Widebody; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 12331; Flight Crew Type 1166
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Flight Crew Took Evasive Action
Procedure; Human Factors
On arrival into the RCTP area we were routed on the Drake One Bravo Star. We were assigned to hold at SEPIA as Published. We descended in the hold through numerous altitudes. While level at 10;000 and in the Published holding pattern I (we) noticed a TCAS aircraft approaching from our left side descending from 11;000 feet heading straight for us. At this time I was vocalizing deep concerns to the other crew members.We received a TCAS TA alert and it looked like the aircraft was on a collision course with us. We were IMC at the time. I could see we were getting REALLY CLOSE! I kicked off the autopilot and started a Descending Right Turn away from the aircraft. I think we descended to approximately 9;800 feet.A few seconds later we received a Descending RA. During our evasive maneuver; RCTP ATC instructed us to do a Climbing Left back to 10;000 feet. I ignored that instruction and followed the Descending TCAS RA; and because the other aircraft was still VERY close to us higher to our left! We informed ATC we had a TCAS RA.Hard to say for sure; but I think the other Aircraft got to about 1 mile and 200 feet above us on a direct collision course.We observed the other aircraft was coming from a direction outside of the published holding pattern. We also observed that the aircraft started at 11;000 feet descended below 10;000 feet and then climbed back above 11;000 feet. ATC seemed oblivious to the near miss until a minute or two after the event; and after we pointed out we had a TCAS RA event. The ATC controller's voice seemed to indicate a high level of stress at that time.When we were clear of the aircraft; I reengaged the Autopilot and returned to the holding pattern and climbed back to 10;000 feet. The rest of the approach and landing was uneventful.I used my Emergency Authority (and common sense) to start an evasive maneuver away from the approaching aircraft before we got the actual TCAS RA. I also believe that if I had waited for the actual TCAS RA warning to sound before starting the evasive maneuver a midair collision was highly likely.I think we should have received the TCAS RA warning much sooner.On the bus to the hotel per [procedures]; I called (with First Officers listening in and participating) to report our Near Miss / TCAS event to the company duty manager.
[Report narrative contained no additional information.]
A flight experienced a near miss while in holding. The TCAS system activated and commanded evasive action.