Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While flying on a star (ZZZZZ X arrival) into ZZZ and inside the fix ZZZZZ1 transitioning to fix ZZZ VOR; we were unconfigured and at 250 kts.  This is because the assumed traffic norm in the ZZZ radar pattern (based on past experience) is not to slow until slowed by approach; due to sequencing.  However; inside of ZZZZZ1 250 kts unconfigured and believing we were transitioning to the ZZZ VOR on the Star; Approach Control cleared us for the Visual XX (ILS XX was advertised on ATIS).  We were approximately over ZZZZZ2.  I advised my FO to activate the XX ILS IF fix ZZZZZ2; to activate back-up guidance; while simultaneously slowing; configuring; and calling for appropriate check-list.  I disconnected the autopilot; we configured and simultaneously intercepted the visual glide slope; but just inside 1;000 feet our descent rate was roughly 1;300 FPM (which is well outside of the stabilized approach criteria).  I called the go-around and was giving runway heading and 2;000 feet.  Due to our high energy state; and irregular go-around I over shot my altitude by roughly +150 feet.  I quickly corrected to the assigned altitude 2;000 feet MSL.


Second narrative: We operated a flight from ZZZ to ZZZ1. The Captain was pilot flying; I was pilot Monitoring. On the arrival we were cleared for the visual for Runway XX; but we were too high on approach and still at 250 knots when clearance was given.  At that point we had to quickly react to get down and configure while maintaining a stable approach. We almost were able to make it; but due to an excessive descent rate the Captain called a go-around. Tower assigned us runway heading and 2;000 feet. Due to task saturation and a fast climb rate we broke through 2;000 between 2-300 feet high. We corrected and were vectored back for an expressway visual [Runway] YY for a safe and stable approach. The go-around could have been avoided had we been cleared and slowed down earlier. We could have prompted ATC to do it as well; although due to habit we were expecting to be slowed down. A similar event happened to me and the Captain the day before going to ZZZ1 for the visual [Runway] XX. We were vectored high turning base still at 250 knots. While we were able to get down and slow down while maintaining a stable approach but it was a lot to manage being that close to the airport. One thing of note is that pilots as well as Air Traffic Control are not working as often; so I can see that being a big impact on this particular situation; that we can operate and work at optimal performance levels.


Synopsis: Air carrier flight crew reported experiencing an unstabilized approach resulting in a go-around. The crew also stated they overshot their altitude during the go-around.