Corporate flight crew reported several deviations from the clearance and an unstable approach.
Synopsis
Corporate flight crew reported several deviations from the clearance and an unstable approach.
Narrative
Aircraft X as cleared for a visual approach into ZZZ from a position approximately 15 miles at of the airport while the aircraft was at 6;000 feet and airspeed of 250 kts. The pilot flying began a descent for the visual without initial reducing speed and speed brakes were deployed to full extended. The airspeed decreased from 250 knots to 205~200 knots in the descent for the visual approach to runway XXR at ZZZ. The pilot flying was able to reduce speed below 200 knots to 195 knots and slats were deployed. At this point the aircraft was on a 3 mile final at ~2200 feet MSL and still doing 190 knots. The pilot not flying advised the pilot flying we should go around the join the pattern. The pilot flying imitated a go around and during the go around; the pilot flying allowed the airplane to accelerate above 200 knots with slats still extended and we receive an over speed alert. The pilot flying then pulled power all the way back to idle and the speed bleed off quickly to the point where a stall warning alert was heard and the alpha margin vector display on the PFD (Primary Flight Display). Pilot not flying called stall stall stall; pitch down and add power. The pilot flying added full power at which point we then accelerated beyond 200 knots and starting climbing quickly past our assigned go around altitude of 2000. Pilot not flying alerted pilot flying to reduce power for traffic pattern speed; configure with flaps and gear for downwind and stable aircraft. The pilot flying allowed the aircraft to accelerate to almost 220 knots and began a sharp turn toward right downwind. Due to the high speed the bank angle exceeded 45 degrees as the pilot banked the airplane hard to turn to downwind. After turning to downwind ATC called about out altitude exceedance and we responded that we were correctly altitude for 2000 feet on the down wind. Upon reaching downwind; the pilot flying was able to maintain 2000 feet. The airspeed remained unstable as the pilot continued to maintain a higher than normal speed in the traffic pattern as the pilot not flying continuously called out the speed and to reduce speed for stabilize approach. The pilot flying was able to stabilize approach after turning final and landed on XXR at ZZZ. This was a result of excessive speed on initial descent and approach to the airport during a visual approach resulting in an unstable approach with excessive speed and late configuration. Pilot flying recover by going around but a lack of thrust and speed control resulted in an over speed condition followed by a stall condition. Then an altitude deviation occurred.Suggestions: Possible supplemental flight training for pilot flying in go around and visual traffic pattern procedures would benefit pilot. We discussed the complexities of this approach as crew prior to arriving at the airport so a thorough briefing was conducted prior to commencing approach including identifying the steep approach and need to configure early for speed control.
Second reporter narrative
First time into ZZZ; arriving from the east. Requested a visual approach. ATC told us to maintain 6000 then cleared for visual approach. Other pilot misheard instruction thought it to mean 'cross the ridge at 6000 then cleared for for approach'. This resulted in us flying through the extended centerline; in order to overfly a ridge north-northeast of centerline before descending. Aircraft was fast and i had power at idle; speed brakes out but could not descend until i had the plane configured for landing. Tried my best to get the plane fully configured but we were way too high; too fast and right of centerline. Called for a go around at what I estimate between 500 and 1000 feet. ATC instructed up to climb to 2000 and track straight ahead. What happened next was I blew through 2000 feet; then pushed down to correct without reducing power. This then led to pulling power almost to idle to slow down (to adhere to flap and slat limit speeds). Just as this was getting under control; Tower told us to turn crosswind. I initially turned crosswind in the wrong direction (left) then corrected by banking steeply to the right. While this was happening the airspeed was falling off and a combination of the bank and low power setting led to getting the AMI (Alpha Margin Indicator) indicator on PFD (Primary Flight Display). Added power to compensate; lowered nose; speed picked back up again. A series of speed and altitude variations occurred during the the cross wind/downwind leg; finally leading to getting the plane more or less stabilized prior to turning base leg. Landing was completed without further incident.Suggestions: This happened because we did not slow down early enough; and both of us were unfamiliar with ZZZ. We reviewed the approaches; we knew about the terrain to the east; but we never knew about this particular entry route to the airport. If you compare the surrounding terrain and the airport; there's a very obvious low point in the ridge which leads directly to the airport. Making the turn earlier might have resulted in a successful approach but we were still on the fast side; and given the position from where we actually began the approach; it was impossible to slow down and configure the plane in time. Clearly the missed approach was the right move; but things happened so quickly on the go around that i very quickly got task saturated and my SA (Situational Awareness) broke down nearly completely. It was a weird altitude from which to do a go around; it was a weird configuration to change; and maneuvering given the adjacent terrain; the border and nearby ZZZZ made it hard for me to fly a visual right hand traffic pattern.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.