Narrative:

We received clearance from miami approach control to proceed direct to sarco intersection; maintain 3;000 ft until established on the localizer; and cleared ILS runway 27 approach. Approximately 1-2 NM outside of sarco; miami approach reported that we had traffic from the north; turning base to final for runway 26L into mia. The pilot not flying; acknowledged the approach controller that we were 'looking' for traffic and the traffic was visible on TCAS. Shortly after this transmission; the additional pilot sitting in the observers seat made visual contact with the traffic and cautioned me that it looks like the traffic (an A320) is overshooting and turning late for runway 26L. I made visual contact with the traffic and agreed the traffic was converging on our course. At this time it appeared the A320 was flying a 200 heading and was way beyond (south) of the extended centerline for 26L and probably going to penetrate/extend through the extended centerline for our runway; 27. During this time we received a 'traffic; traffic' TA advisory followed shortly by a RA to 'descend; descend.' the autopilot was already disconnected for the approach; so I maneuvered the aircraft outside the recommended red vertical guidance bars on the pfd. The pilot not flying transmitted to miami approach we were complying with an RA to descend. At this time; the workload in the flight deck was high; and the approach controller along with the pilot not flying stepped on responding transmissions resulting in us not hearing the miami approach controller tell us to turn to a 210 degree heading. The pilot not flying reminded the approach controller we were complying with an RA and asked to repeat the heading. We complied with the requested heading of 210 degrees and descended to almost 2;300 ft before receiving the TCAS advisory 'clear of conflict.' during the descending RA maneuver the TCAS also produced a 'monitor vertical speed' RA and 'adjust vertical speed' RA commanding us to increase our rate of descent due to the apparent lack of climb from the A320. At our closest separation point; I recall seeing a plus 400 indication on the TCAS traffic block. The A320 was slightly forward of our flight deck window at roughly 400 ft above our aircraft's position just passing south of the extended centerline for runway 27 before climbing and turning northbound. After our turn to a heading of 210; and descending clear of the conflict; miami approach told us to discontinue approach and climb to 4;000 ft. The pilot not flying notified we had the field in sight from our current position and we were then cleared a visual approach to runway 27. The flight landed and completed without any further incident.

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Original NASA ASRS Text

Title: An air carrier crew on approach to MIA Runway 27 took evasive action to a TCAS RA during a near miss with an air carrier aircraft which over shot Runway 26L final while descending into the Runway 27 final.

Narrative: We received clearance from Miami Approach Control to proceed direct to SARCO Intersection; maintain 3;000 FT until established on the localizer; and cleared ILS Runway 27 approach. Approximately 1-2 NM outside of SARCO; Miami Approach reported that we had traffic from the north; turning base to final for Runway 26L into MIA. The pilot not flying; acknowledged the Approach Controller that we were 'looking' for traffic and the traffic was visible on TCAS. Shortly after this transmission; the additional pilot sitting in the observers seat made visual contact with the traffic and cautioned me that it looks like the traffic (an A320) is overshooting and turning late for Runway 26L. I made visual contact with the traffic and agreed the traffic was converging on our course. At this time it appeared the A320 was flying a 200 heading and was way beyond (south) of the extended centerline for 26L and probably going to penetrate/extend through the extended centerline for our runway; 27. During this time we received a 'TRAFFIC; TRAFFIC' TA Advisory followed shortly by a RA to 'DESCEND; DESCEND.' The autopilot was already disconnected for the approach; so I maneuvered the aircraft outside the recommended red vertical guidance bars on the PFD. The pilot not flying transmitted to Miami Approach we were complying with an RA to descend. At this time; the workload in the flight deck was high; and the Approach Controller along with the pilot not flying stepped on responding transmissions resulting in us not hearing the Miami Approach Controller tell us to turn to a 210 degree heading. The pilot not flying reminded the Approach Controller we were complying with an RA and asked to repeat the heading. We complied with the requested heading of 210 degrees and descended to almost 2;300 FT before receiving the TCAS advisory 'CLEAR OF CONFLICT.' During the descending RA maneuver the TCAS also produced a 'MONITOR VERTICAL SPEED' RA and 'ADJUST VERTICAL SPEED' RA commanding us to increase our rate of descent due to the apparent lack of climb from the A320. At our closest separation point; I recall seeing a plus 400 indication on the TCAS traffic block. The A320 was slightly forward of our flight deck window at roughly 400 FT above our aircraft's position just passing south of the extended centerline for Runway 27 before climbing and turning northbound. After our turn to a heading of 210; and descending clear of the conflict; Miami approach told us to discontinue approach and climb to 4;000 FT. The pilot not flying notified we had the field in sight from our current position and we were then cleared a visual approach to Runway 27. The flight landed and completed without any further incident.

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.