Narrative:

Vectored for ILS runway 14L cgn. ATC did not get us down to the appropriate GS intercept altitude. When approach clearance was received, we went through the localizer then turned right to reintercept. Autoplt captured, although we were above the GS. I advised captain we were above GS. He disconnected the autoplt and used the vertical speed mode on the flight director to fly the approach we descended at 1000 FPM. Near the middle marker, the GS began coming alive, but then we lost the GS and localizer. Captain executed a go around with textbook procedures. Upon establishing a positive rate, I (PNF) called it and he commanded gear up. At this point I was heads down, talked to tower. Tower switched me to radar, then we got an ECAM master warning, which I focused on. When I saw that the warning was for a flap overspd, I turned my attention to my pfd. It displayed an overspd message, red zipper and 20 degrees pitch down. I yelled 'pull up,' grabbed the control wheel, and applied pressure. Prior to arresting our rate of descent, we broke out and saw the airport momentarily before going back into the clouds. We climbed to altitude, took care of the appropriate checklists and returned for a flaps 20 degrees ILS to runway 14L, to a normal landing. Because of the overspd, the flaps were locked at 20 degrees. Communication was degraded between us because of the warning horn which can't be canceled by normal means, and ATC was difficult between the language barrier and the warning horn. Captain failed to fly the airplane. Tower talked to captain after landing, wondering what happened. He explained and they didn't have a problem. Corrective actions: in a 300-600 training emphasis should be placed on gars, aircraft upsets and abnormals during a go around/missed approach.

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Original NASA ASRS Text

Title: A300 FLC EXECUTES A MISSED APCH AND EXCEEDS FLAP RETRACTION SPD.

Narrative: VECTORED FOR ILS RWY 14L CGN. ATC DID NOT GET US DOWN TO THE APPROPRIATE GS INTERCEPT ALT. WHEN APCH CLRNC WAS RECEIVED, WE WENT THROUGH THE LOC THEN TURNED R TO REINTERCEPT. AUTOPLT CAPTURED, ALTHOUGH WE WERE ABOVE THE GS. I ADVISED CAPT WE WERE ABOVE GS. HE DISCONNECTED THE AUTOPLT AND USED THE VERT SPD MODE ON THE FLT DIRECTOR TO FLY THE APCH WE DSNDED AT 1000 FPM. NEAR THE MIDDLE MARKER, THE GS BEGAN COMING ALIVE, BUT THEN WE LOST THE GS AND LOC. CAPT EXECUTED A GAR WITH TEXTBOOK PROCS. UPON ESTABLISHING A POSITIVE RATE, I (PNF) CALLED IT AND HE COMMANDED GEAR UP. AT THIS POINT I WAS HEADS DOWN, TALKED TO TWR. TWR SWITCHED ME TO RADAR, THEN WE GOT AN ECAM MASTER WARNING, WHICH I FOCUSED ON. WHEN I SAW THAT THE WARNING WAS FOR A FLAP OVERSPD, I TURNED MY ATTN TO MY PFD. IT DISPLAYED AN OVERSPD MESSAGE, RED ZIPPER AND 20 DEGS PITCH DOWN. I YELLED 'PULL UP,' GRABBED THE CTL WHEEL, AND APPLIED PRESSURE. PRIOR TO ARRESTING OUR RATE OF DSCNT, WE BROKE OUT AND SAW THE ARPT MOMENTARILY BEFORE GOING BACK INTO THE CLOUDS. WE CLBED TO ALT, TOOK CARE OF THE APPROPRIATE CHKLISTS AND RETURNED FOR A FLAPS 20 DEGS ILS TO RWY 14L, TO A NORMAL LNDG. BECAUSE OF THE OVERSPD, THE FLAPS WERE LOCKED AT 20 DEGS. COM WAS DEGRADED BTWN US BECAUSE OF THE WARNING HORN WHICH CAN'T BE CANCELED BY NORMAL MEANS, AND ATC WAS DIFFICULT BTWN THE LANGUAGE BARRIER AND THE WARNING HORN. CAPT FAILED TO FLY THE AIRPLANE. TWR TALKED TO CAPT AFTER LNDG, WONDERING WHAT HAPPENED. HE EXPLAINED AND THEY DIDN'T HAVE A PROB. CORRECTIVE ACTIONS: IN A 300-600 TRAINING EMPHASIS SHOULD BE PLACED ON GARS, ACFT UPSETS AND ABNORMALS DURING A GAR/MISSED APCH.

Data retrieved from NASA's ASRS site as of July 2007 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.