Air carrier flight crew reported receiving a low altitude alert from ATC during go around.
Synopsis
Air carrier flight crew reported receiving a low altitude alert from ATC during go around.
Narrative
Initially cleared to fly the ZZZZZ arrival and cleared visual XXL 210 until 10 milesThen given a left vector to join which left us high and fast; told to maintain 170 to 5 milesHustled down but it was starting to look like we weren't going to get slowed and configured in time for a stabilized approach Final flaps weren't called until below 1'000' and the landing checklist was not complete. We were not configured properly below 1;000' so I initiated a go around at 800'On the go around we were initially given climb runway heading maintain 4;000'During the initial climb at positive rate" we got a traffic advisory for Aircraft Y which had just taken off XXRI initiated a transfer of controls; and subsequently the gear did not get brought up immediately. At this point tower gave us a turn to 220 (which I did not hear) and a change to departure frequency. When I asked my FO about the heading; we had already switched the frequency. Departures queried us about our heading; we said we had missed it and they vectored us back to the right. ATC then advised they had a low altitude alert. We did not receive any terrain alerts in the aircraft and continued to clean up and get the aircraft in a proper configuration. My initial focus was on maintaining control of the aircraft; avoiding other aircraft and terrain; which I could see; and talking my First Officer back into the cockpit. On the downwind; I elected to give control of the aircraft back to my First Officer as I felt it important to get him back in the game. He then executed a normal approach and landing. Cause: High workload environment during a go-around/abandoned approach with a new/inexperienced First Officer. A change of controls occurred to ensure safety of flight causing a missed radio call and heading assignment. After change of controls; Line Check Airman (LCA) was focused on maintaining a safe flight regime while maintaining VMC traffic and terrain avoidance. Once communication with ATC was reestablished and a corrected heading could be received; we immediately complied and corrected the heading deviation.Suggestions: IOE is a high workload environment; and you add an unexpected go-around (which had been briefed as part of the approach briefing) and it creates a highly dynamic environment. Ultimately; the primary responsibility was maintaining control of the aircraft (aviate) once the aircraft was under control and in a safe flight regime; we complied with ATC's instructions. The ultimate solution is experience; and that is why IOE exists."
Second reporter narrative
While flying the ZZZZZ arrival into ZZZ; we were given Clearance for the visual approach XX left and given vectors to join and maintain 210 until 10 miles out; because of this we ended up inevitably being slightly high and fast. We then tried to get down while simultaneously still me being stable on the approach; but ultimately were unable the captain called for go round due to flaps not being fully configured by 1000 feet. While going around we were told to fly runway heading and climb to 4000 and on the initial climb while getting the gear up we received a traffic advisory for Aircraft Y that had taken off before us on XX right. Tower then gave us a turn to a left; heading while changing to approach frequency but the head was not heard while we were switching flight controls for the situation at hand. When asked by ATC what we were assigned; we asked them to confirm the correct heading and they vectored us back to the right. Once everything was back under control and stabilized; I was given the flight controls back and executed a normal approach and landing.Cause: High Work load during a go arround / abandoned approach. Change of control while given a heading ; resulted to not being heard.Suggestions: More Experience
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.