Air carrier flight crew reported becoming unstable on the approach to CMH airport below 500 feet. Crew initiated a missed approach and returned for landing.
Synopsis
Air carrier flight crew reported becoming unstable on the approach to CMH airport below 500 feet. Crew initiated a missed approach and returned for landing.
Narrative
I; FO (First Officer) was pilot flying. Approaching CMH Captain and I requested ILS 10L and we briefed the potential of getting a short final from approach. Prior to departing PAYJJ we already got cleared down to 3000 and I am at 210 kts. ATC turned us onto base inside of MESRE and Captain advise to active vectors and I agreed. I also began to put out flaps 1 and further slow down. We then got cleared for the visual for 10L. Worried that we are close to the localizer and may overshot it; I went direct to CCREW so that FMS will capture the final approach course; and Captain reminded me that we are above glideslope and needed to come down as we were still at 3000. Initially I selected 2300 for altitude at CCREW and activated FLCH to catch up with the glideslope; then I realized that this was a visual approach and I can go down to field altitude+1000 so both Captain and I agreed to select 1800 ft. The problem was that things were happening very quickly and I didn't realize I was still in FLCH. As I put out more flaps and drop the gear; descent rate began to skyrocket. Realizing that I may about to exceed 2000 FPM below 2000 ft AGL rule I immediately clicked off the Autopilot and manually leveled off at 2000 ft as Captain verbalized 'descent rate'. This is when the controller issued us a low altitude alert and advise us to check our altimeter setting. Right after the alert was issued we intercepted the glideslope. After this the approach proceeded mostly normally; we established on the localizer and glideslope and was configured at 1000 ft and stable at 500; but perhaps I was still a bit shaken by the event I accidentally got high around 200 ft AGL and had to initiate a go-around. The go-around proceeded normally and we landed without further incident.
Second reporter narrative
I was PM; the FO (First Officer) was PF this flight. We were vectored into a right base for night visual approach to Runway 10L. We were slowing and configuring appropriately. We were cleared for the visual; the FO selected 'direct to' the FAF in MCDU instead of intercepting the final in heading; I confirmed. I recommended setting 1800 MSL in the Alt Sel and VNAV to ensure a steady descent as we intercepted the localizer and glideslope. I confirmed 1800 set; called Tower for landing clearance and selected gear down and flaps 3 as the FO called them. Contrary to the plan; the FO left the vertical mode in green FLCH; resulting in descent rate increasing with additional drag. I saw the descent rate increasing towards but not exceeding 2000 FPM; and commanded an immediate level off. The FO immediately disengaged the Autopilot and leveled the aircraft; at 2000 ft MSL from what I remember. As we leveled; the Tower issued a low altitude alert. We responded and corrected on the glide-slope; as we were centered on the localizer as well. We continued the approach stable from that point; until at approximately 200 ft above touchdown then FO became too high on the glide-slope and I commanded a go-around. A normal go around below 1000 ft was flown; and we vectored back around for an ILS to 10L with a normal landing. I mentored the FO on the hazards of using FLCH at altitudes near the ground on approach; and especially that it is not appropriate for a visual with an altitude below the FAF.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.