Air carrier flight crew reported receiving a 'slam dunk' approach clearance that resulted in a go around. Tower provided vectors for a second approach which landed safely.
Synopsis
Air carrier flight crew reported receiving a 'slam dunk' approach clearance that resulted in a go around. Tower provided vectors for a second approach which landed safely.
Narrative
On our approach to the ILS for Runway XX; Approach Control had us on a vector to intercept the course that also left us higher than normal. We were cleared to intercept the course and once established cleared the ILS for XX. We were hustling down to 3;000 ft. and trying to slow and configure and realized we hadn't armed the approach (GS) function and did just as the aircraft was leveling and the GS was below us thinking it would arm. We configured and had a large ground speed mini factor with turbulence that made it difficult to get fully configured. Once we were we completed the before landing checklist and then realized the AP had not captured the GS and we were below glide slope and descending. So we arrested the decent and then executed a go around. On the go we got an altitude and heading from tower and during the clean up stage got a master warning for a Vfe exceeded as the flaps were in retraction from flaps one to zero even though the barber pole had already jump above our current airspeed as we selected them up before our airspeed could enter the barber pole territory. Cleaned up and completed a successful approach to ILS XX with moderate turbulence and a ground speed mini that was close to thirty knots over Vapp. Called Maintenance Control once at the gate and told them the situation with the flaps and they said not to write it up since our airspeed never showed us in the actual barber pole. [Event caused by] getting a slam dunk approach in IMC with turbulence and wind shear made it difficult to get get established and stable. With those factors and the AP not capturing the GS and not recognizing that right away while being focused on getting slowed and configured more than we should've we comprised the approach. We fixated on one or two issues and forgot our scan for a few moments that lead to the go around. ATC not giving the usual VFR slam dunk approach with IMC conditions with active weather. More Flight Mode Annunciator (FMA) awareness in that task saturated situation and awareness of the approach vs where the plane is and what it's doing by both the Pilot Monitoring (PM) and Pilot Flying (PF).
Second reporter narrative
Cleared by ATC to join the XX localizer at ZZZ during a 'slam dunk' decent clearance. While descending on XX LOC ATC clears our flight for the approach during which time we were above the vertical profile. As Pilot Flying (PF) I delayed arming approach mode while trying to descend to join the vertical profile. At GS intercept altitude the approach mode was armed but did not capture. The aircraft began a decent through the GS and I did not realize the autopilot had not captured the GS. Once the First Officer (FO) and I realized the aircraft had not captured the GS and we were still descending below GS path (VMC) a go-around was executed. Tower at ZZZ gave us radar vectors for a 2nd approach that was completed successfully to an uneventful landing. [The event was caused by a] short night evening before event followed by long multi-leg (4) work day sequence construction.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.