Narrative:

Normal takeoff and departure. While enroute and prior to top of descent the captain and I started arrival planning and configuring the aircraft. We were given an RNAV arrival. We were then cleared to descend via. While in the descent we were instructed to level off at a specified altitude; and given an altimeter setting. We were then cleared to a point further down the arrival; and to descend to a given altitude; setting us up for the visual approach. Day VMC conditions with light winds prevailed. Once we had the airfield in sight we were cleared for the visual approach. The captain and I both had the ILS tuned and identified and planned on backing up the visual approach with ILS information. After we were cleared we intercepted the localizer; and eventually the glide slope.the aircraft was completely configured for landing prior to the final approach fix. Stabilized approach criteria were meet prior to 1;000 feet and all looked well. The aircraft was in a position to land and all landing checks completed. Approximately 600 feet AGL we received a GPWS warning. The captain and I looked at each other and outside. As the aircraft was established on the ILS and there was no visible terrain. However; we elected to comply with the warning and perform a go around. We informed the tower of our missed approach; and received a heading and altitude. While turning to the outbound heading tower switched us to approach control. We were able to clean the aircraft up; and rebuild the approach for another attempt at the ILS. Approach control switched us to another approach frequency; who then turned us base for the visual approach. While briefing the approach we were given a turn to intercept the final and cleared for the visual [approach]. This time however we were over the final approach fix over 1;000 feet about the charted altitude and unconfigured at the same time the controller switched us to tower. The captain made the turn to final and started a descent; and I switched to tower frequency. I then looked at where we were in relation the ILS; and both the captain and I agreed there was no way we would be able to make and attempt at a stabilized approach from this point.we informed tower that we need to perform another missed approach as we had simply been vectored in too high; too fast; and too close to the airport. Tower again gave us an altitude and a vector to fly. This time however while trying to clean up the aircraft and turn to the heading the approach controller started reading instructions to us; along with a runway change to a parallel runway. The cockpit at this time was simply too busy; and I told the control to 'stand by' that we where trying to clean up and reconfigure the aircraft. Once the task saturation had receded; I called the approach controller and asked for his instructions; while telling him we wanted to remain on the previous runway. We also informed him that during a missed approach there is a lot going on inside the aircraft and we needed a moment to coordinate. He gave us vectors for a downwind; and an associated altitude. This time he gave us an altimeter setting that did not match what we had. The captain and I both looked at each other confused; and questioned the controller. He replied with the same altimeter setting. When we set it; all three altimeters needed the new setting; and the change was about 400 feet. We flew the downwind; and eventually received vectors to intercept the localizer and proceeded on the visual approach again backed up by the ILS. This approach and landing were uneventful; and tower welcomed us to the airport. We taxied to the gate with no further issues.changes in descent clearances; task saturation on a missed approach; poor vectors and being brought in too high; too fast; and too close on final for a stabilized approach. [We need] clear and concise instructions from ATC; and ATC understanding that a large airbus is not a cessna and requires time to get configured.

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Original NASA ASRS Text

Title: A320 First Officer reported an unstabilized approach that resulted in erroneous GPWS warnings and a go around.

Narrative: Normal Takeoff and departure. While enroute and prior to Top of Descent the Captain and I started arrival planning and configuring the aircraft. We were given an RNAV Arrival. We were then cleared to descend via. While in the descent we were instructed to level off at a specified altitude; and given an altimeter setting. We were then cleared to a point further down the arrival; and to descend to a given altitude; setting us up for the Visual Approach. Day VMC conditions with light winds prevailed. Once we had the airfield in sight we were cleared for the Visual Approach. The Captain and I both had the ILS tuned and identified and planned on backing up the Visual Approach with ILS information. After we were cleared we intercepted the Localizer; and eventually the glide slope.The aircraft was completely configured for landing prior to the final approach fix. Stabilized approach criteria were meet prior to 1;000 feet and all looked well. The aircraft was in a position to land and all landing checks completed. Approximately 600 feet AGL we received a GPWS warning. The Captain and I looked at each other and outside. As the aircraft was established on the ILS and there was no visible terrain. However; we elected to comply with the Warning and perform a Go Around. We informed the tower of our missed approach; and received a heading and altitude. While turning to the outbound heading tower switched us to approach control. We were able to clean the aircraft up; and rebuild the approach for another attempt at the ILS. Approach control switched us to another approach frequency; who then turned us base for the Visual Approach. While briefing the approach we were given a turn to intercept the final and cleared for the Visual [Approach]. This time however we were over the final approach fix over 1;000 feet about the charted altitude and unconfigured at the same time the controller switched us to Tower. The Captain made the turn to final and started a descent; and I switched to tower frequency. I then looked at where we were in relation the ILS; and both the Captain and I agreed there was no way we would be able to make and attempt at a stabilized approach from this point.We informed tower that we need to perform another missed approach as we had simply been vectored in too high; too fast; and too close to the airport. Tower again gave us an altitude and a vector to fly. This time however while trying to clean up the aircraft and turn to the heading the approach controller started reading instructions to us; along with a runway change to a parallel runway. The cockpit at this time was simply too busy; and I told the control to 'stand by' that we where trying to clean up and reconfigure the aircraft. Once the task saturation had receded; I called the Approach Controller and asked for his instructions; while telling him we wanted to remain on the previous runway. We also informed him that during a missed approach there is a lot going on inside the aircraft and we needed a moment to coordinate. He gave us vectors for a downwind; and an associated altitude. This time he gave us an altimeter setting that did not match what we had. The Captain and I both looked at each other confused; and questioned the controller. He replied with the same altimeter setting. When we set it; all three altimeters needed the new setting; and the change was about 400 feet. We flew the downwind; and eventually received vectors to intercept the localizer and proceeded on the Visual Approach again backed up by the ILS. This approach and landing were uneventful; and Tower welcomed us to the airport. We taxied to the gate with no further issues.Changes in descent clearances; task saturation on a missed approach; poor vectors and being brought in too high; too fast; and too close on final for a stabilized approach. [We need] clear and concise instructions from ATC; and ATC understanding that a large Airbus is not a Cessna and requires time to get configured.

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.