Narrative:

On left downwind about 8 NM northwest of airport at about 13000 ft or FL130 since transition level is 12000 ft. Approach controller tells us to fly 150 degree heading; descend to 4000 ft; intercept the localizer. We respond and begin to comply with instructions and first officer notices that there is converging traffic at 11 O'clock position. At that moment we receive an amber TA; the traffic 300 ft below us. First officer points out the amber traffic and stops initiation of turn. I tell him to climb as we see the traffic now. Seconds later the TA becomes an RA and TCAS directs a climb. Basically; the ATC controller turned us and descended us into traffic that was on final approach. We continue wbound to avoid the aircraft then ATC gives us another vector to turn to a 140 degree heading and descend to 4000 ft; and then another aircraft was at our 11 O'clock position; and to avoid conflict we continue to fly wbound. For a second time we were turned and descended into traffic. At this point we lost all confidence and realized that we could not trust the controller. ATC is becoming frustrated and wants to know what we are doing. I responded 'you just turned us into 2 aircraft.' the language barrier made it impossible to explain to her the extent of the problem. We had 2 more aircraft on TCAS that were opposite direction and we split the difference between them and cleared them visually. After maneuvering the aircraft into a safe position and clear of any traffic conflicts; we accepted a clearance to intercept the localizer and were cleared for the approach. Rest of the flight was uneventful.

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Original NASA ASRS Text

Title: ACR ARR TO CCS EXPERIENCED TWO TCAS RA EVENTS AS ATC VECTORED ACFT TO FINAL APCH; NO TFC ISSUED; LANGUAGE BARRIER CITED AS CONTRIBUTING FACTOR.

Narrative: ON L DOWNWIND ABOUT 8 NM NW OF ARPT AT ABOUT 13000 FT OR FL130 SINCE TRANSITION LEVEL IS 12000 FT. APCH CTLR TELLS US TO FLY 150 DEG HDG; DSND TO 4000 FT; INTERCEPT THE LOC. WE RESPOND AND BEGIN TO COMPLY WITH INSTRUCTIONS AND FO NOTICES THAT THERE IS CONVERGING TFC AT 11 O'CLOCK POS. AT THAT MOMENT WE RECEIVE AN AMBER TA; THE TFC 300 FT BELOW US. FO POINTS OUT THE AMBER TFC AND STOPS INITIATION OF TURN. I TELL HIM TO CLB AS WE SEE THE TFC NOW. SECONDS LATER THE TA BECOMES AN RA AND TCAS DIRECTS A CLB. BASICALLY; THE ATC CTLR TURNED US AND DSNDED US INTO TFC THAT WAS ON FINAL APCH. WE CONTINUE WBOUND TO AVOID THE ACFT THEN ATC GIVES US ANOTHER VECTOR TO TURN TO A 140 DEG HDG AND DSND TO 4000 FT; AND THEN ANOTHER ACFT WAS AT OUR 11 O'CLOCK POS; AND TO AVOID CONFLICT WE CONTINUE TO FLY WBOUND. FOR A SECOND TIME WE WERE TURNED AND DSNDED INTO TFC. AT THIS POINT WE LOST ALL CONFIDENCE AND REALIZED THAT WE COULD NOT TRUST THE CTLR. ATC IS BECOMING FRUSTRATED AND WANTS TO KNOW WHAT WE ARE DOING. I RESPONDED 'YOU JUST TURNED US INTO 2 ACFT.' THE LANGUAGE BARRIER MADE IT IMPOSSIBLE TO EXPLAIN TO HER THE EXTENT OF THE PROB. WE HAD 2 MORE ACFT ON TCAS THAT WERE OPPOSITE DIRECTION AND WE SPLIT THE DIFFERENCE BTWN THEM AND CLRED THEM VISUALLY. AFTER MANEUVERING THE ACFT INTO A SAFE POS AND CLR OF ANY TFC CONFLICTS; WE ACCEPTED A CLRNC TO INTERCEPT THE LOC AND WERE CLRED FOR THE APCH. REST OF THE FLT WAS UNEVENTFUL.

Data retrieved from NASA's ASRS site as of May 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.