Narrative:

On approach to ZZZ at approximately 7500 ft MSL; we received a TCAS RA generated from parallel traffic that was behind us and not in sight. A go around was initiated and climb to ATC instructed altitude of 8000 ft was accomplished. Clean-up and acceleration was normal until a wingtip brake ECAM was triggered; with flaps selected in position #1. Speed at that time was 190 KIAS and speed was selected to prevent further acceleration. ECAM action was completed. Fom was consulted. All procedures were followed including calculation of vref additive and increased landing distance. Our fuel situation was considered and we agreed to be on the ground with no less than 4000 pounds. We declared an emergency to ATC with a request to have the crash fire rescue equipment equipment to be standing by. ATC vectored us north of the airport until we notified them we were ready to commence the approach. Dispatch was also notified. Approach was hand flown with speed selected. Touchdown was in the touchdown zone at approximately 2000 ft from approach and end of runway. Aircraft decelerated normally and we exited at taxiway and continued to gate normally. Additional details; WX visibility greater than 10 mi; winds were at 190 degrees at 28 KTS gusting to 38 KTS. Initial confign was made at speeds below company speeds for flap/gear settings. Flap selector in position #3. V-apch was flown selected at 154 KIAS. Vref 129 KTS +25 KTS. Landing distance was increased by 35%. Autobrakes were used. ATC did not alert us to parallel traffic. If we had acquired traffic visually sooner in the approach; the go around might have been prevented. Traffic was below and behind and slightly overtaking us.

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Original NASA ASRS Text

Title: A319 ON APCH GETS TCAS TA FROM TFC ON PARALLEL RWY AND EXECUTES A GAR. A319 THEN EXPERIENCED FLAP MALFUNCTION AND DECLARED AN EMER. LNDG WAS UNEVENTFUL.

Narrative: ON APCH TO ZZZ AT APPROX 7500 FT MSL; WE RECEIVED A TCAS RA GENERATED FROM PARALLEL TFC THAT WAS BEHIND US AND NOT IN SIGHT. A GAR WAS INITIATED AND CLB TO ATC INSTRUCTED ALT OF 8000 FT WAS ACCOMPLISHED. CLEAN-UP AND ACCELERATION WAS NORMAL UNTIL A WINGTIP BRAKE ECAM WAS TRIGGERED; WITH FLAPS SELECTED IN POS #1. SPD AT THAT TIME WAS 190 KIAS AND SPD WAS SELECTED TO PREVENT FURTHER ACCELERATION. ECAM ACTION WAS COMPLETED. FOM WAS CONSULTED. ALL PROCS WERE FOLLOWED INCLUDING CALCULATION OF VREF ADDITIVE AND INCREASED LNDG DISTANCE. OUR FUEL SIT WAS CONSIDERED AND WE AGREED TO BE ON THE GND WITH NO LESS THAN 4000 LBS. WE DECLARED AN EMER TO ATC WITH A REQUEST TO HAVE THE CFR EQUIP TO BE STANDING BY. ATC VECTORED US N OF THE ARPT UNTIL WE NOTIFIED THEM WE WERE READY TO COMMENCE THE APCH. DISPATCH WAS ALSO NOTIFIED. APCH WAS HAND FLOWN WITH SPD SELECTED. TOUCHDOWN WAS IN THE TOUCHDOWN ZONE AT APPROX 2000 FT FROM APCH AND END OF RWY. ACFT DECELERATED NORMALLY AND WE EXITED AT TXWY AND CONTINUED TO GATE NORMALLY. ADDITIONAL DETAILS; WX VISIBILITY GREATER THAN 10 MI; WINDS WERE AT 190 DEGS AT 28 KTS GUSTING TO 38 KTS. INITIAL CONFIGN WAS MADE AT SPDS BELOW COMPANY SPDS FOR FLAP/GEAR SETTINGS. FLAP SELECTOR IN POS #3. V-APCH WAS FLOWN SELECTED AT 154 KIAS. VREF 129 KTS +25 KTS. LNDG DISTANCE WAS INCREASED BY 35%. AUTOBRAKES WERE USED. ATC DID NOT ALERT US TO PARALLEL TFC. IF WE HAD ACQUIRED TFC VISUALLY SOONER IN THE APCH; THE GAR MIGHT HAVE BEEN PREVENTED. TFC WAS BELOW AND BEHIND AND SLIGHTLY OVERTAKING US.

Data retrieved from NASA's ASRS site as of January 2009 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.