Narrative:

The aircraft was fully configured on glide slope and flaps 50 for runway 36L. The weather was low IFR with 500 foot ceilings and good visibility below the deck. It weighed 415;000 lbs and was loaded close to the forward cg limit. This resulted in the pitch trim being at 13 units or close to full nose up trim when established on final. At approximately 1500 MSL or 1200 AGL we were instructed to go around; climb to 3000; and turn left to 270 [heading]. The plane had gone into dual land mode. As such; the go around button had to be pushed. I took a couple of seconds to think the procedure through because I knew I wanted the airplane out of go around mode as quickly as possible and into level change. This was because we only had to climb 1500 feet. When I pushed the button and the engines went to go around thrust; I was completely taken off guard as to how much effort was required to counter the nose up trim. I was trimming and pushing with considerable effort. As a result; call outs were not correct and the plane stayed in go-around mode with the gear down and flaps at 50. My first attempt to engage the auto pilot failed and I continued to push and trim. We leveled at 3000 [feet] and then began the turn. I again attempted to engage the auto pilot and was successful. The auto continued to trim and caused a couple +/-100 feet undulations as we retracted gear and flaps. We flew a normal pattern and landed uneventfully. Adding to the startle and distraction was the 'stabilizer motion' aural sounding continuously.the cause was due to the aircraft being at max thrust; out of trim; and requiring a near immediate level off. Go-around procedures were not correct as a result of the startle effect.the published missed approach for [runway] 36L is 5000 feet. I'm not asking; but begging; that any aircraft below 1500 AGL execute the published missed approach at any airport when IMC conditions are present. We have nearly lost airplanes due to this low altitude level off with a turn. There is no need for it. If I could have climbed to 5000 feet straight ahead; I could have trimmed the airplane and configured properly. If the plane is going to go to max power; 1000-1500 feet happen in a matter of seconds. Throw in an abnormality like excessive pitch trim and we're setting ourselves up for a low altitude unusual attitude. The fact is that if this happens again tomorrow; I'll probably execute the maneuver flawlessly. However; a go-around usually occurs unexpectedly; at the end of a long flight; when we're not on our a game. Although we train to go around using level change; the majority of our training is done at max power. In the heat of the moment; an additional threat of a rapid level off in a turn adds unnecessary complexity to an already elevated risk maneuver. Allowing the crew to execute the published miss when under 1500 feet allows for more rapid reengagement of the automation and helps the crew maintain situational awareness by executing a procedure that has already been briefed.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier First Officer reported autoflight anomaly creating hazardous condition on ATC issued go-Around.

Narrative: The aircraft was fully configured on glide slope and flaps 50 for RWY 36L. The weather was low IFR with 500 foot ceilings and good visibility below the deck. It weighed 415;000 lbs and was loaded close to the forward CG limit. This resulted in the pitch trim being at 13 units or close to full nose up trim when established on final. At approximately 1500 MSL or 1200 AGL we were instructed to go around; climb to 3000; and turn left to 270 [heading]. The plane had gone into dual land mode. As such; the go around button had to be pushed. I took a couple of seconds to think the procedure through because I knew I wanted the airplane out of go around mode as quickly as possible and into level change. This was because we only had to climb 1500 feet. When I pushed the button and the engines went to go around thrust; I was completely taken off guard as to how much effort was required to counter the nose up trim. I was trimming and pushing with considerable effort. As a result; call outs were not correct and the plane stayed in go-around mode with the gear down and flaps at 50. My first attempt to engage the auto pilot failed and I continued to push and trim. We leveled at 3000 [feet] and then began the turn. I again attempted to engage the auto pilot and was successful. The auto continued to trim and caused a couple +/-100 feet undulations as we retracted gear and flaps. We flew a normal pattern and landed uneventfully. Adding to the startle and distraction was the 'stabilizer motion' aural sounding continuously.The cause was due to the aircraft being at max thrust; out of trim; and requiring a near immediate level off. Go-around procedures were not correct as a result of the startle effect.The published missed approach for [Runway] 36L is 5000 feet. I'm not asking; but begging; that any aircraft below 1500 AGL execute the published missed approach at any airport when IMC conditions are present. We have nearly lost airplanes due to this low altitude level off with a turn. There is no need for it. If I could have climbed to 5000 feet straight ahead; I could have trimmed the airplane and configured properly. If the plane is going to go to max power; 1000-1500 feet happen in a matter of seconds. Throw in an abnormality like excessive pitch trim and we're setting ourselves up for a low altitude unusual attitude. The fact is that if this happens again tomorrow; I'll probably execute the maneuver flawlessly. However; a go-around usually occurs unexpectedly; at the end of a long flight; when we're not on our A game. Although we train to go around using level change; the majority of our training is done at max power. In the heat of the moment; an additional threat of a rapid level off in a turn adds unnecessary complexity to an already elevated risk maneuver. Allowing the crew to execute the published miss when under 1500 feet allows for more rapid reengagement of the automation and helps the crew maintain situational awareness by executing a procedure that has already been briefed.

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.