Narrative:

Aircraft type A319 flaps 3; ignition on for adverse conditions at our destination. We were joining ILS 9L at 1;800 ft. Tower announced windshear alert. Two seconds later engine 2 thrust lever disagreement; autothrust failed; engine 1 went mct. Engine 2 went idle I believe. I was busy climbing flying missed and making sure the aircraft didn't over speed. We were in the process of going around just before the engine failed. Go around due to the wind shear announcement from tower. However for the first 5-10 seconds on the go around we were unclear if it was windshear event; autothrust issue; or an engine failure due to the turbulence; extreme rain and speed variations from the shears. Due to windshear; and at that time unknown reason; engine 2 was going idle. We decided to divert to a nearby airport. Captain then swapped roles; declared emergency and requested emergency vehicles due to unknown issue with engine. I ran ECAM; checklists and comm. I contacted maintenance control through patch. Confirmed what we saw was what they saw. Got diversion clearance from dispatcher and weather and coordinated. An announcement by captain was made to flight attendants about what to expect due to the short leg and me being so busy. I coordinated setup approach by then we were turning final. Approach vectored us in too close and high. Additionally; approach dropped out; we re-vectored; I reinserted approach 10L; ran checklists and we landed without incident. Trucks met us on runway. Did sweep gave; us all clear. We parked in remote; started APU and shut down. Called company for instruction. It was very busy few minutes in air. Just as we are deplaning a passenger has loss of sensation in arm. Called station manager assigned to issue as he was making an announcement on the aircraft. I personally feel that the airbus fleet needs to be completely de-powered once each day and rebooted. I'd be surprised to hear that the switch replaced was actually bad. I would bet that it was probably reset. These planes get a lot of ecams on power transfer from gate to APU that go away and come back later in flight. Some of these power transfers are very hard as the planes almost go black and come back on. I've heard rumors of some airlines now completely de-powering their airbus's 1-2 times a day; I would be interested in the effects of this practice? Other then that there really is nothing one can due to avoid this type of loss of engine power.

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Original NASA ASRS Text

Title: During a windshear go around in turbulence and heavy rain; an A319 engine failed so the flight diverted to a nearby airport but ATC vectored the aircraft too close and another go around was executed before landing.

Narrative: Aircraft type A319 flaps 3; ignition on for adverse conditions at our destination. We were joining ILS 9L at 1;800 FT. Tower announced windshear alert. Two seconds later Engine 2 thrust lever disagreement; Autothrust failed; Engine 1 went MCT. Engine 2 went idle I believe. I was busy climbing flying missed and making sure the aircraft didn't over speed. We were in the process of going around just before the engine failed. Go around due to the wind shear announcement from Tower. However for the first 5-10 seconds on the go around we were unclear if it was windshear event; autothrust issue; or an engine failure due to the turbulence; extreme rain and speed variations from the shears. Due to windshear; and at that time unknown reason; Engine 2 was going idle. We decided to divert to a nearby airport. Captain then swapped roles; declared emergency and requested emergency vehicles due to unknown issue with engine. I ran ECAM; checklists and comm. I contacted Maintenance Control through patch. Confirmed what we saw was what they saw. Got diversion clearance from Dispatcher and weather and coordinated. An announcement by Captain was made to flight attendants about what to expect due to the short leg and me being so busy. I coordinated setup approach by then we were turning final. Approach vectored us in too close and high. Additionally; Approach dropped out; we re-vectored; I reinserted Approach 10L; ran checklists and we landed without incident. Trucks met us on runway. Did sweep gave; us all clear. We parked in remote; started APU and shut down. Called company for instruction. It was very busy few minutes in air. Just as we are deplaning a passenger has loss of sensation in arm. Called Station Manager assigned to issue as he was making an announcement on the aircraft. I personally feel that the Airbus fleet needs to be completely de-powered once each day and rebooted. I'd be surprised to hear that the switch replaced was actually bad. I would bet that it was probably reset. These planes get a lot of ECAMs on power transfer from gate to APU that go away and come back later in flight. Some of these power transfers are very hard as the planes almost go black and come back on. I've heard rumors of some airlines now completely de-powering their Airbus's 1-2 times a day; I would be interested in the effects of this practice? Other then that there really is nothing one can due to avoid this type of loss of engine power.

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.