A321
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Total 9400
Time Pressure; Situational Awareness; Human-Machine Interface; Confusion; Communication Breakdown; Distraction
Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Aircraft; Human Factors
On visual approach to Runway 17C we were assigned 170kt to 5 miles. We were fully configured when I pushed the speed selector to establish managed mode so the aircraft would slow to approach speed. I noticed when passing through 1;200 ft. that the aircraft was still maintaining 170 kt. I re-selected managed speed; but in the descent with a tailwind the aircraft was still approximately 40 knots fast and we were approaching 500 ft. I knew we would be too fast at 500 ft. so I told the FO (First Officer) we had to go around; said 'Go Around TOGA' while advancing the thrust levers to TOGA (Takeoff/Go-Around). I had experienced a previous go-around about 2 months before where the FO had set TOGA and SRS (Speed Reference System) never engaged; so I left the thrust levers in TOGA for a 3-count; then said 'Climb' and selected climb thrust. ATC gave us a 140 heading; and as I started turning I noticed the FMA (Flight Mode Annunciator) still displayed 'LAND'. I was distracted and went through our heading. ATC clarified the assigned heading and we turned back. The FO restated the altitude assigned was 2;000 ft. I saw we were at about 2;250 ft. and returned to our assigned altitude. I don't believe I heard the original ATC assigned altitude because I was trying to make sure the automation was correct before restoring the autopilot; so my expectation was we were going to 3;000 ft. All in all it was a very messy go-around. Primarily; the airplane did not do what I expected it to; resulting in my becoming task saturated and distracted. The initial reason for the go-around was selecting managed mode didn't resulting in the aircraft slowing to approach speed. I could have trapped that error by confirming the blank window and verifying in the FMA. This alone would have likely resulted in a stabilized approach and a normal landing. A contributing factor was the tailwind. We may have been able to be stabilized at 500 ft. - hard to say for sure. The rest was caused by task saturation when the expected automation did not engage. I still do not understand why because I deliberately advance the thrust levers to TOGA and left them there for a 3-count. FOQA (Flight Operational Quality Assurance) told me the data shows we only went to MCT/FLX (Manual Thrust Mode). I know where I moved the thrust levers to because I was calm but deliberate in my actions. I made the mistake of not verifying SRS in the FMA; but even if I had looked and it still said 'LAND'; which it did; I do not know what the procedure is or if one exists except to fly the airplane; which I did. Once corrected by ATC on the heading; we returned to our assigned heading and altitude. I do not recall if ATC corrected our altitude - we were only off by 250 ft.; still unacceptable; but I believe my FO advised the altitude deviation. If you were to tell me ATC queried our altitude I would believe you - I was attempting to avoid over speeds because the auto throttle did not engage as commanded. The soft go around is supposed to be a calm; slow procedure. When the automation did not do what I expected; we as a crew had a difficult time putting the pieces back together. The decision to go-around was the right one because we were unstable. I believe I did the procedures correctly until I ran out of procedures. I think training on re-establishing automation would be extremely helpful. We fly considerable more visual approaches than instrument procedures; yet the majority of our training focuses on procedures that we have robust SOP (Standard Operating Procedure) for with back-up support documents. The only guidance provided for a manual go-around without SRS engaging the go-around mode assumes a system failure. I have seen this twice now in 2 months; in both cases the thrust levers were advanced to TOGA; yet go-around phase was not engaged. Training on how to 'put Humpty Dumpty back together' would significantly reduce the distractions caused by confusion about re-establishing automation. I don't know for sure because I was focused on flying; but when I called 'set speed 210' and 'open climb' I do not believe anything happened with the automation. 'LAND' was still displayed until we were well into the go around procedure and we were able to re-establish automation by cycling the FD (Flight Display) switches; pushing the auto throttle button; and I commanded 'Autopilot 1'.
A321 Captain reported the automation for a go around did not engage; resulting in an altitude and heading deviation.