Narrative:

Captain was PF. ATIS listed runway 8 as runway in use for landing. Initial contact with abq approach told to expect visual approach to runway 8. During arrival phase; briefed and set FMGC/radios for visual approach to runway 8 backed up by ILS. Following switch of approach control frequencys; and approximately 25 mi east of abq; was told to descend to 10000 ft; that the winds were shifting to southwest at about 6 KTS; and expect visual to runway 26. We were held at 10000 ft until approximately 10 mi east of field due to rapidly rising terrain east of abq. Upon crossing ridgeline and about 8 mi east of runway 26 approach end; assigned heading of 240 degrees. Approach controller asked if we had field in sight. When we responded yes; we were cleared for a visual approach to runway 26 via a left base leg entry. I had already slowed to 190 KTS and flaps 1 prior to this; so I slowed further to a selected speed of 170 and called for flaps 2; then 3 on schedule. Was hand flying at this point with autothrottles on. Made a left turn back to about a 330-340 degree heading for the base leg while descending toward 6800 ft. At this point I realized that the final would have to be shorter than planned because of the terrain that rises to 6900 ft (about 1600 ft AGL) at about 7 mi east of the runway threshold. I called for gear down; final checklist as slowed to 165. Then called for final flaps; flying at 165 KTS in descent. When reasonably comfortable with how descent was progressing; I called for managed speed. At this time; engines spooled up significantly; causing speed to increase to 182 KTS (5 KT overspeed). I disengaged the autothrust by bringing the thrust levers to idle; slowed back to approach speed; and proceeded to land manually. After clearing the runway; I realized we had not activated and confirmed the approach after the runway change was issued by ATC. The approach was much more compressed (distance and time); there is terrain extremely close to runway 26 threshold (thus no published iaps); and the runway change was completely unexpected; all adding up to a very busy visual approach. After shutdown/securing aircraft at the gate; we wrote up the overspeed and followed up with a phone call to maintenance.

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Original NASA ASRS Text

Title: A319 FLAP OVERSPEED OCCURRED ON THE APCH. THRUST INCREASED DURING THE DESCENT BECAUSE THE FMS WAS NOT IN THE APCH MODE.

Narrative: CAPT WAS PF. ATIS LISTED RWY 8 AS RWY IN USE FOR LANDING. INITIAL CONTACT WITH ABQ APCH TOLD TO EXPECT VISUAL APCH TO RWY 8. DURING ARRIVAL PHASE; BRIEFED AND SET FMGC/RADIOS FOR VISUAL APCH TO RWY 8 BACKED UP BY ILS. FOLLOWING SWITCH OF APCH CONTROL FREQS; AND APPROX 25 MI EAST OF ABQ; WAS TOLD TO DESCEND TO 10000 FT; THAT THE WINDS WERE SHIFTING TO SW AT ABOUT 6 KTS; AND EXPECT VISUAL TO RWY 26. WE WERE HELD AT 10000 FT UNTIL APPROX 10 MI EAST OF FIELD DUE TO RAPIDLY RISING TERRAIN EAST OF ABQ. UPON CROSSING RIDGELINE AND ABOUT 8 MI EAST OF RWY 26 APCH END; ASSIGNED HEADING OF 240 DEGS. APPROACH CONTROLLER ASKED IF WE HAD FIELD IN SIGHT. WHEN WE RESPONDED YES; WE WERE CLEARED FOR A VISUAL APCH TO RWY 26 VIA A LEFT BASE LEG ENTRY. I HAD ALREADY SLOWED TO 190 KTS AND FLAPS 1 PRIOR TO THIS; SO I SLOWED FURTHER TO A SELECTED SPEED OF 170 AND CALLED FOR FLAPS 2; THEN 3 ON SCHEDULE. WAS HAND FLYING AT THIS POINT WITH AUTOTHROTTLES ON. MADE A LEFT TURN BACK TO ABOUT A 330-340 DEG HDG FOR THE BASE LEG WHILE DESCENDING TOWARD 6800 FT. AT THIS POINT I REALIZED THAT THE FINAL WOULD HAVE TO BE SHORTER THAN PLANNED BECAUSE OF THE TERRAIN THAT RISES TO 6900 FT (ABOUT 1600 FT AGL) AT ABOUT 7 MI EAST OF THE RUNWAY THRESHOLD. I CALLED FOR GEAR DOWN; FINAL CHKLIST AS SLOWED TO 165. THEN CALLED FOR FINAL FLAPS; FLYING AT 165 KTS IN DESCENT. WHEN REASONABLY COMFORTABLE WITH HOW DESCENT WAS PROGRESSING; I CALLED FOR MANAGED SPEED. AT THIS TIME; ENGINES SPOOLED UP SIGNIFICANTLY; CAUSING SPEED TO INCREASE TO 182 KTS (5 KT OVERSPEED). I DISENGAGED THE AUTOTHRUST BY BRINGING THE THRUST LEVERS TO IDLE; SLOWED BACK TO APPROACH SPEED; AND PROCEEDED TO LAND MANUALLY. AFTER CLEARING THE RUNWAY; I REALIZED WE HAD NOT ACTIVATED AND CONFIRMED THE APPROACH AFTER THE RUNWAY CHANGE WAS ISSUED BY ATC. THE APPROACH WAS MUCH MORE COMPRESSED (DISTANCE AND TIME); THERE IS TERRAIN EXTREMELY CLOSE TO RUNWAY 26 THRESHOLD (THUS NO PUBLISHED IAPS); AND THE RUNWAY CHANGE WAS COMPLETELY UNEXPECTED; ALL ADDING UP TO A VERY BUSY VISUAL APPROACH. AFTER SHUTDOWN/SECURING AIRCRAFT AT THE GATE; WE WROTE UP THE OVERSPEED AND FOLLOWED UP WITH A PHONE CALL TO MAINT.

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.