EMB ERJ 145 ER/LR
Flight Crew Commercial
Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict
Flight Crew Executed Go Around / Missed Approach
Human Factors
Arrival phase; visual back up to RNAV; cleared to land. We were on descent and handed off to Tower frequency. We were performing a Visual Approach to Runway 8 backing it up with the RNAV 8. We were advised that a Cessna was in the pattern and we acknowledged that we would be looking for the traffic. We had been asked to slow by ATC and slowed to slowest practical speed. We were now inside 1;000 FT and ATC advised us that the Cessna shouldn't be a factor. We then saw the traffic and moments later the Cessna was instructed to go around. As we were landing on Runway 8 and he was landing on Runway 36L this posed a serious problem. It was at this time that I realized that we were going to need to take evasive action. As I was just about to announce the go around; the Captain announced he had the controls. Due to our proximity and direction of the Cessna and us; we made a climbing right turn away from the Cessna. We cleaned up the aircraft and we exchanged controls. The Controller was very apologetic and audibly shaken. The Controller mentioned that from their position they didn't see a problem but knew that if there was; we would do what was necessary. We then returned to Runway 8 and landed safely without any other events. Cause; I feel that the real threat was from ATC issuing the go around to the wrong aircraft. As we were landing on Runway 8 and the Cessna was on Runway 36L we were crossing his path and he was closer to the runway. If we had been given the go around command we would have been able to perform a standard straight ahead go around.
On arrival phase we were cleared for a Visual Approach to Runway 8. We backed this approach up with RNAV 8 properly programmed into the FMS. We switched the frequency to Tower and were cleared to land. At about 1;500 to 2;000 FT AGL I noticed on the TCAS display about 600 FT below our altitude 4 miles away at the two o'clock position that there was traffic. I communicated the traffic to the FO and he acknowledged it as well. Both now looking for the traffic I queried ATC and was notified that there was a Cessna on final for Runway 36L. After passing and making the 1;000 FT AGL call out; and noticing traffic on the TCAS display now less than 3 miles and 300 FT below our altitude; both me and the FO got the traffic in sight on final for 36L. Due to the configuration of the airport; any traffic on final for 36L passes in front of any traffic on final for Runway 8. My instantaneous thought process in our case was the crossing Cessna traffic which previously was also cleared to land; would land. After witch determining the separation from its roll-out we would either also land behind the Cessna; or be told by the Tower to go around; or make the determination on our own and go around. Right about that time the Tower Controller in a flustered voice told the Cessna to go around. This was a very abnormal and unpredicted turn of events. We were at about three or four hundred feet and the Cessna which was still to the right of our approach path began climbing directly in front of our runway. If we had continued we would undoubtedly had collided with the Cessna. Unfortunately; this was a very non standard situation and due to both of our positions a strait out rejected landing would not work. Unable for me to communicate what needed to be done and have the FO decipher and then actually perform the action in the time available; I decided to take the controls. We had a positive exchange of controls I announced go around Flaps 9. I went max thrust and banked about 30 degrees to the right and began climbing out behind the Cessna. Due to the fact that the Cessna was still to the right but its trajectory was from right to left and it was literally climbing directly in front of us this was the only safe and effective way to avoid the traffic. The Controller observed us going around and asked if we had a TCAS TA/RA. I indicated that we did not get a TA/RA; but that it was way to close. The Controller was very flustered and said he/she thought there was enough room; but was confident that if there wasn't we would do the right thing. The Controller continued very nervously; and apologized for the conflict. We got a heading and altitude. Once cleaned up and leveled off I gave the controls back to the FO and we did a visual approach and landed uneventfully on Runway 8. Cause The threat was a mistake made by ATC in directing the wrong aircraft to go around which put the aircraft in an undesired state of a close proximity collision course with another aircraft. The aircraft that was landing on 36L was to the right of us and should have continued there landing and we should have been directed to go around. Since there path crossed in front of ours we would have been able to safely go around over the top of them as opposed to them being directed to go around directly in front of us. As for the TA/RA later upon review I realized that we probably did not get it due to our close proximity to the ground and it being inhibited. This was a see and avoid event.
Air Carrier executed a go around when observing a Cessna on short final for an intersecting runway; the reporter indicating Controller spacing errors and faulty go around judgments.