Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness; Time Pressure; Other / Unknown; Distraction; Confusion; Communication Breakdown; Training / Qualification; Workload
ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Overrode Automation; Flight Crew Requested ATC Assistance / Clarification
Aircraft; Environment - Non Weather Related; Procedure
During a discontinued approach at DEN that was commenced above the FAF altitude; I was the Pilot Flying [and] lost situational awareness while distracted by multiple altitude and heading commands by the ATC controller. In addition; I was further distracted by multiple 'Unable RNP'; 'Terr Pos'; and 'ATC Faults' EICAS (Engine Indicating and Crew Alerting System) indications during the arrival and approach. The loss resulted in a flap overspeed incursion. While distracted following multiple ATC calls I had failed to ask for Flaps 5 after having previously requested Flap 5 speed. With Flaps 20 set the aircraft exceed the limit for 5 to 7 seconds at a maximum of 6 to 7 knots. I increased the aircraft pitch in the climb while manually reducing thrust to quickly bring the aircraft speed below max flap speed. An [write up] for the overspeed was submitted at the flight's conclusion.The cause of the incident was failure to primarily fly the aircraft while acting as pilot at the controls. Secondarily the controller contributed to the incident by giving multiple rapid instructions; more time should have given to allow the crew to configure the aircraft for the transition from the approach mode to the missed approach/discontinued approach mode.Continued training during simulator training sessions practicing go around and discontinued approach procedures.
A short vector to final and high altitude necessitated our discontinued approach to DEN to [Runway] 17R. In addition to multiple ATC vectors and altitudes; we received 'Unable RNP'; 'Terr Pos'; and 'ATC Fault' EICAS (Engine Indicating and Crew Alerting System) indications during the arrival; which were advertised on ATIS; but distracting. The flap speed limit of 210 knots was exceeded momentarily by about 7 knots by PF (Pilot Flying). I called out the speed deviation and it was promptly corrected. Maintenance was notified of the over speed after landing. An unexpected short vector and discontinued approach; compounded by numerous EICAS annunciations and controller instructions; detracted from primary duties of flying the aircraft. Continued simulator training with go-around and missed/discontinued approaches; emphasizing VNAV during the procedure.
Air Carrier flight crew reported multiple instrument malfunctions while on a missed approach at DEN. Contributing to the confusion were rapid instructions from the approach controller.