Turbine the procedure I described was for a C172, I agree about the flaps/gear problem with other types (saw an Aztec crew raise gear on R/W during a touch-and-go). Raising flaps during the rollout is useful primarily on short runways, by transferring weight from wing to wheel thus improving braking action (which is mentioned in the Flight Training Manual- Aeroplane in Canada). I should have been a bit more specific about the sequence we use in the go-around- we raise the nose to a level pitch attitude (similar to the flare) while simultaneously applying full power, i.e. we've got max RPM just as the nose is passing the horizon. Not sure exactly why, but I would guess that being nose-down at full throttle only a couple of hundred feet up would be considered by some to be a tad riskier than a stall. We do our approaches at 60-70 KIAS, and with a clean stall speed of 47 one would have to be pretty slow on the controls to stop flying. Once we have full power we adjust the pitch to get our climb speed.
Code Blue my instructors always warned me about carb heat in extreme cold- if the OAT is below the carb ice range then carb heat could warm the air up to the point where carb ice can form. I was taught to bring the carb heat on before bringing power below the green arc as a precaution, because if it's needed later the engine will be too cold for it to be effective.