A319 flight crew reported loss of aircraft control on approach. Flight crew performed a go-around and landed uneventfully.

Narrative

ATC gave us the option of Runway XXR or XXC. We were set up for XXR; it was leg 3/4 on day 3 and at night so we decided to keep XXR to minimize workload. On base we were given an intercept heading and told that we were cleared for the visual to XXC. We informed them we had planned on the right. ATC told us we were then cleared for the visual to XXR. When we rolled out on final the PF said they felt we were high and didn't know if we could be stable in time. We continued momentarily and I told them if it didn't look good after a minute we would simply go around. During this brief period the PF stated AP (Autopilot) Off and called for FD (Flight Director) off. I assumed they were going to make an attempt to catch the glide slope manually. The PF then stated they didn't feel comfortable and thought we should go around. By this time; I felt we would be unable to get stable in time as well. I told the PF I would go ahead and tell ATC so that we could just level off and go around the pattern and set up again without the full go-around procedure to keep things nice and calm for the passengers. At some point during the period that I'm talking to ATC and getting our heading and altitude entered (since PF was AP off) the PF pulled the TLs (Throttle) to idle and disengaged the AT (Auto Throttle). Initially I was focused on ATC comm with missed approach procedures; then I turned my focus to the PFD (Primary Flight Display) and noticed we were in a descending right turn instead of climbing; so I told the PF they needed to climb to 4;000' and stop the descent. I believe I repeated this call and they started climbing. I noticed the airspeed was bleeding off and made a comment about it. I was still playing mental catch up and hadn't noticed the TLs at idle and AT being off. When the PF moved the TLs up to the climb detent it caught me by surprise. For one; I realized at that time they had been in idle and then secondly a light with AT off and having the TLs placed in climb accelerates quickly. I told the PF to check airspeed; not being 100% sure they heard me I said it again louder. They tried spinning the selected speed back and made a comment about it not slowing. As everything started to register in my mind (finally) I noticed they had not re-engaged the AT. Quickly we got the last notch of flaps up and I did not see the airspeed indicator in the red (apparently it did touch momentarily but I did not notice it). I heard a warning bell very briefly but thought it was AT related; etc. since I had not noticed any other issues such as an over speed. This is why I did not write up anything in the AML (Aircraft Maintenance Logbook). We eventually got full automation set up again; got vectored back around and landed uneventfully.Cause: Fatigue was probably a player to some degree since we were on day three of five; we were on leg 3 of 4 for the day and it was late at night. ATC vectored us to the wrong runway so we were a little closer and higher to XXR than normal when we got the turn to final. The PF is fairly new to the Airbus having only been hired a little over a year ago. The key factor was the PFs non-standard go around procedure/callouts and lack of AT familiarity (and my failure to catch things quicker). Following this flight; I explained how AP and AT should have never been turned off. At our altitude a simple push of VS 0 is all that is needed. Level off; set a comfortable airspeed; clean up (if it's even needed) and fly the approach again. In the future with newer FOs; I'll make sure to clearly explain my intentions if I plan on doing a go around above 1;000' so there are no surprises. Although I try not to micromanage how someone flies the aircraft; in the future if I have a situation like this I'll just take the aircraft instead of trying to verbalize everything to someone who is probably tasked with saturated and not taking in/processing what I'm saying. I'll take the aircraft to ensure safety then debrief it all later over dinner.