VERY LIGHT WDB EXCEEDS ASSIGNED ALT ON MISSED APCH.

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WE WERE CLRED FOR RWY 22L VOR/DME APCH WITH MINIMUMS 1440 FT MSL. THE MISSED APCH IS TO CLB TO 3000 FT WHILE OUTBOUND ON A RADIAL (I DO NOT HAVE THE APCH PLATE WITH ME). AT MINIMUMS; WITH NOTHING IN SIGHT; A GAR WAS INITIATED; CLBING TO 3000 FT. A GAR WITH A LIGHT WDB IS VERY BUSY; 'ESPECIALLY' WHEN ONE HAS JUST FLOWN 6300 NM AND EXECUTED A NONPRECISION APCH. THE INCREDIBLE PERFORMANCE OF OUR ACFT PRECLUDED OUR ADVISING THE TWR THAT WE WERE GOING AROUND UNTIL WE WERE PASSING THROUGH 1500 FT. WE WERE THEN ISSUED A REVISED CLB TO 2000 FT AND TURN L TO 180 DEGS; WHICH I SET AND READ BACK. NOTING THAT THE FO WAS STILL CLBING THE ACFT AT FULL GAR PERFORMANCE; I CALLED HIS ATTN TO THE 2000 FT ALT LIMIT. HE PUSHED OVER; REACHING 2400 FT. SEEING THE SIT; THE TWR RECLRED US TO 3000 FT AND WE CONTINUED CLB. THE FO WAS SO BUSY FLYING THAT HE NEVER HEARD THE 2000 FT ALT RECLRNC. IT WAS THE FIRST GAR THAT HE'D EVER DONE ON THE LINE ON THE WDB; ALTHOUGH HE HAS CONSIDERABLE TIME ON THE AIRPLANE. INCIDENTALLY; WE HAD REVIEWED IN DETAIL STEP- BY-STEP THE GAR PROC DURING THE BRIEF AT 16000 FT. HE KNEW THE PROC TO THE LETTER AND PERFORMED IT 'TO THE LETTER.' NOW; ANOTHER INTERESTING POINT: THE FLT DIRECTOR CONTINUED TO CALL FOR THE CLB TO 3000 FT EVEN AFTER I HAD SET 2000 FT AND PRESSED THE SELECTOR KNOB. WE WERE THEN CLRED FOR AN ILS TO RWY 22L. WE HAD THE APCH LIGHTS AT 360 FT AGL. THE FO FLEW A TEXTBOOK APCH AND LNDG. WHAT I SEE HERE IS A CLASSIC OVERLOAD FOR THE PLTS; THE ACFT; AND THE SYS. IN RETROSPECT; I WOULD HAVE SUGGESTED TO THE FO THAT HE USE THE AUTO THROTTLES TO EASE THE WORKLOAD. I WOULD HAVE (SHOULD HAVE) ASKED THE CTLR; WHEN I HEARD THE WDB IN FRONT OF US GAR; IF WE SHOULD PLAN ON THE STANDARD MISSED APCH. I WOULD NOT HAVE ACCEPTED THE 2000 FT RECLRNC WHEN CLBING AT SEVERAL THOUSAND FPM FOR 3000 FT WHEN WE WERE ALREADY OUT OF ABOUT 1500 FT. I RATHER SLID 1 OF MY CARDINAL RULES THERE. IN FACT; I HAD ADVISED; WHEN REQUESTED TO MAINTAIN 190 KIAS AS LONG AS POSSIBLE; THAT WE MUST BE AT THE FAF AT 145 KIAS. MOMENTUM IS ENORMOUS. I AM NOT HEREIN SO MUCH SECOND- GUESSING MYSELF; BUT MORE THAT I AM SEEING IT AS AN OPPORTUNITY FOR DIFFERENT PLANNING IN THE FUTURE. IT WAS CLR TO US (AND TO THE OFF DUTY CREW IN THE COCKPIT WITH US) THAT THERE WILL BE NO ISSUE MADE BY THE FAA. I WISH TO SHARE THIS EXPERIENCE WITH YOU AS I FEEL THAT THE FACTORS REPRESENTED HERE ARE OF SIGNIFICANCE FROM THE HUMAN; THE COCKPIT RESOURCE MGMNT; FLT GUIDANCE AND LARGE (AND LIGHT WT) ACFT PERFORMANCE PERSPECTIVE.