Narrative:

On ILS runway 22 lga; several small aircraft had reported only +/-10 KTS on final approach at approximately 400 ft. We were cleared for the approach; ILS runway 22. Flight conditions light to moderate chop and light to moderate rain only. Moderate rain on radar displayed more than 3 mi west of lga. By 1000 ft AGL; rain was starting to display within 2 mi of lga and increasing in intensity. By 600 ft; rain display showed red and magenta near airport. Turbulence was now approaching moderate and airspeed showed +/- 15 KT deviation. Go around was commenced at approximately 600 ft AGL. During go around; airspeed fluctuation exceeded +/-35 KTS. PIREP was issued. ATC commanded leveloff at 1000 ft MSL. Our flight replied unable due to moderate to severe turbulence and airspeed fluctuations greater than +/-40 KTS. Aircraft returned to lga when WX got better; for an uneventful landing. Several maintenance problems that occurred on way to lga and late arrival at pit for pit-lga leg contributed to high workload and event. Aircraft out of heavy maintenance without test hop contributed to problems. No first officer rain repellant contributing factor. Airbus ground speed minimum forced aircraft to hold indicated airspeed too high to fit in with existing traffic. Both our airbus and another company airbus were forced into a go around situation because ground speed minimums kept aircraft too fast to follow dash 8 aircraft and regional jet aircraft in sequence. Ground speed minimum was also unusable because of potential flap overspd problems. Aircraft was unable to cope with any of the approach or missed approach speeds in autoflt; requiring hand flown manual throttle; LLWS go around. This autoflt system is a horrible design for low level gars and approachs in windy WX.

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Original NASA ASRS Text

Title: AN A319 CREW EXECUTED A GAR IN TURB WITH +/-40 KT WINDS BECAUSE GND SPD MINIMUMS DID NOT SLOW THE ACFT ENOUGH TO FOLLOW SLOWER TFC AND ALSO CREATED A POTENTIAL FLAP OVERSPD CONDITION.

Narrative: ON ILS RWY 22 LGA; SEVERAL SMALL ACFT HAD RPTED ONLY +/-10 KTS ON FINAL APCH AT APPROX 400 FT. WE WERE CLRED FOR THE APCH; ILS RWY 22. FLT CONDITIONS LIGHT TO MODERATE CHOP AND LIGHT TO MODERATE RAIN ONLY. MODERATE RAIN ON RADAR DISPLAYED MORE THAN 3 MI W OF LGA. BY 1000 FT AGL; RAIN WAS STARTING TO DISPLAY WITHIN 2 MI OF LGA AND INCREASING IN INTENSITY. BY 600 FT; RAIN DISPLAY SHOWED RED AND MAGENTA NEAR ARPT. TURB WAS NOW APCHING MODERATE AND AIRSPD SHOWED +/- 15 KT DEV. GAR WAS COMMENCED AT APPROX 600 FT AGL. DURING GAR; AIRSPD FLUCTUATION EXCEEDED +/-35 KTS. PIREP WAS ISSUED. ATC COMMANDED LEVELOFF AT 1000 FT MSL. OUR FLT REPLIED UNABLE DUE TO MODERATE TO SEVERE TURB AND AIRSPD FLUCTUATIONS GREATER THAN +/-40 KTS. ACFT RETURNED TO LGA WHEN WX GOT BETTER; FOR AN UNEVENTFUL LNDG. SEVERAL MAINT PROBS THAT OCCURRED ON WAY TO LGA AND LATE ARR AT PIT FOR PIT-LGA LEG CONTRIBUTED TO HIGH WORKLOAD AND EVENT. ACFT OUT OF HVY MAINT WITHOUT TEST HOP CONTRIBUTED TO PROBS. NO FO RAIN REPELLANT CONTRIBUTING FACTOR. AIRBUS GND SPD MINIMUM FORCED ACFT TO HOLD INDICATED AIRSPD TOO HIGH TO FIT IN WITH EXISTING TFC. BOTH OUR AIRBUS AND ANOTHER COMPANY AIRBUS WERE FORCED INTO A GAR SITUATION BECAUSE GND SPD MINIMUMS KEPT ACFT TOO FAST TO FOLLOW DASH 8 ACFT AND REGIONAL JET ACFT IN SEQUENCE. GND SPD MINIMUM WAS ALSO UNUSABLE BECAUSE OF POTENTIAL FLAP OVERSPD PROBS. ACFT WAS UNABLE TO COPE WITH ANY OF THE APCH OR MISSED APCH SPDS IN AUTOFLT; REQUIRING HAND FLOWN MANUAL THROTTLE; LLWS GAR. THIS AUTOFLT SYS IS A HORRIBLE DESIGN FOR LOW LEVEL GARS AND APCHS IN WINDY WX.

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