Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Workload; Troubleshooting; Human-Machine Interface
Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Aircraft
A go-around was initiated during visual approach to XXL in ZZZ following unexpected disconnection of auto pilot; unable to manage speed; and fault indications we think were associated with MELs. Decision was made to go-around at about 800 ft above TDZE (Touchdown Zone Elevation). Nav data was lost during go-around so we requested vectors for a visual back to XXL and landed. Altitude was exceeded by 275 feet during the downwind vector and speed reached 267 KIAS at 7000 MSL while attempting to re-engage the auto pilot and auto thrust. Landing was made without incident. Associated faults listed on the maintenance printout included; FLT/CTL SEC 3 Fault; FLT/CTL; Anti Ice Stby Pitot; Auto FLT AP (Autopilot)/ A/THR (Autothrottle) Off; Cab PR LDG Elev Fault; L/G SYS Disagree; and Vent Blower Fault. L/G SYS disagree and Vent Blower Fault were displayed on ECAM (Electronic Centralized Aircraft Monitor) during landing roll. SEC 3 and Anti Ice Stby Pitot were MEL'd. Flight crew is unsure about what caused the malfunctions. Better communication and more efficiency reducing level of automation would have helped during the go-around procedure.
Arriving to ZZZ; we were cleared for the ILS XXL Approach. Turning onto final; the speed button was pushed; but 'Managed Speed' did not engage. At that time I realized I had not 'Activated the Approach' and then did so. 'Managed Speed' still did not engage and the 'Reference Speed' was set. We configured the A/C for landing. At that time; or soon after; both FMGS's (Flight Management Guidance System) dropped off-line; several warnings; cautions and alarms annunciated; and we performed a go-around. It was a challenge figuring out what was going wrong. I informed the Tower of our go-around and he cleared us to 7000 feet. Tower asked for a reason and I said 'standby.' Maintaining altitude and speed was challenging as the aircraft systems were not responding as we expected them to. After being turned over to 'Approach Control;' I informed them our go-around was due to several system and radio issues. A 'Raw Data' Approach was performed. Seconds after touchdown; the 'Landing Gear Disagree' and 'Vent Blower Fault' Illuminated on the ECAM (Electronic Centralized Aircraft Monitor). After exiting the runway; I preformed the QRH procedure for the Vent Blower. The other ECAM item went away. We then taxied to the gate.
A319 flight crew reported executing Go Around during approach due to Autoflight system and both FMGSs failures. The Go Around provided unexpected challenges to the flight crew.