Narrative:

Continuous moderate turbulence on approach and +/-10 KTS. Isolated area of -15 to -20 KTS at 1500 ft AGL. Also heavy aircraft weight and reduced airspeed for traffic with anti-ice on. When we got the windshear, the autoplt disconnected. The captain was the PF. I called for a missed approach. The first officer called ATC immediately instead of running the flight director and getting the plane configured. It is a common mistake to call ATC first. Our profile says to call ATC after autoplt is engaged and flight director is set up and flaps are at 20 degrees and gear up. He raised the flaps to 20 degrees then talked on radio. His push-to-talk on yoke was broke. He uses his right hand for that normally and left hand for flight director buttons (fcp). His left hand was being used for the alternate push-to-talk and fcp now, and he got crossed during the missed approach. The alerter was set to 3900 ft instead of 3000 ft. I was not sure on altitude from ATC because I was calling for confign changes and flight director set-up while he was calling the missed approach with ATC. I queried him at 3700 ft. ATC then just gave us 4000 ft. Calling ATC first during a missed approach is the most common problem causing crews not to follow company profiles. Leaving windshear area caused increase in performance. Confusion led to altitude bust. Every pilot (capts too) I have flown with, during an unplanned missed approach, has called ATC and not followed profiles. It is a dangerous time not to follow SOP's.

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Original NASA ASRS Text

Title: ALT OVERSHOT, A CL65 FLT CREW OVERSHOOTS THEIR ASSIGNED MISSED APCH ALT WHEN RECOVERING FROM WINDSHEAR ENCOUNTERED ON FINAL APCH INTO DTW.

Narrative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

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.