A319
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Workload
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Human Factors; Procedure
I was flying to DFW on the KLNDR arrival. Normal step down and speed restriction caused the crew to configure earlier than usual; so we were slowed to 170 (or slower) upon localizer intercept. We were cleared the approach and established on course and glide path; but in the clouds; when the Controller gave us vectors off the final approach course. He said to expect vectors back on course for the visual once we were below the clouds and we had spacing on the [widebody aircraft] in front of us; I think less than 5 miles. I stated that I didn't like that idea as we were still in the clouds. We did break out of the clouds and the Captain and I discussed if we should continue. He then asked to be broken off the approach; and we were given a climb and left turn. This occurred at approximately 2;000-2;500 feet. I performed a soft go; with throttles to TOGA and then back to FLEX/MCT to start the climb. I called for go around flaps; and they were raised to 3; then the gear was raised. The Controller told us to climb to 3;000 feet.Somewhere around this time; the airspeed started to decrease lower than expected and the Captain stated disengage auto throttles; which I did. I also turned off autopilot to reduce mixed automation. The flaps were raised on schedule and we were given another climb to 5;000. Prior to reaching 5;000; the Controller told us to descend to 3;000 and gave us a left turn; the autopilot was reengaged about this time. Then we received another left turn and were told to intercept the localizer course. We were cleared down to 2;500 feet and cleared the approach. APPR was selected and we intercepted the LOC and GS and started down. Configuration was normal; but at some point; the auto throttles went [to] go around mode and the engines spooled up while in flaps full configuration.When I heard this; I noticed the speed increased into the red band; I again disconnected the auto throttles. The Captain moved the flaps from full to 3. We re-established correct speed with manual thrust and reset flaps to full. All this occurred at approximately 2;000 MSL; so we were on speed; fully configured by 1;000 AGL. Full flaps max; 177; max speed observed; approximately 182.
A319 First Officer reported exceeding maximum speed following a high workload approach and go-around.