Date: 201411
Local time of day: 0601-1200
Location: SFO.Airport, CA
Light: Daylight
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 B SFO
ATC / advisory: TRACON NCT
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: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: This is more of a safety report than anything else. Weather upon dispatch was forecasting low visibility so we added an alternate to the release and thus; added fuel to compensate. It should be noted that the first officer (FO) had just over 100 hrs in type and just over a year with the company. Since we were planning on performing a CAT II approach at our destination we opted to have the FO fly the leg so we would not have to switch controls during the descent. We were assigned MOD arrival into SFO. The center controller gave us direct MEHTA after CEDES. MEHTA is also a initial approach fix on the ILS 28R. We figured we would be performing a straight in ILS CAT II approach to runway 28R. We briefed the approach well ahead of time and had our checklist finished. Upon approaching MEHTA we were handed off to approach. Approach then gave us a descent; we started to descend then the controller gave us a speed reduction. Then the controller gave us a right turn off the localizer (LOC) for spacing. I commented to the controller that we cannot not descended and slow at the same time very well. The controller then gave us another turn back to the LOC just a couple of miles outside the final approach fix (FAF) and instructed us to intercept the final approach course cleared for ILS 28R. I read the clearance back and told the controller that we were too high to capture the glide-slope from the current angle. The controller then vectored us back across the LOC and gave us another decent. Then the controller turned us back to the right to intercept the LOC at a 45 degree angle and re-cleared us for the approach. The controller then gave us a further turn to intercept bring us to a 90 degree intercept about a mile from the FAF. The FO tried to use the autopilot to capture but I told him this is not going to work and that the autopilot will fly through the course. I told the controller what I told the FO just as we blew through the course. The controller then cancelled approach clearance. I told the FO to execute a go around / missed approach. Before I could tell the controller he told us climb and maintain 5000 and gave us a turn to the left. I could see that the FO was a bit overwhelmed so I pushed up the power for him and I told him I am bringing the flaps to 8 and he then called for the gear. He did a good job for a pilot with 100 hours in type. We got the aircraft cleaned up and the autopilot on. As we were climbing though about 3;500'-3;800' at over 1;200' fpm the controller then changed our altitude to 4;000' feet. I told the controller we were going to overshoot by a few. He said that's fine. I then took the controls and kicked off the autopilot because I saw that it did not capture and it was safer to do that then explain it. I leveled the aircraft off as we climbed through 4;000' feet. We got to about 4600' before we were able to get the climb energy safely stopped for the passengers / FA. We immediately descended back to 4;000'. Then reengaged the autopilot. I gave the flight controls back to the FO. The controller then re-vectored us back onto the approach. Still close in but we were already low and fully configured expecting a tight vector to final. We landed without incident and the weather was not as bad as reported. The spacing was too close and we were left high for too long. Most jets do not descend well and slow at the same time. This is what led to our being vectored off course the first time. Increase spacing and plan ahead more. Descend aircraft earlier if possible. I should have taken the controls from the first officer after the first vector off course. However; I have to say the first officer is a good pilot and has good judgment; he is just inexperienced in a jet. It won't be long until he is fully up to speed. I should have requested a go around after I saw how the controller was trying to limit spacing and keep us just about at the FAF after the first turn.


Second narrative: I was the Pilot Flying (PF) on an ILS approach to the airport; we received multiple vectors (including a vector directing a 50 degree intercept); speed changes and altitude changes over a short period of time which resulted in an unstable approach. The Pilot Monitoring (PM) advised ATC that we would be executing a missed approach. As we began the missed approach we were initially assigned an altitude of 5000'. As we were passing through 3800' the controller amended the altitude clearance to 4000'. The PM advised the controller we would 'blow' through the altitude. The controller's response was 'that's fine'. After several more vectors; speed reductions and altitude changes we were vectored back onto the ILS. The flight was concluded without incident. Low ceiling. Experience of the controller? Multiple vectors; speed changes and altitude changes.


Synopsis: CRJ-200 Captain describes a missed approach which results from poor ATC handling during vectors for an ILS approach at SFO.