Narrative:

We were on the frway four arrival in the vicinity of frway intersection when cleared direct to relty and told to expect a visual approach to runway 28R at pbi. This clearance put the track of our aircraft parallel and 1 mile east of the shoreline heading south for an expected right base turn to final. Our flight was cleared to descend to 3;000 ft and to report the airport in sight. The first officer and I confirmed sight of the runway; and I continued a hand flown; visual flight path backed up with the electronic glideslope while configuring the aircraft for a landing. No traffic was reported by the approach controller and we were switched to pbi tower where we received clearance to land. No traffic was reported by the tower. As I started my turn to final just outside the shoreline; I looked through the first officer's window to verify alignment with the runway and noticed in my peripheral vision; a traffic target on the TCAS approx. 2-300 ft below me. I immediately asked the first officer and jumpseater to 'look' and asked if that might be a ships transponder or some other errant caution. I thought surely another aircraft could not be below us! In that instant the first officer and jumpseat pilot spotted a high wing; C-172 or similar; converging towards; just to the right and slightly below us. I immediately pushed the thrust levers up to climb above the glideslope when we got a 'climb' warning resolution advisory. I would assume that this aircraft passed right through the glideslope path of our runway; inside relty the outer marker; because when the conflict no longer existed; our aircraft was well above the glideslope. I told the first officer to report to the tower our encounter and ask if he had seen or monitored the traffic to which he said yes; there is someone out there just outside of my airspace. I asked; 'are you talking to them?' his answer was simply 'no'.we flew our aircraft precisely according to ATC instructions and SOP's. I feel this traffic should have been brought to our attention due to its close proximity to the airport and our aircraft. When the encounter occurred; I figured we were on about a 3-4 mile base to final approach. I was appalled at the lack of concern on the controller's part. We had just encountered a near miss with another aircraft which could have had catastrophic results had it not been for TCAS and a quick response on the part of the flight crew. A suggestion from me would be to keep high speed; far 121 aircraft out of the potential path of sightseeing; no radio aircraft along the shoreline. A vector to join the final outside of relty might help; but this was simply a matter not getting information about potential conflicts to our flight path.

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Original NASA ASRS Text

Title: B737 Captain experiences a NMAC with a GA aircraft at 1;300 FT while turning a visual final to Runway 28R at PBI. Evasive action is initiated at the same time a TCAS RA is annunciated.

Narrative: We were on the FRWAY FOUR ARRIVAL in the vicinity of FRWAY Intersection when cleared direct to RELTY and told to expect a visual approach to Runway 28R at PBI. This clearance put the track of our aircraft parallel and 1 mile east of the shoreline heading south for an expected right base turn to final. Our flight was cleared to descend to 3;000 FT and to report the airport in sight. The First Officer and I confirmed sight of the runway; and I continued a hand flown; visual flight path backed up with the electronic glideslope while configuring the aircraft for a landing. No traffic was reported by the Approach Controller and we were switched to PBI Tower where we received clearance to land. No traffic was reported by the Tower. As I started my turn to final just outside the shoreline; I looked through the First Officer's window to verify alignment with the runway and noticed in my peripheral vision; a traffic target on the TCAS approx. 2-300 FT below me. I immediately asked the First Officer and jumpseater to 'LOOK' and asked if that might be a ships transponder or some other errant caution. I thought surely another aircraft could not be below us! In that instant the First Officer and jumpseat pilot spotted a high wing; C-172 or similar; converging towards; just to the right and slightly below us. I immediately pushed the thrust levers up to climb above the glideslope when we got a 'Climb' warning Resolution Advisory. I would assume that this aircraft passed right through the glideslope path of our runway; inside RELTY the outer marker; because when the conflict no longer existed; our aircraft was well above the glideslope. I told the First Officer to report to the Tower our encounter and ask if he had seen or monitored the traffic to which he said yes; there is someone out there just outside of my airspace. I asked; 'Are you talking to them?' His answer was simply 'No'.We flew our aircraft precisely according to ATC instructions and SOP's. I feel this traffic should have been brought to our attention due to its close proximity to the airport and our aircraft. When the encounter occurred; I figured we were on about a 3-4 mile base to final approach. I was appalled at the lack of concern on the controller's part. We had just encountered a near miss with another aircraft which could have had catastrophic results had it not been for TCAS and a quick response on the part of the flight crew. A suggestion from me would be to keep high speed; FAR 121 aircraft out of the potential path of sightseeing; no radio aircraft along the shoreline. A vector to join the final outside of RELTY might help; but this was simply a matter not getting information about potential conflicts to our flight path.

Data retrieved from NASA's ASRS site as of July 2013 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.