Narrative:

We were extensively vectored [on our early morning arrival to clt] by atlanta center (up to 90 degrees off course) due to a 30 mile in-trail restriction; even though it was a severe clear morning. ATIS indicated only runway 18C was open. I had briefed for that approach. I also stated in my briefing that due to the time of the morning (circadian rhythm); our weight and high landing speed (vref of 148 or 149 KIAS for company preferred flaps three arrivals); if they opened up runway 23 and assigned it to us; we would not accept that runway for our arrival. Note: normally; this runway is listed in the ATIS for large four engine and turbojet aircraft for noise abatement before 0630 or 0700 local. However; this runway is by far the shortest of the four runways with a severe downhill gradient. But that morning it was not being advertised on the ATIS. As soon as we were handed off to charlotte approach; we were told to expect a visual to runway 23. The first officer politely declined the runway assignment. We were then told to expect runway 18R. We ended up being vectored behind a company flight; another airbus. I found out later in the hotel van that they were vectored behind a dash 8. We were told to maintain 4;000 ft and vectored behind company flight on final for 18R. Our vector would put us right over the fava point. But we had slowed to 180 KIAS so at that point things were good. We were told we would be following a company airbus three miles ahead. By this time we were fully configured for a flaps three landing. At the 1;000 ft auto call I noted we were only 2 1/2 miles behind company according to my TCAS readout on my nd. And we were just inside 2 1/2 miles at the time [company] apparently touched down on 18R. But he made the first turn-off so the runway was clear well before we got there. I had loaded the 200 ft decision altitude in the MDA field of the perf page so we got the 'hundred above' and 'minimums' auto callouts. A second or two after the 'minimums' call-out the aircraft rolled to the left about 15-20 degrees. I countered with about half right stick and the aircraft started to recover when; all of a sudden; the aircraft rolled fast to a steeper bank to the right. I countered with full left stick yet the aircraft continued top roll right. I had the stick hard against the stop yet it continued to roll right. I was pretty sure we were in a wake turbulence encounter and being so close to the ground I simultaneously pulled the nose up to fifteen degrees; pushed the thrust levers to toga and called out 'go-around; toga..... Navigation.' the airplane responded with a good climb; the aircraft stopped rolling as we pitched up and it followed my stick inputs to level the wings and we completed the initial phase of the go-around procedure. As we finished that at about 500 ft AGL; and before the first officer had a chance to call the go-around to the tower; we got a quick call from the tower saying to turn right to heading 270 degrees for traffic departing runway 23. We simultaneously received a TCAS traffic advisory. I was head inside starting the turn and saw the TA target was not far; however; I cannot recall the altitude difference. I took a quick look outside after getting the heading set at 270; but never saw the other aircraft. We completed the normal go-around procedure and cleaned up to flaps one as we were given an immediate turn to the downwind for runway 18R. After we landed; we were given a phone number to call by the ground controller. I made the call once inside the terminal. I didn't understand the name or title of the person who answered; but it sounded like a supervisor in the TRACON and not the tower. He basically wanted to know if they had done anything to cause the go-around. At that time; being a bit tired; I said 'no.' but reflecting back on the event; I'm not so sure. Perhaps we were vectored in too close behind company. We were definitely overtaking him for two reasons: 1) his choice of flaps full instead of flaps three as we had done and; 2) his need to slow down behind the dash 8. I did tell him about our TA with the aircraft departing runway 23; as I wasn't sure how close we were to him. The man on the other end of the call said we weren't close at all as the controller on 23 saw us initiate the go around. That controller immediately called it out to the [departing aircraft] crew and instructed them to turn to a heading of 180; which he said they did right away. He said we weren't close at all.

Google
 

Original NASA ASRS Text

Title: An A320 Captain reported encountering wake vortex from preceding A320 on approach to CLT; resulting in a strong right roll. A go around was executed and a safe landing followed.

Narrative: We were extensively vectored [on our early morning arrival to CLT] by Atlanta Center (up to 90 degrees off course) due to a 30 mile in-trail restriction; even though it was a severe clear morning. ATIS indicated only Runway 18C was open. I had briefed for that approach. I also stated in my briefing that due to the time of the morning (circadian rhythm); our weight and high landing speed (Vref of 148 or 149 KIAS for company preferred flaps three arrivals); if they opened up Runway 23 and assigned it to us; we would NOT accept that runway for our arrival. Note: normally; this runway is listed in the ATIS for large four engine and turbojet aircraft for noise abatement before 0630 or 0700 local. However; this runway is by far the shortest of the four runways with a severe downhill gradient. But that morning it was not being advertised on the ATIS. As soon as we were handed off to Charlotte Approach; we were told to expect a visual to Runway 23. The First Officer politely declined the runway assignment. We were then told to expect Runway 18R. We ended up being vectored behind a company flight; another Airbus. I found out later in the hotel van that they were vectored behind a Dash 8. We were told to maintain 4;000 FT and vectored behind company flight on final for 18R. Our vector would put us right over the FAVA point. But we had slowed to 180 KIAS so at that point things were good. We were told we would be following a company Airbus three miles ahead. By this time we were fully configured for a flaps three landing. At the 1;000 FT auto call I noted we were only 2 1/2 miles behind company according to my TCAS readout on my ND. And we were just inside 2 1/2 miles at the time [company] apparently touched down on 18R. But he made the first turn-off so the runway was clear well before we got there. I had loaded the 200 FT decision altitude in the MDA field of the PERF page so we got the 'hundred above' and 'minimums' auto callouts. A second or two after the 'minimums' call-out the aircraft rolled to the left about 15-20 degrees. I countered with about half right stick and the aircraft started to recover when; all of a sudden; the aircraft rolled fast to a steeper bank to the right. I countered with full left stick yet the aircraft continued top roll right. I had the stick hard against the stop yet it continued to roll right. I was pretty sure we were in a wake turbulence encounter and being so close to the ground I simultaneously pulled the nose up to fifteen degrees; pushed the thrust levers to TOGA and called out 'Go-around; TOGA..... NAV.' The airplane responded with a good climb; the aircraft stopped rolling as we pitched up and it followed my stick inputs to level the wings and we completed the initial phase of the go-around procedure. As we finished that at about 500 FT AGL; and before the First Officer had a chance to call the go-around to the Tower; we got a quick call from the Tower saying to turn right to heading 270 degrees for traffic departing Runway 23. We simultaneously received a TCAS Traffic Advisory. I was head inside starting the turn and saw the TA target was not far; However; I cannot recall the altitude difference. I took a quick look outside after getting the heading set at 270; but never saw the other aircraft. We completed the normal go-around procedure and cleaned up to flaps one as we were given an immediate turn to the downwind for Runway 18R. After we landed; we were given a phone number to call by the Ground Controller. I made the call once inside the terminal. I didn't understand the name or title of the person who answered; but it sounded like a supervisor in the TRACON and not the Tower. He basically wanted to know if they had done anything to cause the go-around. At that time; being a bit tired; I said 'no.' But reflecting back on the event; I'm not so sure. Perhaps we were vectored in too close behind company. We were definitely overtaking him for two reasons: 1) his choice of flaps full instead of flaps three as we had done and; 2) his need to slow down behind the Dash 8. I did tell him about our TA with the aircraft departing Runway 23; as I wasn't sure how close we were to him. The man on the other end of the call said we weren't close at all as the Controller on 23 saw us initiate the go around. That Controller immediately called it out to the [departing aircraft] crew and instructed them to turn to a heading of 180; which he said they did right away. He said we weren't close at all.

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.