Narrative:

After a lengthy and fatiguing duty day due to delays with initial departure out of ZZZ1 and also out of ZZZ2; we got to a visual pattern clearance from ZZZ1 tower on our final leg. We were following a B747. Everything up until short final had been ok with about 3-4 mi spacing on the preceding heavy jet. During the landing rollout; the heavy jet failed to clear at the tower requested taxiway; instead remaining on the runway and slowing his rollout considerably. We were instructed by ZZZ1 tower to execute a go around from about 500 ft RA. During the go around; the PF (captain) exceeded the go around altitude by several hundred ft and was slow to correct despite several warnings by the PNF (first officer) to watch altitude and correct. Also; the go around sequence was not executed in correct sequence as the PF forgot to request flap retraction. As the PNF; I retracted flaps one position per SOP prior to overspeed. I later had to make several advisements to the PF about approaching the flaps 3 degrees overspeed. After clearing the runway from landing; PF did not comply with the ground controller's taxi instructions and failed to hold short of 2 separate txwys. We eventually were able to get a new taxi routing from ground and proceeded to the gate without further incident. I believe the problems encountered were the direct result of a very long and exhaustive duty day. We had a significant delay before our first departure due to a maintenance issue; and a second extensive delay due to traffic flow out of ZZZ2.

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Original NASA ASRS Text

Title: AN A320 FO REPORTS CAPT'S GO AROUND PROCEDURAL ERRORS AFTER AN ATC DIRECTED GAR. AFTER LNDG TAXI ERRORS WERE MADE. CREW CITES FATIGUE.

Narrative: AFTER A LENGTHY AND FATIGUING DUTY DAY DUE TO DELAYS WITH INITIAL DEP OUT OF ZZZ1 AND ALSO OUT OF ZZZ2; WE GOT TO A VISUAL PATTERN CLRNC FROM ZZZ1 TWR ON OUR FINAL LEG. WE WERE FOLLOWING A B747. EVERYTHING UP UNTIL SHORT FINAL HAD BEEN OK WITH ABOUT 3-4 MI SPACING ON THE PRECEDING HVY JET. DURING THE LNDG ROLLOUT; THE HVY JET FAILED TO CLR AT THE TWR REQUESTED TXWY; INSTEAD REMAINING ON THE RWY AND SLOWING HIS ROLLOUT CONSIDERABLY. WE WERE INSTRUCTED BY ZZZ1 TWR TO EXECUTE A GAR FROM ABOUT 500 FT RA. DURING THE GAR; THE PF (CAPT) EXCEEDED THE GAR ALT BY SEVERAL HUNDRED FT AND WAS SLOW TO CORRECT DESPITE SEVERAL WARNINGS BY THE PNF (FO) TO WATCH ALT AND CORRECT. ALSO; THE GAR SEQUENCE WAS NOT EXECUTED IN CORRECT SEQUENCE AS THE PF FORGOT TO REQUEST FLAP RETRACTION. AS THE PNF; I RETRACTED FLAPS ONE POS PER SOP PRIOR TO OVERSPEED. I LATER HAD TO MAKE SEVERAL ADVISEMENTS TO THE PF ABOUT APCHING THE FLAPS 3 DEGS OVERSPEED. AFTER CLRING THE RWY FROM LNDG; PF DID NOT COMPLY WITH THE GND CTLR'S TAXI INSTRUCTIONS AND FAILED TO HOLD SHORT OF 2 SEPARATE TXWYS. WE EVENTUALLY WERE ABLE TO GET A NEW TAXI ROUTING FROM GND AND PROCEEDED TO THE GATE WITHOUT FURTHER INCIDENT. I BELIEVE THE PROBS ENCOUNTERED WERE THE DIRECT RESULT OF A VERY LONG AND EXHAUSTIVE DUTY DAY. WE HAD A SIGNIFICANT DELAY BEFORE OUR FIRST DEP DUE TO A MAINT ISSUE; AND A SECOND EXTENSIVE DELAY DUE TO TFC FLOW OUT OF ZZZ2.

Data retrieved from NASA's ASRS site as of May 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.