Date: 202104
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Physiological - Other; Situational Awareness; Communication Breakdown; Training / Qualification
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Just below 1;000 feet AGL; ATC directed us to go-around; due to previous aircraft still on the runway. I performed the soft go-around procedure. I called for go-around flaps and the FO selected flaps 2; but the correct flap setting for go-around was flaps 3; as this was a flaps Full approach. I noticed the incorrect flap setting when I saw the airspeed was down in the aircraft's amber 'hook' indication. Normally we would be five knots above the top of this hook; the top of which is Vref. I manually selected a higher airspeed and accelerated before commencing the turn away from the runway. The rest of the go-around and subsequent approach and landing were normal.Lack of recency of experience due to short term leaves of absence may play a role. My FO hadn't flown a lot since returning from a six month hiatus. I also had close to a month off; due to COVID. I feel that I could have reduced my approach speed earlier and thereby increased our spacing. However; we had been assigned 160 knots to a 5 mile final. We complied with that ATC instruction.When I am pilot flying; I brief that a go-around is a successful outcome and encourage my FO to call it out if I don't meet stable approach criteria. I think in the future I will include in my approach briefs which flap setting corresponds to the 'go around flaps' call. This aircraft family uses flaps 3 and flaps full for landing; but 'go-around flaps' is a command to go either from flaps full to flaps three or from flaps three to flaps two.  We don't do that many go-arounds; so a quick review might help. Additionally; watching the preceding traffic more closely on TCAS could have prompted an earlier speed reduction and notice to ATC that we were unable to comply with the previous speed assignment.


Second narrative: During go-around I inadvertently selected flaps 2 instead of flaps 3 during the flap retraction sequence. The PF noticed and compensated; and we continued with the cleanup and subsequent climb and re-vector back runway for a landing with no other issues.I inadvertently selected single engine go-around flap setting of flaps 2 instead of full flaps to flaps 3 go-around.Continue training go-around procedures in training and being more mentally prepared for a potential go-arounds in the landing phase.


Synopsis: Air Carrier flight crew reported selecting the incorrect flap setting during a go-around maneuver. The Captain stated lack of flying was a contributing factor.