Narrative:

Arriving on the fusel STAR to runway 9L fll provided no complications. We were instructed to intercept the localizer and cleared for the ILS runway 9L fll approach by the mia approach controller. We then switched over to the fll tower and informed them that we were just outside of novae inbound on the ILS runway 9L fll approach. The aircraft was fully configured within 1-2 mi of novae and completing the landing checklist. No stabilized approach criteria were compromised. The tower issued us a landing clearance for fll runway 9L. At approximately 1000 ft; we received an RA message from the TCAS system informing us of traffic -200 ft and 1-2 mi ahead. The tower did not provide any awareness that there would be a helicopter below the GS during the approach and landing. As appropriate; the captain executed a go around and we began to climb to 4000 ft. The fll tower controller was confused as to why we were going around and queried us as to our actions. Speed began rising rapidly and we retracted flaps to 1 degree on schedule. The controller stated that we were still cleared to land after we told him that we had an RA -- the controller did not seem to care about the situation. We told him that we were going around still because we were not in any position to land. He assigned a heading and altitude and instructed us to contact the approach controller again. During the go around event; the PF did not advance the thrust levers to the toga detent; and the flight plan did not sequence; it dropped out completely when the computer sensed that we 'passed' the airport. The entire situation caught me off guard (no TCAS TA; just RA) and I failed to make the appropriate 'positive rate' call-out to the PF to prompt gear retraction. I was more caught up with the controller instructions and then reprogramming the box and retracting the flaps. On the second approach; we were fully configured again just inside novae; on a stabilized approach. We received a TCAS TA of another helicopter above the GS +400 from our position. Again; tower did not provide any information about these helicopters during our approach to landing (but later stated that he knew they were there and would pose no conflict). The second approach continued to a normal landing without any further complications. At no time did I or my captain have visual contact with any of the helicopters in the area. Improper ATC communication to the flight crew about aircraft in the vicinity of the GS. Improper priority of duties on my part (the pilot monitoring) to first aviate; navigation; then communication left the gear down during our climb and subsequent approach. Improper procedure of the PF to execute a go around solely in the climb detent. Improved communication from fll tower controller. Adherence to SOP's on a go around by the flight crew; however; at no time during the go around (after the RA) was the safety of the aircraft or the passenger and flight crew compromised.

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Original NASA ASRS Text

Title: A319 FLT CREW RECEIVES TCAS RA DURING ILS 9L AT FLL AND EXECUTES GAR. PF DOES NOT USE TOGA DETENT; PNF DOES NOT CALL POSITIVE RATE AND GEAR REMAINS DOWN THROUGHOUT THE GAR.

Narrative: ARRIVING ON THE FUSEL STAR TO RWY 9L FLL PROVIDED NO COMPLICATIONS. WE WERE INSTRUCTED TO INTERCEPT THE LOC AND CLRED FOR THE ILS RWY 9L FLL APCH BY THE MIA APCH CTLR. WE THEN SWITCHED OVER TO THE FLL TWR AND INFORMED THEM THAT WE WERE JUST OUTSIDE OF NOVAE INBOUND ON THE ILS RWY 9L FLL APCH. THE ACFT WAS FULLY CONFIGURED WITHIN 1-2 MI OF NOVAE AND COMPLETING THE LNDG CHKLIST. NO STABILIZED APCH CRITERIA WERE COMPROMISED. THE TWR ISSUED US A LNDG CLRNC FOR FLL RWY 9L. AT APPROX 1000 FT; WE RECEIVED AN RA MESSAGE FROM THE TCAS SYS INFORMING US OF TFC -200 FT AND 1-2 MI AHEAD. THE TWR DID NOT PROVIDE ANY AWARENESS THAT THERE WOULD BE A HELI BELOW THE GS DURING THE APCH AND LNDG. AS APPROPRIATE; THE CAPT EXECUTED A GAR AND WE BEGAN TO CLB TO 4000 FT. THE FLL TWR CTLR WAS CONFUSED AS TO WHY WE WERE GOING AROUND AND QUERIED US AS TO OUR ACTIONS. SPD BEGAN RISING RAPIDLY AND WE RETRACTED FLAPS TO 1 DEG ON SCHEDULE. THE CTLR STATED THAT WE WERE STILL CLRED TO LAND AFTER WE TOLD HIM THAT WE HAD AN RA -- THE CTLR DID NOT SEEM TO CARE ABOUT THE SITUATION. WE TOLD HIM THAT WE WERE GOING AROUND STILL BECAUSE WE WERE NOT IN ANY POS TO LAND. HE ASSIGNED A HDG AND ALT AND INSTRUCTED US TO CONTACT THE APCH CTLR AGAIN. DURING THE GAR EVENT; THE PF DID NOT ADVANCE THE THRUST LEVERS TO THE TOGA DETENT; AND THE FLT PLAN DID NOT SEQUENCE; IT DROPPED OUT COMPLETELY WHEN THE COMPUTER SENSED THAT WE 'PASSED' THE ARPT. THE ENTIRE SITUATION CAUGHT ME OFF GUARD (NO TCAS TA; JUST RA) AND I FAILED TO MAKE THE APPROPRIATE 'POSITIVE RATE' CALL-OUT TO THE PF TO PROMPT GEAR RETRACTION. I WAS MORE CAUGHT UP WITH THE CTLR INSTRUCTIONS AND THEN REPROGRAMMING THE BOX AND RETRACTING THE FLAPS. ON THE SECOND APCH; WE WERE FULLY CONFIGURED AGAIN JUST INSIDE NOVAE; ON A STABILIZED APCH. WE RECEIVED A TCAS TA OF ANOTHER HELI ABOVE THE GS +400 FROM OUR POS. AGAIN; TWR DID NOT PROVIDE ANY INFO ABOUT THESE HELIS DURING OUR APCH TO LNDG (BUT LATER STATED THAT HE KNEW THEY WERE THERE AND WOULD POSE NO CONFLICT). THE SECOND APCH CONTINUED TO A NORMAL LNDG WITHOUT ANY FURTHER COMPLICATIONS. AT NO TIME DID I OR MY CAPT HAVE VISUAL CONTACT WITH ANY OF THE HELIS IN THE AREA. IMPROPER ATC COM TO THE FLT CREW ABOUT ACFT IN THE VICINITY OF THE GS. IMPROPER PRIORITY OF DUTIES ON MY PART (THE PLT MONITORING) TO FIRST AVIATE; NAV; THEN COM LEFT THE GEAR DOWN DURING OUR CLB AND SUBSEQUENT APCH. IMPROPER PROC OF THE PF TO EXECUTE A GAR SOLELY IN THE CLB DETENT. IMPROVED COM FROM FLL TWR CTLR. ADHERENCE TO SOP'S ON A GAR BY THE FLT CREW; HOWEVER; AT NO TIME DURING THE GAR (AFTER THE RA) WAS THE SAFETY OF THE ACFT OR THE PAX AND FLT CREW COMPROMISED.

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.