Narrative:

While being vectored from the arrival for landing in ZZZ; [our aircraft]; aircraft X; received an aircraft TCAS resolution advisory (RA) which resulted in a potential near mid-air collision from another aircraft ('aircraft Y') who was performing skydive operations as identified by the air traffic controller as '[aircraft Y].'at the time of the incident; aircraft X was level at 7;000 feet MSL with the autopilot engaged in heading hold mode; and indicating 250 knots airspeed as per clearance from ATC.while in level flight; the captain (pilot not-flying) overheard ATC warn and instruct an aircraft not to descend because of traffic below and to the left of their position. As a precaution; the captain began scanning the area and identified an aircraft to be close in proximity to the aircraft X. Coincidentally after visual contact; ATC instructed aircraft X to turn 20 degrees left and provided a traffic advisory. The captain notified ATC that he had visual contact of aircraft Y.aircraft Y rapidly descended and leveled off a couple hundred feet above the aircraft X (2 o'clock position); in a very close proximity; and was directed to make an immediate right turn to the east. The flight crew of aircraft X observed aircraft Y perform at least a 90-degree bank angle and nose over downward. The crew also observed each wing tip vertical in flight indicating that the aircraft was at or exceeding a 90-degree bank angle. Aircraft Y rapidly turned 180 degrees towards the east but rolled out on a heading of south. After a few moments; the aircraft then proceeded into; what appeared to be; another 90-degree bank angle to the right; towards the west and aircraft X. At this point; aircraft Y was at the 3 o'clock position and facing aircraft X and moving aft of the flight crew's field of vision. Because of this abrupt maneuver and the aircraft position trend; the aircraft X's TCAS system generated an RA which required the crew to apply maximum thrust and climb at least 1;000 ft per minute. At this point; aircraft Y was no longer in visual contact with aircraft X.the first officer (pilot flying) immediately responded to the advisory and complied with the TCAS. Aircraft X departed from its assigned altitude of 7;000 ft MSL and climbed to 8;000 ft MSL to avoid a collision. The captain notified ATC of the situation. After the conflict was resolved; aircraft X descended back to the assigned altitude and landed with no further issue.aircraft Y performing aerobatic maneuvers while inside ZZZ class B airspace. There are standard criteria in regards to maneuvers in a controlled ATC environment; and exceeding them (aerobatics) would require authorization due to separation standards. Aircraft Y was performing aerobatics (bank angle about 90 degrees). Captain suspects they did not request authorization from ATC; have an aircraft certified for aerobatics; have the required equipment on board; and finally; have FAA authorization to perform aerobatics while performing a commercial operation under their operating certificate.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported receiving an RA during descent due to a small aircraft performing aerobatics in a Class B airspace.

Narrative: While being vectored from the arrival for landing in ZZZ; [our aircraft]; Aircraft X; received an aircraft TCAS Resolution Advisory (RA) which resulted in a potential near mid-air collision from another aircraft ('Aircraft Y') who was performing skydive operations as identified by the Air Traffic Controller as '[Aircraft Y].'At the time of the incident; Aircraft X was level at 7;000 feet MSL with the autopilot engaged in heading hold mode; and indicating 250 knots airspeed as per clearance from ATC.While in level flight; the Captain (pilot not-flying) overheard ATC warn and instruct an aircraft not to descend because of traffic below and to the left of their position. As a precaution; the Captain began scanning the area and identified an aircraft to be close in proximity to the Aircraft X. Coincidentally after visual contact; ATC instructed Aircraft X to turn 20 degrees left and provided a traffic advisory. The Captain notified ATC that he had visual contact of Aircraft Y.Aircraft Y rapidly descended and leveled off a couple hundred feet above the Aircraft X (2 o'clock position); in a very close proximity; and was directed to make an immediate right turn to the East. The flight crew of Aircraft X observed Aircraft Y perform at least a 90-degree bank angle and nose over downward. The crew also observed each wing tip vertical in flight indicating that the aircraft was at or exceeding a 90-degree bank angle. Aircraft Y rapidly turned 180 degrees towards the East but rolled out on a heading of South. After a few moments; the aircraft then proceeded into; what appeared to be; another 90-degree bank angle to the right; towards the West and Aircraft X. At this point; Aircraft Y was at the 3 o'clock position and facing Aircraft X and moving aft of the flight crew's field of vision. Because of this abrupt maneuver and the aircraft position trend; the Aircraft X's TCAS system generated an RA which required the crew to apply maximum thrust and climb at least 1;000 ft per minute. At this point; Aircraft Y was no longer in visual contact with Aircraft X.The First Officer (pilot flying) immediately responded to the advisory and complied with the TCAS. Aircraft X departed from its assigned altitude of 7;000 ft MSL and climbed to 8;000 ft MSL to avoid a collision. The Captain notified ATC of the situation. After the conflict was resolved; Aircraft X descended back to the assigned altitude and landed with no further issue.Aircraft Y performing aerobatic maneuvers while inside ZZZ Class B airspace. There are standard criteria in regards to maneuvers in a controlled ATC environment; and exceeding them (aerobatics) would require authorization due to separation standards. Aircraft Y was performing aerobatics (bank angle about 90 degrees). Captain suspects they did not request authorization from ATC; have an aircraft certified for aerobatics; have the required equipment on board; and finally; have FAA authorization to perform aerobatics while performing a commercial operation under their operating certificate.

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.