A319 flight crew reported an automation programming error which resulted in flap and gear speed exceedances while on final approach. The crew performed a go-around and recovered the aircraft speed and returned for a landing.
Synopsis
A319 flight crew reported an automation programming error which resulted in flap and gear speed exceedances while on final approach. The crew performed a go-around and recovered the aircraft speed and returned for a landing.
Narrative
The flight from ZZZ1 to ZZZ was going smoothly and flawlessly. Approaching ZZZ; on the ZZZZZ X RNAV Arrival; ZZZ cleared the flight to 11000 feet and maintain 300 KIAS. Approaching ZZZZZ1 intersection; we were sent to ZZZ Approach Control. ZZZ Approach. Cleared us to slow to 250 KIAS and descent to 7000 MSL; shortly after; 5000; and 4000 MSL. Things were happening fast as it usually does a ZZZ.Just before ZZZZZ2 intersection; Approach began giving us vectors to the ILS XXR and cleared to 'intercept the course to XXR; maintain 170 KIAS or greater.' In an effort to help ZZZ with spacing I kept the speed selected at 185 KIAS; a comfortable speed for me on a visual approach with ample time to be stable above 1000' AGL. After calling the airport in site; at the request of ZZZ Approach; we were 'cleared for the visual XXR.' The approach was going smoothly until reaching 2800 MSL on the ILS glide path; I; the Captain PF (pilot flying) called for landing gear down" and I selected Managed Speed per SOP. I was outside looking at the runway for a few seconds; when the FO (First Officer) PM (pilot monitoring) called out "Speed! Speed! Speed!" The Managed Speed directed the Auto Thrust (A/T) system to SPEED mode and 250 KIAS (Caused by failure to Activate the Approach Phase of the flight either manually or by passing the "Circle D"). By the time the FO PM made the call out; the airspeed was approaching VMO Flaps 2 and the aircraft was on the glide-slope descending. Seeing how close it was to 'Red Line' I disconnected the Auto Pilot (AP) and leveled the aircraft. I was unaware that when disconnecting the AP somehow the Auto Throttles (A/T) was disconnected and I ultimately had no control of the airspeed. Speed continued to increase into a Flap 2 Overspeed (+15) as I pulled the speed knob to Selected speed and randomly to 119 KIAS to gain control of the A/T system. At that time; we were unstable so I called for the discontinuation of the approach above 1000 AGL and attempted to slow the airspeed. As the aircraft continued to gain speed; in an effort to regain A/T control; I advanced the thrust levers to TOGA and then back to CLB. The A/T engaged in the THR CLB/SRS/GA Track auto flight modes as it should. Since we had already passed the altitude of 2200; set by the FO PM but unconfirmed by me; the A/T remained in THR CLB Go-around mode with climb thrust. I Called for Flaps 1 as the speed continued to climb to Flaps 1 VMO +9 by the time the flaps were selected up. While I was troubleshooting; the FO PM reported a 'missed approach' and ZZZ Tower instructed us to 'maintain 2200 and fly the runway heading.' We had already climbed above 2200 feet to approximately 2600 MSL. During the heat of the moment; fixated on flying the aircraft; I did not hear 2200 feet. I continued to try to decrease airspeed and climb to the missed approach altitude of 4000 MSL to get us farther away from the ground. The next callout from the FO PM was 'maintain 2200 feet.' As the FO PM stated that; the Tower cleared us to 3000 feet and shortly after; 4000 feet. In the mean time I realized that the A/T was in the incorrect mode leading me to disconnect and again re-connected the A/T. Once everything was under control; we vectored back to the Runway XXR approach and landed without further incident. During the very high workload time I overspeed Flaps 2; and Flaps 1; unknowingly retracted the landing gear at LGO Retract +19; and reached a speed of 285 KIAS below 10000 MSL. Upon arriving at the gate I entered the flap overspeed into the logbook as required. Later in the evening while reviewing the incident on our flight review application; I became aware that we had also exceeded the maximum landing gear retract speed. I immediately notified Maintenance Control of the gear overspeed. Maintenance Control reported no damage due to the overspeed conditions and there was no further incident. This was definitely the worst incident I have encountered in my airline career.Cause: As the Captain PF; I take full responsibility for the entire event. The scenario started with both pilots missing the approach mode activation of the FMS. A fairly common error that is usually easily corrected. Additionally; when instructed to maintain XXX or greater on the approach; I am going to fly the slower speed allowing more buffer from VMO and more reaction time should I ever find myself in a similar event as this. As silly as it may seem; I think a contributing factor to the recovery becoming so elevated was that I am recently using a noise cancelling headset. As I would in the past; while looking outside I did not hear the thrust increase; the speed had already increased drastically before the FO PM noticed and informed me about the increasing speed. By the time that I became aware of the improper A/T condition; with startle factor; I was immediately in a bad place. The inadvertent disconnection of the A/T drove me even further into the undesirable state and I prioritized flying the aircraft while keeping it on an acceptable lateral path and in a climb away from the ground. As Airbus pilots; the Airbus Auto-Thrust system frequently reviewed to prevent situations like this. I now know; first hand; how serious this scenario can become. I will be reviewing the AB A/T system in depth to prevent this from happening to me again.In high workload and high stress situations like this it is very hard to recall the actions taken to cause or mitigate problems like this. The safety software application was an incredible tool to make his a positive learning experience for me."
Second reporter narrative
ZZZ1 - ZZZ Aircraft XDescended via the ZZZZZ X arrival into ZZZ. We were given 300 KTS until ZZZZZ. We were then slowed and given further descent. Vectors were normal and we were cleared the visual for Runway XXR. We were asked to keep speed 180 until the FAF ZZZZZ3. While on final; I noticed that the aircraft had not cycled through the FMS and that we were still counting back to another point. I brought this to the Captain's attention. He did not seem concerned with this. We intercepted G/S and had flaps 2; gear down. At this time the Captain switched from selected speed to managed. The speed quickly increased towards the red line with the trend arrow into the red. At this point I said SPEED; SPEED; SPEED. We entered an overspeed condition and the audible horn began to sound. The Captain pulled selected speed and said he would like to go-around. I relayed this to Tower. Tower instructed us to maintain 2500 runway heading. The aircraft continued to increase in speed. The aircraft also began to climb. Tower notified us that we were high and asked if we need assistance and a higher altitude. I replied that we were struggling and that 3000 would be great. At some point I silenced the Master Warning. We brought the flaps and gear up. The Captain was able to get the speed and altitude back under control with the Autopilot on. We were given vectors and completed a successful visual approach and landing to Runway XXR.Cause: I believe the startle factor played a large roll in this situation.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.