Narrative:

ATIS advertising ILS 4R. Briefed ILS 4R prior to descent. Advised by approach 5 minutes after first contact that they are 'turning the airport around.' we were given a vector and slowed to 210 knots. Briefed ILS 22L. Later advised to expect 'stadium visual 29.' after determining that we would have enough time to set up and brief we accepted this plan. Set up the RNAV V 29 in the FMS (RNAV V 29 is same lateral course as stadium visual). Had plenty of time to brief using QRH as a final check and briefing guide since turning around the airport was taking a long time. ATC then turned us back towards the airport and assigned 250 knots. Handed off to new controller. Told first officer to ask for slower since we were getting close to teb. Controller gave us a descent to 3;000 I believe and maintain 180 to buzzd cleared for the ILS 22L circle 29. We told the controller we were expecting stadium visual. Controller then gave us further descent and a vector towards the airport and told us to report the field. He kept asking; 'do you have it?' visibility at our altitude was restricted due to sun and haze. When we kept saying no he said intercept the localilizer; cleared for the ILS 22L circle 29. The international relief officer had since tuned the ILS frequency and for a moment we considered doing this. I did not feel prepared for the circle and decided to go-around. In the moment that we considered attempting this last clearance I put out the speedbrakes and called for the gear down; landing checklist; because if this was going to work we still had speed to lose. It didn't take long to see it was not a good place to be so I called for the go-around and made the callouts. The autopilot disengaged when I pushed GA. I did not realize during the initial part of the go-around that I had not stowed the speedbrakes. The aircraft climbed towards the missed altitude but when it came to leveling off and cleaning up since I was hand flying I felt it was not accelerating as normal. I was focused; probably too focused; on attitude and airspeed. International relief officer noticed speedbrakes and called them out. Stowed them and cleaned up. Got vectors for an ILS 22L straight in. All went well after we were cleaned up after the go-around. No ATC clearances were disobeyed or busted and no far's were violated.

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Original NASA ASRS Text

Title: B757 Captain reports going around after a last minute change to the approach clearance; but does not retract the spoilers until level off when noticed by the IRO.

Narrative: ATIS advertising ILS 4R. Briefed ILS 4R prior to descent. Advised by Approach 5 minutes after first contact that they are 'turning the airport around.' We were given a vector and slowed to 210 knots. Briefed ILS 22L. Later advised to expect 'Stadium Visual 29.' After determining that we would have enough time to set up and brief we accepted this plan. Set up the RNAV V 29 in the FMS (RNAV V 29 is same lateral course as Stadium Visual). Had plenty of time to brief using QRH as a final check and briefing guide since turning around the airport was taking a long time. ATC then turned us back towards the airport and assigned 250 knots. Handed off to new Controller. Told First Officer to ask for slower since we were getting close to TEB. Controller gave us a descent to 3;000 I believe and maintain 180 to BUZZD cleared for the ILS 22L circle 29. We told the Controller we were expecting Stadium Visual. Controller then gave us further descent and a vector towards the airport and told us to report the field. He kept asking; 'Do you have it?' Visibility at our altitude was restricted due to sun and haze. When we kept saying no he said intercept the localilizer; cleared for the ILS 22L circle 29. The IRO had since tuned the ILS frequency and for a moment we considered doing this. I did not feel prepared for the circle and decided to go-around. In the moment that we considered attempting this last clearance I put out the speedbrakes and called for the gear down; landing checklist; because if this was going to work we still had speed to lose. It didn't take long to see it was not a good place to be so I called for the go-around and made the callouts. The autopilot disengaged when I pushed GA. I did not realize during the initial part of the go-around that I had not stowed the speedbrakes. The aircraft climbed towards the missed altitude but when it came to leveling off and cleaning up since I was hand flying I felt it was not accelerating as normal. I was focused; probably too focused; on attitude and airspeed. IRO noticed speedbrakes and called them out. Stowed them and cleaned up. Got vectors for an ILS 22L straight in. All went well after we were cleaned up after the go-around. No ATC clearances were disobeyed or busted and no FAR's were violated.

Data retrieved from NASA's ASRS site as of July 2013 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.