Narrative:

During approach to the runway we went down to minimums and began to execute a missed approach. I disconnected the autopilot and advanced the power to climb and called for go-around thrust flaps 8. The positive rate gear up call was missed; but I believe I called for speed mode and nav mode as briefed with the first officer beforehand. The first officer became busy on the radios and flying the airplane became a secondary thing. Our speed accelerated as I pitched down to maintain 3;000 ft. As assigned. However the flaps were still extended and I reduced the power quickly to avoid over speeding the flaps. As that occurred I lost situational awareness and began to get spatially disoriented as I checked to see what was going on. In doing so we banked into a 30 degree bank to the left and began to lose altitude. Our airspeed quickly increased to 280 kts. And we got a 'sink rate; pull up' aural alerter. I recovered the airplane from a bad situation and was then able to clean up and get the airplane back into a stable stage in flight.I believe pushing the limits of my abilities in a new aircraft to me was a contributing factor. Although the first officer and myself were legal to fly together; and the weather was legal for us to dispatch; I believe our lack of experience and abilities were a contributing factor. This was also my 5th day of duty. Although I felt rested physically; I believe mental fatigue played a role.although the first officer and I had briefed the missed approach procedure and call outs; it still wasn't enough. I need to slow things down and make sure that both of us are doing our jobs. I also believe I need to speak up if I feel uncomfortable about a situation. The first officer said he hadn't flown in nearly 3 weeks and I was new to the airplane. There were enough caution bells going off before leaving however I felt pressured to go. I wish this event hadn't happened; but I have definitely learned from it.

Google
 

Original NASA ASRS Text

Title: A CJ700 Captain reported temporarily losing control of the aircraft while conducting a missed approach.

Narrative: During approach to the runway we went down to minimums and began to execute a missed approach. I disconnected the autopilot and advanced the power to climb and called for go-around thrust flaps 8. The positive rate gear up call was missed; but I believe I called for speed mode and nav mode as briefed with the First Officer beforehand. The First Officer became busy on the radios and flying the airplane became a secondary thing. Our speed accelerated as I pitched down to maintain 3;000 ft. as assigned. However the flaps were still extended and I reduced the power quickly to avoid over speeding the flaps. As that occurred I lost situational awareness and began to get spatially disoriented as I checked to see what was going on. In doing so we banked into a 30 degree bank to the left and began to lose altitude. Our airspeed quickly increased to 280 kts. and we got a 'sink rate; pull up' aural alerter. I recovered the airplane from a bad situation and was then able to clean up and get the airplane back into a stable stage in flight.I believe pushing the limits of my abilities in a new aircraft to me was a contributing factor. Although the First Officer and myself were legal to fly together; and the weather was legal for us to Dispatch; I believe our lack of experience and abilities were a contributing factor. This was also my 5th day of duty. Although I felt rested physically; I believe mental fatigue played a role.Although the First Officer and I had briefed the missed approach procedure and call outs; it still wasn't enough. I need to slow things down and make sure that both of us are doing our jobs. I also believe I need to speak up if I feel uncomfortable about a situation. The First Officer said he hadn't flown in nearly 3 weeks and I was new to the airplane. There were enough caution bells going off before leaving however I felt pressured to go. I wish this event hadn't happened; but I have definitely learned from it.

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.