Narrative:

Today my flight experienced an RA while conducting the RNAV GPS runway 05 approach into redmond oregon. We were on the approach in VFR conditions and had joined the final approach having been cleared for the approach itself. We were following the instructions per the company advisory letter that our 121 operations into this airport would comply and fly the instrument approach procedure via the designated transitions in lieu of visual approaches in an effort to reduce or eliminate the numerous ras into the airport. Just outside of the final approach fix we were advised of and saw traffic on our TCAS below our altitude coming at us. On the descent on the established final the traffic gave us a TA and continued towards us followed by an RA at our altitude advising us to 'descend descend descend now'. I estimated we were well within 100 ft. Of the single engine cessna which was on a northerly heading possibly a right downwind for runway 11. Tower asked [if we] were able to continue the approach after the RA and we were. This occurred at approximately 4600 ft. MSL. Despite being told that student pilots would be told to keep clear of the instrument approach corridors; it seems as though this wasn't being enforced. This pilot not only had no situational awareness for inbound traffic but was clearly in an area where he was not supposed to be. If you have airline traffic using runway 05 and students are doing pattern work on runway 11; then it might be better suited for them to use left traffic and left downwind departures to 'designated practice areas' for maneuvers. Also hanging around the final approach where jet traffic is on approach was to be discouraged (I thought) so maybe the associated schools and instructors should be reminded to emphasize these procedures more forcefully.

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Original NASA ASRS Text

Title: Air carrier Captain reported receiving an NMAC on approach to RDM from a light aircraft apparently on a training mission.

Narrative: Today my flight experienced an RA while conducting the RNAV GPS Runway 05 approach into Redmond Oregon. We were on the approach in VFR conditions and had joined the final approach having been cleared for the approach itself. We were following the instructions per the company advisory letter that our 121 operations into this airport would comply and fly the instrument approach procedure via the designated transitions in lieu of visual approaches in an effort to reduce or eliminate the numerous RAs into the airport. Just outside of the final approach fix we were advised of and saw traffic on our TCAS below our altitude coming at us. On the descent on the established final the traffic gave us a TA and continued towards us followed by an RA AT OUR ALTITUDE advising us to 'descend descend descend now'. I estimated we were well within 100 ft. of the single engine Cessna which was on a northerly heading possibly a right downwind for Runway 11. Tower asked [if we] were able to continue the approach after the RA and we were. This occurred at approximately 4600 ft. MSL. Despite being told that student pilots would be told to keep clear of the instrument approach corridors; it seems as though this wasn't being enforced. This pilot not only had no situational awareness for inbound traffic but was clearly in an area where he was not supposed to be. If you have airline traffic using Runway 05 and students are doing pattern work on Runway 11; then it might be better suited for them to use left traffic and left downwind departures to 'designated practice areas' for maneuvers. Also hanging around the final approach where jet traffic is on approach was to be discouraged (I thought) so maybe the associated schools and instructors should be reminded to emphasize these procedures more forcefully.

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.