Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Fatigue; Confusion; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On approach ILS 09R; tower broke us off approach suddenly with right turn to 180 climb to 3;000 feet.  First Officer (FO) dialed in heading and about 600 FPM climb since we had less than 1;000 feet to climb.  When I looked at FMA and the aircraft was not responding; I informed him so and advised him to hand fly.  He was hesitant to do so and continued to attempt to get the autopilot to follow his commands.I then told him we've got to follow ATC's instruction and said let's do a soft go around.  He was hesitant but finally clicked off the auto pilot however did not go to Takeoff Go-Around (TOGA). His speed was around Vapp so I told him to disconnect auto thrust and increase his speed.  Our altitude was 3;300 feet so I told him to level at 3;000.  At this point I think he disconnected the Auto Thrust but left it in Climb.With altitude alert sounding and answering ATC; I saw speed increasing.  I said to pull thrust to idle.  He was hesitant again so I retracted flaps as speed approached overspeed limit.  I believe we were 10 knots over speed limit for flaps 2.  Hand flying; the aircraft speed kept increasing to about 300 knots and descending to 2;000 feet.  At this point I said 'my aircraft'; got thrust to idle and climbed back to 3;000 feet; hooked the auto pilot back up. Rest of flight was back in the green.


Second narrative: Shortly after descent commenced; ATC canceled approach clearance and told us to turn to 180 and climb to 3;000. I set 3;000 on altitude alerter and 180 on heading selector and spun up Vertical speed (VS) to around 300 fpm up. Either at the same time or shortly after I initiated that action we captured GS and that pilot action had no effect. My thinking was still in the simple change of heading and altitude mode; (level flight at altitude); and due to what I believe was fatigue; (not from the previous night's sleep of which I got 8 1/2 hours; but from the cumulative effects of 4 very early morning days in a row).In obvious retrospect a 'soft go around' would have been the appropriate action; however between just a simple climb and turn instruction and my thought process; I again tried to effect the change; this time with a pull on the altitude controller to activate open climb mode; (at which time it I must have moved it to 3;300 feet); and another pull on the heading selector; both to no avail. That was about when I disconnected the autopilot and commenced a turn. In the climb the airspeed would not increase because we were not in the correct mode but there was at least sufficient climb to raise the gear to reduce drag. Moments later the captain stated we should be at 3;000 feet; and reset the alerter which then started the attitude alerter blaring. The captain stated I should have done a soft Go Around and as I was already high; it seemed counter intuitive to do that but I realized my error and attempted to do so but apparently with all the noise and problems; I only got the Thrust Levers to the MCP detent vice the Takeoff Go Around detent; thus compounding an already poor situation. Trying to correct altitude and bring on an increase in airspeed; I started a descent. As I had obviously lost the bubble; with me now descending the aircraft; the Captain took controls; leveled the aircraft and returned to 3;000 feet by disconnecting auto thrust. Total altitude lost was around 800 feet. Having completing 2 prior nearly perfect go-arounds in the past several months; (one for a vehicle that tower didn't think would stop short of the runway; and the other for no-contact at minimums); I thought I was prepared but was certainly not. With over 35 years of flight experience; and having never committed an error this egregious let alone having the other pilot taking the controls has been a humbling experience.


Synopsis: A321 flight crew were issued go around instructions just prior to glideslope capture. The fatigued First Officer incorrectly performed the go around maneuver causing the Captain to take over and return for another approach. The highly experienced First Officer also attributes his poor performance to a lack of Mode Awareness.