A319 First Officer reported gusty winds caused an unstable approach at 50 feet resulting in a bounced landing and flap overspeed during the go around.

Narrative

I was operating as the pilot flying (PF) Flight ABCD from ZZZ1 Airport to ZZZ Airport. The Captain was the pilot monitoring (PM). During a go around; the aircraft incurred an inadvertent flap over speed.Inbound to ZZZ; D-ATIS was reporting gusty winds out of the northwest. The PF noted speed trend arrow fluctuations of +/- 15-20 kts. Approach Control cleared Flight ABCD for the visual approach. At that point; the Autopilot (AP) and auto thrust (AT) were engaged. The ILS to ZZZ Runway XX was loaded into the FMS. Once cleared for the approach; the PF armed the approach. Once the localizer and glide slope were captured; a mostly stabilized approach was conducted to Runway XX at ZZZ. Prior to the final approach fix; the AP was disengaged to steer clear of the wildlife area near the ZZZZZ intersection. At approximately 50' RA; the vertical descent rate increased rapidly. This was noted by the quicker than usual auto altitude callouts from the A-319. In an effort to arrest the rapid descent; the PF applied aft side stick pressure. In an effort to prevent a tail strike; the PF neutralized aft pressure when it became apparent that further back pressure would not arrest the descent. Flight ABCD made contact with Runway XX and bounced.The PF advanced the thrust levers into the TOGA detent and verbally called out; Going around; TOGA; flaps 3." I heard the PM confirm TOGA was set; and retracted the flaps to position 3. The PF did not immediately pitch the aircraft up into the flight director command bar or retard the thrust levers into the climb detent due to several factors. First; after the bounce; the PF needed to restabilize the aircraft. Second; the aircraft was at its lowest energy state after making contact with the runway. Third; the gusty winds were causing airspeed and pitch fluctuations. After the aircraft was stabilized; the PF began a climbing left turn to void the prohibited area surrounding the ZZZZZ1 waypoint. The PM retracted the landing gear without the procedural callouts of; "positive rate; and gear up.ATC confirmed that they saw Flight ABCD on the go and instructed us to turn to a heading of 270. As the PF continued the climb and turn to the 270 heading; he noticed the airspeed was rapidly increasing toward the barber pole on the airspeed indicator. At this point the PF became task saturated and the rest of this narrative is to the best of his recollection. The PF retarded the thrust levers into the climb detent and verbally called out; "climb". The PM responded with climb set. Next; the PF mistakenly called out flaps 2. This is contrary to the taught procedure of going from flaps 3 directly to flaps 1. I believe the PM then mistakenly also retracted the flaps to the #2 position. Simultaneously; we began leveling at 2;200 feet; which was set as the missed approach altitude when the PF called for flaps up and the after takeoff checklist. At this point the PF engaged the AP. The PM stated the after takeoff checklist was complete. ATC instructed Flight ABCD to climb to 3;000 and turn to a heading of 260; which we complied with. ATC then directed Flight ABCD to turn to a heading of 180 and maintain 250 kts.; which we complied with. The PM stated he would activate the approach phase in to FMS. The PF concurred. The PM then extended the center line of the approach off of the final approach fix in the FMS. ATC continued vectoring Flight ABCD toward the extended centerline of Runway XX. Flight ABCD was eventually cleared for the visual approach to Runway XX. A stabilized approach to a crosswind landing was conducted on the second attempt. Flight ABCD cleared the runway and taxied to the gate without further incident. Once at the gate; the PM stated that while retracting the flaps from the #3 position to the #2 position; a transient over speed of approximately 5 kts. occurred. The Captain/PM entered the over speed into the logbook. He later stated he submitted a report.The primary causal factor for the flap over speed was the PF/ First Officer's delay in pitching up into the flight director command bars. A secondary factor that caused the overspeed was mistakenly calling for and retracting the flaps to position 2 from position 3; when the correct procedure calls for flaps position 1 from position 3. A collateral causal factor was the complexity of the airspace and gusty winds out of the northwest. The PF became task saturated ensuring the prohibited area was avoided. Recommend more training in proper go around procedures in more complex airspace."