Date: 202106
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: After being cleared the ILS PRM Y to Runway 10R at ORD and being cleared to land; Tower issued a go-around instruction to our aircraft.  The ILS PRM Y has a 2.5 degree offset course to the runway due to the close nature of the two Runways 10R and 10C. At approximately 500 feet; we gained sight of the runway and began maneuvering to stabilize the approach on runway centerline by approximately 200 feet. The go-around command was issued at approximately 300 to 400 feet.  The go-around instructions were to climb to 2;500 feet and fly the localizer course. The CRJ-200 procedure for a go around is to TOGA; advance power and set the flap to 8 degrees and initiate a climb. This was accomplished uneventfully; however; we were already approximately 0.5-1 dot left on the localizer proceeding visually toward the runway centerline. Once the TOGA is initiated; the command bars will raise to command a climb and also capture the heading the aircraft is currently on when the button is pushed.  This all happened as we were transitioning back into IMC.  The localizer was still displayed on both displays; however due to the sensitivity of the localizer beam at that distance from the antenna; I am not certain of our actual deviation in terms of distance to the left of course.  The Tower Controller informed us we were supposed to be following the localizer course and issued a right turn to heading 140 degrees; followed by a new heading of 150 degrees.  We complied and were vectored around a radar pattern to an uneventful landing on 10R.Although we could have possibly corrected faster to the localizer course to prevent the left of course deviation; I think this is an unnecessarily complicated go-around instruction.  The 'button pushes' required; and the delays in the automation system before it appropriately reacts essentially rule out even using it; especially in low energy state while transitioning back into IMC.  Even though we had immediately pressed the NAV button after the TOGA; the command bars did not capture the course because we had been maneuvering visually and were far enough away from the localizer course so it defaulted to 'roll' mode.  This added an element of confusion and additional button pushing as we were executing the go around.  Also; I have personally never been issued a clearance to rejoin a localizer course during a go-around in my aviation career; so it was definitely unexpected.  I would recommend a non-breakout go-around clearance on a PRM be limited to something very simple like a heading and an altitude to climb to.  This would simplify the communication and lower the overall workload in the cockpit during a critical phase of flight.




Synopsis: Air carrier Captain reported confusion with a go around procedures directing they fly the localizer outbound when they were offset from the localizer on a visual portion of the ILS PRM Y to Runway 10R at ORD.