Narrative:

ZZZ arrival ATIS C was current; advertising visual approaches to runways xyl; xxl; and xxr. Prior to descent the captain and I had thoroughly briefed visual approaches to both runway xyl and runway xxl. We requested runway xxl on initial contact with ZZZ TRACON and were granted the request before zzzzz on the ZZZZZ2 STAR. We were vectored after ZZZZZ1 onto a left base to runway xxl; then a turn to join final; which accompanied the visual approach clearance and change to tower on [frequency]. I called tower advising we were on a visual approach to runway xxl and would be parking at gate. Tower responded with 'runway xxl; cleared to land.' about a minute later; I noted that tower instructed traffic to cross runway xxl downfield at either taxiway V or taxiway right without referencing us; which I noted as strange. While on final; I noticed that a different aircraft had pulled up to the hold short line for runway xxl at taxiway Y10; and that I had not yet heard that crew interact with tower. When we were on approximately a 1-mile final; the crew of the aircraft holding short called tower advising they were ready for departure. Without referencing us; tower stated 'RNAV to ZZZZZ3; runway xxl; cleared for takeoff.' as soon as we heard this; the captain stated to me that we would be going around; and we recited the first 3 calls we would make when that happened. I keyed up on the radio and stated 'traffic on short final; runway xxl.' by then the departing aircraft had entered the runway. Tower responded with go around instructions including a right turn to a 270 heading and a climb to 4;000. I read them back; and the captain and I properly executed a go-around. I cleared the right side of the aircraft for any traffic landing xxr; noted there was none; and stated 'clear on the right.' as we began the turn; TCAS sounded a traffic advisory. I noted the yellow target on TCAS was indicating 800 feet; and stated aloud that the traffic had just lifted off and that we could disregard the advisory; as we were turning away. Tower apologized for the mistake and sent us to approach for re-sequencing and an uneventful visual approach and landing on runway xxr.the crew of the departing aircraft appears to have failed to visually check the final for traffic before calling tower for a takeoff clearance; and again prior to taxiing onto the runway for departure. The air traffic controller appears to have forgotten about having cleared us to land; or appears to have been situationally unaware of our position prior to issuing the takeoff clearance. The runway status lights (rwsl) on runway xxl appear not to have worked; either because my aircraft's position on short final failed to trigger the red stop bars; because the departing aircraft ignored the rwsl red stop bars; the rwsl malfunctioned; or because the system was improperly overridden by the controller. Another system that appears to have failed is the controller's asde-X safety logic; because it appears my radio transmission was the primary reason he initiated the go-around instructions. Typically; when departing traffic crosses the hold short line with an arriving aircraft on short final; asde-X safety logic sounds an alarm. An additional contributing factor is the resurgence of traffic levels after a significant prolonged drop stemming from the outbreak of covid-19; which may have led to complacency on the part of the departing crew and the controller.departing crews need to diligently check the final for traffic before taxiing onto the runway for takeoff; and ideally before even calling ready for departure. Failing to do so before calling ready violates basic airmanship and sets the controller up for failure. That said; the controller should have had use of a memory aid or reliable automation to indicate and help him remember that runway xxl was being used as an active arrival runway; that we had been issued a clearance to land; and that we were on short final to that runway at the time heissued the departing aircraft's takeoff clearance. Interviewing the crew of the departing aircraft would also shed light on whether the rwsl had illuminated and; if so; whether they proceeded onto the runway with the rwsl stop bars illuminated. If this is the case; retraining would mitigate this event from happening again. Interviewing the controller would provide insight as to whether he overrode the rwsl; whether the asde-X safety logic worked properly; and other details about the work conditions that shift including staffing and fatigue; which; if undesirable; could be corrected to help mitigate the recurrence of this event.

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Original NASA ASRS Text

Title: Air carrier First Officer reported a go-around due to ATC clearing another aircraft for takeoff while reporter's flight was on short final.

