Air carrier crew reported a near miss with another aircraft during a night ILS approach in IMC conditions at OAK airport. The First Officer followed TCAS commands and the Captain commanded a more aggressive climb and took the flight controls from the First Officer. After the event; the First Officer resumed control and landed safely.
Synopsis
Air carrier crew reported a near miss with another aircraft during a night ILS approach in IMC conditions at OAK airport. The First Officer followed TCAS commands and the Captain commanded a more aggressive climb and took the flight controls from the First Officer. After the event; the First Officer resumed control and landed safely.
Narrative
FO (First Officer) performing Pilot Flying Duties. Cleared for OAK ILS 30 approach. Aircraft fully configured on final approach and Tower asked for base and tops report of overcast layer. Layer began just west of MITOE (FAF) and extended east. MITOE crossing altitude is 2000 ft on ILS. We flew into tops at 2000 ft MSL. We were inside of MITOE at around 1900 ft MSL. IMC when TCAS amber alert first appeared. I as Pilot Monitoring noticed aircraft continuing to climb into us on the NAV display (we were IMC). Tower then said aircraft below you. TA became a RED RA at about 1300 ft. FO executed RA maneuver and disconnected AP (Autopilot). I directed a more aggressive climb as RA progressed due to aircraft appearing to continue to climb into us. Closest we saw on RA was +300. Once clear; I directed a go-around. FO executed go-around and we raised flaps to 20. I advised Tower we were discontinuing approach due to RA. He said maintain heading and level 2000 ft. FO had a little trouble with go around due to simultaneous RA directions; mid alt level off of 2000 ft (4000 was normal missed approach alt) and not pressing TOGA. He eventually hit TOGA. Aircraft accelerated rapidly and climbed. Told him to disconnect auto throttles; but was task saturated. I took control of aircraft; disconnected autothrottles and Leveled off aircraft. Aircraft was accelerating and climbing above 2000 ft. We went to 2300 ft on the missed before descending back to 2000 ft. Had FO reload approach and we're given vectors back to ILS 30. I gave him back the aircraft once ready to fly approach. Uneventful approach and landing. Tower did say approach control had some words with Aircraft Y that caused the RA once they were aware of our go-around. I believe aircraft came out of Hayward airport which lies below ILS course. Not sure though. Unknown if Aircraft Y was IMC or VMC as bases were reported at 900 ft on subsequent approach we were confirmed tops at 2000 ft at MITOE.Known issue at OAK with traffic below ILS course. Aircraft apparently from Hayward airport climbing into us caused the RA. We were fully configured descending on final in IMC. Once climbing RA maneuver accomplished; transitioned to go-around procedures and was given lower altitude and heading instructions while attempting to clean up aircraft. Lots happening and resulted in task saturation of PF (Pilot flying) prior to Captain taking aircraft.Don't allow aircraft from Hayward to depart or transit airspace with aircraft immediately above them on ILS.
Second reporter narrative
I was the pilot flying in IMC. On approach to Runway 30 at OAK; at about 1900 feet; we were given a traffic advisory by Tower about an aircraft in the Hayward pattern. Not long after; at about 1700 feet; a yellow traffic indication appeared on the nav display and shortly after a TCAS 'traffic; traffic' alert sounded. We both verbally acknowledged the traffic and I continued flying the automation on the glide path. The PM noted that the traffic was continuing to climb. Almost immediately after; a 'level off' resolution advisory sounded at about 1300 ft MSL; I disconnected the autopilot and leveled the airplane. The traffic continued to climb into us and the PM directed me to climb as well...the other airplane was within 300 ft of us. PM advised Tower that we were going to discontinue the approach. I then executed a go-around at approximately 1600 feet after the 'clear of conflict'; but did not press TOGA. We were given 2000 feet (instead of the published 4000) as a level off and passed to departure. PM reminded me to press TOGA and after doing so; I began to fight the autothrottles; lost my cross check and situational awareness and climbed to 2300 ft before he took the aircraft from me to level it off at 2000 ft and clean up the aircraft. I flew the second approach and landing without incident.Another aircraft climbed near our flight path. This caused the RA and initial safety issue. The fully configured night IMC RA procedure that turned into a go around procedure with a quickly changed go around altitude all contributed to a difficult maneuver to prepare for or prevent.[I would suggest to] not allow Hayward traffic to operate in the airspace below approach course when aircraft are in the final stage of an approach to Runway 30. Especially in IMC.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.