Narrative:

We were on vectors from the jaike arrival to the teterboro VOR DME-a approach at 3000 ft heading 090 degrees when ATC issued a TA. A target appeared inside the 5 mi ring; -500 ft and slightly right of course; approaching. As the altitude and distance decreased; TCAS issued a TA. I turned the heading knob 3-5 degrees left; rested my thumb on the autoplt disconnect button and started scanning outside; waiting for an RA. About 5 seconds later; just before the RA; the captain took the controls and banked left rapidly. Simultaneously; I heard the 'climb; climb; climb' RA. The captain pitched up while rolling wings level. I checked the TCAS display and noted the vsi resolution bar was red with about 1/2 inch of green on top. I also noted traffic displayed at -100 ft off the right wing; but I didn't acquire the aircraft visually. The captain reported responding to an RA; but I think he may have been stepped on. Almost immediately; the TCAS called 'clear of conflict' and the captain transitioned to a descent back to 3000 ft. ATC said something at this point and the captain reported the RA again. During the descent I informed the captain the flight attendant had been hurt. He gave me the airplane at 3000 ft; autoplt engaged; and went to check on her. I believe ATC issued approach clearance; cross clifo at 2000 ft. I acknowledged a clearance to clifo intersection; 2000 ft and had just finished programming the automation when the captain returned and informed me that the flight attendant had broken her leg. He took the airplane for the approach. He instructed me to call flight support and request an ambulance. Near the FAF; we were handed off to tower. In the traffic pattern; the captain requested an ambulance from tower and landed the aircraft uneventfully. I confirmed we had an injured crew member to the ground controller and he cleared us to FBO. The captain directed me to see to the flight attendant after the parking brake was set and took the checklist from me to complete the shutdown. I accompanied her to the hospital. I do not think my assessment of the threat to our flight was the same as the captain's; but he did not indicate any discomfort beforehand. When the captain initiated the escape maneuver; things happened very rapidly. I believe we complied with all clrncs and I know the checklists were completed up to the point I left my seat at shutdown. It may have been prudent to declare an emergency and delay the approach; but with our flight attendant's injury; one can also appreciate a swift landing at teterboro.

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Original NASA ASRS Text

Title: CHALLENGER CL604 FLT CREW HAS A TCAS RA ON APCH TO TEB.

Narrative: WE WERE ON VECTORS FROM THE JAIKE ARR TO THE TETERBORO VOR DME-A APCH AT 3000 FT HDG 090 DEGS WHEN ATC ISSUED A TA. A TARGET APPEARED INSIDE THE 5 MI RING; -500 FT AND SLIGHTLY R OF COURSE; APCHING. AS THE ALT AND DISTANCE DECREASED; TCAS ISSUED A TA. I TURNED THE HDG KNOB 3-5 DEGS L; RESTED MY THUMB ON THE AUTOPLT DISCONNECT BUTTON AND STARTED SCANNING OUTSIDE; WAITING FOR AN RA. ABOUT 5 SECONDS LATER; JUST BEFORE THE RA; THE CAPT TOOK THE CTLS AND BANKED L RAPIDLY. SIMULTANEOUSLY; I HEARD THE 'CLB; CLB; CLB' RA. THE CAPT PITCHED UP WHILE ROLLING WINGS LEVEL. I CHKED THE TCAS DISPLAY AND NOTED THE VSI RESOLUTION BAR WAS RED WITH ABOUT 1/2 INCH OF GREEN ON TOP. I ALSO NOTED TFC DISPLAYED AT -100 FT OFF THE R WING; BUT I DIDN'T ACQUIRE THE ACFT VISUALLY. THE CAPT RPTED RESPONDING TO AN RA; BUT I THINK HE MAY HAVE BEEN STEPPED ON. ALMOST IMMEDIATELY; THE TCAS CALLED 'CLR OF CONFLICT' AND THE CAPT TRANSITIONED TO A DSCNT BACK TO 3000 FT. ATC SAID SOMETHING AT THIS POINT AND THE CAPT RPTED THE RA AGAIN. DURING THE DSCNT I INFORMED THE CAPT THE FLT ATTENDANT HAD BEEN HURT. HE GAVE ME THE AIRPLANE AT 3000 FT; AUTOPLT ENGAGED; AND WENT TO CHK ON HER. I BELIEVE ATC ISSUED APCH CLRNC; CROSS CLIFO AT 2000 FT. I ACKNOWLEDGED A CLRNC TO CLIFO INTXN; 2000 FT AND HAD JUST FINISHED PROGRAMMING THE AUTOMATION WHEN THE CAPT RETURNED AND INFORMED ME THAT THE FLT ATTENDANT HAD BROKEN HER LEG. HE TOOK THE AIRPLANE FOR THE APCH. HE INSTRUCTED ME TO CALL FLT SUPPORT AND REQUEST AN AMBULANCE. NEAR THE FAF; WE WERE HANDED OFF TO TWR. IN THE TFC PATTERN; THE CAPT REQUESTED AN AMBULANCE FROM TWR AND LANDED THE ACFT UNEVENTFULLY. I CONFIRMED WE HAD AN INJURED CREW MEMBER TO THE GND CTLR AND HE CLRED US TO FBO. THE CAPT DIRECTED ME TO SEE TO THE FLT ATTENDANT AFTER THE PARKING BRAKE WAS SET AND TOOK THE CHKLIST FROM ME TO COMPLETE THE SHUTDOWN. I ACCOMPANIED HER TO THE HOSPITAL. I DO NOT THINK MY ASSESSMENT OF THE THREAT TO OUR FLT WAS THE SAME AS THE CAPT'S; BUT HE DID NOT INDICATE ANY DISCOMFORT BEFOREHAND. WHEN THE CAPT INITIATED THE ESCAPE MANEUVER; THINGS HAPPENED VERY RAPIDLY. I BELIEVE WE COMPLIED WITH ALL CLRNCS AND I KNOW THE CHKLISTS WERE COMPLETED UP TO THE POINT I LEFT MY SEAT AT SHUTDOWN. IT MAY HAVE BEEN PRUDENT TO DECLARE AN EMER AND DELAY THE APCH; BUT WITH OUR FLT ATTENDANT'S INJURY; ONE CAN ALSO APPRECIATE A SWIFT LNDG AT TETERBORO.

Data retrieved from NASA's ASRS site as of January 2009 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.