Narrative:

We had been cleared for a visual approach to runway 18R and to follow an air carrier airbus. We elected to intercept the ILS localizer and glide path coupled to the autoplt. We had greater than adequate distance between us and the airbus to assure proper spacing for both aircraft to land. After intercept and at approximately 800 ft MSL, we were told by tower to execute a go around. Reason for go around: air carrier was still on the runway and tower had cleared another flight into position to hold on runway 18R. We initiated the go around using autoflt procedures. Tower directed us to level at 1600 ft MSL and offset west of runway 18R. Due to the extremely short interval from application of GA power and tower's instructions, we overshot the 1600 ft MSL altitude by 200-250 ft. The missed approach procedure for the published ILS was originally set into the gfms. This procedure required an initial runway heading to 500 ft MSL then right climbing turn to 3000 ft MSL, direct to pie VOR and hold. After the flight, I called the tpa tower supervisor and asked if this go around procedure was normal. I was told that this was normal during VFR conditions because there is a VFR corridor at 2100 ft MSL over tpa airport. I explained to her that in this situation with an automated GA procedure used, we are initially climbing at 3000-4000 FPM which meant we had approximately 12 seconds to stop the automated procedure and revert to manual to level at 1600 ft MSL. I suggested that there be a special note on all approach plates to highlight their 1600 ft MSL procedure or to change the missed approach procedure to reflect the needed altitude. She agreed and said she would forward for consideration. No further action taken by tower or us as a crew.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN MD80 CREW ARE REQUIRED TO MAKE A MISSED APCH AT 800 FT AND RECEIVE A MISSED APCH DIFFERENT THAN THE ONE PUBLISHED WITH AN ALT OVERSHOOT.

Narrative: WE HAD BEEN CLRED FOR A VISUAL APCH TO RWY 18R AND TO FOLLOW AN ACR AIRBUS. WE ELECTED TO INTERCEPT THE ILS LOC AND GLIDE PATH COUPLED TO THE AUTOPLT. WE HAD GREATER THAN ADEQUATE DISTANCE BTWN US AND THE AIRBUS TO ASSURE PROPER SPACING FOR BOTH ACFT TO LAND. AFTER INTERCEPT AND AT APPROX 800 FT MSL, WE WERE TOLD BY TWR TO EXECUTE A GAR. REASON FOR GAR: ACR WAS STILL ON THE RWY AND TWR HAD CLRED ANOTHER FLT INTO POS TO HOLD ON RWY 18R. WE INITIATED THE GAR USING AUTOFLT PROCS. TWR DIRECTED US TO LEVEL AT 1600 FT MSL AND OFFSET W OF RWY 18R. DUE TO THE EXTREMELY SHORT INTERVAL FROM APPLICATION OF GA PWR AND TWR'S INSTRUCTIONS, WE OVERSHOT THE 1600 FT MSL ALT BY 200-250 FT. THE MISSED APCH PROC FOR THE PUBLISHED ILS WAS ORIGINALLY SET INTO THE GFMS. THIS PROC REQUIRED AN INITIAL RWY HDG TO 500 FT MSL THEN R CLBING TURN TO 3000 FT MSL, DIRECT TO PIE VOR AND HOLD. AFTER THE FLT, I CALLED THE TPA TWR SUPVR AND ASKED IF THIS GAR PROC WAS NORMAL. I WAS TOLD THAT THIS WAS NORMAL DURING VFR CONDITIONS BECAUSE THERE IS A VFR CORRIDOR AT 2100 FT MSL OVER TPA ARPT. I EXPLAINED TO HER THAT IN THIS SIT WITH AN AUTOMATED GA PROC USED, WE ARE INITIALLY CLBING AT 3000-4000 FPM WHICH MEANT WE HAD APPROX 12 SECONDS TO STOP THE AUTOMATED PROC AND REVERT TO MANUAL TO LEVEL AT 1600 FT MSL. I SUGGESTED THAT THERE BE A SPECIAL NOTE ON ALL APCH PLATES TO HIGHLIGHT THEIR 1600 FT MSL PROC OR TO CHANGE THE MISSED APCH PROC TO REFLECT THE NEEDED ALT. SHE AGREED AND SAID SHE WOULD FORWARD FOR CONSIDERATION. NO FURTHER ACTION TAKEN BY TWR OR US AS A CREW.

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.