Narrative:

The captain had just moved from the left seat of the EMB120 to the left seat of the CL65 and had accumulated approximately 12 hours since finishing IOE. He was a high minimums captain and later told me that in 9 yrs of flying the line he had only once before had to perform an actual missed approach procedure. The WX at our destination was right at the captain's high minimums. So we made sure to discuss not only the published missed approach procedure, but also the standard calls to be used throughout the approach and subsequent missed approach, if required. At the bottom of the approach, the captain called 'minimums' and I saw only clouds/fog. So I called 'go missed, set thrust, flaps 8 degrees.' he complied and then immediately tried to call tower to notify them of our missed approach. Tower did not answer the first call, nor the subsequent 3. Unfortunately, while the captain was making repeated calls to the tower, the subsequent standard calls of 'positive rate' and '1000 ft' were omitted. Nonetheless, I called for 'gear up' when I saw the positive rate. And about that time, I needed to set up the missed approach navaids in order to intercept the proper outbound climb radial. As I reached down to set the radio, the overspd clacker sounded briefly because I had reached the flaps 8 degree limit speed of 230 KTS. In a way, this may have been a blessing because when the captain omitted the '1000 ft' call, I did not order the flaps to 0 degrees. As a result, the clacker at 230 KTS prompted my attention back from the navigation radios to the airspeed which I reduced to 200 KTS to comply with the 200 KT speed limit near the class C primary airport. At this point, I told the captain (who was still on the radio trying to call the tower) 'I need some help here.' simultaneously, I leveled off and slowed while banking aggressively to intercept the outbound radial toward the hold. Finally, tower returned our call and after some discussion issued us a hold on the same localizer (runway 18L) as the approach we had just attempted to so we could wait for the WX to improve. We programmed the hold at the runway 18L FAF (fraze) into the FMS and engaged the autoplt, but because of our navigation setup, the FMS/autoplt flew dutifully inbound on the localizer to fraze but did not enter the hold at fraze. I was monitoring closely, so I simply used heading mode to steer us into the hold. However, during this distraction, we did not call entering the hold. Furthermore, no efc time had been issued. Shortly thereafter, ATC issued vectors taking us out of the hold and wbound to 'get us out of the way.' then ATC asked if we wanted to try 'the approach' again. The captain said yes and ATC began to issue vectors around to a northeast heading. At this point, I asked the captain to proceed through the checklists from climb all the way through the approach checklist just to make sure we hadn't missed anything. When we reached the 'approach briefing' item, I rebriefed the ILS to runway 18L including the standard callouts and the published missed approach procedure. I then asked the captain if he would try to ask tower for alternate missed approach instructions just in case the conditions had not improved. He denied my request. Then ATC issued a vector to join the ILS runway 18R localizer. The captain did not catch this change of assigned approachs, but I was pretty sure ATC said 'right.' so I quickly asked the captain to verify the approach assigned. We tried but the frequency was saturated and I honestly did not know what to do. This was the first time ATC said anything about the ILS to the right side. As we passed through the ILS runway 18R localizer, ATC very gruffly told us to fly 'heading to reintercept ILS runway 18R localizer.' once established, we completed the approach to minimums (high minimums). Life would have been a bit easier if the captain, after an initial try or 2, had chosen to concentrate more on aviate and navigation rather than fixating on communicate. And I wish ATC had given us a heads up on the change in our approach assignment. In retrospect, given our position on the west side of the airport, I probably should have suspected a change to runway 18R.

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Original NASA ASRS Text

Title: FLC OF A CL65 WITH HIGH MINIMUMS CAPT EXECUTED A MISSED APCH. CAPT CONCENTRATED ON COM WITH NO ASSIST TO FO FLYING. THEY HAD DIFFICULTY SETTING UP FOR ENTRY TO THE HOLD, CONFIGURING THE ACFT, AND THEY OVERSPEED THE ACFT FOR FLAP SETTING. ON SECOND TRY A RWY CHANGE CREATED MORE COCKPIT CONFUSION BUT APCH AND LNDG ACCOMPLISHED.

