Narrative:

Descending on the STAR into ZZZ about 70 nm. Out; we retrieved the updated ATIS as well as the [metar]. Both indicated a tailwind exceeding limits into ZZZ on runway xx. Winds were indicating about a 13 kt. Tailwind. I asked [TRACON] if ZZZ was going to change runways to xy since the winds were out of limits for runway xx. They said they would ask and to continue on the 30 transition. We were switched over to another frequency and they asked what our limit was and we told them 10 kts. They said that ZZZ tower said the winds were 120 at 9 kts. And to continue to runway xx. Eventually we were cleared the ILS runway xx and broke out into visual conditions about 2500 ft. MSL. We had progress page 2 up and were monitoring the tailwind as well as asking for multiple wind checks from tower. Progress page 2 showed a tailwind from 18-20 kts. All the way down final to include 150 ft. AGL where we initiated the go-around. During this time ZZZ tower kept telling us surface winds were 120 at 9 kts. Tower saw we were going around and told us to fly runway heading and maintain 2;000 ft. The pilot flying hit toga and applied thrust to climb away and called for flaps 15. I moved the flaps to 15 and responded back to tower.at this point the aircraft was accelerating and the pilot flying called for flaps 5 and I repeated and moved the flaps. The same with flaps 1. About 1;000 ft.; we realized we had not placed the gear up; so we did so at this point. During this time I had to make multiple radio calls to ZZZ to confirm they wanted us runway heading instead of the published missed approach which was different. Once we got cleaned up; we were cleared to 5;000 ft. And placed on a heading back to runway xx. Once everything had calmed down; the pilot flying and I realized we performed the incorrect procedure for the go-around and had cleaned up the aircraft fully prior to 1;000 ft. We debriefed the procedure and what we needed to do to mitigate the risks. We then started setting up for the next approach. At this point; the aircraft behind us on approach to runway xx went around as well; I'm assuming due to winds. I called TRACON and asked them again if the runway was going to be switched to xy. They were not sure and said it's tower's decision and we might need to hold. Finally after 15 minutes of vectors; we were cleared the ILS runway xy into ZZZ with no further incident. Pilot flying and pilot monitoring further debriefed on the ground.the pilot flying and pilot monitoring both knew there was a strong chance of a go-around due to tailwind limitation. From that point; we both should have reviewed the procedures for a proper go-around and planned better in the case we needed to use it. Both pilots had close to minimum ground times on their overnights and better planning and talking through the procedure would have helped to mitigate the fatigue risk. As the pilot monitoring; I should have had better situational awareness as to our aircraft position and confirmed the appropriate callouts instead of trying to confirm communication with tower. I should have been backing up the pilot flying in aviating first and communicating second. Talking through the procedure ahead of time and helping the pilot flying aviate first would have helped to mitigate the risk of cleaning up early.

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Original NASA ASRS Text

Title: B737 flight crew reported that a strong tailwind on final approach resulted in a go around.

Narrative: Descending on the STAR into ZZZ about 70 nm. out; we retrieved the updated ATIS as well as the [METAR]. Both indicated a tailwind exceeding limits into ZZZ on Runway XX. Winds were indicating about a 13 kt. tailwind. I asked [TRACON] if ZZZ was going to change Runways to XY since the winds were out of limits for Runway XX. They said they would ask and to continue on the 30 transition. We were switched over to another frequency and they asked what our limit was and we told them 10 kts. They said that ZZZ Tower said the winds were 120 at 9 kts. and to continue to Runway XX. Eventually we were cleared the ILS Runway XX and broke out into visual conditions about 2500 ft. MSL. We had Progress Page 2 up and were monitoring the tailwind as well as asking for multiple wind checks from Tower. Progress Page 2 showed a tailwind from 18-20 kts. all the way down final to include 150 ft. AGL where we initiated the go-around. During this time ZZZ Tower kept telling us surface winds were 120 at 9 kts. Tower saw we were going around and told us to fly runway heading and maintain 2;000 ft. The Pilot Flying hit TOGA and applied thrust to climb away and called for flaps 15. I moved the flaps to 15 and responded back to Tower.At this point the aircraft was accelerating and the Pilot Flying called for flaps 5 and I repeated and moved the flaps. The same with flaps 1. About 1;000 ft.; we realized we had not placed the gear up; so we did so at this point. During this time I had to make multiple radio calls to ZZZ to confirm they wanted us runway heading instead of the published missed approach which was different. Once we got cleaned up; we were cleared to 5;000 ft. and placed on a heading back to Runway XX. Once everything had calmed down; the Pilot Flying and I realized we performed the incorrect procedure for the go-around and had cleaned up the aircraft fully prior to 1;000 ft. We debriefed the procedure and what we needed to do to mitigate the risks. We then started setting up for the next approach. At this point; the aircraft behind us on approach to Runway XX went around as well; I'm assuming due to winds. I called TRACON and asked them again if the Runway was going to be switched to XY. They were not sure and said it's Tower's decision and we might need to hold. Finally after 15 minutes of vectors; we were cleared the ILS Runway XY into ZZZ with no further incident. Pilot Flying and Pilot Monitoring further debriefed on the ground.The Pilot Flying and Pilot Monitoring both knew there was a strong chance of a go-around due to tailwind limitation. From that point; we both should have reviewed the procedures for a proper go-around and planned better in the case we needed to use it. Both pilots had close to minimum ground times on their overnights and better planning and talking through the procedure would have helped to mitigate the fatigue risk. As the Pilot Monitoring; I should have had better situational awareness as to our aircraft position and confirmed the appropriate callouts instead of trying to confirm communication with Tower. I should have been backing up the Pilot Flying in aviating first and communicating second. Talking through the procedure ahead of time and helping the Pilot Flying aviate first would have helped to mitigate the risk of cleaning up early.

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.