Narrative:

En route; on a position leg; to vrb; we were assigned direct bldog; the initial approach fix from the south for the RNAV 11R at vrb. We were at 3;000 ft and right in the bottoms of a scattered to broken layer of clouds. We asked for lower in order to visually acquire the airport. The controller (miami center) cleared us to descend to 2;000 ft; cross bldog at 2;000 or above and cleared us for the RNAV approach. She advised us that there was traffic in the vicinity of hocki (the next fix on the final approach course) maneuvering and that they would remain 500 ft below us VFR. At 2;000 ft we were just below the base of the clouds (vrb was calling it 2;100 scattered). The layer in the area we were in appeared more broken than scattered. We were unable to visually acquire any traffic at the time. However; we did note one target about 1 mile beyond (just north) of hocki. At the time it was below us; but; we noted it was starting to climb. At this time we were past bldog en route to hocki. About two miles before hocki; we noted the target had climbed to about 100 ft below our altitude and almost on top of hocki. The target was under the control of our controller and she called him to give him a turn away from the final approach course. He didn't react (apparently not hearing clearly or misunderstanding her instruction) questioning her instruction. My co-captain and I were closely monitoring the TCAS. I was flying and was guarding the controls for a manual override in the event of an RA. At about a half mile from hocki were about to begin the smart turn to the final approach course and noted the target was climbing through our altitude in close proximity; but still not in visual contact; and moved to 100 ft above our altitude (again; we were in close proximity; within 100 ft; to the bases of the clouds; cleared for an instrument approach under the guidance of miami center). As this occurred; I was in the process of disengaging the autopilot to expedite our turn to final away from the target and accelerate our descent to 1;500 ft; the altitude from hocki to the final approach fix; mudds. As I did so; we received a 'descend' RA; commanding about; if I recall correctly; a 2;500 ft rate of descent. I responded to the rate accordingly and passed below the traffic by 100 ft. I caught a glimpse of the target out of the corner of my eye as we passed him. My co-captain sighted him as we passed. We both estimate that the lateral separation was negligible. We advised miami center that we were responding to an RA. She responded 'roger; he was 100 ft above you at all times.' I stopped the descent at about 1;400 ft after we received the 'clear of conflict' from the TCAS and recovered back to 1;500 ft; continuing the approach. The controller handed us off to the tower and we landed with no further incident. My co-captain and I believe that close monitoring of the TCAS and guarding of the controls for prompt maneuvering and the resulting RA and response saved us from a mid-air collision.

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Original NASA ASRS Text

Title: LR45 Captain reports a NMAC with an unidentified aircraft at 2;000 FT over HOCKI during the RNAV RWY 11R at VRB. Both aircraft were under the control of ZMA and the cloud bases were at 2;100 FT. A TCAS RA results in a descent to 1;400 FT; narrowly missing the other aircraft.

Narrative: En route; on a position leg; to VRB; we were assigned direct BLDOG; the initial approach fix from the south for the RNAV 11R at VRB. We were at 3;000 FT and right in the bottoms of a scattered to broken layer of clouds. We asked for lower in order to visually acquire the airport. The Controller (Miami Center) cleared us to descend to 2;000 FT; cross BLDOG at 2;000 or above and cleared us for the RNAV approach. She advised us that there was traffic in the vicinity of HOCKI (the next fix on the final approach course) maneuvering and that they would remain 500 FT below us VFR. At 2;000 FT we were just below the base of the clouds (VRB was calling it 2;100 scattered). The layer in the area we were in appeared more broken than scattered. We were unable to visually acquire any traffic at the time. However; we did note one target about 1 mile beyond (just north) of HOCKI. At the time it was below us; but; we noted it was starting to climb. At this time we were past BLDOG en route to HOCKI. About two miles before HOCKI; we noted the target had climbed to about 100 FT below our altitude and almost on top of HOCKI. The target was under the control of our Controller and she called him to give him a turn away from the final approach course. He didn't react (apparently not hearing clearly or misunderstanding her instruction) questioning her instruction. My Co-Captain and I were closely monitoring the TCAS. I was flying and was guarding the controls for a manual override in the event of an RA. At about a half mile from HOCKI were about to begin the smart turn to the final approach course and noted the target was climbing through our altitude in close proximity; but still not in visual contact; and moved to 100 FT above our altitude (again; we were in close proximity; within 100 FT; to the bases of the clouds; cleared for an instrument approach under the guidance of Miami Center). As this occurred; I was in the process of disengaging the autopilot to expedite our turn to final away from the target and accelerate our descent to 1;500 FT; the altitude from HOCKI to the final approach fix; MUDDS. As I did so; we received a 'DESCEND' RA; commanding about; if I recall correctly; a 2;500 FT rate of descent. I responded to the rate accordingly and passed below the traffic by 100 FT. I caught a glimpse of the target out of the corner of my eye as we passed him. My Co-Captain sighted him as we passed. We both estimate that the lateral separation was negligible. We advised Miami Center that we were responding to an RA. She responded 'Roger; he was 100 FT above you at all times.' I stopped the descent at about 1;400 FT after we received the 'clear of conflict' from the TCAS and recovered back to 1;500 FT; continuing the approach. The Controller handed us off to the Tower and we landed with no further incident. My Co-Captain and I believe that close monitoring of the TCAS and guarding of the controls for prompt maneuvering and the resulting RA and response saved us from a mid-air collision.

Data retrieved from NASA's ASRS site as of July 2013 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.