To prevent an altitude and/or airspeed overshoot, the crew should consider doing one or more of the following:
.  
use the autothrottle

.  
press TO/GA switch once to command thrust sufficient for a 1,000 to
2,000 fpm climb rate

.  
if full go-around thrust is used, reduce to climb thrust earlier than normal

.  
disconnect the AFDS and complete the level off manually if there is a
possibility of an overshoot

.  
if the autothrottle is not available, be prepared to use manual thrust
control as needed to manage speed and prevent flap overspeed.

Go-Around after Touchdown
If a go-around is initiated before touchdown and touchdown occurs, continue with normal go-around procedures. The F/D go-around mode will continue to provide go-around guidance commands throughout the maneuver.
If a go-around is initiated after touchdown but before thrust reverser selection, auto speedbrakes retract and autobrakes disarm as thrust levers are advanced. The F/D go-around mode will not be available until go-around is selected after becoming airborne.
Once reverse thrust is initiated following touchdown, a full stop landing must be made. If an engine stays in reverse, safe flight is not possible.

Go–Around and Missed Approach - One Engine Inoperative
If a missed approach is accomplished from a flaps 15 approach, use flaps 1 for the go-around flap setting. After TO/GA is engaged, the AFDS initially commands a go-around attitude, then transitions to maintain command speed as the rate of climb increases. The pilot must control yaw with rudder and trim. Some rudder pedal pressure may be required even with full rudder trim. Select maximum continuous thrust when flaps are retracted to the desired flap setting.
Copyright . The Boeing Company. See title page for details.
5.76  FCT 737 (TM) October 31, 2006
737-600 - 737-900 For fail operational airplanes, if a missed approach is accomplished from a flaps 30 approach, perform a flaps 15 go-around. Follow Go-Around and Missed Approach procedures. After TO/GA is engaged, the AFDS initially commands a go-around attitude, then transitions to maintain command speed as the rate of climb increases. If the missed approach is initiated after LAND 2 or LAND 3 is annunciated, yaw is initially controlled by the autopilots. Be prepared to immediately apply rudder input when selecting another roll mode, pitch mode, or when altitude capture occurs above 400 feet AGL because the autopilot reverts to single autopilot operation. The system reverts to normal autopilot operation and automatic control of rudder is discontinued.

Engine Failure During Go–Around and Missed Approach
If an engine fails during go-around, perform normal Go-Around and Missed Approach procedures. Verify maximum go-around thrust is set. Maintain flaps 15, VREF 30 or 40 + wind correction (5 knots minimum) speed and limit bank angle to 15° until initial maneuvering is complete and a safe altitude is reached. Accelerate to flap retraction speed by repositioning the command speed to the maneuvering speed for the desired flap setting and adjusting pitch. Retract flaps on the normal flap/speed schedule.

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Copyright . The Boeing Company. See title page for details.
5.78 FCT 737 (TM) October 31, 2006

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1
Landing Configurations and Speeds . . . . . . . . . . . . . . . . . . . . . . . . . 6.1
Maneuver Margin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1 Non-Normal Landing Configurations and Speeds . . . . . . . . . . . . . . . 6.2 Non-Normal Landing Distance  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

Visual Approach Slope Indicator (VASI/T - VASI) . . . . . . . . . . . . . 6.3
Three Bar VASI/T - VASI  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4

VASI Landing Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5

Precision Approach Path Indicator (PAPI)  . . . . . . . . . . . . . . . . . . . 6.8
PAPI Landing Geometry  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.8

Landing Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.8
Visual Aim Point  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.8 Runway Markings (Typical)  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.9 Threshold Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.10

Flare and Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.10
　
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