B747 Undifferentiated or Other Model
Air Traffic Control Fully Certified
Situational Awareness; Workload; Communication Breakdown
ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew Executed Go Around / Missed Approach
Weather; Procedure; Human Factors
This information is based on what I viewed on a replay of my own position. First off; [Runway] XXL; ZZZ southeast plan; is not the normal operation the area runs and is usually accompanied by strong compression which must be carefully watched the first couple of minutes to get a feel for how to run the finals to ensure best efficiency with appropriate spacing. The day of the occurrence I did my first few sessions on the outboards and didn't know exactly how the compression was affecting final; so that took my attention when I first assumed the position along with setting up my display. I received the briefing from the previous Controller and I inherited 4 aircraft. Aircraft A was on a 6 mile final. Aircraft B was on a 10.5 mile final. A B747; Aircraft C; was on a 15 mile final. Aircraft D was on a modified dog leg for XXL. The three aircraft on final were; in my opinion and past experience; 'tight' so that was also taking my attention to ensure that no surprise compression would compromise spacing. A B737 was on approach to ZZZ1 ILS Runway YY and was approximately on a 13 mile final and was not on my frequency. I slowed Aircraft A down for spacing for an aircraft on short final and shipped him to the Tower. I then slowed the B747 down then I slowed down Aircraft B then shipped Aircraft B to the Tower. I shipped the B747 on a 6 or 7 mile final. Watching replay; I saw the B737 break off the approach; which I was told caused by an evasive maneuver to avoid wind shear; and climbed into an unsafe proximity to the B747. When the targets were on top of each other the B747 altitude was 3;000 FT and the B737 altitude was 4;000 FT. I was told the closest they got were 1.5 miles 700 FT. This was the first time I have ever seen that event happen before. The Conflict Alert did not go off and the B747 did not raise any concern about the B737 with regards to TCAS. During the event I never observed the B737 begin its go around as I was preoccupied with assuming the position; setting up my display; ensuring spacing was appropriate on a 'tight' final and getting the aircraft on the modified base leg was in proper position to follow the heavy the B747. I did not receive any coordination from either the ZZZ1 RADAR Final Controller nor from ZZZ1 Tower that the B737 was about to penetrate my airspace. The Data Block was never 'pushed up' to me to grab my attention. I should have made the traffic call; but was preoccupied with the events above. In the event of a go around on ZZZ1 Runway YY; either ZZZ1 Tower or the ZZZ1 RADAR Final Coordinator needs to immediately verbally coordinate with [Sector X TRACON] what the aircraft is doing and to 'push up' the Data Block to Sector X. If I had observed the traffic; at best I could only give a traffic call because I did not know the intentions of the B737 because there was no coordination whatsoever. I would also recommend that the on the ZZZ1 Runway YY ILS approach plate have a note that in the event of a go around to be aware the ZZZ final to XXL crosses right over them on a 6 mile final at 2;900 FT (ABCDE crossing restriction.)
During an attempted night ILS in weather to Runway YY at ZZZ1; I encountered windshear. As Captain; I was vectored to final and cleared for the approach. Near 2;600 FT MSL; we encountered windshear; losing 30 KTS. The autopilot pitched up 25 degrees attempting to maintain altitude. I abandoned the approach and initiated a recovery. The altitude and speed were stabilized at 3;000 FT MSL. The Tower and TRACON coordinated our missed approach. We did receive a TA for ZZZ traffic without an RA. Our altitude assignment was adjusted to 5;000 FT MSL and we were vectored for a second and successful approach and landing. The missed approach was complicated by the fact that we were unable to complete the descent to the initial altitude of 1;800 FT MSL. We were therefore not able to descend on the glideslope and recover at the lower charted missed approach altitude.
TRACON Controller described a conflict involving traffic landing at different airports while established on crossing ILS courses. One aircraft received a windshear alert requiring an immediate climb into higher crossing traffic.