Narrative:

Aircraft was relatively light, about 420,000 pounds. I accepted a base leg without considering unusually high power to weight ratios due to maintaining above idle power to ensure adequate engine anti ice. As a consequence, on about a 2 mi final, and 700 ft MSL, approach speed was still about vref plus 20 to 30 KTS. Compounding the problem was the confusion caused when I called for flaps 30 degrees, and that position had been locked out by maintenance. Maximum flap available was 25 (that is min certified landing flap, but not as much drag as I was planning on). This change had not been published in our manuals or even in a recent bulletin on that particular aircraft. Due to excess speed and unavailability of briefed landing flap setting I elected to go around. Now some backgnd on the miss procedure. This summer, the anc VOR had been OTS for some time, and there was a long running fdc NOTAM changing the miss from the published procedure to a climbing right turn to 3000 ft (instead of 2000 ft) to hold at the LOM, bruck. I had this change penciled in on my approach plate. Prior to the departure, the anc VOR had also been notamed out for a while, however, it seemed to be working when we were in the area. Although I believe I briefed the miss to climb to 2000 ft, I somehow had 3000 ft in my mind and climbed to that altitude before tower switched us to approach. The same high power to weight ratio again was in play causing a much faster than anticipated climb and acceleration rate. I exceeded the 200 KT air traffic area speed limit. Fortunately, there was no other traffic and the controller did not seem bothered by our altitude problem. Mistakes: not being sure of what the expected miss procedure was. Using too much power during the miss. I should have called for a lesser setting (force of habit from sim-I asked for maximum climb). I should have erased old fdc NOTAM information.

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Original NASA ASRS Text

Title: MISSED APCH PROC EXECUTED ACCOUNT OF A DESTABILIZED APCH RESULTS IN A SPD DEV AND AN ALTDEV ALT OVERSHOT.

Narrative: ACFT WAS RELATIVELY LIGHT, ABOUT 420,000 LBS. I ACCEPTED A BASE LEG WITHOUT CONSIDERING UNUSUALLY HIGH PWR TO WT RATIOS DUE TO MAINTAINING ABOVE IDLE PWR TO ENSURE ADEQUATE ENG ANTI ICE. AS A CONSEQUENCE, ON ABOUT A 2 MI FINAL, AND 700 FT MSL, APCH SPD WAS STILL ABOUT VREF PLUS 20 TO 30 KTS. COMPOUNDING THE PROBLEM WAS THE CONFUSION CAUSED WHEN I CALLED FOR FLAPS 30 DEGS, AND THAT POS HAD BEEN LOCKED OUT BY MAINT. MAX FLAP AVAILABLE WAS 25 (THAT IS MIN CERTIFIED LNDG FLAP, BUT NOT AS MUCH DRAG AS I WAS PLANNING ON). THIS CHANGE HAD NOT BEEN PUBLISHED IN OUR MANUALS OR EVEN IN A RECENT BULLETIN ON THAT PARTICULAR ACFT. DUE TO EXCESS SPD AND UNAVAILABILITY OF BRIEFED LNDG FLAP SETTING I ELECTED TO GAR. NOW SOME BACKGND ON THE MISS PROC. THIS SUMMER, THE ANC VOR HAD BEEN OTS FOR SOME TIME, AND THERE WAS A LONG RUNNING FDC NOTAM CHANGING THE MISS FROM THE PUBLISHED PROC TO A CLBING R TURN TO 3000 FT (INSTEAD OF 2000 FT) TO HOLD AT THE LOM, BRUCK. I HAD THIS CHANGE PENCILED IN ON MY APCH PLATE. PRIOR TO THE DEP, THE ANC VOR HAD ALSO BEEN NOTAMED OUT FOR A WHILE, HOWEVER, IT SEEMED TO BE WORKING WHEN WE WERE IN THE AREA. ALTHOUGH I BELIEVE I BRIEFED THE MISS TO CLB TO 2000 FT, I SOMEHOW HAD 3000 FT IN MY MIND AND CLBED TO THAT ALT BEFORE TWR SWITCHED US TO APCH. THE SAME HIGH PWR TO WT RATIO AGAIN WAS IN PLAY CAUSING A MUCH FASTER THAN ANTICIPATED CLB AND ACCELERATION RATE. I EXCEEDED THE 200 KT ATA SPD LIMIT. FORTUNATELY, THERE WAS NO OTHER TFC AND THE CTLR DID NOT SEEM BOTHERED BY OUR ALT PROBLEM. MISTAKES: NOT BEING SURE OF WHAT THE EXPECTED MISS PROC WAS. USING TOO MUCH PWR DURING THE MISS. I SHOULD HAVE CALLED FOR A LESSER SETTING (FORCE OF HABIT FROM SIM-I ASKED FOR MAX CLB). I SHOULD HAVE ERASED OLD FDC NOTAM INFO.

Data retrieved from NASA's ASRS site as of July 2007 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.