Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Distraction; Workload; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Procedure; Environment - Non Weather Related; Airspace Structure; Airport
On final approach to 22L in EWR in visual conditions using ILS 22L for guidance in addition to visual cues. Approximately 4 miles out on final approach EWR Tower advised of a helicopter crossing below and ahead of us crossing right to left at or below 800 FT and the helicopter had us in sight. I was hand flying the aircraft. I never got visual contact with the traffic.  We received a TCAS alert and subsequent RA approximately 1;400 FT MSL advising us to 'level off.' I complied; leveled at approximately 1;300 FT and noted the vertical separation on the TCAS showed 500 FT. The 'Clear of Conflict' message was just a few seconds later and I noted my level off had put me roughly 2 dots high on the glidepath. Immediate corrections to the vertical profile put us back on the glideslope in short order and the remainder of the landing was uneventful.  Tower requested a call on the land line; which I did upon reaching the hotel. The ATC Controller advised me the helicopter was in the approved transit corridor at or below 800 FT. If that is true; then the glideslope to 22L would have put us at roughly 1;000 FT to 1;100 FT MSL over the corridor and we would have had vertical separation of roughly 200 FT to 300 FT; which doesn't seem sufficient.
An air carrier Captain on final to EWR Runway 22L had a TCAS RA with a helicopter which ATC advised was in a legal VFR corridor below 800 FT; but the Captain contended when on glideslope for Runway 22L traffic separation would be 200 feet-300 FT.