Narrative: ZZZ Arrival ATIS C was current; advertising visual approaches to Runways XYL; XXL; and XXR. Prior to descent the Captain and I had thoroughly briefed visual approaches to both Runway XYL and Runway XXL. We requested Runway XXL on initial contact with ZZZ TRACON and were granted the request before ZZZZZ on the ZZZZZ2 STAR. We were vectored after ZZZZZ1 onto a left base to Runway XXL; then a turn to join final; which accompanied the visual approach clearance and change to Tower on [frequency]. I called Tower advising we were on a visual approach to Runway XXL and would be parking at gate. Tower responded with 'Runway XXL; cleared to land.' About a minute later; I noted that Tower instructed traffic to cross Runway XXL downfield at either Taxiway V or Taxiway R without referencing us; which I noted as strange. While on final; I noticed that a different aircraft had pulled up to the hold short line for Runway XXL at Taxiway Y10; and that I had not yet heard that crew interact with Tower. When we were on approximately a 1-mile final; the crew of the aircraft holding short called Tower advising they were ready for departure. Without referencing us; Tower stated 'RNAV to ZZZZZ3; Runway XXL; cleared for takeoff.' As soon as we heard this; the Captain stated to me that we would be going around; and we recited the first 3 calls we would make when that happened. I keyed up on the radio and stated 'Traffic on short final; Runway XXL.' By then the departing aircraft had entered the runway. Tower responded with go around instructions including a right turn to a 270 heading and a climb to 4;000. I read them back; and the Captain and I properly executed a go-around. I cleared the right side of the aircraft for any traffic landing XXR; noted there was none; and stated 'Clear on the right.' As we began the turn; TCAS sounded a traffic advisory. I noted the yellow target on TCAS was indicating 800 feet; and stated aloud that the traffic had just lifted off and that we could disregard the advisory; as we were turning away. Tower apologized for the mistake and sent us to approach for re-sequencing and an uneventful visual approach and landing on Runway XXR.The crew of the departing aircraft appears to have failed to visually check the final for traffic before calling Tower for a takeoff clearance; and again prior to taxiing onto the runway for departure. The Air Traffic Controller appears to have forgotten about having cleared us to land; or appears to have been situationally unaware of our position prior to issuing the takeoff clearance. The Runway Status Lights (RWSL) on Runway XXL appear not to have worked; either because my aircraft's position on short final failed to trigger the red stop bars; because the departing aircraft ignored the RWSL red stop bars; the RWSL malfunctioned; or because the system was improperly overridden by the Controller. Another system that appears to have failed is the Controller's ASDE-X safety logic; because it appears my radio transmission was the primary reason he initiated the go-around instructions. Typically; when departing traffic crosses the hold short line with an arriving aircraft on short final; ASDE-X safety logic sounds an alarm. An additional contributing factor is the resurgence of traffic levels after a significant prolonged drop stemming from the outbreak of COVID-19; which may have led to complacency on the part of the departing crew and the Controller.Departing crews need to diligently check the final for traffic before taxiing onto the runway for takeoff; and ideally before even calling ready for departure. Failing to do so before calling ready violates basic airmanship and sets the Controller up for failure. That said; the Controller should have had use of a memory aid or reliable automation to indicate and help him remember that Runway XXL was being used as an active arrival runway; that we had been issued a clearance to land; and that we were on short final to that runway at the time heissued the departing aircraft's takeoff clearance. Interviewing the crew of the departing aircraft would also shed light on whether the RWSL had illuminated and; if so; whether they proceeded onto the runway with the RWSL stop bars illuminated. If this is the case; retraining would mitigate this event from happening again. Interviewing the Controller would provide insight as to whether he overrode the RWSL; whether the ASDE-X safety logic worked properly; and other details about the work conditions that shift including staffing and fatigue; which; if undesirable; could be corrected to help mitigate the recurrence of this event.

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.