EMB ERJ 145 ER/LR
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Distraction; Time Pressure; Situational Awareness
Conflict NMAC
Flight Crew Took Evasive Action
Environment - Non Weather Related; Human Factors
We were descending towards ZZZ when Approach directed us to turn to heading 338 degrees from the original heading of 345 degrees. Approach cleared us to descend to 2;500 ft. from 5;000 ft. Approximately 45 seconds later; we advised Approach we had visually identified the airport and Approach cleared us for the visual approach to Runway XX. A few minutes later Approach cancelled our approach clearance and had us stop our descent at 3;000 ft. He also called out opposite direction traffic; Aircraft Y; at our 11 o'clock position and 6 miles from us.Prior to Approach's transmission; the primary aircraft was seen on TCAS in [a] position [with a] relative altitude below us. As soon as Approach notified us; I checked the TCAS and identified the target. I was able to determine from the TCAS screen [that] Aircraft Y was in level flight and heading toward us. Approach directed Aircraft Y to turn to a 310 heading. A few seconds later; the Pilot Monitoring advised Approach we did not have visual contact with Aircraft Y. Approach replied [that] Aircraft Y was turning northwest at 2;500 ft. and was VFR.Approximately 10 seconds after Approach's transmission; I saw Aircraft Y turning toward our flight path but was still 500 below our position. Approximately 30 seconds after Approach's advisory of Aircraft Y turning northwest; we received a Traffic Advisory quickly followed by a Resolution Alert from the TCAS. The Resolution Alert advised to 'DO NOT DESCEND' and the descent portion of the Vertical Speed Indicator was red. Approach was advised of our RA (Resolution Advisory) TCAS alert. Approach advised that we were clear of the traffic below us and cleared us to descend to 2;300 ft. and asked if we had the field in sight. The Pilot Monitoring advised Approach we were passing through the final approach course. Approach had us switch to Tower.While the Pilot Monitoring switched to and contacted Tower; I turned the airplane back toward the ZZZ Airport. When I visually obtained the airport; I determined we were too far left of course and too high to safely execute a safe approach and landing. I commanded the Pilot Monitoring to advise ATC we needed to be vectored back around to make a safe approach to land. The Pilot Monitoring switched back to Approach and requested vectors to re-intercept the final approach course. Approach vectored us back around to safely make an approach and landing on Runway XX at ZZZ Airport. We should have queried Approach when they turned Aircraft Y towards our flight path 500 ft. below us. Otherwise; Approach should have waited to turn the other aircraft to the northwest until after they had passed our aircraft.
Captain reported encountering an NMAC event with another aircraft during initial approach.