Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain; Windshear
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Human-Machine Interface; Distraction; Confusion; Communication Breakdown; Time Pressure; Workload; Training / Qualification
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Aircraft type A319 flaps 3; ignition on for adverse conditions at our destination. We were joining ILS 9L at 1;800 FT. Tower announced windshear alert. Two seconds later Engine 2 thrust lever disagreement; Autothrust failed; Engine 1 went MCT. Engine 2 went idle I believe. I was busy climbing flying missed and making sure the aircraft didn't over speed. We were in the process of going around just before the engine failed. Go around due to the wind shear announcement from Tower. However for the first 5-10 seconds on the go around we were unclear if it was windshear event; autothrust issue; or an engine failure due to the turbulence; extreme rain and speed variations from the shears. Due to windshear; and at that time unknown reason; Engine 2 was going idle. We decided to divert to a nearby airport. Captain then swapped roles; declared emergency and requested emergency vehicles due to unknown issue with engine. I ran ECAM; checklists and comm. I contacted Maintenance Control through patch. Confirmed what we saw was what they saw. Got diversion clearance from Dispatcher and weather and coordinated. An announcement by Captain was made to flight attendants about what to expect due to the short leg and me being so busy. I coordinated setup approach by then we were turning final. Approach vectored us in too close and high. Additionally; Approach dropped out; we re-vectored; I reinserted Approach 10L; ran checklists and we landed without incident. Trucks met us on runway. Did sweep gave; us all clear. We parked in remote; started APU and shut down. Called company for instruction. It was very busy few minutes in air. Just as we are deplaning a passenger has loss of sensation in arm. Called Station Manager assigned to issue as he was making an announcement on the aircraft. I personally feel that the Airbus fleet needs to be completely de-powered once each day and rebooted. I'd be surprised to hear that the switch replaced was actually bad. I would bet that it was probably reset. These planes get a lot of ECAMs on power transfer from gate to APU that go away and come back later in flight. Some of these power transfers are very hard as the planes almost go black and come back on. I've heard rumors of some airlines now completely de-powering their Airbus's 1-2 times a day; I would be interested in the effects of this practice? Other then that there really is nothing one can due to avoid this type of loss of engine power.




Synopsis: During a windshear go around in turbulence and heavy rain; an A319 engine failed so the flight diverted to a nearby airport but ATC vectored the aircraft too close and another go around was executed before landing.