Narrative:

Approximately 30 minutes into this flight the captain's FMGC failed. Captain's nd lost map and mcdu would display no flight data. ACARS functions could be used. There is no longer [a section] in the flight manual regarding single FMGC failure. During the approach brief we discussed possibility of GPWS terrain being inoperative as it was number 1 FMGC loss and possible pressurization difficulties. The weather was clear and a visual approach backed up to ILS 28L was briefed. During the turn to base ATC called out paired traffic on runway 28R; the pressurization ECAM alerted us to using manual procedures. I was a little busy working pressurization but no real concerns. We called visual on traffic to 28R who was high (6;500) compared to our 3;000 ft descending to 1;800. The first officer tried to arm the localizer and no response from airplane. He tried arming the approach and again no luck. We had the runway in sight so he disconnected autopilot and autothrottles and began to fly the approach manually. He also turned off his flight director and called for flight path angle (fpa). The approach was stabilized early. At approximately 1;200 ft we received a TCAS RA 'climb crossing climb' from a target high right. Due to vertical differential we no longer had the aircraft to 28R in sight so we went around. [We were] climbing [per] tower's instructions runway heading to 3;000 ft. The missed was well hand flown. After; we cleaned up the aircraft and leveled at 3;000 ft 210 KTS the first officer called for flight director on. FD would not come on; and the autothrottles and autopilot would not engage. We were probably over focused on figuring out why they would not engage and our airspeed increased to 270 KTS. I noticed the speed and called out the increase and to just hand fly and we'd figure it out on downwind. On downwind I used captain's emergency authority and against company guidance; made the decision to pull and reset the FMGC 1 circuit breaker to try to establish some type of normal navigation. The FMGC reset and the aircraft began to sync FMGC1 with FMGC2. Additionally; FD2 would now work; autopilot2 and autothrottles would engage. We discussed the next approach and ensured the approach had synced for the approach. FMGC1 then failed again. We began the approach similar to previous with first officer hand flying the approach. We again received pressurization prompts but this time I asked the jump seating pilot to work the pressurization. Again; the approach would not arm so a visual approach was hand flown to an uneventfully landing. Lessons learned; continue to fly the aircraft. First officer did a nice job hand flying the missed. If autopilot; throttles and FD are not working right; note it; hand fly; and then take another look on downwind when things relax a little.

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Original NASA ASRS Text

Title: After takeoff an A319 Captain's FMGC failed so the aircraft returned to land but had to execute a manual no autopilot or autothrottle go around because of a TCAS warning on short final.

Narrative: Approximately 30 minutes into this flight the Captain's FMGC failed. Captain's ND lost map and MCDU would display no flight data. ACARS functions could be used. There is no longer [a section] in the flight manual regarding single FMGC failure. During the approach brief we discussed possibility of GPWS Terrain being inoperative as it was number 1 FMGC loss and possible pressurization difficulties. The weather was clear and a visual approach backed up to ILS 28L was briefed. During the turn to base ATC called out paired traffic on Runway 28R; the pressurization ECAM alerted us to using manual procedures. I was a little busy working pressurization but no real concerns. We called visual on traffic to 28R who was high (6;500) compared to our 3;000 FT descending to 1;800. The First Officer tried to arm the localizer and no response from airplane. He tried arming the approach and again no luck. We had the runway in sight so he disconnected autopilot and autothrottles and began to fly the approach manually. He also turned off his flight director and called for Flight Path Angle (FPA). The approach was stabilized early. At approximately 1;200 FT we received a TCAS RA 'climb crossing climb' from a target high right. Due to vertical differential we no longer had the aircraft to 28R in sight so we went around. [We were] climbing [per] Tower's instructions runway heading to 3;000 FT. The missed was well hand flown. After; we cleaned up the aircraft and leveled at 3;000 FT 210 KTS the First Officer called for flight director ON. FD would not come on; and the autothrottles and autopilot would not engage. We were probably over focused on figuring out why they would not engage and our airspeed increased to 270 KTS. I noticed the speed and called out the increase and to just hand fly and we'd figure it out on downwind. On downwind I used Captain's Emergency Authority and against Company guidance; made the decision to pull and reset the FMGC 1 circuit breaker to try to establish some type of normal NAV. The FMGC reset and the aircraft began to sync FMGC1 with FMGC2. Additionally; FD2 would now work; autopilot2 and autothrottles would engage. We discussed the next approach and ensured the approach had synced for the approach. FMGC1 then failed again. We began the approach similar to previous with First Officer hand flying the approach. We again received pressurization prompts but this time I asked the jump seating pilot to work the pressurization. Again; the approach would not arm so a visual approach was hand flown to an uneventfully landing. Lessons learned; continue to fly the aircraft. First Officer did a nice job hand flying the missed. If autopilot; throttles and FD are not working right; note it; hand fly; and then take another look on downwind when things relax a little.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.