Narrative:

While tracking the localizer in bound to runway 23 over the jephs intersection; charlotte approach advised us that we would be following a turboprop; which was joining the final approach course only 3 miles ahead of us. ATC asked us to slow to 170 KIAS. Knowing that our aircraft would still be closing in on the turboprop; we got fully configured and slowed to our final approach speed; 143 KIAS. When we were switched to charlotte tower; we were immediately cleared to land but advised that 'traffic departing the intersecting runway prior to your arrival.' at this point we were only two miles behind the turboprop. Once advised of the departing traffic; we began trying to find the aircraft on the airport surface. While on a one mile final; we realized the departing aircraft was an airbus; and it was still perpendicular to the runway on taxiway C12. There is a displaced threshold on 18L which aircraft must roll up to prior to beginning their takeoff roll due to an active rail line on the opposite side of the airport fence. At this point; the turboprop was already clearing the runway. Realizing that it wasn't going to work; we were expecting tower to cancel the takeoff clearance for the airbus; however the controller; who was noticeably flustered; instructed us to go around. We then executed the military go-around profile without further event and executed a normal landing on the second attempt. Clearing the runway after landing I asked the first officer to get a phone number for the tower. After completing the shutdown checklist at the gate I contact the tower and spoke with the supervisor on duty. The supervisor was rather unapologetic at first and defended the controller. He went further to say that the airbus flight should have been quicker with its taxi/departure roll. I responded that the controller must still keep her eye on it and realize the when traffic is on a 1 mile final and the departing traffic still has yet to enter the runway it would be easier on everyone to have the departing traffic sit in position for the 15-20 seconds it would take for us to clear the intersection in lieu of making an arriving aircraft go-around so a departure could take place. The supervisor reluctantly agreed and apologized at that point. He also advised that all go-arounds are reviewed each week and that ours would be reviewed. Develop better parameters for simultaneous arrival/departure operations from intersecting runways. As close as we were to the turboprop; a departure never should have even been attempted. Also; a when it is apparent the arriving aircraft is too close in for a departing aircraft to begin its takeoff roll; takeoff clearance ought to be cancelled rather than sending another aircraft around.

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Original NASA ASRS Text

Title: An air carrier on final for CLT experienced a go-around; the pilot reporter questioning ATC spacing judgement with regard to arrival and departure traffic; indicating arrival traffic should take precedent over departures in this type of scenario.

Narrative: While tracking the localizer in bound to Runway 23 over the JEPHS Intersection; Charlotte Approach advised us that we would be following a turboprop; which was joining the final approach course only 3 miles ahead of us. ATC asked us to slow to 170 KIAS. Knowing that our aircraft would still be closing in on the turboprop; we got fully configured and slowed to our final approach speed; 143 KIAS. When we were switched to Charlotte Tower; we were immediately cleared to land but advised that 'Traffic departing the intersecting runway prior to your arrival.' At this point we were only two miles behind the turboprop. Once advised of the departing traffic; we began trying to find the aircraft on the airport surface. While on a one mile final; we realized the departing aircraft was an Airbus; and it was still perpendicular to the runway on Taxiway C12. There is a displaced threshold on 18L which aircraft must roll up to prior to beginning their takeoff roll due to an active rail line on the opposite side of the airport fence. At this point; the turboprop was already clearing the runway. Realizing that it wasn't going to work; we were expecting Tower to cancel the takeoff clearance for the Airbus; however the Controller; who was noticeably flustered; instructed us to go around. We then executed the military go-around profile without further event and executed a normal landing on the second attempt. Clearing the runway after landing I asked the First Officer to get a phone number for the Tower. After completing the Shutdown Checklist at the gate I contact the Tower and spoke with the Supervisor on duty. The Supervisor was rather unapologetic at first and defended the Controller. He went further to say that the Airbus flight should have been quicker with its taxi/departure roll. I responded that the Controller must still keep her eye on it and realize the when traffic is on a 1 mile final and the departing traffic still has yet to enter the runway it would be easier on everyone to have the departing traffic sit in position for the 15-20 seconds it would take for us to clear the intersection in lieu of making an arriving aircraft go-around so a departure could take place. The Supervisor reluctantly agreed and apologized at that point. He also advised that all go-arounds are reviewed each week and that ours would be reviewed. Develop better parameters for simultaneous arrival/departure operations from intersecting runways. As close as we were to the turboprop; a departure never should have even been attempted. Also; a when it is apparent the arriving aircraft is too close in for a departing aircraft to begin its takeoff roll; takeoff clearance ought to be cancelled rather than sending another aircraft around.

Data retrieved from NASA's ASRS site as of April 2012 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.