Date: 201505
Local time of day: 1801-2400
Location: MMSP.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence; Rain
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center MMFR
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: The flight was uneventful up until entering the fix at CONDE intersection for the ILS DME 2 runway 14. The inflight weather conditions was IMC with occasionally light to moderate turbulence for approx the last 40 - 50 miles till touch down due to heavy/extreme precipitation in the area and thunderstorms on the intercept course from the arc to the localizer course as well as the departure end of the runway. We asked the Approach Controller for vectors to the localizer to prevent flying into the weather that was showing on the aircraft radar. The FO (First Officer) had the radar up on the MFD (Multifunction Display); while the terrain was in the captain's side MFD. The Controller said that there was no radar contact as well as WX radar capability for the airport terminal area as well as him continuously asking us 'what's your position?'. We started the approach from 15;000 feet past CONDE intersection; I told the FO we need to get down to ten thousand feet (which is depicted on the approach plate) to better set up for the approach without being high and unstable. He replied that the night prior at the same airport; he (FO PF); started down early and had a terrain caution. I explained to him; if you are on the published segment of the approach and complying with the altitude restrictions; there should be no problem with any terrain cautions. We started the arc and as we briefed earlier; that was to cut the corner of the WX to intercept the localizer and shoot the ILS approach; we agreed and went as planned. The configuration at this point was flaps 8; speed 220 with a trend to 200 knots slowing for landing configuration. The FO went into heading mode and flew an intercept angle of approx 30 degrees at the point we talked about. As we were flying closer to the localizer; green needles at this point; I noticed the approach mode was not armed and we started fly through the localizer. When I brought this to his attention; the FO immediately disengaged the auto pilot to save the approach. I told him to start a climb and go missed and turn the auto pilot back on due to the WX. After engaging the auto pilot; I had to assist the FO to initiating a climb to 15;000 (now being unprotected and in terrain environment). I told the Controller that we had to miss and if there is a way (due to position SE of the field); can we do the ILS DME 1 runway 14. The Controller approved the request and I briefed to the FO to switch to VOR frequency and track the 348 radial outbound to 8 DME to intercept the localizer for the runway. During the maneuvering I briefed the approach and mentioned to the FO he needed to position himself better so as to be out of the cone of confusing for a proper setup of the course. The FO started to turn towards the VOR and asked if I wanted to fly it. I asked him; 'Do you feel like you can handle this?'; he said yes. Noticing that we were not going to successfully shoot the ILS DME 1 runway 14; I asked the Controller can we proceed to CONDE intersection and rejoin the arc for the ILS DME 2 runway 14. This is after a quick calculation of fuel to know that we had time to try one more attempt till proceeding to the alternate; QRO. The Controller approved the request and we vectored ourselves back to CONDE intersection. While setting up for the approach; the stick shaker came 'on' for a second. The airspeed indicated approximately 175 Knots. While observing the airspeed the stick shaker again came 'on'. I immediately positioned both trust levers to MAX CON and questioned the FO as to what he was doing. The FO replied that he was watching me. I instructed the FO to return the aircraft to 200 Knots and maintain normal flight conditions. Upon returning to normal flight conditions I completed the approach setup and again briefed the FO on the approach. We then successfully intercepted the course inbound on the arc. I transferred the FCC (Flight Control Computer) to the CA side and told the FO to go green; and; tune and identify the localizer on his side while the autopilot flew the arc in white needles on the Captain's FCC. When on the altitudes published and established on the arc; the FO went to HDG mode to intercept the localizer as agreed to during the briefing. The FCP (Flight Computer Plan) on the CA side must have still been in the NAV mode because when I was going green just before the intercept point; which we agreed upon; the FMA went to ROLL mode before transferring back to the FOs FCC card so as to go to APP mode. The FO never caught the ROLL mode on the FMA (Flight Mode Annunciation). I asked him just before the localizer started coming alive; 'why are you in ROLL mode?'. He replied; 'I don't know.' I then told him to arm the approach; the aircraft once again started to fly past the localizer while the approach mode was trying to correct for the localizer and current winds. That's when the FO disengaged the auto pilot and put the aircraft in a bank to try and re-intercept the localizer; which triggered the EGPWS (Enhanced Ground Proximity Warning System) 'BANK ANGLE'. I immediately took the controls while I monitored the bank passing 45 degrees to reaching approx 70 degrees and said 'my aircraft'. We were able to re-intercept the ILS due to close proximity of the course with the autopilot re-engaged and fully configured just before G/S intercept. When we broke out; there were four whites to three whites one red and landed the aircraft without further issues. Recommendations would be; training in the simulator for all pilots on the procedures for DME arcs and non-radar environment during AQP (Advanced Qualification Program) as a refresher. This is due to the fact of consistently being in radar contact from airport to airport in the USA; that the use of non-radar environment procedures diminishes through time with lack of use. Also; understanding that there is mountainous terrain in the cities we go to in Mexico; there needs to be at least a better radar system for aircraft vectoring as well as WX avoidance on the ground to preclude an issues with arriving in these airports. Looking back on this now; one; I should have proceeded to the hold on the MAP and tried to wait out the WX (fuel permitting) and two; I should have taken control of the aircraft the moment this first started (the first time overflying the localizer). From that day on; I have flown every leg into Mexico due to the nature of the flight environment and experience level of the FOs I have flown with.




Synopsis: CRJ-900 Captain reported the flying First Officer demonstrated lack of proficiency while flying approaches in weather in a non-radar environment.