On the 365N, the go-around function sets the airspeed hold to 75 kts.
That is all.
Power has to be adjusted manually, and heading controlled either manually or with the heading bug. The heading bug is on the P1 side.
For the go-around function to have any effect, the Coupler has to be selected ON, which would not be the case for an offshore approach unless it was a coupled ARA approach. Such an approach is normally only done if the weather conditions demand it, which I don't think was the case on this occasion.
I don't recall ever seeing anyone use the go-around function offshore.
I'm never one for making rash statements, but if the accident had anything to do with the go-around function, I'll eat my hat.