Narrative:

I was the pilot flying and we were just inside mitoe (the final approach fix) for the ILS30 on a visual approach with the autopilot engaged and captured on both the localizer and glide slope. Landing gear was down and flaps were 10 with an approximate speed of 165. Oak tower called out traffic in the pattern at hayward airport; and then shortly thereafter called back to say that they were no longer a factor; however; it appeared that additional traffic was departing hayward. We were already looking for the first traffic that we did not see but we could see the traffic departing which looked to be a cessna citation jet (cj) due to the T tail. I was getting ready to fully configure for landing but the rate of climb of the cj caught my attention. We were now just abeam the departure end of the hayward runway and we received a descending TCAS RA while at approximately 1400 feet. Meanwhile; the cj had a high rate of climb and was turning towards us in a left turn. I disconnected the autopilot and auto throttles; pushed the nose over and made a right turn away from the localizer attempting to provide as much separation as possible with the traffic. From the corner of my eye it appeared that the traffic was continuing its left turn back towards the airport; but I could not be sure. I rolled out wings level and with numerous warnings alerting us: glideslope; sink rate; too low flaps; and terrain. With all of the calls going off; I do not recall hearing the clear of conflict call from the TCAS; but my vsi indicator was no longer showing red and we now had more pressing concerns with the terrain.I reapplied power and started to climb from I'm guessing 800 feet AGL. Tower asked of our intentions and we asked to go around. We were given runway heading and a climb to 2000 feet. Expecting the altitude restriction; I elected not to go to emergency thrust as our speed was 195 and with the arrested rate of descent; there was not a terrain conflict; furthermore; I did not wish to further alarm the passengers by another aggressive maneuver. We executed the go-around and cleaned up normally. The captain advised the flight attendants and the passengers to what had transpired (conflicting traffic) and we were vectored back around for another visual approach and this time; uneventful landing. Tower asked us to call them on the ground; which the captain did as well as notifying dispatch and the chief pilot on call. We had one more leg left on our three-day trip; and we both felt like we could continue so we did. Numerous passengers saw the conflicting aircraft and stopped to say that they saw it and thanked us on their way off of the aircraft. With all that said; this by far; was the closest I have come to a midair in 20 years of flying with the captain estimating we were approximately 500 feet apart.better control of departing hayward jet traffic when it could conflict with landing oak traffic. I am assuming there is an altitude restriction for departing hayward traffic; in the event it is missed like in our case; delaying departing traffic would further enhance safety.

Google
 

Original NASA ASRS Text

Title: B737 First Officer on approach to OAK reported experiencing an NMAC with a corporate jet departing HWD.

Narrative: I was the Pilot Flying and we were just inside MITOE (the final approach fix) for the ILS30 on a visual approach with the autopilot engaged and captured on both the LOC and Glide Slope. Landing gear was down and flaps were 10 with an approximate speed of 165. OAK Tower called out traffic in the pattern at Hayward airport; and then shortly thereafter called back to say that they were no longer a factor; however; it appeared that additional traffic was departing Hayward. We were already looking for the first traffic that we did not see but we could see the traffic departing which looked to be a Cessna Citation Jet (CJ) due to the T tail. I was getting ready to fully configure for landing but the rate of climb of the CJ caught my attention. We were now just abeam the departure end of the Hayward runway and we received a descending TCAS RA while at approximately 1400 feet. Meanwhile; the CJ had a high rate of climb and was turning towards us in a left turn. I disconnected the autopilot and auto throttles; pushed the nose over and made a right turn away from the localizer attempting to provide as much separation as possible with the traffic. From the corner of my eye it appeared that the traffic was continuing its left turn back towards the airport; but I could not be sure. I rolled out wings level and with numerous warnings alerting us: Glideslope; Sink Rate; Too Low Flaps; and Terrain. With all of the calls going off; I do not recall hearing the Clear of Conflict call from the TCAS; but my VSI indicator was no longer showing red and we now had more pressing concerns with the terrain.I reapplied power and started to climb from I'm guessing 800 feet AGL. Tower asked of our intentions and we asked to go around. We were given runway heading and a climb to 2000 feet. Expecting the altitude restriction; I elected not to go to emergency thrust as our speed was 195 and with the arrested rate of descent; there was not a terrain conflict; furthermore; I did not wish to further alarm the passengers by another aggressive maneuver. We executed the go-around and cleaned up normally. The Captain advised the Flight Attendants and the passengers to what had transpired (conflicting traffic) and we were vectored back around for another visual approach and this time; uneventful landing. Tower asked us to call them on the ground; which the Captain did as well as notifying Dispatch and the Chief Pilot on Call. We had one more leg left on our three-day trip; and we both felt like we could continue so we did. Numerous passengers saw the conflicting aircraft and stopped to say that they saw it and thanked us on their way off of the aircraft. With all that said; this by far; was the closest I have come to a midair in 20 years of flying with the Captain estimating we were approximately 500 feet apart.Better control of departing Hayward jet traffic when it could conflict with landing OAK traffic. I am assuming there is an altitude restriction for departing Hayward traffic; in the event it is missed like in our case; delaying departing traffic would further enhance safety.

Data retrieved from NASA's ASRS site 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.