Narrative:

Large transport weight approximately 165000 pounds on visual approach to runway 11L at msp. I was flying. We were fully configured by 1000 ft AGL (flaps 30, gear down, landing check completed). At approximately 1000 AGL our TCASII gave us an RA of 'climb.' we did to avoid our traffic which we did not see by the way. By that time we were no longer in a position to make a successful landing so we went around. I had disconnected the autoplt and automatic throttles earlier outside the OM. So now I had to do a manual go around. I pushed the power up and called for flaps 15 degrees. The captain was busy on the radio telling tower of the go around and they switched him over to departure. By this time we had a position rate of climb to retract the gear, but the captain was busy. He finally raised the gear after about a 500 ft climb. I still did not know what heading and altitude to fly to. Finally after much difficulty, the captain got a heading and altitude from departure control (070 degrees, 4000 ft MSL). All this time the aircraft was accelerating. We needed to go from flaps 15 degrees to flaps 1 degree and then flaps up. He finally was back in the loop after dialing in the heading and altitude on the mode control panel. Well, we began to exceed the flaps limit speeds as we waited for the flaps to retract. Keep in mind this aircraft is very overpwred and it doesn't take long to accelerate and climb. By this time we were approaching 4000 ft MSL so I tried to level off and got up to 4250 ft MSL before doing so. I then promptly went back to 4000 ft MSL. Having forgot the automatic throttles were off the airspeed rapidly accelerated to 280 KTS before I figured out to engage the speed mode and dialed the speed back. I felt the captain was of not much help. We then came back around for another visual on runway 11L and landed without incident. I feel the training at company failed to include a manual go around in VFR conditions without automatic throttles and autoplt. A contributing factor. I, the captain, had never done one. We only trained automatic gars and single engine manual gars. So I, not the captain, were prepared for the rapid occurrence of events that took place. The captain did not have much experience in type (6 months, 1 1/2 yrs for me -- 300 hours). The captain had to call approach on the telephone at their request. They wanted to know why we went around. (Because of TCASII and that was it.) they said nothing of violation or otherwise and the matter was dropped.

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Original NASA ASRS Text

Title: LGT HAS TCASII RA TO CLB. DOES SO AND THEN UNABLE COMPLETE LNDG. GAR WITH ALT AND SPD DEV.

Narrative: LGT WT APPROX 165000 POUNDS ON VISUAL APCH TO RWY 11L AT MSP. I WAS FLYING. WE WERE FULLY CONFIGURED BY 1000 FT AGL (FLAPS 30, GEAR DOWN, LNDG CHK COMPLETED). AT APPROX 1000 AGL OUR TCASII GAVE US AN RA OF 'CLB.' WE DID TO AVOID OUR TFC WHICH WE DID NOT SEE BY THE WAY. BY THAT TIME WE WERE NO LONGER IN A POS TO MAKE A SUCCESSFUL LNDG SO WE WENT AROUND. I HAD DISCONNECTED THE AUTOPLT AND AUTO THROTTLES EARLIER OUTSIDE THE OM. SO NOW I HAD TO DO A MANUAL GAR. I PUSHED THE PWR UP AND CALLED FOR FLAPS 15 DEGS. THE CAPT WAS BUSY ON THE RADIO TELLING TWR OF THE GAR AND THEY SWITCHED HIM OVER TO DEP. BY THIS TIME WE HAD A POS RATE OF CLB TO RETRACT THE GEAR, BUT THE CAPT WAS BUSY. HE FINALLY RAISED THE GEAR AFTER ABOUT A 500 FT CLB. I STILL DID NOT KNOW WHAT HDG AND ALT TO FLY TO. FINALLY AFTER MUCH DIFFICULTY, THE CAPT GOT A HDG AND ALT FROM DEP CTL (070 DEGS, 4000 FT MSL). ALL THIS TIME THE ACFT WAS ACCELERATING. WE NEEDED TO GO FROM FLAPS 15 DEGS TO FLAPS 1 DEG AND THEN FLAPS UP. HE FINALLY WAS BACK IN THE LOOP AFTER DIALING IN THE HDG AND ALT ON THE MODE CTL PANEL. WELL, WE BEGAN TO EXCEED THE FLAPS LIMIT SPDS AS WE WAITED FOR THE FLAPS TO RETRACT. KEEP IN MIND THIS ACFT IS VERY OVERPWRED AND IT DOESN'T TAKE LONG TO ACCELERATE AND CLB. BY THIS TIME WE WERE APCHING 4000 FT MSL SO I TRIED TO LEVEL OFF AND GOT UP TO 4250 FT MSL BEFORE DOING SO. I THEN PROMPTLY WENT BACK TO 4000 FT MSL. HAVING FORGOT THE AUTO THROTTLES WERE OFF THE AIRSPD RAPIDLY ACCELERATED TO 280 KTS BEFORE I FIGURED OUT TO ENGAGE THE SPD MODE AND DIALED THE SPD BACK. I FELT THE CAPT WAS OF NOT MUCH HELP. WE THEN CAME BACK AROUND FOR ANOTHER VISUAL ON RWY 11L AND LANDED WITHOUT INCIDENT. I FEEL THE TRAINING AT COMPANY FAILED TO INCLUDE A MANUAL GAR IN VFR CONDITIONS WITHOUT AUTO THROTTLES AND AUTOPLT. A CONTRIBUTING FACTOR. I, THE CAPT, HAD NEVER DONE ONE. WE ONLY TRAINED AUTO GARS AND SINGLE ENG MANUAL GARS. SO I, NOT THE CAPT, WERE PREPARED FOR THE RAPID OCCURRENCE OF EVENTS THAT TOOK PLACE. THE CAPT DID NOT HAVE MUCH EXPERIENCE IN TYPE (6 MONTHS, 1 1/2 YRS FOR ME -- 300 HRS). THE CAPT HAD TO CALL APCH ON THE TELEPHONE AT THEIR REQUEST. THEY WANTED TO KNOW WHY WE WENT AROUND. (BECAUSE OF TCASII AND THAT WAS IT.) THEY SAID NOTHING OF VIOLATION OR OTHERWISE AND THE MATTER WAS DROPPED.

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.