Narrative:

Inside of mitoe, below 2500 ft, abeam hayward executive airport. Numerous TCASII targets -- twin engine aircraft noticed crossing in front and below our path (aircraft disappeared below our nose). As we crossed over aircraft, we received a TCASII RA 'monitor vertical speed' followed immediately by 'climb.' I clicked off the autoplt. Applied toga power and followed the command bars. The RA stopped. I was hoping to re-establish the approach, perhaps even transition to a visual approach. By this time, the cloud cover allowed us to see oakland runway 29. I called for flight directors off and realized we were not in a safe position to be stabilized by 500 ft. I elected to go around. Because of our proximity to the oakland airport and our altitude from the TCASII RA, things happened very fast. I reapplied toga thrust and ATC was notified of our RA and intent to go missed approach. They gave us runway heading and 2000 ft. We were already rapidly approaching 2000 ft. I must not have pulled to the climb detent with the thrust levers. As I noticed our airspeed rapidly accelerating, I elected to disconnect the thrust levers and pulled back to idle. I thought we were going to overspd the flaps. An ECAM warning came up, but it ws so quick that it disappeared before we could identify the fault. Autothrust re-engaged during go around. I flew the downwind manually, called for autoplt #1 and had the first officer take control. I cleaned up the mcdu and activated the approach phase. We were vectored at 3300 ft downwind over the oakland hills and vectored to an ILS runway 29 final. I rebriefed the approach, called for after takeoff and approach checklists. ILS runway 29 was uneventful and we landed with 4200 pounds of fuel. Maintenance ws called out to check if there was a flap overspd. They pulled up the warning messages and faults and the only thing noted was the 'autoflt/autothrottle off' warning. They said we did not overspd the flaps. Factors affecting the approach: VFR at hayward executive, ILS instrument approachs at oakland do not mix. (WX was a broken layer at 1400 ft, which required an ILS at oak but hayward traffic pattern was operating VFR circuits -- multiple aircraft in the pattern.)

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Original NASA ASRS Text

Title: NMAC NEAR HAYWARD ARPT BTWN A XING LIGHT TWIN AND AN APCHING A320 ON THE ILS FOR RWY 29 AT OAK, CA.

Narrative: INSIDE OF MITOE, BELOW 2500 FT, ABEAM HAYWARD EXECUTIVE ARPT. NUMEROUS TCASII TARGETS -- TWIN ENG ACFT NOTICED XING IN FRONT AND BELOW OUR PATH (ACFT DISAPPEARED BELOW OUR NOSE). AS WE CROSSED OVER ACFT, WE RECEIVED A TCASII RA 'MONITOR VERT SPD' FOLLOWED IMMEDIATELY BY 'CLB.' I CLICKED OFF THE AUTOPLT. APPLIED TOGA PWR AND FOLLOWED THE COMMAND BARS. THE RA STOPPED. I WAS HOPING TO RE-ESTABLISH THE APCH, PERHAPS EVEN TRANSITION TO A VISUAL APCH. BY THIS TIME, THE CLOUD COVER ALLOWED US TO SEE OAKLAND RWY 29. I CALLED FOR FLT DIRECTORS OFF AND REALIZED WE WERE NOT IN A SAFE POS TO BE STABILIZED BY 500 FT. I ELECTED TO GO AROUND. BECAUSE OF OUR PROX TO THE OAKLAND ARPT AND OUR ALT FROM THE TCASII RA, THINGS HAPPENED VERY FAST. I REAPPLIED TOGA THRUST AND ATC WAS NOTIFIED OF OUR RA AND INTENT TO GO MISSED APCH. THEY GAVE US RWY HDG AND 2000 FT. WE WERE ALREADY RAPIDLY APCHING 2000 FT. I MUST NOT HAVE PULLED TO THE CLB DETENT WITH THE THRUST LEVERS. AS I NOTICED OUR AIRSPD RAPIDLY ACCELERATING, I ELECTED TO DISCONNECT THE THRUST LEVERS AND PULLED BACK TO IDLE. I THOUGHT WE WERE GOING TO OVERSPD THE FLAPS. AN ECAM WARNING CAME UP, BUT IT WS SO QUICK THAT IT DISAPPEARED BEFORE WE COULD IDENT THE FAULT. AUTOTHRUST RE-ENGAGED DURING GAR. I FLEW THE DOWNWIND MANUALLY, CALLED FOR AUTOPLT #1 AND HAD THE FO TAKE CTL. I CLEANED UP THE MCDU AND ACTIVATED THE APCH PHASE. WE WERE VECTORED AT 3300 FT DOWNWIND OVER THE OAKLAND HILLS AND VECTORED TO AN ILS RWY 29 FINAL. I REBRIEFED THE APCH, CALLED FOR AFTER TKOF AND APCH CHKLISTS. ILS RWY 29 WAS UNEVENTFUL AND WE LANDED WITH 4200 LBS OF FUEL. MAINT WS CALLED OUT TO CHK IF THERE WAS A FLAP OVERSPD. THEY PULLED UP THE WARNING MESSAGES AND FAULTS AND THE ONLY THING NOTED WAS THE 'AUTOFLT/AUTOTHROTTLE OFF' WARNING. THEY SAID WE DID NOT OVERSPD THE FLAPS. FACTORS AFFECTING THE APCH: VFR AT HAYWARD EXECUTIVE, ILS INST APCHS AT OAKLAND DO NOT MIX. (WX WAS A BROKEN LAYER AT 1400 FT, WHICH REQUIRED AN ILS AT OAK BUT HAYWARD TFC PATTERN WAS OPERATING VFR CIRCUITS -- MULTIPLE ACFT IN THE PATTERN.)

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.