Narrative:

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 first officer (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 first officer 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 first officer; 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 first officer 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.

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Original NASA ASRS Text

Title: MD-11 Captain reported executing a go-around following a wake turbulence encounter and a firm touchdown in gusty wind conditions.

Narrative: 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.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.