Narrative:

Departure and en route flight were normal. On descent to eze airport approach control gave us 'cleared to arsot intersection and descend to FL50.' just prior to reaching arsot we received instructions to maintain heading and intercept the localizer for runway 11, and cleared for the #1 ILS DME localizer runway 11. There were thunderstorms and rain showers in the area. We intercepted the localizer, but due to deviation around rain showers, the aircraft remained above the GS. At the OM (oc) the captain elected to execute a missed approach and try the approach again due to being above the GS. The missed approach was executed per the missed approach procedure. Flight was at 2300 ft at the inner marker (C), when the captain initiated the climb to 3000 ft and the turn to 125 degree heading. Radio contact with ATC was not established to tell them of our intentions due to the frequency being busy with ATC talking to another aircraft. As soon as the captain began the climb and the turn, the TCASII gave a 'traffic, traffic' alert, followed by an immediate 'climb, climb' and the ivsi showed a 3000-3500 FPM rate of climb. We immediately complied with the TCASII RA. At about 3500 ft aircraft altitude the TCASII announced 'clear of conflict.' ATC was contacted and we received instructions to proceed to the eze VOR and hold as published and to maintain 4000 ft. After the second turn in the holding pattern we received an approach clearance for the #2 ILS DME localizer runway 11. The approach was initiated with an outbound heading of 275 degrees to 10 DME and then the turn to intercept the localizer. At about 300 degree heading the captain's radio altimeter bounced and gave a 'terrain, terrain' warning. Our airline's procedure is to increase thrust to maximum, pitch to 15 degrees and maintain confign and advise ATC. All this was accomplished. ATC then gave instructions for a right turn and intercept the localizer and continue approach. These instructions were followed and a normal landing was accomplished. Supplemental information from acn 373899 revealed the following information: we were in holding over eze as depicted on the ILS 7 runway 11 approach. An air carrier B747 was inbound on the ILS approach to runway 11. They executed a missed approach near the OM due to being above the glide path and IMC with heavy rain. The missed approach instructions for their approach were climb to 3000 ft MSL on 125 degree heading. Their missed approach put them on a head-on course with our airplane at the same altitude. Our first indication of the proximity of the other aircraft was a TA followed by a preventive RA. The B747 had a climb RA. We were within 200 ft vertically. At the end of our flight, the controller on duty met our flight and said our separation was less than 600 ft. Without a doubt, TCASII saved a midair between an MD11 and a B747. ATC at eze was clearly at fault.

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Original NASA ASRS Text

Title: AN ACR B747 FLC EXECUTES A GAR WHEN THEY GET ABOVE THE GS WHILE ATTEMPTING TO AVOID WX AND THEN GET AN RA FROM AN MD11 THAT IS HOLDING AT THE EZE VOR AT THE GAR ALT. THE 2 FLCS FOLLOW THEIR TCASII'S INSTRUCTIONS AND MISS EACH OTHER. THE B747 FLC IS THEN CLRED FOR AN APCH FROM THE EZE VOR HOLDING PATTERN. DURING THEIR TRANSITION TO THE ILS THE B747 FLC GETS A TERRAIN WARNING AND EXECUTES AN AVOIDANCE MANEUVER AND THEN CONTINUES FOR A SUCCESSFUL LNDG.

Narrative: DEP AND ENRTE FLT WERE NORMAL. ON DSCNT TO EZE ARPT APCH CTL GAVE US 'CLRED TO ARSOT INTXN AND DSND TO FL50.' JUST PRIOR TO REACHING ARSOT WE RECEIVED INSTRUCTIONS TO MAINTAIN HDG AND INTERCEPT THE LOC FOR RWY 11, AND CLRED FOR THE #1 ILS DME LOC RWY 11. THERE WERE TSTMS AND RAIN SHOWERS IN THE AREA. WE INTERCEPTED THE LOC, BUT DUE TO DEV AROUND RAIN SHOWERS, THE ACFT REMAINED ABOVE THE GS. AT THE OM (OC) THE CAPT ELECTED TO EXECUTE A MISSED APCH AND TRY THE APCH AGAIN DUE TO BEING ABOVE THE GS. THE MISSED APCH WAS EXECUTED PER THE MISSED APCH PROC. FLT WAS AT 2300 FT AT THE INNER MARKER (C), WHEN THE CAPT INITIATED THE CLB TO 3000 FT AND THE TURN TO 125 DEG HDG. RADIO CONTACT WITH ATC WAS NOT ESTABLISHED TO TELL THEM OF OUR INTENTIONS DUE TO THE FREQ BEING BUSY WITH ATC TALKING TO ANOTHER ACFT. AS SOON AS THE CAPT BEGAN THE CLB AND THE TURN, THE TCASII GAVE A 'TFC, TFC' ALERT, FOLLOWED BY AN IMMEDIATE 'CLB, CLB' AND THE IVSI SHOWED A 3000-3500 FPM RATE OF CLB. WE IMMEDIATELY COMPLIED WITH THE TCASII RA. AT ABOUT 3500 FT ACFT ALT THE TCASII ANNOUNCED 'CLR OF CONFLICT.' ATC WAS CONTACTED AND WE RECEIVED INSTRUCTIONS TO PROCEED TO THE EZE VOR AND HOLD AS PUBLISHED AND TO MAINTAIN 4000 FT. AFTER THE SECOND TURN IN THE HOLDING PATTERN WE RECEIVED AN APCH CLRNC FOR THE #2 ILS DME LOC RWY 11. THE APCH WAS INITIATED WITH AN OUTBOUND HDG OF 275 DEGS TO 10 DME AND THEN THE TURN TO INTERCEPT THE LOC. AT ABOUT 300 DEG HDG THE CAPT'S RADIO ALTIMETER BOUNCED AND GAVE A 'TERRAIN, TERRAIN' WARNING. OUR AIRLINE'S PROC IS TO INCREASE THRUST TO MAX, PITCH TO 15 DEGS AND MAINTAIN CONFIGN AND ADVISE ATC. ALL THIS WAS ACCOMPLISHED. ATC THEN GAVE INSTRUCTIONS FOR A R TURN AND INTERCEPT THE LOC AND CONTINUE APCH. THESE INSTRUCTIONS WERE FOLLOWED AND A NORMAL LNDG WAS ACCOMPLISHED. SUPPLEMENTAL INFO FROM ACN 373899 REVEALED THE FOLLOWING INFO: WE WERE IN HOLDING OVER EZE AS DEPICTED ON THE ILS 7 RWY 11 APCH. AN ACR B747 WAS INBOUND ON THE ILS APCH TO RWY 11. THEY EXECUTED A MISSED APCH NEAR THE OM DUE TO BEING ABOVE THE GLIDE PATH AND IMC WITH HVY RAIN. THE MISSED APCH INSTRUCTIONS FOR THEIR APCH WERE CLB TO 3000 FT MSL ON 125 DEG HDG. THEIR MISSED APCH PUT THEM ON A HEAD-ON COURSE WITH OUR AIRPLANE AT THE SAME ALT. OUR FIRST INDICATION OF THE PROX OF THE OTHER ACFT WAS A TA FOLLOWED BY A PREVENTIVE RA. THE B747 HAD A CLB RA. WE WERE WITHIN 200 FT VERTLY. AT THE END OF OUR FLT, THE CTLR ON DUTY MET OUR FLT AND SAID OUR SEPARATION WAS LESS THAN 600 FT. WITHOUT A DOUBT, TCASII SAVED A MIDAIR BTWN AN MD11 AND A B747. ATC AT EZE WAS CLRLY AT FAULT.

Data retrieved from NASA's ASRS site as of July 2007 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.