A319
Flight Crew Air Transport Pilot (ATP)
Distraction
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Human Factors
During a go-around from an unstable approach we received a clearance 'turn right; direct to the VOR'. During the issuance of this clearance; we were leveling at 2;000 MSL. As we started our right turn; we received a momentary 'Descend' TCAS RA; followed immediately by a 'CLIMB' RA. Complied with climb RA. Eventually traffic was visually acquired. We were vectored and then cleared for a visual approach; and an uneventful landing.
Briefed for RNAV VISUAL. Briefing of charts 19-0 and 19-02 completed before descending through FL180. Requested RNAV VISUAL with approach control and reported airport in sight. Approach issued clearance to maintain 7;000 and 210 knots. Passed ZZZZZ Intersection and asked for approach clearance and a lower speed; as the FMS was showing high on the vertical profile. Clearance for lower altitude was denied and we [were] told to maintain 210 knots. The Captain verbalized that this was going to make us quite high on the profile. We were then issued clearance for the RNAV VISUAL; but told to maintain 210 knots. Knowing this would be problematic; we lowered the landing gear; descended at 210 knots; high on the profile. After 'normal speed' clearance issued; began slowing and configuring for landing. We were still high on the profile. Autopilot was off upon turning final. At the '1000' callout; we realized we were unstable and executed a go-around.During the go-around and reconfiguration; a clearance was given to 'turn right; direct to the VOR'. During the issuance of this clearance; we were leveling at 2;000 MSL; and were approaching a flap over speed; which did not occur due to intervention of the thrust levers; but put us in a very high work load/task saturated condition. As we started our right turn; we received a momentary 'Descend' TCAS RA; followed immediately by a 'CLIMB' RA. Flight directors were turned off by the PM; autopilot was disconnected; and an aggressive climb was initiated per the RA escape maneuver. ATC never mentioned the presence of any traffic in our area. Our aircraft was reconfigured for automation; we were cleared for a visual approach; and an uneventful landing was performed.
A319 flight crew and Tower Controller described a go-around from an unstable approach and then an airborne conflict that resulted in a Resolution Advisory.