MD-11
Flight Crew Last 90 Days 50; Flight Crew Total 12000; Flight Crew Type 1500
Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Airport; Procedure; Weather
Winds at EWR [were] reporting 310/18 kts gusting 26 kts. But changing constantly. At 100 feet we had a gain of 10 kts followed by a loss of 15 kts at 50 feet. We were sinking at an unstable rate. I immediately set Go Around thrust and we were flying the missed approach profile 060 heading to 2;500 feet. At about 1;000 feet I saw an airplane in the left corner of my eye crossing our path. I elected to level to 1500 feet and shortly thereafter we received an RA to stay level at that altitude. A lot of radio chatter was taking place during our instructions from the tower to take an immediate right turn to 080 to avoid the traffic. We then turned and climbed to the missed approach altitude of 2;500. Later after reviewing the situation; the departure SID for 4L crosses the departure path of 4R. When you fly the missed approach for 4R to the same altitude both flight paths can cross depending on where the takeoff aircraft on 4L is located. We took corrective action before the RA actually occurred. If we would have climbed to 2;500 and not have turned right; it could have been a closer midair situation.
We were cleared for the visual for Runway 4R. We decided to add 2 knots to the approach speed because winds were changing and there was a short runway. We had a gain of 10 kts plus of wind at 500 feet; and the autothrottles came back as the aircraft became slightly high. The captain noted this and we continued the approach in bumpy and gusty conditions. At 200 feet the aircraft was on speed and began to slow rapidly. We were sinking rapidly and I called for the captain to add power. He responded promptly but the aircraft had lost 15 kts at 100 feet. The radar altimeter started calling out altitudes rapidly. The captain called Go Around thrust and we executed the missed approach profile 060 heading to 2;500 feet. I was busy configuring the aircraft and working the radios when I noticed another aircraft in our path. The captain leveled the aircraft at 1500 feet and maintained heading of 060. The other aircraft was a slower regional jet that appeared to have taking off Runway 4L. There was lots of congestion on the radio and we were busy so I reported a Go around to tower and continued my duties. After some confusion on the radio tower told us to turn to a heading of 080. We complied but in the meantime we received a TA concerning the [other aircraft]. We turned right and when we were clear; resumed our climb. The other aircraft was in visual contact the entire time and the captain maintained a safe distance. The SID procedure for Runway 4L also has departing aircraft turn to heading 060. A faster MD11 going around on Runway 04R heading 060; will eventually overtake a slow regional jet heading 060 on takeoff of Runway 04L. Especially when there is a left to right crosswind. I believe we handled the event well but the procedures for departures in Newark need some work!
MD11 flight crew reported going around at low altitude from an approach to Runway 4R at EWR due to windshear. They then discovered that they were in conflict with a departure from Runway 4L and level off at 1;500 feet just as TCAS announces the conflict. Post flight reveals that the EWR2 SID and the missed approach procedure for Runway 4L are initially identical.