A320
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Situational Awareness
Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Human Factors; Weather
Cleared direct to BALLD fix to intercept the localizer at or above 3000 ft. Once at BALLD we were cleared for the approach. I put in 2100 and started down not realizing that SSHOE was a missing fix and was at 2500 ft. We received a low altitude from Tower and the Captain took [the] controls and climbed to 2500 ft. Double check all fixes are in the box when cleared to outermost fixes on approaches.
We were cleared direct to BALLD to intercept the localizer for [Runway] 35R and maintain 3000 ft. until BALLD. Pilot Flying (PF) set in 2100 ft. in the FCU instead of 2500 ft. for the next fix (SSHOE). Pilot Flying continued down to approximately 2100 ft. prior to SSHOE before being alerted by Tower of the altitude deviation. PF did not correct the altitude deviation immediately. Captain took control of the aircraft in order to climb back up to 2500 ft. as published. Soon thereafter; Tower reported wind shear was being reported on the landing runway. Captain initiated a go-around. During the go-around procedure after the flaps were selected to 'zero' we received a momentary flap over-speed warning. After diverting to ZZZ the flaps were inspected by maintenance indicating no mechanical issues. In addition; the post flight report provided no indication of a flap over-speed ECAM.I should have been more cognitive as to what the PF was selecting in the FCU in comparison to our present trajectory on the approach path along with delegating my duties as the Pilot Monitoring. My attention had been going back and forth between configuring the aircraft for landing; monitoring the appropriate approach path; trying to confirm a safe distance from threatening weather; followed by reports from the Tower of possible wind shear on the landing runway. All of these factors made a go-around almost imminent which resulted in an unnecessary self-induced high workload and chain of events that could have been avoided all together with better planning and communication.
A320 flight crew reported receiving a low altitude alert from AUS Tower on approach to Runway 35R.