Narrative:

During taxi out; we noted brake temps on right wheel at 280-290; so we briefed leaving the gear down for a couple of minutes to cool brakes. Shortly after takeoff; we got an ECAM for hot brakes and left the gear hanging for approx 3 minutes to cool them. At about 190 KTS; the ECAM went away; so I raise the gear on the captain's order. The gear raised but the gear doors remained partially extended and we received an ECAM; which directed us to recycled the gear. We put the gear back down; got three green but the gear doors remained partially extended. We raised the gear handle and the gear raised but the gear doors remained partially extended. We notified departure of our situation and requested vectors back to land on the right runway. While on final; tower reported microburst alerts for the right and left. We executed a go-around; initially to 7000 and then to 9000. During the climb; we got significant airspeed changes (20-30 KTS). With the autopilot on; the aircraft did not level at 9000 and as we approached 9500; I disengaged the autopilot and returned the aircraft to 9000. After approximately 30 minutes of holding; we received vectors to the left. While on base; we noted another aircraft malfunction with an amber steering on the wheels page. At this point we suspected we would not have steering upon landing so we declared an emergency with approach and told them we may not be able to clear the runway. After landing; the nosewheel steering was inop and we stopped on runway and had aircraft towed back to gate.

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Original NASA ASRS Text

Title: An A320 departed with hot brakes after the in-flight cooling procedure the gear door would not close following gear retraction. Upon return to the airport; the aircraft autopilot failed to capture an assigned altitude. After landing the nose wheel steering failed to operate.

Narrative: During taxi out; we noted brake temps on right wheel at 280-290; so we briefed leaving the gear down for a couple of minutes to cool brakes. Shortly after takeoff; we got an ECAM for hot brakes and left the gear hanging for approx 3 minutes to cool them. At about 190 KTS; the ECAM went away; so I raise the gear on the Captain's order. The gear raised but the gear doors remained partially extended and we received an ECAM; which directed us to recycled the gear. We put the gear back down; got three green but the gear doors remained partially extended. We raised the gear handle and the gear raised but the gear doors remained partially extended. We notified Departure of our situation and requested vectors back to land on the right runway. While on final; Tower reported Microburst alerts for the right and left. We executed a go-around; initially to 7000 and then to 9000. During the climb; we got significant airspeed changes (20-30 KTS). With the autopilot on; the aircraft did not level at 9000 and as we approached 9500; I disengaged the autopilot and returned the aircraft to 9000. After approximately 30 minutes of holding; we received vectors to the left. While on base; we noted another aircraft malfunction with an amber STEERING on the Wheels page. At this point we suspected we would not have steering upon landing so we declared an emergency with Approach and told them we may not be able to clear the runway. After landing; the nosewheel steering was inop and we stopped on runway and had aircraft towed back to gate.

Data retrieved from NASA's ASRS site as of April 2012 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.