Narrative:

Inbound from waypoint stere on the rnp Y 22L at 3000'; we heard ATC communicating with an aircraft northwest of our position about the several [other aircraft] lined up flying the approach into mdw. As we approached that aircraft our TCAS display indicated that the target aircraft was 100' below us and level; heading south towards our lateral course. The pilot monitoring communicated this to ATC. ATC cleared us to deviate north (right) of course to avoid the aircraft. I pilot flying (PF) immediately engaged cws and began a right turn; level at 3000'. While in the turn we received a TA alert. The pilot monitoring called out we were clear of the aircraft so I turned left and intercepted the approach course and engaged LNAV/VNAV and setting the altitude window to 1500'. Approaching waypoint sailz; ATC alerted us to another aircraft approaching our path ahead. At sailz this aircraft triggered a resolution advisory (RA). The RA red command box indicated I could not descend. So I disconnected the autopilot and maintained 3000'-3100'. After we were 'clear of conflict' I accessed and communicated that we were high on the approach path. Still hand flying I began to descend to intercept the descent path.approaching the lake shore; we encountered another traffic alert (TA) alert. Both pilot monitoring and I looked but could not see either an aircraft outside or on our displays. This third traffic alert distracted us just as we approached the FMS descent path. I then realized we were approaching 2100' MSL just outside keeel. I corrected our flight path and rejoined our descent path at keeel. I then continued to hand fly the approach to a landing.trying to fly an instrument approach procedure in VFR weather with several VFR aircraft flying in the vicinity of the approach creates challenges not encountered when in IMC. Abandoning the RNAV Y approach and requesting vectors to a visual approach would have decreased our workload on the approach. When I began my descent to recapture the glidepath after the RA; I should have called for the pilot monitoring to reset the altitude window to 2400.

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Original NASA ASRS Text

Title: B737 flight crew experienced three separate TCAS events during a visual approach into MDW.

Narrative: Inbound from waypoint STERE on the RNP Y 22L at 3000'; we heard ATC communicating with an aircraft northwest of our position about the several [other aircraft] lined up flying the approach into MDW. As we approached that aircraft our TCAS display indicated that the target aircraft was 100' below us and level; heading south towards our lateral course. The Pilot Monitoring communicated this to ATC. ATC cleared us to deviate north (right) of course to avoid the aircraft. I Pilot Flying (PF) immediately engaged CWS and began a right turn; level at 3000'. While in the turn we received a TA alert. The Pilot Monitoring called out we were clear of the aircraft so I turned left and intercepted the approach course and engaged LNAV/VNAV and setting the altitude window to 1500'. Approaching waypoint SAILZ; ATC alerted us to another aircraft approaching our path ahead. At SAILZ this aircraft triggered a Resolution Advisory (RA). The RA red command box indicated I could not descend. So I disconnected the autopilot and maintained 3000'-3100'. After we were 'Clear of Conflict' I accessed and communicated that we were high on the approach path. Still hand flying I began to descend to intercept the descent path.Approaching the lake shore; we encountered another Traffic Alert (TA) alert. Both Pilot Monitoring and I looked but could not see either an aircraft outside or on our displays. This third traffic alert distracted us just as we approached the FMS descent path. I then realized we were approaching 2100' MSL just outside KEEEL. I corrected our flight path and rejoined our descent path at KEEEL. I then continued to hand fly the approach to a landing.Trying to fly an instrument approach procedure in VFR weather with several VFR aircraft flying in the vicinity of the approach creates challenges not encountered when in IMC. Abandoning the RNAV Y Approach and requesting vectors to a visual approach would have decreased our workload on the approach. When I began my descent to recapture the glidepath after the RA; I should have called for the Pilot Monitoring to reset the altitude window to 2400.

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.