Date: 201409
Local time of day: 1801-2400
Location: MSO.Airport, MT
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E GEG
ATC / advisory: TRACON GEG
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: 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 Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors; Weather
Primary problem: Human Factors

Narrative: I was the pilot monitoring while my First Officer (FO) performed the VOR DME B approach to Runway 29 in MSO. We had requested and were proceeding via JEPSN IAF. The controller left us high and then vectored us east of course after crossing JEPSN. He then had us rejoin the course but the FO had difficulty capturing the VOR due to distraction with altitude loss; crosswinds (45 knots direct crosswind); forgetting the spoilers were extended and going to green needles. He was unable to get centered and capture course on the final approach course prior to the FAF and I called missed approach. He did not call out the profile but seemed confused. I then called the profile calls out and helped him with the go around. I reported a missed approach with approach control and he vectored us around to try again. We discussed the course deviation and altitudes on the approach and he attempted the approach again. This time he was able to capture the course.  Although the VOR was captured; the aircraft was 'swimming' on course to counteract the changing winds.  In his early level-off at STEVI intersection; I was cross-checking the next step down at ERRIK (as he was getting behind the aircraft) when he got the stall stick shaker for a second as his trend vector decreased and he was slow to add power. He called MAX THRUST and after gaining speed; I called GO-AROUND/MISSED APPROACH. He was again slow to respond and had trouble leveling off and following ATC directions. I put the autopilot on; requested the ILS Z Runway 11 approach and took control of the aircraft. Fuel was estimated to be above minimum fuel per SOP at landing after the ILS approach. I briefed and set-up the ILS approach and landed safely in MSO. Factors: ATC vectoring and high altitude assignments. First officer lack of judgment due to unstable approach. First officer lack of profile knowledge and execution. Nighttime IMC in mountainous terrain. Crosswinds on complicated non-precision approach.  Suggestions: Performing circling approach; namely this approach in simulator training. Stressing importance of missed approach/go-around profile in approach briefings.


Second narrative: On approach into Missoula we asked for direct JEPSN which is a IAF for the VOR DME-B approach into MSO. On the first attempt approach vectored us off course and gave us a descent and I thought he was bringing us down on vectors to the runway since we were under radar contact with Spokane. Instead he vectored us back on to the approach and in my confusion I didn't properly setup the approach since he put us right over the final approach fix and didn't give much time to do so. With strong winds and poor vectoring we were not able to complete the approach stabilized so we executed a missed. We were vectored out to the east to attempt again and were able to capture the course but in the descent it was swimming back and forth with the winds which was distracting. As I was leveling off the airspeed dropped off and the trend vector was increasing rapidly as I was bringing in power. The stall shaker went off and kicked off the autopilot and I put in max thrust as my CA called for a go around and we went back on with approach to try for the ILS Z RWY 11 which was successful and landed above minimum fuel.With the first approach was initially my misunderstanding of what the controller was going to do and then having them vector us right over the FAF without being able to properly get setup for the approach. On the second attempt the main problem was that I was distracted with the wavering of the autopilot trying to stay on course and I let the airspeed drop out to fast on level off as it was all happening at the same time.Always be prepared for missed approaches and possible odd ATC commands. Don't just assume they are going to do what you think they are; always ask if you aren't sure.


Synopsis: CRJ-200 flight crew reported an unstable approach with speed and altitude deviations to MSO.  Weather; ATC procedures; and First Officer inexperience were factors in this report.