Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Last 90 Days 158.5; Flight Crew Type 818.22
Workload; Distraction; Communication Breakdown; Confusion
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Procedure; Human Factors
While on approach into Aruba airport we were very close to having a midair collision with an inbound aircraft nose to tail. These events are accurate to the best of my knowledge as I took notes immediately after the even occurred. After the decent checklist was completed we were cleared to defend to 2;500 feet and to proceed direct to the 10 DME fix (CI11) on the ILS for Runway 11. We proceeded directly to the fix and set 2;500 feet in the Mode Control Panel window. Note that the transition altitude in Aruba is 4;000 feet. Prior to 4;000 feet the approach checklist was completed and then transition level was reached and the altimeters were set to the local setting per the METAR. Aruba tower asked several times for our radial and DME. This information was given to them in a timely manner. After we reported 16 DME the tower cleared us to maintain 2;500 feet and join the localizer. The weather was VFR with scattered clouds at 2;500 feet. At 7 DME and mot being cleared for the approach we queried the tower several times for an approach clearance. We were told to expect a 360 turn at the 10 DME fix. At this point we were already past the fix and approximately at 7 DME. I scaled my range down to 5 mile range for better situational awareness. Upon scaling down to 5 mile range the traffic ahead was showing 2-2.5 miles ahead. We asked the tower several times about the spacing and configured the aircraft in final landing configuration to allow for more spacing with the aircraft ahead that was not expected ahead. We continued to query the ATC tower and the tower responded that there was no known traffic ahead and to continue at 2;500 feet and continue inbound to maintain 2;500 feet. We were really concerned about the traffic and continued to ask ATC about the traffic with no answer to our question. Upon exiting the broken/scattered clouds the [small transport] was approximately 1;000 feet-1;500 feet directly infant of our flight path and level at our altitude. Pilot Flying immediately made a hard left turn to prevent contact with the [small transport]. We held our altitude and configuration and informed ATC of the traffic and our position. ATC still refused to acknowledge the traffic and denied any inbound traffic in our vicinity. We rejoined the localizer and landed without incident on Runway 11. Upon exiting the runway the aircraft in question was on the airline ramp. We asked ATC when the [small transport] landed and he responded approximately 5 minutes ago. I requested for an exact time of landing and we were informed that he had landed 3 minutes prior to our landing. I asked for the telephone number and called the tower after we parked our aircraft. The tower controller refused to acknowledge the severity of this situation and tried to shrug it off. He indicated that the [small transport] was instructed to maintain 1;500 feet and join a left downwind to base leg for runway 11. Obviously this was not the case. We never received an approach clearance on the first attempt and never received any TA or RA from TCAS.
A US air carrier on approach to TNCA Runway 11 localizer at 7DME had to take evasive action from traffic which TNCA Tower repeatedly stated did not exist but which the crew saw.