Narrative:

Inbound to avp, thunderstorms were in the immediate vicinity and a low scud layer/fog had begun to roll into the valleys below. The ATIS was still calling a 1200 ft ceiling and 3 mi visibility prior to our beginning the ILS runway 22 approach. I asked our company personnel over the radio what the field conditions looked like and the response was 'very foggy.' ATC informed us that the commuter ahead of us had gone missed but that they had seen the approach end of runway 4 during the missed approach. We elected to shoot the ILS runway 22 and planned to try the ILS runway 4 if necessary. We descended on the ILS runway 22 to minimums and saw nothing. The captain, who was the PF, should have made the standard call 'go missed, set thrust, flaps 8 degrees.' however, he only said 'we're going missed.' at that point I prompted him by saying the standard call in an inquisitive tone. He repeated the standard call and we were on our way. The captain then called the tower to report our missed. ATC had not issued alternate missed approach instructions and therefore expected us on the published missed which was straight ahead for approximately 8 NM to an NDB to hold at 4000 ft. We climbed ahead to 4000 ft, but the captain was demanding a turn. So I called ATC and they issued a turn as a vector away from the convective WX ahead and toward the ILS 4 final approach course. At this point, the captain told me he was going to make an announcement to the passenger. So, since he was both flying and talking, I had very little to do for the moment and decided to work through the appropriate checklists from climb through descent. We then very hurriedly prepared for and briefed for the ILS runway 4. We had barely tuned the radios and gone through the approach checklist when ATC issued us a very tight vector to intercept the runway 4 localizer just outside the FAF. The approach was always somewhat fast and at minimums we saw the approach lights and at 100 ft above touchdown zone we saw the runway. The runway was wet and we were a bit fast. We floated and finally touched down about 3500 ft down the 7500 ft runway. The captain did not aggressively apply brakes and was struggling to deploy the thrust reversers which occasionally jam if you do not lift the reverse levers just right. By now, we were in the amber light zone denoting the last 2000 ft of runway and the captain advanced the thrust levers to go around. At about 140 KTS we rotated with about 1000 ft of runway remaining. The captain then wanted ATC to 'give us a turn,' but I reminded him that ATC had told us prior to beginning the ILS runway 4 that in the event of a missed we were to fly the published procedure. I then set up my radios for the published missed and issued him headings to fly to get us on the missed procedure. ATC then worked us a route to our alternate choice of syr.

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Original NASA ASRS Text

Title: FLC OF CL65 ON ILS APCH IN WX MAKES 2 MISSED APCHS, THE SECOND ONE DUE TO RUNNING OUT OF RWY.

Narrative: INBOUND TO AVP, TSTMS WERE IN THE IMMEDIATE VICINITY AND A LOW SCUD LAYER/FOG HAD BEGUN TO ROLL INTO THE VALLEYS BELOW. THE ATIS WAS STILL CALLING A 1200 FT CEILING AND 3 MI VISIBILITY PRIOR TO OUR BEGINNING THE ILS RWY 22 APCH. I ASKED OUR COMPANY PERSONNEL OVER THE RADIO WHAT THE FIELD CONDITIONS LOOKED LIKE AND THE RESPONSE WAS 'VERY FOGGY.' ATC INFORMED US THAT THE COMMUTER AHEAD OF US HAD GONE MISSED BUT THAT THEY HAD SEEN THE APCH END OF RWY 4 DURING THE MISSED APCH. WE ELECTED TO SHOOT THE ILS RWY 22 AND PLANNED TO TRY THE ILS RWY 4 IF NECESSARY. WE DSNDED ON THE ILS RWY 22 TO MINIMUMS AND SAW NOTHING. THE CAPT, WHO WAS THE PF, SHOULD HAVE MADE THE STANDARD CALL 'GO MISSED, SET THRUST, FLAPS 8 DEGS.' HOWEVER, HE ONLY SAID 'WE'RE GOING MISSED.' AT THAT POINT I PROMPTED HIM BY SAYING THE STANDARD CALL IN AN INQUISITIVE TONE. HE REPEATED THE STANDARD CALL AND WE WERE ON OUR WAY. THE CAPT THEN CALLED THE TWR TO RPT OUR MISSED. ATC HAD NOT ISSUED ALTERNATE MISSED APCH INSTRUCTIONS AND THEREFORE EXPECTED US ON THE PUBLISHED MISSED WHICH WAS STRAIGHT AHEAD FOR APPROX 8 NM TO AN NDB TO HOLD AT 4000 FT. WE CLBED AHEAD TO 4000 FT, BUT THE CAPT WAS DEMANDING A TURN. SO I CALLED ATC AND THEY ISSUED A TURN AS A VECTOR AWAY FROM THE CONVECTIVE WX AHEAD AND TOWARD THE ILS 4 FINAL APCH COURSE. AT THIS POINT, THE CAPT TOLD ME HE WAS GOING TO MAKE AN ANNOUNCEMENT TO THE PAX. SO, SINCE HE WAS BOTH FLYING AND TALKING, I HAD VERY LITTLE TO DO FOR THE MOMENT AND DECIDED TO WORK THROUGH THE APPROPRIATE CHKLISTS FROM CLB THROUGH DSCNT. WE THEN VERY HURRIEDLY PREPARED FOR AND BRIEFED FOR THE ILS RWY 4. WE HAD BARELY TUNED THE RADIOS AND GONE THROUGH THE APCH CHKLIST WHEN ATC ISSUED US A VERY TIGHT VECTOR TO INTERCEPT THE RWY 4 LOC JUST OUTSIDE THE FAF. THE APCH WAS ALWAYS SOMEWHAT FAST AND AT MINIMUMS WE SAW THE APCH LIGHTS AND AT 100 FT ABOVE TOUCHDOWN ZONE WE SAW THE RWY. THE RWY WAS WET AND WE WERE A BIT FAST. WE FLOATED AND FINALLY TOUCHED DOWN ABOUT 3500 FT DOWN THE 7500 FT RWY. THE CAPT DID NOT AGGRESSIVELY APPLY BRAKES AND WAS STRUGGLING TO DEPLOY THE THRUST REVERSERS WHICH OCCASIONALLY JAM IF YOU DO NOT LIFT THE REVERSE LEVERS JUST RIGHT. BY NOW, WE WERE IN THE AMBER LIGHT ZONE DENOTING THE LAST 2000 FT OF RWY AND THE CAPT ADVANCED THE THRUST LEVERS TO GO AROUND. AT ABOUT 140 KTS WE ROTATED WITH ABOUT 1000 FT OF RWY REMAINING. THE CAPT THEN WANTED ATC TO 'GIVE US A TURN,' BUT I REMINDED HIM THAT ATC HAD TOLD US PRIOR TO BEGINNING THE ILS RWY 4 THAT IN THE EVENT OF A MISSED WE WERE TO FLY THE PUBLISHED PROC. I THEN SET UP MY RADIOS FOR THE PUBLISHED MISSED AND ISSUED HIM HDGS TO FLY TO GET US ON THE MISSED PROC. ATC THEN WORKED US A RTE TO OUR ALTERNATE CHOICE OF SYR.

Data retrieved from NASA's ASRS site as of July 2007 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.