Date: 201703
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Approaching Newark airport the current winds with gusts favored a visual approach to runway 29. Runway 22 left was also available for landings. We asked for; and received a clearance to proceed with the Stadium Visual approach to runway 29. Runway 22 right at intersection Whiskey was being used for departures. As we proceeded with the approach; at approximately 1.5 miles from touchdown; we asked for and received a wind check. As I flared for landing; I was hit by the jet blast from a departing B737 on runway 22 right. I was able to recover and make a normal landing on runway 29. The side load on the aircraft was substantial. The tower controller asked us for a braking action report. We responded with 'good'; followed by a comment about being hit by jet blast from the departing B737. The response from tower was unreadable followed by 'contact ramp'. Once we were clear of the runway; we contacted ramp. They asked if we were assigned runway 29 for landing. We told them we requested runway 29. Once in the gate; I called ground control and asked for a phone number to call the Tower and discuss what had happened.I called the Tower and talked to a Controller about what had occurred. I asked him about the procedures for simultaneous departures and arrivals with regards to jet blast avoidance. The Controller told me they are allowed to depart aircraft off of 22 right at whiskey as long as the aircraft is given a takeoff clearance prior to and is rolling prior to the landing aircraft reaches 1 mile final for runway 29. Heavy aircraft must hold with idle thrust only. Of course; the tower expects aircraft cleared to depart immediately. This is not what occurred.After reviewing the ATC transmissions for EWR tower; it was obvious the protocols for simultaneous departures were followed; but due to a delayed departure by [the B737] resulted in the jet blast hitting a landing aircraft.I did have an opportunity to speak with [the] ops manager at the EWR tower. He knew about the occurrence; and that an investigation had been started. He also told me the controller was being given a performance review. He also admitted mistakes were made. Obviously; this could have been a real disaster with loss of aircraft and life. After further thought and research on what occurred; I have come to some conclusions and recommendations to help create a safer environment for simultaneous arrivals and departures for runway 22 right and runway 29. Strict adherence to the one mile rule with simultaneous arrivals and departures runway 22 right and 29. The controller must maintain vigilance whether the aircraft cleared for takeoff on 22 right is actually rolling with takeoff thrust. If the departing aircraft on 22 right delays in any way; or takes longer than the norm; the controller should cancel the takeoff clearance. The 22 right departing aircraft must be made aware of the aircraft approaching to land on 29. While the departing aircraft is relying on the controller for separation and guidance; they also need to exercise common sense. If the pilots feel it's taking longer to depart when the tower expects an immediate departure; the pilot should cancel his or her takeoff clearance. In other words; the pilot should be the final person to determine whether their jet blast will become a safety issue. As the 22 right departing aircraft is taxiing into position; the pilots should take a look up the final for 29. Getting the big picture so to speak. I mentioned this particular controller was unreadable at times and spoke way too fast to be understood. He stated this was also being looked at.The following day; we [departed] EWR. The roles were reversed; in that we were the departing aircraft on 22 right at yankee; not whiskey. There is apparently no restrictions for departing aircraft from 22 right from yankee versus whiskey. We were cleared for takeoff while off the runway. As I was 90 degrees to runway 22 right; I could see an aircraft on short finalfor 29. I elected to cancel our takeoff clearance and hold on the runway. The controller was not happy. I later told him why we waited. He explained that yankee does not have the restriction. I gave the landing aircraft due consideration. I saw the big picture. I broke the chain of events. Consideration by all involved promotes a safe environment for all. I recommend that our safety committee review this occurrence and come up with recommendations for our pilots to follow. Being considerate of all those aircraft around you may save lives.




Synopsis: B757 Captain reported the aircraft was subjected to 'substantial' side loads while landing at EWR on Runway 29 when they encountered jet blast from an aircraft departing Runway 22R.