Embraer Jet Undifferentiated or Other Model
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Workload
Conflict Airborne Conflict
Flight Crew Took Evasive Action
Airspace Structure; Human Factors
We were off the PHILBO arrival on a heading from approach and descending from 6;000 to 3;000. We had just been told to switch runways from 22L to 11 so we began to set up for the ILS to Runway 11. As we were approaching level off around 3;600 feet; we received a traffic alert on our TCAS for traffic below us. We spotted it right as we were starting to level off. The traffic was 500 below us. We received a corrective RA as we were leveling at 3;000 for ADJUST VERTICAL SPEED ADJUST. I disengaged the Autopilot and pitched the nose slight to the green arc keeping our altitude at around 3;150 feet and kept our eye on the traffic. We heard clear of conflict right as ATC was advising us of traffic. We continued our descent to 3;000; re-engaged the Autopilot and continued with the flight. The aircraft was VFR and most likely at an altitude 500 feet below us. We were only descending at 1;000 FPM to avoid setting off the TCAS. ATC had advised us off the traffic well after the initial traffic alert. I didn't think it would go off considering we still had 500 feet of clearance. The VFR traffic was probably slightly higher than they were supposed to be which was what set off the ADJUST VERTICAL SPEED MESSAGE ADJUST as we were beginning to level off. We didn't have much of a chance to inform ATC since we didn't get a climb or descend instruction and we pretty much just stopped our descent slight above our assigned altitude as the traffic passed slowly from left to right. We maintained visual contact with the traffic throughout. We continued the flight without informing ATC of the RA because it didn't really require us to drastically change altitude and the were extremely busy.
Embraer jet Captain reported receiving a TCAS resolution advisory during arrival to EWR following a runway change.