Narrative:

Flight was level at 3000' MSL on vectors to intercept the localizer for runway 36C. The flight was cleared for the approach while on a 050 heading. Approach mode was armed with the autopilot engaged; and the FMA indicated localizer captured while still showing full deflection west of course. The aircraft did not begin to turn in; and to prevent flying through the course heading mode was re-selected and more appropriate (approx 25-30deg) intercept angle selected. Immediately following this action TCAS indicated a TA; and after one 'traffic;traffic' aural; it then indicated an RA with the vsi indication calling for a high rate of climb of approximately 3500-4000 fpm. The autopilot was immediately disconnected and I initiated a climb; the intruding aircraft was indicated by the pilot monitoring to be coming from the east; and established in the climb I was able to establish momentary visual contact with what appeared to be either an E170 or E190. Visual contact was then lost as it flew below our own aircraft. In complying with the TCAS RA instructions and attempting to establish visual contact with the conflicting aircraft; our aircraft passed through the 36C localizer; and when level at 4000 feet after clear of the conflict we were between the runway center lines of 36C and 36R; determined visually. The flight transitioned to a normal go around for a second approach. There is absolutely no doubt that the TCAS RA initially occurred while the aircraft was west of the 36C approach course; and did not occur as a result of flying through the localizer. Another aircraft was seen to pass below our own while in the vicinity of our assigned approach course. The RA must have been the result of an aircraft approaching 36R passing through that localizer or of bad vectoring. Our own aircraft flying through the 36C localizer was a result of task saturation and prioritizing the need to comply with an RA calling for a high rate of climb.

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Original NASA ASRS Text

Title: Air carrier on vectors to Runway 36C at CLT experienced TCAS TA/RA with traffic utilizing the parallel Runway 36R.

Narrative: Flight was level at 3000' MSL on vectors to intercept the localizer for runway 36C. The flight was cleared for the approach while on a 050 heading. Approach mode was armed with the Autopilot engaged; and the FMA indicated LOC captured while still showing full deflection west of course. The aircraft did not begin to turn in; and to prevent flying through the course heading mode was re-selected and more appropriate (approx 25-30deg) intercept angle selected. Immediately following this action TCAS indicated a TA; and after one 'traffic;traffic' aural; it then indicated an RA with the VSI indication calling for a high rate of climb of approximately 3500-4000 fpm. The autopilot was immediately disconnected and I initiated a climb; the intruding aircraft was indicated by the Pilot Monitoring to be coming from the east; and established in the climb I was able to establish momentary visual contact with what appeared to be either an E170 or E190. Visual contact was then lost as it flew below our own aircraft. In complying with the TCAS RA instructions and attempting to establish visual contact with the conflicting aircraft; our aircraft passed through the 36C localizer; and when level at 4000 feet after clear of the conflict we were between the runway center lines of 36C and 36R; determined visually. The flight transitioned to a normal go around for a second approach. There is absolutely no doubt that the TCAS RA initially occurred while the aircraft was west of the 36C approach course; and did NOT occur as a result of flying through the localizer. Another aircraft was seen to pass below our own while in the vicinity of our assigned approach course. The RA must have been the result of an aircraft approaching 36R passing through that localizer or of bad vectoring. Our own aircraft flying through the 36C localizer was a result of task saturation and prioritizing the need to comply with an RA calling for a high rate of climb.

Data retrieved from NASA's ASRS site as of April 2012 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.