Narrative: THE CAPT HAD JUST MOVED FROM THE L SEAT OF THE EMB120 TO THE L SEAT OF THE CL65 AND HAD ACCUMULATED APPROX 12 HRS SINCE FINISHING IOE. HE WAS A HIGH MINIMUMS CAPT AND LATER TOLD ME THAT IN 9 YRS OF FLYING THE LINE HE HAD ONLY ONCE BEFORE HAD TO PERFORM AN ACTUAL MISSED APCH PROC. THE WX AT OUR DEST WAS RIGHT AT THE CAPT'S HIGH MINIMUMS. SO WE MADE SURE TO DISCUSS NOT ONLY THE PUBLISHED MISSED APCH PROC, BUT ALSO THE STANDARD CALLS TO BE USED THROUGHOUT THE APCH AND SUBSEQUENT MISSED APCH, IF REQUIRED. AT THE BOTTOM OF THE APCH, THE CAPT CALLED 'MINIMUMS' AND I SAW ONLY CLOUDS/FOG. SO I CALLED 'GO MISSED, SET THRUST, FLAPS 8 DEGS.' HE COMPLIED AND THEN IMMEDIATELY TRIED TO CALL TWR TO NOTIFY THEM OF OUR MISSED APCH. TWR DID NOT ANSWER THE FIRST CALL, NOR THE SUBSEQUENT 3. UNFORTUNATELY, WHILE THE CAPT WAS MAKING REPEATED CALLS TO THE TWR, THE SUBSEQUENT STANDARD CALLS OF 'POSITIVE RATE' AND '1000 FT' WERE OMITTED. NONETHELESS, I CALLED FOR 'GEAR UP' WHEN I SAW THE POSITIVE RATE. AND ABOUT THAT TIME, I NEEDED TO SET UP THE MISSED APCH NAVAIDS IN ORDER TO INTERCEPT THE PROPER OUTBOUND CLB RADIAL. AS I REACHED DOWN TO SET THE RADIO, THE OVERSPD CLACKER SOUNDED BRIEFLY BECAUSE I HAD REACHED THE FLAPS 8 DEG LIMIT SPD OF 230 KTS. IN A WAY, THIS MAY HAVE BEEN A BLESSING BECAUSE WHEN THE CAPT OMITTED THE '1000 FT' CALL, I DID NOT ORDER THE FLAPS TO 0 DEGS. AS A RESULT, THE CLACKER AT 230 KTS PROMPTED MY ATTN BACK FROM THE NAV RADIOS TO THE AIRSPD WHICH I REDUCED TO 200 KTS TO COMPLY WITH THE 200 KT SPD LIMIT NEAR THE CLASS C PRIMARY ARPT. AT THIS POINT, I TOLD THE CAPT (WHO WAS STILL ON THE RADIO TRYING TO CALL THE TWR) 'I NEED SOME HELP HERE.' SIMULTANEOUSLY, I LEVELED OFF AND SLOWED WHILE BANKING AGGRESSIVELY TO INTERCEPT THE OUTBOUND RADIAL TOWARD THE HOLD. FINALLY, TWR RETURNED OUR CALL AND AFTER SOME DISCUSSION ISSUED US A HOLD ON THE SAME LOC (RWY 18L) AS THE APCH WE HAD JUST ATTEMPTED TO SO WE COULD WAIT FOR THE WX TO IMPROVE. WE PROGRAMMED THE HOLD AT THE RWY 18L FAF (FRAZE) INTO THE FMS AND ENGAGED THE AUTOPLT, BUT BECAUSE OF OUR NAV SETUP, THE FMS/AUTOPLT FLEW DUTIFULLY INBOUND ON THE LOC TO FRAZE BUT DID NOT ENTER THE HOLD AT FRAZE. I WAS MONITORING CLOSELY, SO I SIMPLY USED HDG MODE TO STEER US INTO THE HOLD. HOWEVER, DURING THIS DISTR, WE DID NOT CALL ENTERING THE HOLD. FURTHERMORE, NO EFC TIME HAD BEEN ISSUED. SHORTLY THEREAFTER, ATC ISSUED VECTORS TAKING US OUT OF THE HOLD AND WBOUND TO 'GET US OUT OF THE WAY.' THEN ATC ASKED IF WE WANTED TO TRY 'THE APCH' AGAIN. THE CAPT SAID YES AND ATC BEGAN TO ISSUE VECTORS AROUND TO A NE HDG. AT THIS POINT, I ASKED THE CAPT TO PROCEED THROUGH THE CHKLISTS FROM CLB ALL THE WAY THROUGH THE APCH CHKLIST JUST TO MAKE SURE WE HADN'T MISSED ANYTHING. WHEN WE REACHED THE 'APCH BRIEFING' ITEM, I REBRIEFED THE ILS TO RWY 18L INCLUDING THE STANDARD CALLOUTS AND THE PUBLISHED MISSED APCH PROC. I THEN ASKED THE CAPT IF HE WOULD TRY TO ASK TWR FOR ALTERNATE MISSED APCH INSTRUCTIONS JUST IN CASE THE CONDITIONS HAD NOT IMPROVED. HE DENIED MY REQUEST. THEN ATC ISSUED A VECTOR TO JOIN THE ILS RWY 18R LOC. THE CAPT DID NOT CATCH THIS CHANGE OF ASSIGNED APCHS, BUT I WAS PRETTY SURE ATC SAID 'RIGHT.' SO I QUICKLY ASKED THE CAPT TO VERIFY THE APCH ASSIGNED. WE TRIED BUT THE FREQ WAS SATURATED AND I HONESTLY DID NOT KNOW WHAT TO DO. THIS WAS THE FIRST TIME ATC SAID ANYTHING ABOUT THE ILS TO THE R SIDE. AS WE PASSED THROUGH THE ILS RWY 18R LOC, ATC VERY GRUFFLY TOLD US TO FLY 'HDG TO REINTERCEPT ILS RWY 18R LOC.' ONCE ESTABLISHED, WE COMPLETED THE APCH TO MINIMUMS (HIGH MINIMUMS). LIFE WOULD HAVE BEEN A BIT EASIER IF THE CAPT, AFTER AN INITIAL TRY OR 2, HAD CHOSEN TO CONCENTRATE MORE ON AVIATE AND NAV RATHER THAN FIXATING ON COMMUNICATE. AND I WISH ATC HAD GIVEN US A HEADS UP ON THE CHANGE IN OUR APCH ASSIGNMENT. IN RETROSPECT, GIVEN OUR POS ON THE W SIDE OF THE ARPT, I PROBABLY SHOULD HAVE SUSPECTED A CHANGE TO RWY 18R.

Data retrieved from NASA's ASRS site as of July 2007 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.