B757 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Type 194
ATC Issue All Types; Conflict Ground Conflict; Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Airspace Structure; Human Factors; Airport; Procedure
We were cleared to land. At approximately 4 miles; saw an A380 cross the hold short line. Approach target speed of 137 kts reached by 1;000 ft and our aircraft was fully configured; on glideslope and on centerline. The A380 was given takeoff clearance. I remarked that it would be close. The A380 did not begin to roll. We noted that it wasn't going to work; that he wasn't rolling. At 500 ft we could see that the A380 had barely begun to roll; and the FO (First Officer) queried tower; asking 'Tower; how's this going to work?' Tower replied; 'It isn't; cancel landing clearance; climb and maintain 3;000 ft; heading 265.'We executed a good go-around; following profile exactly; though we were a bit slow getting gear up (second request from PF). We turned immediately to 265 heading; maintained ref speed and then selected 180 and retracted flaps to 5 as we accelerated through 170. We hit ALT CAP; and selected AP on. Tower requested climb to 3;100 ft (terrain separation or radar minimum; I reckon). We caught sight of a Cessna 172 at our 11; heading North west; and passed about 400 ft under him (TCAS data). ATC called him out several seconds after we caught sight.Vectored back around and landed without event.Two critical points: 1. Insufficient separation on final was caused by a tight interval take off clearance for the A380 and a lengthy delay on the runway from their crew.2. VFR Traffic on the go-around presented a threat had we not precisely executed the clearance.Selection of flaps 5 and an intermediate speed allowed the AP to be engaged sooner while preventing the possibility of flap overspeed. Early AP engagement reduced workload; which allowed traffic acquisition before ATC called it out. I was really pleased with our performance and the excellent PM (Pilot Monitoring) execution of the FO. The whole evolution was executed smoothly and minimized risk.
B757 Captain reported that while on final another aircraft was given takeoff clearance on the same runway; causing them to go-around.