Narrative:

Established on the [runway] 7R localizer and cleared for the approach; ATC called airbus traffic for runway 8 turning at our 10 o'clock. We had just a few miles visibility in rain; but were between layers and saw the airbus. My first officer called traffic in sight and the controller said; 'maintain visual with airbus; follow to airport; cleared visual 7R. My first officer astutely replied that we could not maintain the visual; as both aircraft were entering IMC; and we did not have the airport in sight. The final controller told us to then maintain 4;000 ft and cancel approach clearance. We then were vectored off the localizer to the south and then west and were then instructed to 'climb 5;000 ft and fly heading 270 vector to re-sequence'.just a few seconds later; we received a TA with traffic at two o'clock and 5 miles at our altitude. Just a few seconds later; we received a TCAS RA climb of 3;000 FPM as traffic closing fast at two o'clock and two miles. I immediately clicked off the autopilot; turned left 20 degrees and initiated a max climb to 6;000 ft. We did not then have a clearance to 6;000 ft as the frequency was jammed; but later received it from the controller.we later found the traffic had not joined the localizer 7R; but had passed the ILS course and was aiming right at us. The controller never gave a phone number; but I was very close to asking for one for approach control; but realized it was just a deviation from a foreign carrier. We learned that he was as lost on the ground as he was in the air (because we ended up following him to parking on the ground).

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Original NASA ASRS Text

Title: While performing a go-around due to loss of contact with the aircraft they were cleared to follow; a CRJ-900 flight crew suffered a TCAS TA/RA event during with an air carrier aircraft that had failed to intercept the localizer inbound on a parallel runway.

Narrative: Established on the [Runway] 7R localizer and cleared for the approach; ATC called Airbus traffic for Runway 8 turning at our 10 o'clock. We had just a few miles visibility in rain; but were between layers and saw the Airbus. My First Officer called traffic in sight and the Controller said; 'Maintain visual with Airbus; follow to airport; cleared visual 7R. My First Officer astutely replied that we could NOT maintain the visual; as both aircraft were entering IMC; and we did not have the airport in sight. The Final Controller told us to then maintain 4;000 FT and cancel approach clearance. We then were vectored off the localizer to the south and then west and were then instructed to 'climb 5;000 FT and fly heading 270 vector to re-sequence'.Just a few seconds later; we received a TA with traffic at two o'clock and 5 miles at our altitude. Just a few seconds later; we received a TCAS RA climb of 3;000 FPM as traffic closing fast at two o'clock and two miles. I immediately clicked off the autopilot; turned left 20 degrees and initiated a max climb to 6;000 FT. We did not then have a clearance to 6;000 FT as the frequency was jammed; but later received it from the Controller.We later found the traffic had not joined the localizer 7R; but had passed the ILS course and was aiming right at us. The Controller never gave a phone number; but I was very close to asking for one for Approach Control; but realized it was just a deviation from a foreign carrier. We learned that he was as lost on the ground as he was in the air (because we ended up following him to parking on the ground).

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.