Excellent posts PukinDog. Two further thoughts for consideration -
1. The F/O was on secondment from Qantas & may well be off the B737. The B737 go-around procedure is -
PF calls "Go-around - Flap 5".
PM selects flap, monitors pitch attitude, along with V/S and movement on the altimeter.
PM calls "Positive rate"
PF calls "Gear up - check thrust".
PM selects gear up & then checks thrust & adjusts as necessary.
If he is off the B737, it may be that in this situation he fell back on his previously trained procedure (as often happens, particularly when under stress) & was going to check the thrust after the gear was selected up. In the 6 second period from selecting gear up until the thrust levers were pushed up, the low speed was noticed & the F/O called "check speed". They both may have gone to the engine instruments at this time, resulting in the thrust levers being moved forward, or perhaps it was just an automatic reaction to the low speed call. Either way, there seems to have been some delay in processing the information & it may well be due to the startle factor of the low speed situation.
2. In the Singapore Airlines B777 landing incident at Munich, the issue of no F/D and A/T response to pressing the TOGA switches while on the ground was a contributing factor. It seems that the opportunity to deal with this issue & train for it has been missed by B777 operators around the world.
Last edited by Oakape; 11th Sep 2016 at 06:10.