Narrative:

We were on approach (ILS) runway 4R when on short final we encountered wake turbulence from the preceding aircraft. I began the published missed approach climb to 500 ft then climbing right turn to 4000 ft via 100 degrees and V-44 dpk VOR and hold. At approximately 1000 ft and after first officer told tower we were missed approach, tower told us to stop climb. I leveled the aircraft at approximately 1000-1300 ft and then descended back to approximately 1000 ft. I do not recall a TCASII RA/TA alert. A few moments after this we were told to climb and given vectors. After I returned home the next day I got a call from my union saying air carrier Y captain was filing a near miss at jfk. This captain called me and said he was taking off jfk runway 4L. His departure was to turn to 100 degrees and climb to 5000 ft. He got a TCASII RA and followed the climb prompt. He said his TCASII showed my aircraft was 100 ft directly below his and stayed there until he was at approximately 2300 ft. After all this he called and talked to a tower supervisor who then said tower was at fault and they should have delayed the air carrier Y takeoff to avoid the obvious conflict of a possible missed approach from runway 4R. To avoid a future conflict, the runway 4L departure should be changed so as not to conflict with the runway 4R missed approach. Otherwise, you will have 2 aircraft in the same piece of sky again. If we had not been back in the clouds again we would have seen each other and avoided this conflict. As I said earlier I did not know of this close conflict until later the next day. No one said anything about it at the time. Callback conversation with reporter revealed the following information: reporter indicated they were about 200 ft when they executed the missed approach after their aircraft was rolled from wake turbulence from the preceding aircraft which reporter thought was a B767. Reporter indicated that he was subsequently contacted by someone from the FAA for information on the incident. Supplemental information from acn 390495: tower requested we fly 180 KTS to the marker, behind a heavy in IFR conditions (bad idea on their part). Apparently tower did not allow for the possibility that our missed approach would conflict with the takeoff sequences. Supplemental information from acn 390811: took off on runway 4L and I was flying kennedy 7 departure. About 1000 ft into the climb we received an RA to monitor vvi. At that time the vvi indicated red dots to 2000 FPM and green dots from 2000 FPM to 2300 FPM. Aircraft was maintained in the green range. At some time during the departure captain told tower we had a TCASII alert (about 1500 ft) and tower then said maintain runway heading and they were taking care of it. We were well into the depicted departure. Tower then told us to maintain 2000 ft. We acknowledged the turn to runway heading but noticed our altitude was 2100 ft and TCASII showed a merged red square 100 ft below us. We ignored the altitude from tower and continued to follow the commanded vvi green range. (To level off would have caused a probable midair.) we were barely able to maintain the 2300 FPM rate of climb and airspeed was approaching V2 with no stall indication, flaps 5 degrees and maximum power. The merged target remained 100 ft below us during the entire RA, about 15-20 seconds, indicating the target was the same climb rate as us 100 ft below. After the conflict was clear we continued turn to runway heading and descended to 2000 ft. Went to departure and asked about the RA. They gave us tower phone and captain called on air phone. An MD80 went missed off runway 4R and the missed procedures are almost identical to jfk 7 departure. Tower chief apologized and said tower should have delayed our takeoff. As runways 4L and 4R are on different frequency, controllers did not coordinate in time. Entire incident flown IMC. Thanks.

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Original NASA ASRS Text

Title: LOSS OF SEPARATION BTWN AN ACR MD88 ON MISSED APCH FOR RWY 4R AND AN ACR B767 ON DEP FROM RWY 4L. THE DEP AND MISSED APCH PROCS REQUIRED BOTH ACFT TO TURN TO THE SAME HEADING AND CLB.

