Narrative:

It was very windy with a lot of windshear in the descent. Low level windshear was reported on the ATIS and noted in the approach briefing. It started on our descent when we left 8000 ft all the way to the runway. It was a constant airspeed fluctuation of +/- 10-15 kts all the way down to the runway. The surface winds were out of the northwest steady state of around 20 kts to gusts in the mid-30s. We were on the stadium visual 29. I disconnected the auto pilot about 1000 ft as ATC had asked us to square up our turn from base to final for spacing. Coming over the water on short final (100 ft AGL) just before 29 I felt the airplane sink and in anticipation of a decrease in airspeed overrode the throttle by adding some power in anticipation of a loss of airspeed. I kept the power in a little too long and we began to float. I eventually saw us float out of the touchdown zone (runway 29 is 6726 ft long). As we floated out of the touchdown zone I made the decision to go around. After pushing the toga buttons; the aircraft's wheels momentarily touched down; then we began to climb out. After pushing the toga buttons; I was guiding the throttles toward the toga detent. I must have been guiding them too hard; as the throttles ended up past the toga detent. So now we ended up with reserve thrust; which kicked off the autothrottles. ATC instructed us to climb runway heading; [maintain] 2000 ft. Normal go-around call outs ensued. Around 1000 ft I pulled the reserve power out to the toga detent and began retracting flaps. 2000 ft came relatively quick and the flaps had not fully retracted. As I started the level off I began to pull the power back. I then realized that the airspeed was increasing rapidly and that the airspeed was quickly approaching the barber pole of 230. (Since flaps had not yet retracted all the way). I pulled the power back even more but it still continued to increase. To avoid the flap over speed I began to pitch up. We ended up climbing through 2000 ft to approximately 2250 ft before we were able to get the airspeed under control and return to 2000 ft. ATC never said anything about the altitude deviation and proceeded to switch us over to departure. We returned on the stadium visual 29 and landed without further incident. I believe this could have been prevented had I called for the automation (autopilot and autothrottles) at 1000 ft. This would have allowed me to focus my attention more on the airspeed fluctuations and the level off. I should have anticipated the level off earlier; especially with all of the bumps and airspeed fluctuations. Also; had I not pushed the throttles past the toga detent I would have had my autothrottles on the go-around.

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Original NASA ASRS Text

Title: ERJ-175 First Officer reported executing a go-around after a hand-flown unstabilized approach in gusty wind conditions.

Narrative: It was very windy with a lot of windshear in the descent. Low level windshear was reported on the ATIS and noted in the approach briefing. It started on our descent when we left 8000 ft all the way to the runway. It was a constant airspeed fluctuation of +/- 10-15 kts all the way down to the runway. The surface winds were out of the northwest steady state of around 20 kts to gusts in the mid-30s. We were on the stadium visual 29. I disconnected the auto pilot about 1000 ft as ATC had asked us to square up our turn from base to final for spacing. Coming over the water on short final (100 ft AGL) just before 29 I felt the airplane sink and in anticipation of a decrease in airspeed overrode the throttle by adding some power in anticipation of a loss of airspeed. I kept the power in a little too long and we began to float. I eventually saw us float out of the touchdown zone (Runway 29 is 6726 ft long). As we floated out of the touchdown zone I made the decision to go around. After pushing the TOGA buttons; the aircraft's wheels momentarily touched down; then we began to climb out. After pushing the TOGA buttons; I was guiding the throttles toward the TOGA detent. I must have been guiding them too hard; as the throttles ended up past the TOGA detent. So now we ended up with reserve thrust; which kicked off the autothrottles. ATC instructed us to climb runway heading; [maintain] 2000 ft. Normal go-around call outs ensued. Around 1000 ft I pulled the reserve power out to the TOGA detent and began retracting flaps. 2000 ft came relatively quick and the flaps had not fully retracted. As I started the level off I began to pull the power back. I then realized that the airspeed was increasing rapidly and that the airspeed was quickly approaching the barber pole of 230. (Since flaps had not yet retracted all the way). I pulled the power back even more but it still continued to increase. To avoid the flap over speed I began to pitch up. We ended up climbing through 2000 ft to approximately 2250 ft before we were able to get the airspeed under control and return to 2000 ft. ATC never said anything about the altitude deviation and proceeded to switch us over to departure. We returned on the stadium visual 29 and landed without further incident. I believe this could have been prevented had I called for the automation (autopilot and autothrottles) at 1000 ft. This would have allowed me to focus my attention more on the airspeed fluctuations and the level off. I should have anticipated the level off earlier; especially with all of the bumps and airspeed fluctuations. Also; had I not pushed the throttles past the TOGA detent I would have had my autothrottles on the go-around.

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.