Originally Posted by
safetypee
You appear to overlook that the GA was in response to a Windshear alert . . .
That's true for the first go-around, but the second appears to have been initiated because of overspeed.
At the point of One thousand advisory callout activation (00:40:37) the aircraft was nearly stabilized for the approach (the flaps at a landing position 30), landing gear down, the deviations off the beam on localizer and glideslope within tolerance), with that the PIC uttered: «Stabilizing now», most probably, speaking about speed that was equal to 163kt (and trended to reduce), which was 10kt higher than the approach speed, determined by the crew.
The aircraft was flown a little bit higher of glideslope (0.3...0.2 dots), and the PIC was applying the corrective “pushing” movements on the control column to maintain the glide path descent more precisely, along with that the thrust (N1) was increased from 65% to 70%. Over the same moment the aircraft encountered wind gust. The combination of these three factors resulted in the IAS, after decreasing to the target value of 153kt, increase within a second for15kt (from 153 to 168kt), in 2 next seconds it additionally increased up to 176kt. In such a way the actual speed exceeded the target one (153kt) for more than 20kt.
This overspeed was responded by the F/O at 00:40:49: «Check the speed». It is the overspeed for a considerable value that, most probably, was the reason for the PIC to make decision on go-around. The PIC took the decision right away, called it out to the F/O and similarly was responded immediately:
00:40:49,7 00:40:50,4 CPT (Ok), go around.
00:40:50,500:40:51,1 F/O Go around.
At 00:40:50 the TO/GA mode was activated with the power levers advanced to full thrust.