Narrative:

At 1000 ft AGL on the mt vernon visual runway 1 we were told to go around due to the aircraft on the takeoff roll still occupying the runway. We were immediately given a turn to a heading of 250 and climb to 3;000 ft. I was already hand flying. I pressed the GA button and executed a climbing turn to the left. My first officer replied to tower's instructions to climb and turn. I called for flaps 2. After he responded tower then gave us another heading change to 270. I called for gear up. After my first officer replied again; tower then again gave us another instruction to change frequencies to washington approach. By this time we were through 2;000 ft; and I was finally able to get in my final command for flaps up; autopilot on. The airplane was cleaned up and we were now with approach on heading and altitude. I had my first officer let the passengers know why we went around. The atmosphere relaxed. I called for the descent checklist. We completed the descent checklist and continue the flight and second approach without incident. After parking at the gate our FAA jumpseater debriefed us saying that we did a good job except that we forgot to do an after takeoff checklist. It was then that we realized the mistake. He imparted to us that in higher load conditions it could have led to an overspeed of gear and/or flaps. We agreed and the parting was of a positive spirit and congratulations despite the checklist oversight.we just don't do go arounds. I have done three go arounds in three years. On the approach I knew it was going to be close to the departing aircraft so I was rehearsing the initial callouts in my head. But after that; I was complacent and didn't consider the rest of the go around procedure. What really convoluted the situation was the multiple calls from the tower for an additional heading change and then yet another call to change frequencies. This added significant time to the go around procedure; threw us off our normal [takeoff callout] cadence and consequently; what would have rolled off the tongue; 'flaps up; after takeoff checklist'; was interrupted multiple times by tower. I was distracted by the constant communication with tower. Next time I will think beyond just the initial portion of the go around procedure and will remember to follow through the entire procedure as laid out in the fom.

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Original NASA ASRS Text

Title: ERJ-175 flight crew reported they failed to run the after takeoff checklist following a go-around citing a high volume of ATC communications as contributing.

Narrative: At 1000 ft AGL on the Mt Vernon Visual runway 1 we were told to go around due to the aircraft on the takeoff roll still occupying the runway. We were immediately given a turn to a heading of 250 and climb to 3;000 ft. I was already hand flying. I pressed the GA button and executed a climbing turn to the left. My FO replied to tower's instructions to climb and turn. I called for flaps 2. After he responded tower then gave us another heading change to 270. I called for gear up. After my FO replied again; tower then again gave us another instruction to change frequencies to Washington Approach. By this time we were through 2;000 ft; and I was finally able to get in my final command for flaps up; autopilot ON. The airplane was cleaned up and we were now with approach on heading and altitude. I had my FO let the passengers know why we went around. The atmosphere relaxed. I called for the descent checklist. We completed the descent checklist and continue the flight and second approach without incident. After parking at the gate our FAA jumpseater debriefed us saying that we did a good job except that we forgot to do an After Takeoff Checklist. It was then that we realized the mistake. He imparted to us that in higher load conditions it could have led to an overspeed of gear and/or flaps. We agreed and the parting was of a positive spirit and congratulations despite the checklist oversight.We just don't do go arounds. I have done three go arounds in three years. On the approach I knew it was going to be close to the departing aircraft so I was rehearsing the initial callouts in my head. But after that; I was complacent and didn't consider the rest of the go around procedure. What really convoluted the situation was the MULTIPLE calls from the tower for an additional heading change and then yet another call to change frequencies. This added SIGNIFICANT time to the go around procedure; threw us off our normal [takeoff callout] cadence and consequently; what would have rolled off the tongue; 'flaps up; after takeoff checklist'; was interrupted multiple times by tower. I was distracted by the constant communication with tower. Next time I will think beyond just the initial portion of the go around procedure and will remember to follow through the entire procedure as laid out in the FOM.

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.