Medium Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 10
Time Pressure; Distraction; Confusion; Communication Breakdown; Workload
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach
Airport; Airspace Structure; Procedure
Runway 04L/22R was undergoing a long term upgrade to its surface and building new taxiways. In an effort to maximize arrivals and departures; EWR has been using Runway 29 as the primary arrival runway. IFR arrivals were given the BRIDGE Visual Runway 29 Approach with some electing the ILS Runway 04R. The wind was from the northwest and with a steady velocity above 20 KTS and gusting since the day before to 40. The previous several arrivals and the next several as well were compressing from the south for the Bridge Visual. There was also an Air Carrier which was NORDO which I believe may have prompted the Arrival Controller to push his planes to me and get them away from the NORDO Air Carrier. Departure holes were getting smaller; but I had been able to get the Runway 04R with more than good room before the next arrival for Runway 29. Several aircraft were arriving; mainly Runway 29 and departing Runway 04L. I generally cleared the Runway 29 arrivals on initial contact; about 8 to 12 miles south southwest so approximately 5 or more arrivals were checking in; cleared to land and patterns being adjusted; (make short approach or widen out); to accommodate departures from Runway 04R or arrivals for Runway 04R. I instructed Aircraft X to line up and wait on Runway 04R. I asked them to be ready to go and said I'd call them in about 20 seconds or so. As the previous arrival went through the intersection; I cleared Aircraft X for takeoff. I lined up the next departure for Runway 04R. I looked at the rest of the landing pattern to make my next adjustment and realized Aircraft X did not start to move at all. I looked at the next arrival; the ASDE X and the wind to see if it would work. Aircraft X rolled and I thought the heavy head wind would slow Aircraft Y enough. It wasn't. The ASDE X alarm sounded 'Converging' and I sent Aircraft Y around. I tried to give traffic to Aircraft X and I think he said he saw Aircraft Y and would level out. I think I instructed Aircraft X to resume the EWR1 Departure and contact New York Departure. I believe I then was calling Aircraft Y by the wrong call sign; and tried to turn him away from TEB arrivals. I use his proper call sign and turn him and switched him as too.I think that this approach is a good one but not when arrivals are pushed in closely together. So better spacing for all of arrivals which can help take into account of the different paths the pilots fly to the Runway; (29); and the ILS 04R with the same Runway 29 arrivals. With the winds; an up and down Runway 29 may have been the better plan.
We were cleared to taxi to [Runway] 4R for departure and were number one. Tower instructed us to 'line up and wait; be ready for takeoff in about 20 seconds.' We performed all pre-takeoff checklists and complied with the 'line up and wait' instruction. We were shortly thereafter cleared for takeoff (it seemed less than 20 seconds in my opinion; though I did not time it). Since we were heavy; we used more runway than normal to accelerate to V1. Immediately following the Captain's rotation and subsequent breaking of ground; EWR Tower instructed Aircraft Y to 'go around' from their approach to [Runway] 29. After configuring the landing gear up per normal procedures; I saw the aircraft commence the go-around which was approximately at my one to two o'clock position. I estimated that at the point the aircraft was told to go around; they were lined up with Runway 29; somewhere between the shipping container area and the NJ Turnpike. The captain saw the event unfolding; and rather than turning at low altitude; elected to remain on a straight-out departure. I noticed that we were on a collision course with the aircraft and suggested that we descend; although the Captain was already doing so in an affirmative manner. Knowing that the aircraft's energy was safely accelerating; I was not worried about performance being a limiting factor in our collision evasion. Therefore; I maintained my scan between the aircraft; and the ground below us to ensure we had sufficient clearance from both. At one point we heard the aural 'don't sink' warning and acknowledged that we were in visual conditions and would deviate as necessary to remain clear of Aircraft Y. I saw Aircraft Y pass overhead roughly over the intersection of Runways 4R and 29. I recall noting (though things were happening too fast to make a 100% affirmative note) after passing beneath Aircraft Y that the TCAS showed a target approximately 200-300 FT above us; and our altitude was somewhere around 300 FT MSL. EWR Tower instructed us to maintain visual separation with the Aircraft Y and to continue on the EWR.1 departure when able. Once we were clear of the conflict; we continued on the departure and the flight was performed without further incident. The flight attendant later called us on the inter phone and asked what had happened; because several passengers were startled and concerned because they saw another airplane so close to us.Intersecting runway operations: Departing on [Runway] 4R while traffic lands on [Runway] 29 can present a hazard where spacing and visual contact with landing traffic can be limited. UNDESIRED AIRCRAFT STATES I did not hear EWR Tower communicate with Aircraft Y prior to issuing the go-around clearance and I also do not recall Tower advising us of Aircraft Y's position prior to issuing us a takeoff clearance. Being cleared for takeoff at the same time as the Aircraft Y landing and subsequent go-around placed both aircraft in a near mid-air collision situation.I do not recall that we were advised of Aircraft Y's position; so unfortunately I do not feel that there was anything we could have done to avoid this event. If we were instructed to 'line up and wait' on [Runway] 4R for landing traffic on [Runway] 29; as a backup to ATC; I would have been vigilant to look for Aircraft Y to visually ensure adequate spacing prior to commencing our takeoff. While waiting on the runway for traffic to clear down-field may save a few seconds for ATC spacing; it may be safer to decline 'line up and wait' instructions and hold short of the runway environment until the traffic we are holding for is clear and does not present a danger.
Situation where crossing runways and a packed final leads to a Controller anticipating movement of departure traffic to be faster then actual speed; causing a go-around of arrival on crossing runway.