Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 1.5
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach; Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Communication Breakdown; Workload; Time Pressure
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Weather; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Before we left ZZZ1; the weather at ZZZ was partly cloudy; calm winds. Our first check of their ATIS said the same and I briefed a visual approach. A bit later we received a message from Dispatch about approaching storms providing new routing to avoid them. As PF (Pilot Flying); I primarily concerned myself with working my way around the weather. A new ATIS came in; and the Captain mentioned rain on the field. Honestly; I didn't look at it that closely because I was dealing with the enroute weather at the time. It wasn't until we were about 20 miles out that I realized that the weather wouldn't permit a visual approach. I quickly debriefed the approach as an ILS; reset the minimums and continued.As we continued inbound in heavy rain; things started to deteriorate. The Captain did not call 500 feet; then called 'approaching minimums' 100 feet early. I saw the lights and continued; but with the heavy rain and an unexpected crosswind (the latest winds had had 5-knot winds down the runway); I elected to go-around. I pushed the power up; pressed TO/GA (Takeoff/Go-Around) (or so I thought at the time); and called for 'go around power; flaps 15.' I was concentrating on flying the aircraft but saw the Captain reach over and move something as he was talking on the Tower calling our go-around. I was pushing forward while trimming nose-down to counter the pitch up caused by the power increase and called 'landing gear up;' and received a response of 'it's already up.' Instead of putting the flaps to 15; he had raise the gear. I had him raise the gear and I again asked him to recheck the go-around power. While I was pushing and trimming; the airspeed significantly decreased and we got an 'AIRSPEED LOW' warning (at the time we were about 5-10 knots below VREf (Threshold Crossing Speed)). Eventually I got the pitch trim situation under control and was able to continue the go-around.Numerous factors led to this event. First of all; the recent reduction in flight hours has definitely affected our proficiency; particularly mine. This was only my fourth day flying since the beginning of June; and I was definitely rusty. I made an error by not updating myself on the weather and setting up earlier for an instrument approach. Secondly; Crew coordination was lacking. The Captain was talking on the radio rather than helping with the go-around. Afterward; he told me the go-around caught him completely by surprise; and commented that he hated go-arounds and that he had struggled with one on a recent check-ride.




Synopsis: Air carrier First Officer reported a 'Slow Airspeed Warning' situation during a weather related go-around event and cited lack of flying time as a contributing factor.