MD-11
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 15; Flight Crew Total 14300; Flight Crew Type 2300
Situational Awareness; Training / Qualification
Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Wake Vortex Encounter
Flight Crew Executed Go Around / Missed Approach
Human Factors; Weather
Routine flight to EWR. Captain (I; new to seat) as PF; cleared for ILS 22R. Tower reported gain/loss of 10 kts reported at 300 ft. Aircraft ahead of us reported no gain or loss. Winds 280-300/18 gusting to 28/30. I was on autoflight through 300; started to align at 150 ft; no real turbulence or shear through approach until about 60 feet where we got hit with some wake type turbulence. With the crosswind as it was I made mental note to prevent autothrottles from going to idle too soon; but probably missed that as we hit firmly on the right main (upwind). I applied right aileron into wind but did so in excess and aggravated the situation. The FO (PM) called for go around as he got the words out first. Procedurally called for go around thrust and flaps 28. I pegged the landing attitude to avoid derotation; not sure how high we may have bounced but kept the attitude until clearly we were climbing. Throttles were through the overboost bar; called for autoflight (now without auto throttles) cleaned up; restored the FADEC system to enable autothrottles; reloaded approach to try 22L again. Once all checklists were finished FO offered/insisted he do the next approach. He had 12 years experience in his seat; I had 9 flying legs in my seat. Made sense. We landed; debriefed. Maintenance checked for any engine exceedance and were none. The demonstrated crosswind capability of the MD-11 is 35 kts; the winds were within limits. I overcorrected with aileron aggravating the situation probably led to the firm landing. We had a CRM brief covering go around calls from either crew to immediately respond and it worked as briefed. I am a new captain on this aircraft but had prior experience as an FO; but just the same you need to gain experience. I should have disconnected the autopilot sooner than 300 ft to get a better feel for the aircraft on approach. The FO did an exemplary job. It's important to brief the go around procedure and the call outs along with it. We seldom perform them and many times an approach is just fine until the last few feet; remain vigilant.
I am submitting this report from the recommendation of the Union. Right out of the gate in ZZZ I could tell the CPT was unsure and uncomfortable. He told me he was a new CPT and only had a few legs after training followed by vacation; then this flight. His last TO & LNDG was some time in September. He was making mistakes [before departure] which clued me in that he might not know what he's doing; not just a little rusty. For instance; on taxi during the flight control check he didn't grab the tiller while checking the rudder. Lights still on passing 10K; and 18K. En route to EWR he briefed the arrival and approach shortly after TOC. We still had an hour to TOD. Because of the winds up there (in EWR); he said something in his brief about what the book says about kicking the AP off and starting the crosswind alignment. Once we got in line up there; airplane after airplane was landing. On final there were ~ 45 KTS of Xwind. Landing winds were 300/18G27 on RWY 22. Tower reported +/- 10 KTS of AS by all AC type. Approach was uneventful until the CPT clicked off the AP. He immediately started over controlling the jet; but I didn't know by how much at the time. I wasn't flying. I didn't know how much of the instability was caused by him and how much was caused by the winds. During the flare I thought we were going to hit the right wing on the runway. I didn't just call for a go around; I executed the go around and I was on the controls with him until we were safely climbing away from the ground. I didn't know it at the time; but I actually pushed the throttles through the overboost bar. That landing was the exact scenario that other MD11's have crashed out of. We leveled off and I could barely keep my composure on the radio. Once I reprogrammed the box; I told the CPT he was not flying the next approach and that I could tell he was uncomfortable and unsure of himself and I was going to fly the next approach. He agreed. I flew the approach to an uneventful landing. Once in parking in EWR I told the CPT that he just almost crashed us. He nodded his head. I also made some calls to the Union with the intent of taking myself off the flight but I couldn't contact anyone to give me advice. The CPT had mentioned something about wanting to redeem himself in my eyes on the way back to ZZZ. I didn't want to interrupt the system by taking myself off the flight so I told the CPT that I wouldn't take myself off the flight; but I am going to fly back; NOT him. He said 'Thank you and OK'. On the way back there were more mistakes. While taxing out in EWR on taxiway R; we were cleared for TO on 22R at W. He started to take the runway on Y. I Fixed that mistake. Somewhere around 20K ft while he was over there filling out an event report; I got his attention and pointed to the landing and taxi lights that were still on; (and the turnoff lights were off) and he shook his head; retracted the landing lights; turned off the landing lights; turned off the taxi lights; and turned on the turnoff lights; then went back to his event report. I didn't say anything and just reached up and turned off the turnoff lights while he wasn't looking. The flight data should be pulled and looked at closely on this flight. I'm trying to save someones life. Maybe even the CPTs himself. Something needs to be done. Even though I literally got scared to death; I'm glad I was the FO on this flight and not a new hire FO. I would be glad to come in and talk to someone about this if you need further information. Thanks.
MD-11 Captain reported executing a go-around following a wake turbulence encounter and a firm touchdown in gusty wind conditions.