Narrative:

During descent into ZZZZ we were advised by approach control that the ILS was OTS and to plan on the NDB. Visibility was good for the approach but there were scattered rain showers in the vicinity. The approach was initiated and the aircraft was configured with no abnormalities. Upon reaching NDB minimums; the runway was not in sight due to a passing rain shower. A missed approach was initiated and a request was made to return to the FAF and hold while the rain shower passed. By the time we had returned to the FAF and made one turn in holding; the airport was VFR; with scattered clouds. We requested to exit holding and clearance to fly another NDB approach. While approaching the FAF we configured for landing but noticed the gear doors light remained illuminated; with a 'gear doors' EICAS message. I knew this was a previous write-up but decided to execute a missed approach. This missed approach was initiated prior to the FAF; at the FAF altitude of 1;100 ft MSL. I chose to raise the gear and retract flaps to flaps 1 degree. Due to the initiation of the missed approach at a higher altitude; I decided to disconnect the autopilot and autothrottle to apply a smoother pitch and power application until reaching our missed approach altitude. In doing so; and due to various distractions; our airspeed increased to 254 kts. Our 767 flaps 1 degree maximum speed is 250 kts; creating a 4 kt overspeed. I immediately called for flaps up and reduced the speed to below 250 kts. We then requested vectors to the FAF for the NDB and another turn in holding in order to review the quick reference handbook. The only guidance provided was to adhere to the 270 kt extended speed. By this time the weather was VFR. I was aware of 2 previous write-ups for the same issue and decided not to declare an emergency but to continue and land. We touched down at approximately XA30L without further incident. The prob was written up in the logbook.

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Original NASA ASRS Text

Title: B767 flight crew reports a missed approach from an NBD approach due to runway not in sight and on a second approach a go-around due to gear doors EICAS. Third attempt is successful. A flap overspeed occurs on go-around.

Narrative: During descent into ZZZZ we were advised by Approach Control that the ILS was OTS and to plan on the NDB. Visibility was good for the approach but there were scattered rain showers in the vicinity. The approach was initiated and the aircraft was configured with no abnormalities. Upon reaching NDB minimums; the runway was not in sight due to a passing rain shower. A missed approach was initiated and a request was made to return to the FAF and hold while the rain shower passed. By the time we had returned to the FAF and made one turn in holding; the airport was VFR; with scattered clouds. We requested to exit holding and clearance to fly another NDB approach. While approaching the FAF we configured for landing but noticed the Gear Doors light remained illuminated; with a 'Gear Doors' EICAS message. I knew this was a previous write-up but decided to execute a missed approach. This missed approach was initiated prior to the FAF; at the FAF altitude of 1;100 ft MSL. I chose to raise the gear and retract flaps to flaps 1 degree. Due to the initiation of the missed approach at a higher altitude; I decided to disconnect the autopilot and autothrottle to apply a smoother pitch and power application until reaching our missed approach altitude. In doing so; and due to various distractions; our airspeed increased to 254 kts. Our 767 Flaps 1 degree maximum speed is 250 kts; creating a 4 kt overspeed. I immediately called for flaps up and reduced the speed to below 250 kts. We then requested vectors to the FAF for the NDB and another turn in holding in order to review the Quick Reference Handbook. The only guidance provided was to adhere to the 270 kt extended speed. By this time the weather was VFR. I was aware of 2 previous write-ups for the same issue and decided not to declare an emergency but to continue and land. We touched down at approximately XA30L without further incident. The prob was written up in the logbook.

Data retrieved from NASA's ASRS site as of May 2009 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.