Narrative:

During ILS approach to 36L at clt. We were cleared to land about 5 mi out on final (we had a request to reduce speed to 160 KTS). We reduced speed to 160 then to about 140 at just inside OM/fix. Had some 15 KT tailwind during approach. I believe there was traffic in front of us that had just landed and as we broke out of the clouds we saw RAIL lights at about 300 ft AGL. Runway came into view about 200 ft AGL (mins) middle marker area. Saw medium large transport Y aircraft still on runway. He appeared to be just starting to roll. He was perhaps at the 500 ft point from threshold, on takeoff roll. We elected to go around and announced our intentions while executing a pullup. The controller issued a straight ahead climb to 4000 ft. We asked for a left turn to avoid the climbing traffic. Cleared to climb to 4600 ft for radar vectors. I suspect that the aircraft on the runway was cleared for takeoff (immediate) from perpendicular taxiway. By the time he got into position and began roll we were nearing mins on the approach. Controller told me that he issued takeoff clearance when we were 2 mi out. We did have a tailwind on approach. It was a heavy traffic time at clt. Factors: WX was less than broadcast and tower could not see end of runway 36L. 2 mi separation is good only under ideal conditions (aircraft on runway with power up, ready to roll). Tailwind on approach 15 KTS or more at 2000 ft AGL. Other aircraft discovered by seeing aircraft silhouette and lighting. Requested left turn to avoid aircraft climbing rapidly up to our altitude, (in case he had been light weight, etc). We had TCASII but due to several false warnings, on approach because of 36R approachs we had switched to TA only. Otherwise we may have gotten an RA. All involved were calm and nothing but a normal go around maneuver was necessary.

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Original NASA ASRS Text

Title: POSSIBLE NMAC OR POTENTIAL CONFLICT LTSS DURING IAP ILS APCH CAT II.

Narrative: DURING ILS APCH TO 36L AT CLT. WE WERE CLRED TO LAND ABOUT 5 MI OUT ON FINAL (WE HAD A REQUEST TO REDUCE SPD TO 160 KTS). WE REDUCED SPD TO 160 THEN TO ABOUT 140 AT JUST INSIDE OM/FIX. HAD SOME 15 KT TAILWIND DURING APCH. I BELIEVE THERE WAS TFC IN FRONT OF US THAT HAD JUST LANDED AND AS WE BROKE OUT OF THE CLOUDS WE SAW RAIL LIGHTS AT ABOUT 300 FT AGL. RWY CAME INTO VIEW ABOUT 200 FT AGL (MINS) MIDDLE MARKER AREA. SAW MLG Y ACFT STILL ON RWY. HE APPEARED TO BE JUST STARTING TO ROLL. HE WAS PERHAPS AT THE 500 FT POINT FROM THRESHOLD, ON TKOF ROLL. WE ELECTED TO GAR AND ANNOUNCED OUR INTENTIONS WHILE EXECUTING A PULLUP. THE CTLR ISSUED A STRAIGHT AHEAD CLB TO 4000 FT. WE ASKED FOR A L TURN TO AVOID THE CLBING TFC. CLRED TO CLB TO 4600 FT FOR RADAR VECTORS. I SUSPECT THAT THE ACFT ON THE RWY WAS CLRED FOR TKOF (IMMEDIATE) FROM PERPENDICULAR TAXIWAY. BY THE TIME HE GOT INTO POS AND BEGAN ROLL WE WERE NEARING MINS ON THE APCH. CTLR TOLD ME THAT HE ISSUED TKOF CLRNC WHEN WE WERE 2 MI OUT. WE DID HAVE A TAILWIND ON APCH. IT WAS A HVY TFC TIME AT CLT. FACTORS: WX WAS LESS THAN BROADCAST AND TWR COULD NOT SEE END OF RWY 36L. 2 MI SEPARATION IS GOOD ONLY UNDER IDEAL CONDITIONS (ACFT ON RWY WITH PWR UP, READY TO ROLL). TAILWIND ON APCH 15 KTS OR MORE AT 2000 FT AGL. OTHER ACFT DISCOVERED BY SEEING ACFT SILHOUETTE AND LIGHTING. REQUESTED L TURN TO AVOID ACFT CLBING RAPIDLY UP TO OUR ALT, (IN CASE HE HAD BEEN LIGHT WT, ETC). WE HAD TCASII BUT DUE TO SEVERAL FALSE WARNINGS, ON APCH BECAUSE OF 36R APCHS WE HAD SWITCHED TO TA ONLY. OTHERWISE WE MAY HAVE GOTTEN AN RA. ALL INVOLVED WERE CALM AND NOTHING BUT A NORMAL GAR MANEUVER WAS NECESSARY.

Data retrieved from NASA's ASRS site as of July 2007 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.