Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Distraction; Workload; Situational Awareness
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC Overrode Automation
Weather; Human Factors
Descending on the HILEY SIX arrival into MIA. FO flying. Cleared to deviate left or right of course for weather. 10;000 to 8;000 at 210 knots Flaps 1. While turning to avoid a large build up the autopilot was turned off. Flaps 1 speed was exceeded. Turned base for approach expecting LOC approach to 8L. ATC parallels 8L course on a 090 heading. Looking for the visual. High on approach a go-around was made. A turn to a 140 heading and climb to 4;000 clearance. Captain advises FO of assuming control. FO acknowledges control. Captain inputs turn control before FO gets to neutral on controls. Captain continues turn to proper heading causing a 'dual input' aural. Resequenced for approach landing made.
Flap Over speed. During this flight; I was the pilot flying. I am new to the Airbus and prior to this event had accumulated approximately 45 total flight hours.The Aircraft's autopilot was engaged until prior to this event.On our arrival to the Miami Airport we were given the 'HILEY SIX' arrival with crossing restrictions of 280 Knots and 13;000 feet as depicted at 'BTOGA' as depicted on the arrival. We advised Air Traffic Control that following 'BTOGA' there were storm cells over 'HILEY and KAINS' intersections and that we wanted to deviate to the west. ATC advised that that was not possible due to departure flow leaving the Miami airports.At his time ATC advised us that we were to expect the LOC 8L approach instead of the ILS 12 approach that we had preloaded into the aircraft's navigation system. With this new runway assignment; the aircraft's navigation system was reprogrammed and we briefed the approach procedures.As we finished loading and briefing the new runway; we advised that we needed to deviate from course as the storms were in our way.Initially; ATC had us flying between the build ups; and then gave us a speed restriction of 210 Knots and a descent of 11;000 to 8;000 feet. While trying to slow the aircraft down and descending; I was using the spoilers and with the VLS speed approaching our aircrafts speed; I called for Flaps 1.ATC assigned a southerly heading that would have us fly into the face of a storm; so the Captain called for an immediate autopilot off; right turn. (Of note here is that this was becoming a rough bouncy ride due to the storms that we were approaching.) I complied and made mistake of lowering the nose while turning. This resulted in a rapid acceleration of the airspeed that I failed to notice as I was visually trying to avoid the worse of the storm. At this time the aircraft's audio over speed horn sounded and the airspeed had increased to approximately 265 knots. At this time; I immediately leveled the aircraft and slowed to below flap extension speed.After arrival at the airport gate; Maintenance was notified; and the flap over speed event was documented in the maintenance log.Additionally on this LOC 8L approach; I executed a go around as I was too high and fast to be established and stable for the landing. During a turn to the north; the Captain called for the aircraft control and I was not quick enough to release my side stick and an audio dual input alert sounded.
While encountering turbulence and deviating for large build ups; the crew experienced a flap overspeed; then was caught high and fast so executed a go-around. There was some confusion as the Captain assumed aircraft control during the go-around.