Narrative:

With the departing aircraft still on the runway and the first officer at the controls; he continued the approach to land. Right before touchdown both the tower called on the radio to initiate the missed approach/go-around and I yelled 'go around!' with a delay in both the captain's and first officer's reaction the aircraft touched down hard on the runway and then the missed approach/go around was initiated/called by the captain. With a rush; both the captain and first officer pushed the throttles through the over boost bar and began to climb. Since the over boost happened there were no auto-throttles or N1 protection of the engines. With the captain on the radios and the first officer trying to control the aircraft; the aircraft N1 indications went into the red; with the flaps still at 28 degrees the aircraft went passed maximum speed for flaps 28. At this point no one had their hands on the throttles and only I was making the deviation calls. I continued to point out the over boost of the N1 indications; airspeed for flap setting and also the altitude deviation. We were to level off per missed approach/go-around and tower instructions at 3;000 ft. I continued to call altitude deviations as the aircraft went through 3;000 ft to 3;540 ft. Finally the first officer started to correct the altitude deviation. The two pilots were trying to put on the autopilot but since the throttles went to the over boost bar; the fadec's went to a fault mode. Instead of calling for the appropriate checklist; the captain started to initiate the procedure that has no memory items. He gave me the checklist and we completed the procedure. Now that the aircraft was under control and in normal configuration the captain took the controls. We proceeded with radar vectors back for another approach and landed.

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Original NASA ASRS Text

Title: MD11 Relief Pilot describes a botched go around initiated just prior to touch down by the Tower and the reporter due to departing traffic still on the runway. As both pilots apply maximum thrust the aircraft touched down momentarily and engine limitations exceeded. During the climb out flap speeds and the assigned altitude are both exceeded. The Captain takes control for the subsequent approach and landing.

Narrative: With the departing aircraft still on the runway and the First Officer at the controls; he continued the approach to land. Right before touchdown both the Tower called on the radio to initiate the missed approach/go-around and I yelled 'GO AROUND!' With a delay in both the Captain's and First Officer's reaction the aircraft touched down hard on the runway and then the missed approach/go around was initiated/called by the Captain. With a rush; both the Captain and First Officer pushed the throttles through the over boost bar and began to climb. Since the over boost happened there were no auto-throttles or N1 protection of the engines. With the Captain on the radios and the First Officer trying to control the aircraft; the aircraft N1 indications went into the red; with the flaps still at 28 degrees the aircraft went passed maximum speed for flaps 28. At this point no one had their hands on the throttles and only I was making the deviation calls. I continued to point out the over boost of the N1 indications; airspeed for flap setting and also the altitude deviation. We were to level off per missed approach/go-around and Tower instructions at 3;000 FT. I continued to call altitude deviations as the aircraft went through 3;000 FT to 3;540 FT. Finally the First Officer started to correct the altitude deviation. The two pilots were trying to put on the autopilot but since the throttles went to the over boost bar; the FADEC's went to a fault mode. Instead of calling for the appropriate checklist; the Captain started to initiate the procedure that has no memory items. He gave me the checklist and we completed the procedure. Now that the aircraft was under control and in normal configuration the Captain took the controls. We proceeded with radar vectors back for another approach and landed.

Data retrieved from NASA's ASRS site as of April 2012 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.