Narrative:

During crew brief in ZZZ; first officer stated he had 150 hours at company and to keep an 'eye' on him; since he might miss a few things or need some extra guidance. First officer briefed the ILS 14 to yhz; WX was 300 ft overcast; 1.5 SM visibility and winds of 150 degrees at 22 KTS gusting to 35 KTS. I suggested that the first officer should use the autoplt until the visuals are apparent and it will be bumpy with the winds and terrain around yhz. The first officer agreed. When visuals were established at 200 ft AGL and landing was called; the first officer disconnected the autoplt. Once the autoplt was disconnected; the aircraft began to go above GS. I stated for the first officer to keep the nose down and watch the GS. The first officer made an initial change to pitch to correct and recapture the GS. At this time 150 ft AGL; it was apparent the aircraft was not in a position to safely land and twice I commanded a missed approach. The first officer initiated a go around by pressing the toga buttons and advancing the thrust levers. I set the thrust and selected the flaps to 8 degrees. I noticed the first officer had not pitched up for the climb; also the airspeed was rapidly increasing to 200 KTS and with a small climb rate; I instructed the first officer to increase the pitch to climb. I also pulled back on the yoke to assist in changing the pitch. At this time the first officer changed pitch dramatically to 20 degrees up and aircraft speed decreased to 160-180 KTS. As the speed was decreased I stated to the first officer to watch his speed and altitude; and to select a vertical and heading mode on the flight director. The first officer commanded speed; heading; and autoplt on the flight director. I did and the aircraft began to level off at 4300 ft MSL and began to descend and increase speed past 200 KTS. The first officer stated I had controls and I took over and began a descent to 2200 ft MSL and began to slow the aircraft to 200 KTS. Aircraft turned back to ILS 14 and captain executed normal approach and landing. Problems: lack of first officer's experience in low visibility and visual approach in crj. Lack of expectance of gars in crj -- stated he only did 3 gars in the simulator. Failure to call for appropriate flight director modes in timely manner. Failure of captain to monitor and call out deviations faster and take control of the aircraft if needed. Solutions: more go around training for new hires and recurrent. I will be more assertive about altdevs and airspeed callouts. Supplemental information from acn 735113: this was my first missed approach. Next time I will pay close attention to pitch; speed; and altitude. In the next 3 lndgs; including 1 to a ceiling of 300 ft (similar to yhz); I properly landed the aircraft. This was a good learning experience. Furthermore; in my approach briefing; I now specifically brief the missed approach altitude.

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Original NASA ASRS Text

Title: A NEWLY-QUALIFIED CRJ-200 FO BECAME UNSTABILIZED ON AN ILS APPROACH AND EXECUTED A GO-AROUND; OVERSHOOTING THE MISSED APCH ALT BY OVER 2000 FT. THE CAPT TOOK THE CONTROLS AND LANDED THE AIRCRAFT.

Narrative: DURING CREW BRIEF IN ZZZ; FO STATED HE HAD 150 HRS AT COMPANY AND TO KEEP AN 'EYE' ON HIM; SINCE HE MIGHT MISS A FEW THINGS OR NEED SOME EXTRA GUIDANCE. FO BRIEFED THE ILS 14 TO YHZ; WX WAS 300 FT OVCST; 1.5 SM VISIBILITY AND WINDS OF 150 DEGS AT 22 KTS GUSTING TO 35 KTS. I SUGGESTED THAT THE FO SHOULD USE THE AUTOPLT UNTIL THE VISUALS ARE APPARENT AND IT WILL BE BUMPY WITH THE WINDS AND TERRAIN AROUND YHZ. THE FO AGREED. WHEN VISUALS WERE ESTABLISHED AT 200 FT AGL AND LNDG WAS CALLED; THE FO DISCONNECTED THE AUTOPLT. ONCE THE AUTOPLT WAS DISCONNECTED; THE ACFT BEGAN TO GO ABOVE GS. I STATED FOR THE FO TO KEEP THE NOSE DOWN AND WATCH THE GS. THE FO MADE AN INITIAL CHANGE TO PITCH TO CORRECT AND RECAPTURE THE GS. AT THIS TIME 150 FT AGL; IT WAS APPARENT THE ACFT WAS NOT IN A POS TO SAFELY LAND AND TWICE I COMMANDED A MISSED APCH. THE FO INITIATED A GAR BY PRESSING THE TOGA BUTTONS AND ADVANCING THE THRUST LEVERS. I SET THE THRUST AND SELECTED THE FLAPS TO 8 DEGS. I NOTICED THE FO HAD NOT PITCHED UP FOR THE CLB; ALSO THE AIRSPD WAS RAPIDLY INCREASING TO 200 KTS AND WITH A SMALL CLB RATE; I INSTRUCTED THE FO TO INCREASE THE PITCH TO CLB. I ALSO PULLED BACK ON THE YOKE TO ASSIST IN CHANGING THE PITCH. AT THIS TIME THE FO CHANGED PITCH DRAMATICALLY TO 20 DEGS UP AND ACFT SPD DECREASED TO 160-180 KTS. AS THE SPD WAS DECREASED I STATED TO THE FO TO WATCH HIS SPD AND ALT; AND TO SELECT A VERT AND HDG MODE ON THE FLT DIRECTOR. THE FO COMMANDED SPD; HDG; AND AUTOPLT ON THE FLT DIRECTOR. I DID AND THE ACFT BEGAN TO LEVEL OFF AT 4300 FT MSL AND BEGAN TO DSND AND INCREASE SPD PAST 200 KTS. THE FO STATED I HAD CTLS AND I TOOK OVER AND BEGAN A DSCNT TO 2200 FT MSL AND BEGAN TO SLOW THE ACFT TO 200 KTS. ACFT TURNED BACK TO ILS 14 AND CAPT EXECUTED NORMAL APCH AND LNDG. PROBS: LACK OF FO'S EXPERIENCE IN LOW VISIBILITY AND VISUAL APCH IN CRJ. LACK OF EXPECTANCE OF GARS IN CRJ -- STATED HE ONLY DID 3 GARS IN THE SIMULATOR. FAILURE TO CALL FOR APPROPRIATE FLT DIRECTOR MODES IN TIMELY MANNER. FAILURE OF CAPT TO MONITOR AND CALL OUT DEVS FASTER AND TAKE CTL OF THE ACFT IF NEEDED. SOLUTIONS: MORE GAR TRAINING FOR NEW HIRES AND RECURRENT. I WILL BE MORE ASSERTIVE ABOUT ALTDEVS AND AIRSPD CALLOUTS. SUPPLEMENTAL INFO FROM ACN 735113: THIS WAS MY FIRST MISSED APCH. NEXT TIME I WILL PAY CLOSE ATTN TO PITCH; SPD; AND ALT. IN THE NEXT 3 LNDGS; INCLUDING 1 TO A CEILING OF 300 FT (SIMILAR TO YHZ); I PROPERLY LANDED THE ACFT. THIS WAS A GOOD LEARNING EXPERIENCE. FURTHERMORE; IN MY APCH BRIEFING; I NOW SPECIFICALLY BRIEF THE MISSED APCH ALT.

Data retrieved from NASA's ASRS site as of January 2009 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.