Date: 202103
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Communication Breakdown; Training / Qualification
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: I operated Aircraft X from ZZZ1 to ZZZ. The weather was low; approximately 600 OVC at ZZZ and rain. I believe we had an alternate of ZZZ2. We planned to shoot the ILS to Runway 7 at ZZZ. I was the pilot flying. We operated the flight to ZZZ normally and got set up for the ILS to Runway 7. I was established on the approach and fully configured at approximately 1;000 feet when I noticed that both the localizer and glide slope were flagged. I was looking at the PFD (Primary Flight Display) and slightly startled by the lack of information. I then glanced to the First Officer's side and noticed his PFD looked normal. I never felt any erratic pitch attitudes but according to FOQA (Flight Operations Quality Assurance); we reached 12 degrees pitch down and up to 2700 FPM descent below 1;000 feet. I remember hearing the aural 'glide slope glide slope' The FO (First Officer) then questioned; 'should we go-around?' I responded yes and initiated a go around. We climbed up to 3;000 feet and requested radar vectors back around for the same approach. I then transferred the controls to the First Officer because his navigation equipment was operating normally. We continued on the approach. At approximately 600 feet I called runway in sight; and he responded landing. We drifted to the right of the approach course; due to the First Officer not reacting to the left crosswind. We were also a bit high on the glide slope. I told him to correct; and asked him if he was able to correct the flight path; he responded correcting. We ended up landing hard and fast. I taxied off normally. I forgot to write up the discrepancy that the airplane lost localizer and glide slope. I believe the cause of this event was due to the gradual failure of the glide slope and my reaction to that. It took us approximately 38 seconds from when the failure occurred until the missed approach was executed.  I don't think it would hurt to see this event repeated in a simulator so that I can see it again and understand how I could have reacted better.


Second narrative: I was Pilot Monitoring for an approach into ZZZ1. We were conducting the ILS to runway 7 at ZZZ1; and had just passed the final approach fix when the Captain's glideslope malfunctioned and presented a red 'GS' flag. My instruments appeared to continue to provide accurate glideslope indications; and the autopilot remained engaged; coupled to the Captain's side; and continued to fly the aircraft. I don't recall noticing which vertical mode took over in the absence of the GS. I suggested to the Captain that a go-around be made; she waited several seconds to see if the glideslope indications would return; then disconnected the autopilot to execute the go-around. The Captain applied TOGA (Takeoff/Go-around) power. Upon applying go-around power; the pitch attitude further decreased; and the vertical rate of descent correspondingly increased; causing a GPWS sink-rate warning. Visual ground contact was made briefly before the descent was arrested. We continued the climb straight out and contacted Approach for missed approach instructions. This event began with the malfunction of the Captain's side glideslope. This led to a breakdown in situational awareness and crew communication as the aircraft continued to descend in the absence of the glideslope until a go-around maneuver was executed. I believe additional training may be required; both on go-around procedures as well as on equipment malfunctions during approach.


Synopsis: CRJ-200 flight crew reported glideslope failure on approach.