Narrative: WE WERE ON APCH (ILS) RWY 4R WHEN ON SHORT FINAL WE ENCOUNTERED WAKE TURB FROM THE PRECEDING ACFT. I BEGAN THE PUBLISHED MISSED APCH CLB TO 500 FT THEN CLBING R TURN TO 4000 FT VIA 100 DEGS AND V-44 DPK VOR AND HOLD. AT APPROX 1000 FT AND AFTER FO TOLD TWR WE WERE MISSED APCH, TWR TOLD US TO STOP CLB. I LEVELED THE ACFT AT APPROX 1000-1300 FT AND THEN DSNDED BACK TO APPROX 1000 FT. I DO NOT RECALL A TCASII RA/TA ALERT. A FEW MOMENTS AFTER THIS WE WERE TOLD TO CLB AND GIVEN VECTORS. AFTER I RETURNED HOME THE NEXT DAY I GOT A CALL FROM MY UNION SAYING ACR Y CAPT WAS FILING A NEAR MISS AT JFK. THIS CAPT CALLED ME AND SAID HE WAS TAKING OFF JFK RWY 4L. HIS DEP WAS TO TURN TO 100 DEGS AND CLB TO 5000 FT. HE GOT A TCASII RA AND FOLLOWED THE CLB PROMPT. HE SAID HIS TCASII SHOWED MY ACFT WAS 100 FT DIRECTLY BELOW HIS AND STAYED THERE UNTIL HE WAS AT APPROX 2300 FT. AFTER ALL THIS HE CALLED AND TALKED TO A TWR SUPVR WHO THEN SAID TWR WAS AT FAULT AND THEY SHOULD HAVE DELAYED THE ACR Y TKOF TO AVOID THE OBVIOUS CONFLICT OF A POSSIBLE MISSED APCH FROM RWY 4R. TO AVOID A FUTURE CONFLICT, THE RWY 4L DEP SHOULD BE CHANGED SO AS NOT TO CONFLICT WITH THE RWY 4R MISSED APCH. OTHERWISE, YOU WILL HAVE 2 ACFT IN THE SAME PIECE OF SKY AGAIN. IF WE HAD NOT BEEN BACK IN THE CLOUDS AGAIN WE WOULD HAVE SEEN EACH OTHER AND AVOIDED THIS CONFLICT. AS I SAID EARLIER I DID NOT KNOW OF THIS CLOSE CONFLICT UNTIL LATER THE NEXT DAY. NO ONE SAID ANYTHING ABOUT IT AT THE TIME. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR INDICATED THEY WERE ABOUT 200 FT WHEN THEY EXECUTED THE MISSED APCH AFTER THEIR ACFT WAS ROLLED FROM WAKE TURB FROM THE PRECEDING ACFT WHICH RPTR THOUGHT WAS A B767. RPTR INDICATED THAT HE WAS SUBSEQUENTLY CONTACTED BY SOMEONE FROM THE FAA FOR INFO ON THE INCIDENT. SUPPLEMENTAL INFO FROM ACN 390495: TWR REQUESTED WE FLY 180 KTS TO THE MARKER, BEHIND A HVY IN IFR CONDITIONS (BAD IDEA ON THEIR PART). APPARENTLY TWR DID NOT ALLOW FOR THE POSSIBILITY THAT OUR MISSED APCH WOULD CONFLICT WITH THE TKOF SEQUENCES. SUPPLEMENTAL INFO FROM ACN 390811: TOOK OFF ON RWY 4L AND I WAS FLYING KENNEDY 7 DEP. ABOUT 1000 FT INTO THE CLB WE RECEIVED AN RA TO MONITOR VVI. AT THAT TIME THE VVI INDICATED RED DOTS TO 2000 FPM AND GREEN DOTS FROM 2000 FPM TO 2300 FPM. ACFT WAS MAINTAINED IN THE GREEN RANGE. AT SOME TIME DURING THE DEP CAPT TOLD TWR WE HAD A TCASII ALERT (ABOUT 1500 FT) AND TWR THEN SAID MAINTAIN RWY HEADING AND THEY WERE TAKING CARE OF IT. WE WERE WELL INTO THE DEPICTED DEP. TWR THEN TOLD US TO MAINTAIN 2000 FT. WE ACKNOWLEDGED THE TURN TO RWY HEADING BUT NOTICED OUR ALT WAS 2100 FT AND TCASII SHOWED A MERGED RED SQUARE 100 FT BELOW US. WE IGNORED THE ALT FROM TWR AND CONTINUED TO FOLLOW THE COMMANDED VVI GREEN RANGE. (TO LEVEL OFF WOULD HAVE CAUSED A PROBABLE MIDAIR.) WE WERE BARELY ABLE TO MAINTAIN THE 2300 FPM RATE OF CLB AND AIRSPD WAS APCHING V2 WITH NO STALL INDICATION, FLAPS 5 DEGS AND MAX PWR. THE MERGED TARGET REMAINED 100 FT BELOW US DURING THE ENTIRE RA, ABOUT 15-20 SECONDS, INDICATING THE TARGET WAS THE SAME CLB RATE AS US 100 FT BELOW. AFTER THE CONFLICT WAS CLR WE CONTINUED TURN TO RWY HEADING AND DSNDED TO 2000 FT. WENT TO DEP AND ASKED ABOUT THE RA. THEY GAVE US TWR PHONE AND CAPT CALLED ON AIR PHONE. AN MD80 WENT MISSED OFF RWY 4R AND THE MISSED PROCS ARE ALMOST IDENTICAL TO JFK 7 DEP. TWR CHIEF APOLOGIZED AND SAID TWR SHOULD HAVE DELAYED OUR TKOF. AS RWYS 4L AND 4R ARE ON DIFFERENT FREQ, CTLRS DID NOT COORDINATE IN TIME. ENTIRE INCIDENT FLOWN IMC. THANKS.

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.