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A320 pilot reported erroneously notifying ATC of a TA instead of an RA encountered during an ILS approach into ewr.

Narrative:

Received a traffic alert and subsequent; but very brief; resolution advisory with associated 'monitor vertical speed' command for close proximity general aviation cirrus aircraft while being vectored by newark approach control for an ILS 22L approach. The incident occurred in the vicinity of phlbo at approximately 6000' at approximately and in conjunction with a frequency change from initial approach frequency of 128.55 to 120.15. The TCAS 'traffic; traffic' was quickly replaced by a red target and 'monitor vertical speed' command and red avoidance area before finally receiving 'clear of conflict' aural alert. The autopilot was disconnected per maneuver SOP and the pilot flying was able to maintain outside the red avoidance area without deviating from ATC cleared heading or altitude while I changed TCAS radar scale and visually acquired the general aviation aircraft. I initially communicated we were maneuvering in accordance with RA to the approach controller on 120.15; but after the event; reported the event as a TA only. This was inadvertently erroneous as; while brief in time; we did in fact have an RA with the closest point of approach with the cirrus aircraft being +400' and approximately 2.5 miles. Contributing factors to the event were: a) simultaneous approach operations for ILS11 and ILS 22L; B) three approach control frequencies being utilized versus the normal two(128.55; 120.15; 120.55) and C) congested airspace.

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Original NASA ASRS Text

Title: A320 pilot reported erroneously notifying ATC of a TA instead of an RA encountered during an ILS approach into EWR.

Narrative: Received a Traffic Alert and subsequent; but very brief; Resolution Advisory with associated 'Monitor Vertical Speed' command for close proximity general aviation cirrus aircraft while being vectored by Newark Approach control for an ILS 22L approach. The incident occurred in the vicinity of PHLBO at approximately 6000' at approximately and in conjunction with a frequency change from initial approach frequency of 128.55 to 120.15. The TCAS 'Traffic; Traffic' was quickly replaced by a red target and 'Monitor Vertical Speed' command and red Avoidance Area before finally receiving 'Clear of Conflict' aural alert. The autopilot was disconnected per maneuver SOP and the Pilot Flying was able to maintain outside the red avoidance area without deviating from ATC cleared heading or altitude while I changed TCAS radar scale and visually acquired the general aviation aircraft. I initially communicated we were maneuvering in accordance with RA to the approach controller on 120.15; but after the event; reported the event as a TA only. This was inadvertently erroneous as; while brief in time; we did in fact have an RA with the closest point of approach with the cirrus aircraft being +400' and approximately 2.5 miles. Contributing factors to the event were: A) Simultaneous approach operations for ILS11 and ILS 22L; B) Three approach control frequencies being utilized versus the normal two(128.55; 120.15; 120.55) and C) congested airspace.

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.