Date: 201810
Local time of day: 0601-1200
Location: LGA.Airport, NY
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B NYC
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I was the pilot flying to LGA. We [were] expecting the Expressway Visual to Runway 31. It would be my first time doing this approach to this runway. Due to the winds of 02017G25 and the limited runway length; I briefed to land with flaps full. I highlighted in the brief this would be my first visual approach without glideslope guidance and second time landing flaps full as I've only been with the airline for seven months.Approximately 150 miles out we received word that LGA was now landing via the ILS to runway 4. Then approximately 50 miles out we were told that following the ILS to 04 we would be circling to 31. I briefed this approach and stated it was my first time circling to land in a large aircraft.I circled near minimums and made my final turn to 31. The Pilot Monitoring (PM) was backing me up on my glideslope but we had nothing but visual estimations to base that on. We realized the PAPI lights were not on and the PM had to make 2 calls to get Tower to turn them on as the Tower thought the PAPIs were already on. By this time we both realized the aircraft was above a normal glideslope. I began descending as fast as possible while still staying stable.At approximately 300 feet I made the decision to go around based on my perception that we would not be able to remain stable and make a safe landing. I called for the go around and waited for the PM to call 'Nav' per our company Standard Operating Procedure (SOP). The PM was not sure he called it and I never heard 'Nav'; but I was task saturated as it was my first go around at the airline. After 2 to 3 seconds I called for flaps 4 and looked to see if 'Nav' was engaged. As I did so; I allowed the flaps to over speed by approximately 3 kts. The PM attempted to warn me of the over speed just as it happened.The rest of the go around and subsequent approach and landing went per SOPs. After landing; we informed Maintenance and they performed an inspection with no damage noted.This event occurred primarily due to my inexperience with a challenging arrival. Compounding factors included rapidly changing; challenging conditions at the landing airport; the Tower not having the PAPI lights on; task saturation; and a possible momentary breakdown of SOPs/crew communication.I am not sure why LGA tower was executing an approach to a runway and then circle to land placing the aircraft from a nice headwind condition to near maximum crosswinds and did not have the PAPIs on. Our company should continue to train on go around procedures in the simulator.




Synopsis: EMB-190 First Officer reported a flap overspeed during a go-around at LGA following a circling approach at night.