Narrative:

Flight was uneventful until turning final for runway 33L at bwi. ATC tried to put a 737 in front of us and asked us to slow to final speed. We quickly configured for a configured 3 landing and the automation was actively being used. I noticed the airspeed slowing below the assigned value followed shortly by a 'speed; speed' aural alert. I elected to perform a soft go-around but failed to follow the SOP after cycling the power to takeoff go around (toga) and back to climb. I asked the first officer (first officer) to get a turn back to the approach. During the acceleration; I discovered that the speed brakes were deployed causing the 'speed' alert. I stowed the speed brakes and began the assigned turn and a climb to 3;000. There was confusion about the altitude and the direction of the turn between the crew and the controller. We agreed it was a left turn the long way around back to the final approach course and coordinated a new altitude assignment. I was hand flying with the aircraft still in config 3 and with the flight director commanding an opposite turn. We rebuilt the automation and landed without further incident.ATC should not have attempted to squeeze the 737 inside of us. That created unnecessary pressure and would not likely have worked even without pilot induced error. I failed to monitor the spoilers. I executed a go-around but did not complete the procedure per the SOP.I climbed to 3;000 feet in VMC but without proper coordination.I failed to reestablish the automation in a timely and methodical manner.ATC prioritized incorrectly by asking questions about why we went around prior to issuing a clear and unambiguous clearance.the first officer and I continued to fly the plane; monitor the path; and coordinate with ATC and limited the event to a minor deviation of sops and did not let the error become something worse.

Related reports:

Google
 

Original NASA ASRS Text

Title: An A320 Captain reported executing a go-around after receiving a 'Speed' aural alert related to spoiler extension that was not noticed.

Narrative: Flight was uneventful until turning final for Runway 33L at BWI. ATC tried to put a 737 in front of us and asked us to slow to final speed. We quickly configured for a configured 3 landing and the automation was actively being used. I noticed the airspeed slowing below the assigned value followed shortly by a 'Speed; Speed' aural alert. I elected to perform a soft go-around but failed to follow the SOP after cycling the power to Takeoff Go Around (TOGA) and back to CLIMB. I asked the First Officer (FO) to get a turn back to the approach. During the acceleration; I discovered that the speed brakes were deployed causing the 'speed' alert. I stowed the speed brakes and began the assigned turn and a climb to 3;000. There was confusion about the altitude and the direction of the turn between the crew and the controller. We agreed it was a left turn the long way around back to the final approach course and coordinated a new altitude assignment. I was hand flying with the aircraft still in config 3 and with the flight director commanding an opposite turn. We rebuilt the automation and landed without further incident.ATC should not have attempted to squeeze the 737 inside of us. That created unnecessary pressure and would not likely have worked even without pilot induced error. I failed to monitor the spoilers. I executed a go-around but did not complete the procedure per the SOP.I climbed to 3;000 feet in VMC but without proper coordination.I failed to reestablish the automation in a timely and methodical manner.ATC prioritized incorrectly by asking questions about why we went around prior to issuing a clear and unambiguous clearance.The FO and I continued to fly the plane; monitor the path; and coordinate with ATC and limited the event to a minor deviation of SOPs and did not let the error become something worse.

Data retrieved from NASA's ASRS site 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.