Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On Aircraft X to ZZZ; we were given a turn to base for a visual approach to XR inside the final approach fix 600 feet above the FAF.  We realized we weren't going to be able to complete the approach under the stable approach criteria so I called the go-around at 1;000 feet AGL. Once we got the aircraft climbing I called ATC saying that we are going around. ATC said climb and maintain 3000 feet; we were already climbing and had a high rate of climb because we only had about XX people on board.  While we were cleaning up the aircraft and setting up the FCP; I realized our Climb rate was high and we were approaching 3;000 feet quickly. I said 'watch your altitude' and asked ATC if we could get 3;500 feet. ATC denied it and said to maintain 3;000 feet and contact departure. Unfortunately; the correction of bringing the nose down and power back happened too late and we climbed through our altitude by about 200 feet. The correction came and we corrected our altitude back to 3;000 feet. On the second attempt approach tried to do the same thing to us again however we denied it and asked to be vectored for the ILS.  ATC turned us to intercept the final approach course too close and I told them we won't be able to do it due to us having a tailwind; and that we are going to need to intercept it from the other side. I told ATC the intercept we would need. On that attempt we completed the approach successfully and landed with no further complications.Due to having a poor vector for the approach; and no warning of a close approach; we ended up high on a visual approach to Runway XR. For that reason we decided to go-around. The altitude assigned to us was only about 1;200 feet above the altitude we decided to go-around at. By the time we got the aircraft configured for the go around and contacted ATC we were even closer to that altitude. Due to having a high workload in that environment; a light weight; and being already close to the altitude assigned to us the climb rate was too high when I made the call out to the Captain. I also tried to rectify the situation before it happened by asking ATC for a higher altitude but was denied.Deny the visual approach and ask ATC to just fly the ILS to give us more time. Say unable instead of asking for a higher altitude.


Second narrative: Today on Aircraft X to ZZZ we were given a turn inside of the FAF for Runway XR into ZZZ. ZZZ Approach had us at 3;000 feet. The FAF is 2;400 feet. We were unable to widen the approach due to a snowstorm to the west and had been cleared for the visual. We were too high; so we completed a missed approach. On the missed we went above our assigned altitude of 3;000 feet by 200 feet. We requested higher but were rejected; so we descended the 150-200 feet. On the second attempt; approach tried to give us the same turn at the same altitude. We asked for the ILS. We were again given a bad vector; however; farther out. We were given a 060 heading to intercept. Due to a 40 knot tailwind we flew through and requested a 120 heading to join. It was accepted. We landed successfully.We got a bad vector inside the final approach fix while 600 feet above the FAF altitude. We were given no indication or expectation of a short approach. We were too high and too fast for our approach. We conducted a go-around and subsequently climbed 150-200 feet high.


Synopsis: Air carrier flight crew reported a turn inside the Final Approach Fix; an altitude excursion and having to make two attempts to land.