Narrative:

The flight was uneventful until landing in ZZZ2. I was the pilot flying; and was executing a visual approach to runway xxl. The ATIS indicated: ZZZZ XX00Z 270 31G 44KT 15SM BKN042; M01/M09 A3009 rmk presrr SLP196. We experienced numerous wide variations in airspeed during the approach (+/-10-15 KTS on final approach) with windshear advisories from ATC (continuous ignition was used). I disconnected the autopilot below 1;000 ft; and flew the approach at vref +12 KTS (150 KIAS) to better manage the aircraft. Just prior to flare; I started taking the crab angle out; using left rudder and opposite aileron to align the aircraft with the runway. While doing so; I experienced a strong wind gust from the right; causing the aircraft to drift to the left. It did not appear that the aircraft would be able to touch down on the runway. I opted instead to go around. The aircraft was below 30 ft and below vref with the engines at or close to idle thrust when the go-around was initiated. I called 'set thrust flaps 8 degrees' and depressed the toga buttons on the thrust levers as I advanced the thrust levers. As I started to pitch up to the command bars; the first officer pushed the thrust levers the rest of the way forward; and then moved the flaps lever to flaps 30 degrees. The aircraft did not accelerate; but instead noticeably settled downwards; and the stick shaker activated for 2-3 seconds. The first officer reported to me later that the #2 engine did not begin to accelerate to go-around thrust until about 3 seconds after the thrust levers were advanced; whereas the #1 engine began accelerating immediately. The stick shaker ceased as the aircraft accelerated; and we climbed out retracting flaps and gear on schedule. We were then given a clearance by ATC to turn left to either a 180 or 190 degree heading; and climb and maintain 3;000 ft. While all of this was going on; neither the first officer nor I remember contacting tower to advise them of the go-around. I merely remember the clearance to turnout over the lake; and climb to 3;000 ft. I should have declared an emergency; but at that point I was task-saturated; and my only thought initially was; 'fly the airplane.' in all honesty; I couldn't even tell you the approach. So hopefully; I flew tht heading on the go-around. After being handed off to arrival by the tower; we flew downwind (030 degree heading versus 057 degrees -- adjusted for wind). However; in canada; there is also a speed restriction of 200 KIAS below 3;000 ft AGL within 10 miles of an airport. We busted that regulation as well. I remember accelerating back to 250 KIAS on the downwind; and then slowing back to 190 KIAS as we turned base. I was obviously rattled; and was reacting more instinctively; rather than cognitively. I have never flown the rj 'by the seat of my pants' before; but I did that day. Contributing factors: I took out the crab angle too soon (too high); inadequate briefing on my part to the first officer that in the event of a missed approach; when I make the call; 'set thrust; flaps 8 degrees; ensure go-around thrust is set; and wait until the aircraft starts climbing away from the runway before retracting the flaps to 8 degrees; notify ATC while I fly.' one additional contributing factor; over which I had no control was the #2 engine's delayed response to my command for go-around thrust. Given the airplane's acceleration and climb capability being dependent upon excess thrust available and only having half of my thrust; plus excess drag due to control deflection and bluff body drag at the fan face of the #2 engine; I was in a decidedly uncomfortable situation. The first 2 factors I will obviously address in the future; the latter; well; it is what it is.

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Original NASA ASRS Text

Title: A CRJ crew executed a go-around at 30' after gusty winds pushed the aircraft to the runway's side. Because the aircraft's right engine did not accelerate immediately; the aircraft slowed and the stall warning activated. The task saturated crew failed to notify ATC of the go around.

Narrative: The flight was uneventful until landing in ZZZ2. I was the pilot flying; and was executing a visual approach to Runway XXL. The ATIS indicated: ZZZZ XX00Z 270 31G 44KT 15SM BKN042; M01/M09 A3009 RMK PRESRR SLP196. We experienced numerous wide variations in airspeed during the approach (+/-10-15 KTS on final approach) with windshear advisories from ATC (continuous ignition was used). I disconnected the autopilot below 1;000 FT; and flew the approach at Vref +12 KTS (150 KIAS) to better manage the aircraft. Just prior to flare; I started taking the crab angle out; using left rudder and opposite aileron to align the aircraft with the runway. While doing so; I experienced a strong wind gust from the right; causing the aircraft to drift to the left. It did not appear that the aircraft would be able to touch down on the runway. I opted instead to go around. The aircraft was below 30 FT and below Vref with the engines at or close to idle thrust when the go-around was initiated. I called 'Set Thrust Flaps 8 degrees' and depressed the TOGA buttons on the thrust levers as I advanced the thrust levers. As I started to pitch up to the command bars; the First Officer pushed the thrust levers the rest of the way forward; and then moved the flaps lever to flaps 30 degrees. The aircraft did not accelerate; but instead noticeably settled downwards; and the stick shaker activated for 2-3 seconds. The First Officer reported to me later that the #2 engine did not begin to accelerate to go-around thrust until about 3 seconds after the thrust levers were advanced; whereas the #1 engine began accelerating immediately. The stick shaker ceased as the aircraft accelerated; and we climbed out retracting flaps and gear on schedule. We were then given a clearance by ATC to turn left to either a 180 or 190 degree heading; and climb and maintain 3;000 FT. While all of this was going on; neither the First Officer nor I remember contacting Tower to advise them of the go-around. I merely remember the clearance to turnout over the lake; and climb to 3;000 FT. I should have declared an emergency; but at that point I was task-saturated; and my only thought initially was; 'fly the airplane.' In all honesty; I couldn't even tell you the approach. So hopefully; I flew tht heading on the go-around. After being handed off to Arrival by the Tower; we flew downwind (030 degree heading versus 057 degrees -- adjusted for wind). However; in Canada; there is also a speed restriction of 200 KIAS below 3;000 FT AGL within 10 miles of an airport. We busted that regulation as well. I remember accelerating back to 250 KIAS on the downwind; and then slowing back to 190 KIAS as we turned base. I was obviously rattled; and was reacting more instinctively; rather than cognitively. I have never flown the RJ 'by the seat of my pants' before; but I did that day. Contributing factors: I took out the crab angle too soon (too high); inadequate briefing on my part to the First Officer that in the event of a missed approach; when I make the call; 'Set thrust; flaps 8 degrees; ensure go-around thrust is set; and WAIT until the aircraft starts climbing away from the runway BEFORE retracting the flaps to 8 degrees; notify ATC while I fly.' One additional contributing factor; over which I had no control was the #2 engine's delayed response to my command for go-around thrust. Given the airplane's acceleration and climb capability being dependent upon excess thrust available and only having half of my thrust; plus excess drag due to control deflection and bluff body drag at the fan face of the #2 engine; I was in a decidedly uncomfortable situation. The first 2 factors I will obviously address in the future; the latter; well; it is what it is.

Data retrieved from NASA's ASRS site as of April 2012 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.