Air carrier flight crew reported evasive maneuvers to avoid a NMAC resulted in an unstable approach and a go around.
Synopsis
Air carrier flight crew reported evasive maneuvers to avoid a NMAC resulted in an unstable approach and a go around.
Narrative
We were cleared (3000 ft until established) for the Visual Approach; Runway XXR in ZZZ. We had the approach backed up with the ILS XXR and the plane was on autopilot; when the event happened. On final; short before the ZZZZZ fix; we captured the glideslope at 3000 ft and I immediately set the missed approach altitude of 2700 ft for visual missed approach into the MCP (Mode Control Panel). Almost at the same moment we got an RA Resolution Advisory from TCAS; commanding us to CLIMB immediately ! I clicked the autopilot off and initiated the avoidance climb manually. We got within 100 to 200 ft close to the other traffic in vertical separation; during the RA. After being clear of traffic message and going back on autopilot; we still saw the traffic being too close to us below; so we decided to do a missed approach. I pushed the GO-AROUND switch and called for the missed approach. The airplane immediately pitched up and went into a steep go-around climb. I got startled a bit at that point; because I was expecting it to level off at 2700ft. But I guess; when I pushed the GA-switch we were already about the set missed approach altitude because of the RA avoidance climb and the plane just did a GA-climb. When I realized what was going on; I disconnected the autopilot/autothrottles again; working on bringing the power back and the nose down to initiate a descent; back to 4000 ft; we got advised to before by ATC. We also stayed focused on not exceeding flap limits speeds and flap retraction; to clean the aircraft up. But during the whole maneuver the airplane had climbed already up to almost 5000 ft. So we exceed to advised ATC altitude by approx. 1000 ft. We also diverted slightly to the left of runway heading XXR during the RA avoidance maneuver. We got vectored around for another eventless approach. Back on tower frequency; my FO mentioned the RA as a reason for the previous missed approach.We should get trained more on missed approaches/go-arounds; in similar situations; close to the final approach fix and close to missed approach altitude. But I have to be also more prepared and should think ahead more detailed on what to do if a similar situation is happen again. Thinking back now about it; I should have just deactivated the flight directors; uncoupled the ILS and flight level changed to the missed approach altitude. Followed by speed clean maneuvering" and cleaning up the airplane from approach configuration. Should not have pushed the Go Around switch at all. But for some reason; because of the startling effect; training complacency kicked in."
Second reporter narrative
We were flying the flight Aircraft X from ZZZ1 to ZZZ. The flight had been conducted uneventfully throughout the whole time. We were cleared to land on runway XXR and we were completely VMC and cleared for the visual. We had just captured the G/S and still flaps 20 and gear down when we got a traffic alert (yellow) for a traffic around 200ft below at position of 10 to 11 o'clock. Within seconds it turned into a traffic resolution and the Captain who was the pilot flying immediately started the escape maneuver by pitching up. Then we got clear of traffic conflict and he suggested to continue the approach. I quickly looked at my moving map and the traffic was still showing yellow 200ft below. And at that time I called go around". It was somewhere near the FAF.Captain without hesitation went missed. He pressed the GA button; the airplane pitched up and then he called flaps 20 which we had at that moment and I called positive rate. Gear came up and we were climbing. It took a while for the Captain to regain proper situation awareness. I tried to keep things calm in the cockpit and calmly told him to turn slightly to the right; as we were drifting left towards to other runway. We busted the assigned altitude by over 1000ft. The autopilot had been turned off. as we had been assigned 4000; we went up to 5100ft. Pitch was fluctuating up and down and speed wasn't consistent; however it kept within all limits. We managed to control and reconfigure the airplane; after takeoff checklist was complete and we came back for the second approach without any further incident.As we were taxing; tower control gave us a number to call. Captain called them over his phone while we were still in the cockpit after the shutdown checklist and got things straightened up with them without any consequences for our crew."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.