low; slow; and generally unstable. At about 800 ft AGL the Captain called for 'go around'. I initiated the go around and we came back around for a normal landing. On taxi we were instructed to '...cross XXR; join [taxiway Z]; contact Ground.' We crossed the runway and when we were clear; I called ground and told them we were '...joining [taxiway Z] for ramp X.' By this time the Captain had turned left on taxiway Y toward Z1 to join Z. Ground told us to turn right 'Z2; Z to the ramp.' Captain immediately stopped the aircraft and at the same time Ground said he had noticed we turned the wrong way and instructed us to hold position. After another aircraft cleared Z1 on Z; we were instructed to 'taxi Z1; Z to ramp X.'When this all began with us losing the LOC signal and the aircraft following the flight director; I became extremely task saturated with trying to hand fly and maintain speed; heading; intercept localizer; and watch for the glide slope. When ATC told us to report the field in sight and we did; I am used to their next response to be 'cleared for XXX approach.' That did not happen this time. As I was expecting that; I incorrectly selected approach mode on the FCP. When Captain queried ATC as to whether we were cleared for the approach and we heard that we were not yet cleared; that added more pressure to me with that feeling of 'Uh-oh; I did something wrong!' I take my job very seriously and when I make a mistake; it weighs on me. I believe the Captain feels the same way as evidenced by our mistake of expecting a certain turn on a taxiway because we had been doing that all week.Regardless of how many times you are used to hearing a clearance; you should NEVER assume that it will be the same next time! I should have recognized sooner that I was task saturated and I should have asked for confirmation of our clearance instead of assuming it. Also I should have recognized the unstable approach and initiated go around before the Captain called for it.

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.