Narrative:

The flight was normal in almost every way. The first officer was the pilot flying this leg; he seemed a bit quiet and [not very] confident in his abilities but was new and had minimal flight experience so this was not out of the ordinary for his situation. The ILS approach was normal; we broke out of the weather at about 500 ft and were stable. Just under 300 ft we experienced a gust of wind which ballooned the aircraft slightly and made the airspeed jump less than 10kts. The first officer (first officer) pulled the thrust to idle; I forcefully stated not to pull to idle and to add power. The first officer did not respond in a timely manner; we came through the gust and developed a sink rate and the airspeed decreased not more than 10kts but at a good rate. We were within 100 ft of the runway at this point; the sink rate and airspeed were acceptable with a perception that the landing would firm but safe. At this point the first officer added power; we slightly touched and ballooned; then he pulled the thrust to idle and we sank immediately and bounced. He added power we both stated go around and I helped him on the controls to execute a balked landing by adding power and arresting the sink rate with the yoke while gaining airspeed. At this point the first officer missed several callouts and did not follow the flight director. I had to make all the callouts and hit the toga button to get the flight director up; called the go around on tower; switched to departure freq; set a climb altitude; pulled up the flaps to 8 then the gear then put the autopilot on; and spun a new heading. As all this was happening the first officer was not pulling the power back as the aircraft leveled at the set altitude and the speed increased into the range where it over-sped the flaps by less than 10kts before I caught up and helped him reduce the power and bugged an appropriate speed to fly in the downwind. After the event once we were at the gate; the first officer mentioned he was on special tracking from the company and this sort of thing had happened before.the root cause of the event was a lack of experience on the part of the pilot flying; not following directions in a timely manner; not performing the correct actions or callouts. Contributing factors were task saturation of the pilot not flying/pilot monitoring. Slightly stiff thrust levers; within normal range of tension however could have been a factor.in the future it would be beneficial for crewmembers to know if any other crewmembers are on special tracking by the company to raise awareness of potential deficiencies in the performance of their duties. Also a more conservative mentality on calling go arounds early at the onset of instability could have avoided this event.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported the relatively inexperienced First Officer appeared to be weak in procedures knowledge and flying skills.

Narrative: The flight was normal in almost every way. The First Officer was the pilot flying this leg; he seemed a bit quiet and [not very] confident in his abilities but was new and had minimal flight experience so this was not out of the ordinary for his situation. The ILS approach was normal; we broke out of the weather at about 500 ft and were stable. Just under 300 ft we experienced a gust of wind which ballooned the aircraft slightly and made the airspeed jump less than 10kts. The FO (First Officer) pulled the thrust to idle; I forcefully stated not to pull to idle and to add power. The FO did not respond in a timely manner; we came through the gust and developed a sink rate and the airspeed decreased not more than 10kts but at a good rate. We were within 100 ft of the runway at this point; the sink rate and airspeed were acceptable with a perception that the landing would firm but safe. At this point the FO added power; we slightly touched and ballooned; then he pulled the thrust to idle and we sank immediately and bounced. He added power we both stated go around and I helped him on the controls to execute a balked landing by adding power and arresting the sink rate with the yoke while gaining airspeed. At this point the FO missed several callouts and did not follow the flight director. I had to make all the callouts and hit the TOGA button to get the flight director up; called the go around on Tower; switched to departure freq; set a climb altitude; pulled up the flaps to 8 then the gear then put the autopilot on; and spun a new heading. As all this was happening the FO was not pulling the power back as the aircraft leveled at the set altitude and the speed increased into the range where it over-sped the flaps by less than 10kts before I caught up and helped him reduce the power and bugged an appropriate speed to fly in the downwind. After the event once we were at the gate; the FO mentioned he was on special tracking from the company and this sort of thing had happened before.The root cause of the event was a lack of experience on the part of the pilot flying; not following directions in a timely manner; not performing the correct actions or callouts. Contributing factors were task saturation of the pilot not flying/pilot monitoring. Slightly stiff thrust levers; within normal range of tension however could have been a factor.In the future it would be beneficial for crewmembers to know if any other crewmembers are on special tracking by the company to raise awareness of potential deficiencies in the performance of their duties. Also a more conservative mentality on calling go arounds early at the onset of instability could have avoided this event.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.