Narrative:

Vectored onto approach for 26L and cleared for the approach. Advised by approach of unknown aircraft below us and climbing. Approach advised they were not talking to the aircraft. Identified the threat on TCAS (traffic collision avoidance system) as being -300 low at 1 o'clock position. Approach suggested left turn; then almost immediately after; approach abruptly directed left turn and descent for traffic. TCAS RA (resolution advisory) alert sounded; 'traffic descend.' I disconnected the autopilot and banked left and pushed the nose over to initiate decent. While scanning for TCAS RA green field; the offender aircraft was on TCAS showing red and closing. The 'traffic descend' aural alert was still sounding. I continued the bank and descent. I noticed the speed tape pushing into the red flap over speed area. I started to shallow the descent; but the TCAS alert was still sounding and calling for descent. I glanced over to my right and briefly saw an aircraft cross overhead at a very close position. The TCAS alert was still sounding for descent as the aircraft passed overhead. Shortly after; the TCAS RA resolved and we rolled into a heading of 180 and leveled off briefly before initiating a climb back to 8;000 MSL. Approach continued to give us heading and altitudes and cleared us back to the 26L approach; but we advised we needed vectors back around for another attempt to the approach. Approach recleared us for 1L and gave us vectors. During the TCAS RA; approach turned other commercial aircraft which were following us away from the violator and indicated they had a bravo intruder. We landed uneventful on 1L and taxied to the gate. Maintenance was notified and advised of the situation and the over speed of the flaps. The duty phone was contacted and met us at the gate and was briefed on the events. At the time of the over speed; the flaps were in the 1 position. The over speed lasted approximately 3 seconds and the over speed was approximately 6 kts. No aural indication of the over speed was heard; but it may have been overridden by the TCAS RA aural warning to descend. It should be noted; the TCAS alert was red and showed 100 during the event. I do believe if the left turn and descent was not initiated; contact between the aircraft would have occurred at some point. The turn and the descent combined resolved the conflict. Approach indicated the violator was a bonanza. A logbook entry was made for the over speed. At the beginning of the over speed; I did consider disconnecting auto-thrust but the over speed was stabilized and the offender aircraft was my priority due the TCAS RA not clearing. I should have called for flaps zero; but the event happened so fast I did not think about it until after we were clear of conflict.

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Original NASA ASRS Text

Title: A320 Pilot Flying reported encountering flap over speed during a Near Mid Air Collision event.

Narrative: Vectored onto approach for 26L and cleared for the approach. Advised by Approach of unknown aircraft below us and climbing. Approach advised they were not talking to the aircraft. Identified the threat on TCAS (Traffic Collision Avoidance System) as being -300 low at 1 o'clock position. Approach suggested left turn; then almost immediately after; Approach abruptly directed left turn and descent for traffic. TCAS RA (Resolution Advisory) alert sounded; 'TRAFFIC DESCEND.' I disconnected the autopilot and banked left and pushed the nose over to initiate decent. While scanning for TCAS RA green field; the offender aircraft was on TCAS showing red and closing. The 'TRAFFIC DESCEND' aural alert was still sounding. I continued the bank and descent. I noticed the speed tape pushing into the red flap over speed area. I started to shallow the descent; but the TCAS alert was still sounding and calling for descent. I glanced over to my right and briefly saw an aircraft cross overhead at a very close position. The TCAS Alert was still sounding for descent as the aircraft passed overhead. Shortly after; the TCAS RA resolved and we rolled into a heading of 180 and leveled off briefly before initiating a climb back to 8;000 MSL. Approach continued to give us heading and altitudes and cleared us back to the 26L approach; but we advised we needed vectors back around for another attempt to the approach. Approach recleared us for 1L and gave us vectors. During the TCAS RA; Approach turned other commercial aircraft which were following us away from the violator and indicated they had a BRAVO intruder. We landed uneventful on 1L and taxied to the gate. Maintenance was notified and advised of the situation and the over speed of the flaps. The Duty Phone was contacted and met us at the gate and was briefed on the events. At the time of the over speed; the flaps were in the 1 position. The over speed lasted approximately 3 seconds and the over speed was approximately 6 kts. No aural indication of the over speed was heard; but it may have been overridden by the TCAS RA aural warning to descend. It should be noted; the TCAS alert was red and showed 100 during the event. I do believe if the left turn and descent was not initiated; contact between the aircraft would have occurred at some point. The turn and the descent combined resolved the conflict. Approach indicated the violator was a Bonanza. A logbook entry was made for the over speed. At the beginning of the over speed; I did consider disconnecting auto-thrust but the over speed was stabilized and the offender aircraft was my priority due the TCAS RA not clearing. I should have called for flaps zero; but the event happened so fast I did not think about it until after we were clear of conflict.

Data retrieved from NASA's ASRS site 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.