A320
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 169; Flight Crew Total 10844; Flight Crew Type 367
Situational Awareness
Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Flight Crew Took Evasive Action
Human Factors; Procedure
ATC vectored aircraft on 16L and 16R. I was on course on glide slope from 10;000 ft MSL. Approach Control called out traffic for 16L. My two jump seaters identified the traffic and pointed it out to me. The traffic appeared to be lined up for 16L. I monitored traffic while hand flying the ILS. At 9;000 ft MSL I responded to an RA (Resolution Advisory) by climbing 1;500 FPS. Next the RA commanded a level off. I leveled off and evaluated my position on approach. I directed transponder to TA (Traffic Advisory); since traffic was still in sight by my two jump seaters and me. I announced that we were high on approach and may have to go around. I then configured aircraft for maximum descent angle and returned to glide path by 1;700 ft AGL. Tower cleared us to land. The other aircraft [requested priority handling from ATC] on short final because he had passed within 100 ft of us. I called the Tower Supervisor who confirmed that TCAS events are a problem on these two runways.
Night VMC arrival into DEN; cleared for ILS 16R. Captain as PF (Pilot Flying); hand flying. Two jump seating pilots on board; slight overshooting crosswind; PF commented he would start turn to intercept a little early so as to not overshoot; this being DEN we were acutely aware of the possibility of traffic to 16L so did not want to stray off course. Intercepted final on course outside of SADIK and maintained on course the whole time. During descent somewhere around MERYN we got a TCAS 'TRAFFIC' followed nearly immediately with a climb RA. It happened so quickly we barely had time to look outside to try and acquire the traffic before getting the climb RA. The PF executed the climb RA and I notified Approach Control '[Aircraft X] TCAS climb'. Approach Control replied; 'Roger; contact Tower.' We had not been notified of simultaneous traffic to 16L; but it was a busy night so this was not unexpected for DEN. Both jump seaters acquired the traffic and pointed it out to the Captain. Traffic was a small aircraft off our left wing. Both jump seaters later said it looked like normal spacing. The RA completed; the PF said he would try and return to a stabilized approach and if unable he would go around. We extended gear and flaps and were back on glide slope by around 1;700 ft; stabilized on airspeed and fully configured. With the traffic in sight; I went to TA only; checked in with Tower; received landing clearance and we made an uneventful remainder of our approach and landing. When the other aircraft checked in with Tower; or maybe we were still on approach frequency; he [requested priority handling with ATC]. ATC asked him and he said something like; 'I almost hit that aircraft; we were within 100 ft.' ATC said something like 'You are on simultaneous approaches to parallel runways.' After exiting the aircraft the Captain called the Tower and was told that the other aircraft FO (First Officer) said they were within 200 ft. Tower did not comment on our tracks or separation. I am confident we were on course. I do not believe either aircraft were verbally made aware of the others presence or proximity; but it is not unusual for DEN. The Captain believes he heard a Traffic Advisory from Approach right before the RA.
A320 flight crew reported an NMAC with another aircraft during parallel approaches to DEN 16L/R.