Now, for a more temperate comment.
(My apologizies, the initial reading of that report got me quite spun up last night.)

Will this play out the same way as Asiana at SFO?
I assume it was a professional, well-trained crew. Was there some assumption of auto-throttle modes that was flawed? Some automation that was assumed to be there, but wasn't? I'd consider a go-around once you've set the aircraft down, (WOW switches made), to be an extremely uncommon event.
We treat skips or high bounces as a missed approach, and default to our standard calls. (Our airplane is a bit fussy, and a challenge to land smoothly, so we wouldn't even bother trying to salvage a poor attempt.)
As for going around once you've set down because the airplane starts *****ing at you, (judgement vs. the computer?), ...
All I can assume, being ignorant of the 777's automation laws, is that they expected the throttles to be there, and they weren't, (disarmed/ deactivated by touchdown), and the time lost in recognizing the situation, coupled with the spool-up time, accounts for those fifteen seconds.

That's a looong time to be bleeding energy.

As for comments regarding EK's managment culture, I really wouldn't want to be working under that philosophy. Doing a "carpet dance" to justify your missed approach? Appalling.
We have a one-paragraph stand-alone statement in our FOM which explicitly states that the company supports a no-fault missed approach policy. If you go-around, for any reason, you will never be asked to justify your actions. Safety first.