Air carrier flight crew reported an unstable approach; culminating with a bounced landing and incorrect go-around sequence. Both pilots cited the First Officer's lack of experience and recency as contributing.
Synopsis
Air carrier flight crew reported an unstable approach; culminating with a bounced landing and incorrect go-around sequence. Both pilots cited the First Officer's lack of experience and recency as contributing.
Narrative
First Officer was brand new off IOE. This was the second leg of the first day. I flew the first. The First Officer was pilot flying and I the Captain; pilot monitoring The First Officer was Very much behind the airplane. Not much experience and was behind the aircraft on arrival; descent; visual approach; go around and handling the aircraft. I needed to talk through the arrival; descent; approach and landing for the First Officer. On short final; I called speed because the speed was deteriorating; the First Officer looked down at the speed; the screens were hard to see from glare; the body or hands followed the head and the flight controls were pushed forward; causing a nose down. I the Captain called 'pitch up' in which it was accomplished but now a flat and slow descent in which caused floating and speed variations followed by nose up and down variations; I was trying to call out and correct; but it wasn't working. I called go around; which was accomplished but I had to call out to Push the TOGA since that wasn't done. As the go around was accomplished we bounced; now my hands were behind the controls to help bring the nose up and stabilize. Everything was rushed and no call outs by the First Officer. I made sure the thrust levers were in TOGA detent; but failed to bring flaps to the 8 position. Again; the call out 'flaps 8' was missing. I was focused outside making sure that we were safely climbing. I called positive rate. The First Officer called gear up; I brought the gear up but then the gear warning went off for 3-4 seconds. With confusion I realized and looked at the flaps and moved them to flaps 8. As distraction mounted with Tower and a turn; the First Officer didn't call climb sequence or stick to the profile...the speed was increasing so it took a lot of management from me to stabilize. I had to ask for the callouts. We climbed up 300 feet above target altitude so I had to help push the nose down. but through speed and altitude call outs; it was fixed. I also called for Autopilot in which the First Officer finally called for and so I turned it on to also stabilize and slow down. We went around with vectors for a another approach and landing. The speed variation happened again and the First Officer yet again pushed forward and nose down to look at speed on short final. I called pitch again and it was quickly corrected. The second attempt was a lot better through coaching.Cause: the First Officer had lack of experience; poor proficiency on visuals; poor techniques on handling the aircraft on landing and go around. Was continuously behind. We briefed later at the end to always scan inside and out more rapidly and not focus on one thing allowing the aircraft to be unstabilized. The brief also included lack of proficiency and calling out profiles. To practice those at home. My mistake as Captain was to not call out 'my controls' when we bounced. I helped the First Officer get stabilized and helped pitched up on the go around through startle and surprise. My focus was so much on bringing stability that calling out 'my controls' didn't happen. The First Officer was so far behind the aircraft which led to a lot of me trying to fix things Suggestions: More practice at home for new First Officers and being ready for profiles. More understanding aircraft control and making sure the mind is ahead of the airplane.
Second reporter narrative
As a First Officer (FO) and pilot flying (PF) coming into land after Autopilot was disconnected I over corrected for speed that was trending up resulting in a decreasing trend vector. Pilot monitoring (PM) called out for the low spend trend vector to be corrected; as PF I added power and looked outside. Just coming from the 200 off IOE I thought the nose was high so I lowered the nose as well; PM called for a go around. I stated oh Go around. I failed to state the proper verbiage due to being slightly startled. I added the power and failed to hit TOGAs. PM brought the yoke back and said pull back which I was doing but not quickly enough. I looked over and saw the Captains hands on the yoke. At that point the PM said Go Around thrust flaps 8 and then told me to hit TOGAs. I hit TOGAs and then PM called out positive rate to which I replied gear up. Once the PM selected the gear handle the horn for the misconfiguration went off and the PM called for the flaps to be brought up. As the pilot flying and a new off IOE First Officer when I missed the proper call outs and actions the pilot monitoring and Captain stated the proper call outs to correct the situation. Which proper added to my confusion as I was unsure what part of the missed approach had been done and what had not and weather the Captain had taken the controls or not. Captain; PM told me to ask for Autopilot on so I said Autopilot on. At that point the work load was lowered and we were vectored around for another visual approach which went off without any issues.The cause of this event was my inexperience as a new First Officer on my third flight off IOE. During sim training we only practiced a visual approach once or twice and those were the times we landed so I had only experienced the missed approach in IMC and it was referred to as a missed approach. I had only ever done a missed approach during sim training not in real life and the last one being 4-5 months prior. I have been chair flying the profile and briefing the missed approach but chair flying is no substitution for experience especially when so new. Hearing go around vs missed approach threw me off a bit. I had also only done a missed approach in the 200 in training as we didn't do one on my single differences sim. When instructed to go around it resulted in me have to think weather I pushed the thrust levers to 70-80% like the 200 or into the climb detent which caused me to neglect the rest of my call out for flaps 8. Being so inexperienced messing up the profile had a cascade effect which also increased the workload. Suggestions: For myself to prevent this from happening again I'm going to continue to chair fly in between flights but include switching up the verbiage from missed approach to go around. Also I realized afterwards I had been chair flying the 200s missed approach so I'll include the 5/7/9. I think future FOs could benefit from more than one differences sim and a go around vs missed approach call out while in training. If there was an option to utilize a sim ( it does not have to be full motion) while being so green I know I would use it as well as my entire class. It's hard to be good when you're not able to get that hands on experience or you go 3 weeks in between flights. It is also difficult switching back and forth on 4 different variants when you're so new.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.