B757 flight crew reported a go-around from the flare due to a strong crosswind gust. The airspeed wa...

Attributes
ACN	1415788
Time
Date	201701
Local Time Of Day	0001-0600
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Landing
Flight Plan	IFR
Person 1
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 60 Flight Crew Total 11000 Flight Crew Type 4600
Person 2
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 75 Flight Crew Total 10000 Flight Crew Type 6000
Events
Anomaly	Deviation - Altitude Overshoot Deviation - Procedural Published Material / Policy Deviation - Speed All Types Inflight Event / Encounter Weather / Turbulence

Narrative:

Captain hand flew the ILS. Left gusty crosswind and we encountered a big gust in the flare. Captain performed a manual go-around since the autopilot was not engaged. It was bumpy during the go-around. From my recollection I selected LNAV at 400 AGL and bugged clean maneuvering at 1;000 AGL. I told the captain watch your rate of climb which I thought was excessive. He pulled back the thrust levers just before we were about to reach missed approach altitude. From what I recall we exceeded missed approach altitude by 250-300 ft. Then I noticed the speed slowing rapidly and I called 'watch your airspeed' and shortly thereafter there was stick shaker activation. The captain pushed the nose down and simultaneously advanced the thrust levers and recovered nicely. If I remember correctly I heard one 'bank angle' somewhere during the climb out. We contacted center and got vectors for a second approach and subsequent landing. It felt like everything was happening very fast as if there was excessive thrust; but we were also very light. I am upset with myself that I cannot recall verifying the 3 go-around FMA's prior to going heads down and selecting flaps 20 and gear up. Also; I cannot recall if the autothrottles were engaged at this point. In the future that is what I always intend to do before selecting gear up; roll mode and bugging clean maneuvering.

Original NASA ASRS Text

Title: B757 flight crew reported a go-around from the flare due to a strong crosswind gust. The airspeed was allowed to get low and the missed approach altitude was overshot.

Narrative: Captain hand flew the ILS. Left gusty crosswind and we encountered a big gust in the flare. Captain performed a manual go-around since the autopilot was not engaged. It was bumpy during the go-around. From my recollection I selected LNAV at 400 AGL and bugged clean maneuvering at 1;000 AGL. I told the Captain watch your rate of climb which I thought was excessive. He pulled back the thrust levers just before we were about to reach missed approach altitude. From what I recall we exceeded missed approach altitude by 250-300 ft. Then I noticed the speed slowing rapidly and I called 'watch your airspeed' and shortly thereafter there was stick shaker activation. The Captain pushed the nose down and simultaneously advanced the thrust levers and recovered nicely. If I remember correctly I heard one 'BANK ANGLE' somewhere during the climb out. We contacted Center and got vectors for a second approach and subsequent landing. It felt like everything was happening very fast as if there was excessive thrust; but we were also very light. I am upset with myself that I cannot recall verifying the 3 go-around FMA's prior to going heads down and selecting flaps 20 and gear up. Also; I cannot recall if the autothrottles were engaged at this point. In the future that is what I always intend to do before selecting gear up; roll mode and bugging clean maneuvering.

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.