EMB ERJ 170/175 ER/LR
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Other / Unknown; Distraction; Workload; Time Pressure
Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Aircraft; Human Factors
Encountered windshear at 400 ft. AGL on final at ZZZ. Performed escape maneuver and began cleaning up aircraft at 1;500 ft. AGL. I was hand flying in IMC and continuous moderate turbulence while climbing at Max Thrust/TOGA power. At some point during the climbout we received EICAS message ENGINE 2 BLEED OVERPRESSURE. We were cleared to climb to 3;000 ft.; and inadvertently climbed to 3;200 ft. I noticed the error as we were passing through 3;100 ft. and began correcting immediately. ATC did not advise us of any deviation.The were many factors that lead to this deviation: severe weather; moderate turbulence; uncommon procedures; extremely light aircraft combined with MAX Thrust and updrafts; the unexpected EICAS message at a critical phase of flight; trying to turn in climb-out to avoid weather; and task saturation.Due to the known risk of windshear on this approach; we briefly reviewed the windshear escape maneuver before the approach. While we went over the initial steps; we did not specifically discuss the recovery and reconfiguration. In the future; I will make sure to review the entire procedure when there is a high risk of windshear. Additionally; I should have asked for automation sooner in the recovery. Choosing to hand-fly the level-off in these conditions was not the best choice and getting the autopilot on sooner would have prevented the deviation.
Captain reported that task saturation during a go around resulted in an altitude deviation.