Date: 201408
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Windshear; Thunderstorm
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Time Pressure; Workload
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Automation Overrode Flight Crew; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: On ILS approach to the runway and with thunderstorms in the area we intercepted the localizer and began our descent out of 3;000 FT. Just as we began our descent Approach said the RVR was dropping rapidly; and quickly came back with an RVR well below the minimums for the approach and added that there were windshear warnings of -20 KTS in the landing area. We decided to go around from our present position (approximately 2;700 FT) and I disconnected the autopilot and hit the TOGA switch.The aircraft pitched up for a 2;000 FPM climb with the commensurate throttle change and trim setting and we rapidly climbed through the missed approach altitude of 3;000 FT. The Captain and I both noticed the excursion as it was happening; confirmed 3;000 FT as the desired altitude; and I retarded the throttles; and pitched/trimmed forward. Topping out at approximately 3;500 FT we returned to 3;000 FT after a few seconds; got vectors for another approach and landed on a different runway with better weather conditions. I should have left the autopilots engaged and quickly called for the go around standard actions which would have had us engage VNAV and recovered us to the 3;000 FT missed approach altitude in our MCP altitude window.


Second narrative: All of our carrier's go-around training is typically from a fully configured aircraft at or near minimums. I doubt this First Officer was instructed on how to fly out of a coupled ILS approach; it is not part of the required training maneuvers as far as I know. I suggest techniques for this or similar situations are a subject for discussion during simulator training or better yet; a training maneuver in the simulator; for all initial training on this equipment. (Note: While I may have been legal to continue the approach it seemed wholly inadvisable given the drop in viability; gusting crosswinds with wind shear and a probable accumulation of water on the runway. This would be true for me flying the approach; let alone a new hire First Officer with about 100 hours in the B757/B767.)


Synopsis: A B757-200 pilot executed a go-around at 2;600 FT because of weather and overshot 3;000 FT after employing full power and pitching up.