The pilot of a C-150 and his passenger were killed when he rejected a night-time landing less than a year ago. http://www.aopa.org/asf/epilot_acc/dfw05fa251.html
The Owner's Manuals (OM) for our 170's does not address this particular activity. In fact, very little is offered in flying procedures/techniques at all. The most applicable advice found in the OM is in the "Operating Details" section regarding take offs, found just after the "Performance Data" sections, and those procedures/techniques are slightly different for each model 170.
The 170 OM recommends using what is frequently/colloquially referred to as a "pop-the-flaps" technique for "unusually" short take off runs. This technique requires the pilot to begin the takeoff run with flaps UP, ...then applying FULL flaps just before leaving the ground. Presumeably this avoids the drag of flaps during most of the period of acceleration, yet takes advantage of the lift of flaps at the moment of flight.
The 170A OM slightly alters the recommendations in that either the "pop the flaps" techique ...OR the second-notch flap position may be used from the beginning of the takeoff roll. No difference in performance in either technique is noted, suggesting the latter "second-notch" may be a simpler technique to perform with equal results.
The 170B OM is more specific with regard to use of flaps during takeoffs. This is likely because of the very different, larger slotted-flaps used on the B-model. That OM recommends the use of 20-degrees* of flaps for the entire takeoff roll in order to achieve the shortest takeoff distances.
The important thing to remember in all models is that once used, flaps should remain extended to the selected takeoff position (full for the 170/170A if pop-the-flaps technique, or second-notch if that technique is used for the 170A, or 20-degrees for the 170B) UNTIL AFTER THE OBSTACLES ARE CLEARED by a safe margin.
This is because while flaps create drag and decrease the rate of climb, they also reduce forward speed and result in a greater angle of climb.
Another point to consider when operating a B-model, however: At higher density alititudes the use of flaps during takeoff will not shorten,... but will actually lengthen the takeoff distance. This occurs above approximately 4,000 ft density altitude. Keep in mind that density altitude is a function both of elevation and temperature. See the "Operational Data" section of the OM and/or the AFM (Approved Flight Manual) for this information.
That is what is known about the takeoff performance of our airplanes. Nothing is offered regarding the Go-Around performance. But we can draw some conclusions from the recommended takeoff techniques.
Most airplanes recommend a go-around procedure that includes 1) the application of takeoff power, 2) the assumption of the proper pitch attitude, 3) the reduction of flaps to the takeoff setting. The last point is critical to a successful go-around, especially in a B-model.
The great amount of drag that is produced by the large slotted-flaps of a B-model simply cannot be overcome by the available horsepower in the standard airplane. The flap position must be reduced to a takeoff/climb configuration in order to acheive an acceptable climb. (Warning: Be prepared for a large out-of-trim condition should a go-around be commenced from a full-flap approach. Grasp the control wheel firmly and hold the required pitch attitude for go-around, retract the flaps to takeoff/climb, and then re-trim the aircraft as necessary.) If the flaps are left in the full-down/landing configuration and the airplane pitch is increased to a level or climb position, the airspeed will decay to the point of a loss of altitude. Depending upon aircraft weight/density altitude the airspeed may decay to the point of a stall. Even higher-horsepower versions of this airplane will be in trouble. An example is the Cessna 180 that was unable/failed to retract it's flaps in WA state due to a possibly failed flap lever/pawl. (See the MX Library for details. http://cessna170.org/phpBB2/viewtopic.php?t=2231 ) Despite that aircraft being lightly loaded and having much greater horsepower available than a 170-B, the same wing/flaps that our airplanes have was sufficient to cause that airplane to crash killing the occupants.
Next time out for a BFR, ask your instructor to review the go-around procedures/techniques with you, and remember: Getting those flaps retracted to a takeoff/climb configuration is part of the procedure, every bit as important as applying go-around power. * 170-B's Serials 26505 and later, and certain earlier B-models which have been so modified, have a 10-degree flap setting available. The 10-degree setting is not credited with any increase in takeoff/climb performance, however it may be useful in a go-around situation due to a slightly lower drag over the 20-degree position. Be mindful that in a marginal speed condition, the use of 20-degrees of flaps will offer a slightly better stall-margin than the use of 10-degree flaps. In my own experience, I've found the 10-degree setting most useful when retracting flaps after a 20-degree takeoff or full-flap approach/go-around. It assists in allowing the pilot to reduce flaps gradually, without the need to continuously hold the flap lever duing a slow-retraction. While mechanically activated flaps are simple systems, they suffer from the lack of infinite flap settings, especially when the pilot wishes to retract flaps incrementally. The 10-degree setting is helpful in that regard.
