Narrative:

Before we left ZZZ1; the weather at ZZZ was partly cloudy; calm winds. Our first check of their ATIS said the same and I briefed a visual approach. A bit later we received a message from dispatch about approaching storms providing new routing to avoid them. As PF (pilot flying); I primarily concerned myself with working my way around the weather. A new ATIS came in; and the captain mentioned rain on the field. Honestly; I didn't look at it that closely because I was dealing with the enroute weather at the time. It wasn't until we were about 20 miles out that I realized that the weather wouldn't permit a visual approach. I quickly debriefed the approach as an ILS; reset the minimums and continued.as we continued inbound in heavy rain; things started to deteriorate. The captain did not call 500 feet; then called 'approaching minimums' 100 feet early. I saw the lights and continued; but with the heavy rain and an unexpected crosswind (the latest winds had had 5-knot winds down the runway); I elected to go-around. I pushed the power up; pressed to/GA (takeoff/go-around) (or so I thought at the time); and called for 'go around power; flaps 15.' I was concentrating on flying the aircraft but saw the captain reach over and move something as he was talking on the tower calling our go-around. I was pushing forward while trimming nose-down to counter the pitch up caused by the power increase and called 'landing gear up;' and received a response of 'it's already up.' instead of putting the flaps to 15; he had raise the gear. I had him raise the gear and I again asked him to recheck the go-around power. While I was pushing and trimming; the airspeed significantly decreased and we got an 'airspeed low' warning (at the time we were about 5-10 knots below vref (threshold crossing speed)). Eventually I got the pitch trim situation under control and was able to continue the go-around.numerous factors led to this event. First of all; the recent reduction in flight hours has definitely affected our proficiency; particularly mine. This was only my fourth day flying since the beginning of june; and I was definitely rusty. I made an error by not updating myself on the weather and setting up earlier for an instrument approach. Secondly; crew coordination was lacking. The captain was talking on the radio rather than helping with the go-around. Afterward; he told me the go-around caught him completely by surprise; and commented that he hated go-arounds and that he had struggled with one on a recent check-ride.

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Original NASA ASRS Text

Title: Air carrier First Officer reported a 'Slow Airspeed Warning' situation during a weather related go-around event and cited lack of flying time as a contributing factor.

Narrative: Before we left ZZZ1; the weather at ZZZ was partly cloudy; calm winds. Our first check of their ATIS said the same and I briefed a visual approach. A bit later we received a message from Dispatch about approaching storms providing new routing to avoid them. As PF (Pilot Flying); I primarily concerned myself with working my way around the weather. A new ATIS came in; and the Captain mentioned rain on the field. Honestly; I didn't look at it that closely because I was dealing with the enroute weather at the time. It wasn't until we were about 20 miles out that I realized that the weather wouldn't permit a visual approach. I quickly debriefed the approach as an ILS; reset the minimums and continued.As we continued inbound in heavy rain; things started to deteriorate. The Captain did not call 500 feet; then called 'approaching minimums' 100 feet early. I saw the lights and continued; but with the heavy rain and an unexpected crosswind (the latest winds had had 5-knot winds down the runway); I elected to go-around. I pushed the power up; pressed TO/GA (Takeoff/Go-Around) (or so I thought at the time); and called for 'go around power; flaps 15.' I was concentrating on flying the aircraft but saw the Captain reach over and move something as he was talking on the Tower calling our go-around. I was pushing forward while trimming nose-down to counter the pitch up caused by the power increase and called 'landing gear up;' and received a response of 'it's already up.' Instead of putting the flaps to 15; he had raise the gear. I had him raise the gear and I again asked him to recheck the go-around power. While I was pushing and trimming; the airspeed significantly decreased and we got an 'AIRSPEED LOW' warning (at the time we were about 5-10 knots below VREf (Threshold Crossing Speed)). Eventually I got the pitch trim situation under control and was able to continue the go-around.Numerous factors led to this event. First of all; the recent reduction in flight hours has definitely affected our proficiency; particularly mine. This was only my fourth day flying since the beginning of June; and I was definitely rusty. I made an error by not updating myself on the weather and setting up earlier for an instrument approach. Secondly; Crew coordination was lacking. The Captain was talking on the radio rather than helping with the go-around. Afterward; he told me the go-around caught him completely by surprise; and commented that he hated go-arounds and that he had struggled with one on a recent check-ride.

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.