C25A crew reported being instructed to go-around after a low altitude alert from ATC during an ILS approach. Crew reported communication breakdown between each other and ATC in addition to course tracking and aircraft control problems due to heavy rain and turbulence.
Synopsis
C25A crew reported being instructed to go-around after a low altitude alert from ATC during an ILS approach. Crew reported communication breakdown between each other and ATC in addition to course tracking and aircraft control problems due to heavy rain and turbulence.
Narrative
Flying the ILS XXL approach into ZZZ on Day 0 we were cleared to land in a C25A. While intercepting the ILS; we over shot the course to the North; Approach notified us and the Captain worked on getting the aircraft back on course. We were experiencing moderate to severe turbulence and at times unable to maintain course and altitude. As we continued the approach; I suggested that we reduce the power as we were going over 180 KIAS and descending in excess of 1500 ft/min. I recognized the approach was unstable and suggested the Captain reduce power and increase pitch. Tower eventually canceled the approach and assigned a 360 heading up to 3;000 ft. I advised the Captain to turn to 360 heading and climb to 3;000 because the Captain did not respond to ATC directions. I once again advised the Captain to turn the plane and climb left heading 360 and 3;000 ft; our assigned ATC instruction. Tower advised low altitude alert; climb immediately. When told to climb; the Captain said 'unable'. We confirmed configuration and adjusted the flap setting to turn the aircraft to a 360 heading and 3;000 ft altitude assigned by ATC.I believe the Captain became fixated on the autopilot; the resulted loss of situational awareness resulted in the ATC assigned go-around and the subsequent low altitude alert. As the First Officer on this flight; with zero time in type and limited turbo jet experience; I did my absolute best as the PNF to advise the Captain by verbalizing and identifying issues the Captain was unable to see; hear; or process.
Second reporter narrative
On Day 0 while conducting an ILS approach into ZZZ XXL the we encountered strong shifting turbulence at about 5;000 to 4;000 feet on the approach. The Autopilot was flying the approach and was able to maintain the lateral guidance within 1 dot. as we lowered the landing gear the noise of the open gear doors and the rain made conversation difficult with my co-pilot. Copilot kept saying that they think we should climb. One of the last calls that I heard ATC say as we were getting on the approach was that we were left of course. I replied left of course and correcting. As the turbulence got worse I could tell the Co-pilot was making calls with ATC but did not hear the ATC calls. The Co-pilot kept saying that we should Climb as the autopilot (AP) overcorrected almost 1 dot to the right; My Copilot heard ATC say our approach clearance was cancelled to climb to 5;000 on heading 360. I did not hear this but did hear them tell me to turn to 360 and climb. Since the weather was improving and I had not heard the Cancel Approach clearance I intended to continue. At some point I heard ATC say Low Alt Alert; and the co pilot said that the clearance was canceled and we needed to go-around. At this point started a slow climb with gear and 15 flaps. Since this is the takeoff configuration of the aircraft I knew we could climb at 200 kts all day without worry. I still maintained a slow climb because I knew the Turbulence was above us. Once out of the weather and with the Copilots help we cleaned up the aircraft and took a break at 5;000 ft. for about 10 minutes to let the weather pass. After that the next approach and landing was uneventful.The Approach was not stable and a go-around should have been initiated earlier. In hindsight; we should have requested a hold on the arrival to delay our approach for 15 minutes. While the AP was not tracking as smoothly as usual; It was working. I believe the weather conditions and possible wake turbulence cause the Pilot to fixate on the Approach Indications on the Primary Flight Display (PFD) in an effort to complete the approach. Failure to complete the missed approach when directed by ATC was a combination of communication issues with the Copilot and noises in the cockpit.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.