Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Situational Awareness; Time Pressure; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Company Policy; Weather; Procedure
Primary problem: Procedure

Narrative: Prior to top of descent we received the destination weather. They had rain; low visibilities; and low clouds. We briefed a CAT II ILS into RWY 8R. On the arrival; just prior turning inbound for the approach; the Controller informed us that the DME was inoperative on RWY 8R. Not knowing how this would affect our approach and not having time to research it; we decided it would be better to request RWY 8L and brief a CAT III ILS approach. We told the controller our intentions and quickly re-briefed. The controller gave us an early turn toward RWY 8L he asked us to stay at 3;000 feet or above until established on the localizer and cleared us for the approach. I wasn't expecting this quick turn and realized that we would be high and fast on the localizer. I called for gear down flaps 20 to slow as much as possible before getting to the localizer. We intercepted at about a dot and a half high. I disconnected the autopilot and the autothrottles and nudged the airplane back onto the glideslope. About this time; the controller asked to slow to our final approach speed. I told the copilot to tell the controller that we were unable to slow and to expect a go-around. At about 2;000 feet we caught the glideslope and I requested the approach mode and all three autopilots turned on. The autopilot was on; but we were still way too fast for landing flaps. At about 1;500 feet I told my copilot that this was not working out and I'm going around. He reported this to the tower and at about 1;200 feet I disconnected the autopilot and the autothrottles; pressed TOGA and pushed the throttles up. I was hoping to make a nice slow climb straight down the runway. After a few seconds I realized that I had completely forgotten my standard call outs for a missed approach. Thankfully; my copilot had remembered and had already retracted the flaps to 20 degrees and had his hand on the gear lever waiting my command. I heard him ask gear up; heading select? I remember saying yes. Fortunately we had only lost a little altitude and only slowed a little before the gear was retracted. We made another CAT III approach into RWY 8L and it was uneventful.




Synopsis: ATC turned a B767 in close to the final approach fix and high on a CAT III. The Captain executed a go-around at about 1;200 feet since the aircraft could not descend and slow down safely.