Date: 201811
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Procedure; Weather; Human Factors; Chart Or Publication; Airport
Primary problem: Human Factors

Narrative: The event occurred on a flight that was the 5th leg of the day because we had to divert on the previous leg and we were within 15 minutes of maxing out our 13 hour duty day by the time we landed. Weather had been an issue all day; but we had not had any issues other than having to divert because ZZZ was in a ground stop. Prior to the flight we discussed the issue as a crew and acknowledged that whether we felt fatigued or not; it had been a long day so we needed to be mindful of any symptoms of fatigue; and let the other pilot know if we noticed them in ourselves or the other pilot. Enroute we got the automated weather since the tower was closed. The winds were light (4 knots I think. The visibility was 7 miles I believe (well above minimums) and the ceiling was overcast at 300 feet. We planned and briefed the ILS; but during the approach brief I noticed it said; 'Glideslope unusable when tower inoperative. Only localizer minimums authorized during this period.' Since the localizer minimums were 352 feet and the winds were very light we decided to plan and brief the ILS. When we informed Center that we would like to do the ILS we were told that it was not available because the tower was closed and the airport was set up for [the opposite] Runway. When I informed him we would not be able to do the ILS he said he could clear us for the Localizer; but the ILS to Runway was not available. So we briefed the LOC Z. We knew there was a strong possibility we would go missed approach so we reviewed the Missed Approach call outs. When we were about 20 miles from the field Center cleared us direct to the Final Approach Fix (FAF) and cleared us for the LOC. We were coming from the west so this did not set us up well to intercept final for [the] Runway. I should've flown the full procedure turn or asked for vectors to final but I did not. I attempted to maneuver just outside the FAF and line up on final; but it did not go well. The approach was nothing close to stable so we very early elected to execute the missed approach. I had descended about 1000 feet on the approach and corrected back to centerline when we decided to go missed. I pushed up the power; initiated a climb; and called for TOGA thrust and flaps 8. I didn't hear a response from the First Officer so I reiterated TOGA thrust and flaps 8 and I also stated positive rate gear up. At this point I felt like I was losing all lift and saw the stall speed quickly approaching the speed bug. I saw I was well above V2 so I scanned the EICAS displays to see what was going on and realized the First Officer had selected Flaps Up; not Flaps 8. I immediately went full thrust and lowered the nose to just above to horizon in an effort to increase speed; but not descend. When I did this we increased speed and climbed rapidly blowing through the missed approach altitude of 2000 feet. I got the speed and altitude under control and leveled off between 4000 and 5000 feet. I had the First Officer bug 5000 feet and continued the climb to level off there. At this point we called Center; told him we had gone missed and apologized for the altitude deviation. I checked our fuel status and felt like we had enough fuel to attempt the approach one more time and then divert to ZZZ. We asked Center for vectors to final and he vectored us to a 10 mile final to give us plenty of time to get stabilized. We flew the approach with no issues; got visual with the runway at about 500 feet and landed without incident.




Synopsis: CRJ-900 Captain reported an incorrect flap setting during missed approach led to a speed and altitude deviation.