Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; 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: CA was Pilot Monitoring (PM) and FO was Pilot Flying (PF). As PF prior to descent into ZZZ [Airport]; reviewed ZZZZZ 4; NOTAMs; and ATIS for expected RNAV GPS Y XXL. ZZZ Center cleared descend via ZZZZZ 4. Handoff to ZZZ Approach modified ZZZZZ 4 descent to 6;000 feet instead of 4;000 feet. While enroute to terminating fix ZZZZZ2; redirected to ZZZZZ1 while maintaining 6;000 feet instead of lower altitude. Also; no type of approach was assigned yet. Please note ZZZZZ2 was not on approach plate RNAV Y GPS XXL. Since an unfamiliar identifier and location of ZZZZZ2 was given; utilized FMS waypoints for situational awareness. Discovered ZZZZZ2 was only 5 miles away while still at 6;000 feet instead of 3;100 feet. Proceeded LNAV direct ZZZZZ2 then subsequently cleared ILS XXL while still very high. Also; haze prevented additional situational awareness to closing distance to ZZZ. PM reset FMS approach; DA; NAVAIDs; and briefed approach. PF initiated descent; disconnected autopilot; and started landing configuration. However; very late type of approach assignment (different than ATIS expected approach approach) and unusually high altitude (6;000 feet instead of 3;100 feet) prior to GS intercept made it impossible to achieve full landing configuration by 1;000 feet. Initiated go-around and told to maintain runway heading to 3;000 feet then 5;000 feet. Cleaned up aircraft maintaining runway heading. During climb; ATC directed 120 heading climb to 5;000 feet. PM repeated 120 heading and altitude without turn direction. ATC did not correct read back with missing turn direction. Based on current aircraft heading; initiated shortest direction left hand turn to 120 heading. During turn; ATC asked for steeper turn and PF increased bank to 30 degrees. New vector given to 090 and further climb to 6;000 feet. Subsequently received vectors for ILS XXL. Nominal approach and landing ILS XXL. Normal gate arrival and shutdown.First; entire approach sequence must be considered in conjunction with the go-around event and subsequent climbout instructions. Second; this was the first flight after 4 months of leave for the PF and into an unfamiliar domestic destination. ZZZZZ 4 STAR was normal until approaching STAR terminating fix of ZZZZZ2. Third; directed to maintain higher than normal 6;000 feet instead of 4;000 feet. Fourth; upon reaching ZZZZZ2; approach directed to proceed to ZZZZZ1 without stating type of approach. Fifth; unfamiliar with newly assigned fix ZZZZZ1 which could not be found on ATIS expected approach of RNAV GPS Y XXL. Sixth; while at unusually high altitude; given approach clearance to ILS XXL. Seventh; higher than normal approach altitude (6;000 feet instead of 3;100 feet at ZZZZZ1) made it impossible to meet approach and landing configuration requirements. Eighth; during go-around; a possible partially blocked radio call from ATC provided only heading 120 and 3;000 feet. Ninth; PM provided read back of heading and altitude but ATC did not correct read back with missing turn direction. Tenth; based on current aircraft heading; turned shortest direction to assigned heading of 120. Eleventh; a partial turn instead of a 180 degree turn would help ensure proper turn direction. Twelfth; PF and PM were not aware of deviation until call to ATC. ATC should assign type of approach upon initial contact. ATC should avoid approach clearances different than ATIS expected approach clearances close to FAF. ATC should provide adequate time and distance for descents to better able air crews to become properly established on approach. Please note ATC required 6;000 feet instead of 3;100 feet approaching ZZZZZZ1 making it impossible to comply with approach and landing configuration requirements. Fourth; ATC should correct read backs of missing turn direction when required. Fifth; provide partial turns instead of 180 degrees to ensure proper turn direction.




Synopsis: Air carrier First Officer reported an unstabilized approach resulting in a go-around.