Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Distraction; Human-Machine Interface; Workload; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Human Factors
[We were] inbound to Ontario; CA. Prior to the descent the flight was brief following the [approach briefing]. Ontario was landing 8L and 8R; with good VFR weather and a light wind from the west. The crew descended on the Ziggy 7 arrival and was given a clearance to track outbound on 270 radial after Paradise VOR. There was a distraction trying to set up the tracking of a radial in the FMS by the pilot monitoring. As the pilot flying I decided to use the VOR and VOR mode to accomplish this. We complied with clearance and were cleared to 3;000 feet.After leveling at 3;000 feet a traffic report was issued for a helicopter at 1 o'clock and 4;000 feet. We were given a base leg heading of 320. After starting this turn an amber target showed up on the PFD (Primary Flight Display) at our altitude. I was looking out the window for traffic; in a matter of 2 seconds the Captain pushed forward on the controls; we got a TA/RA descend descend warning; I saw a small aircraft at 2 o'clock and 100 yards; I turned off the Autopilot and Autothrottle stopped the turn towards the small aircraft and descended to 2;500 feet. [We were] cleared to remain at 2;600 feet and received radar vectors to join the Localizer and landed 8L. The Captain was the pilot monitoring and the First Officer was the pilot flying. The ATC controller did make some kind of apology regarding the event. There was a minor distraction regarding the tuning of our radios. I had the VOR tuned and needed to make a switch to the ILS frequency. This took a matter of seconds to correct and we had the airport in sight the entire time.The Captain and I debriefed the event and felt we made all the correct decisions. The next day we confirmed how to track a radial using the FMS and LNAV mode. A note regarding small aircraft in vicinity might be a good idea. Knowing how to set up the FMS to track a radial would be helpful. Above all fly the airplane; keep your eyes outside; and expect the unexpected.
Descending on the ZIGGY ARRIVAL ATC gave clearance to fly the PDZ 270 radial after PDZ. PM (Pilot Monitoring) was unable to input the radial to fly in LNAV and the PF (Pilot Flying) flew the radial using raw data. ATC gave clearance to descend from 4;000 to 3;000 with a right turn to a heading of 340 for vectors to 08L. ATC advised traffic (helicopter) in the turn at 3;500 and gave clearance to continue turn to 020. Helicopter traffic was never observed. On TCAS PM saw a target which appeared to be at 3;000 feet on the 020 heading and advised PF to stop turn. TCAS aural warning TA 'traffic traffic' annunciated and PM saw traffic as TCAS aural alert advised an RA 'traffic descend now'. PF and PM both pushed controls forward as conflicting traffic continued to descend and turn into the jets path. PM advised ATC of the new heading altitude deviation due to the RA. Conflict was resolved at 2;300 feet; PF leveled off and started climb back up to 3;000. ATC advised stop climb at 2;600 and continue turn to 020 to intercept 08L LOC with an apology for conflict. PF intercepted GS inside NAROD (FAF 08L) due to ALT (Altitude) assignment by ATC of 2;600 feet. PF and PM had field in site and terrain in site during all phases. ATC reported 'helicopter' traffic at 3;500. Both PM and PF did not observe the traffic on TCAS at 3500 nor saw any helicopter traffic in the initial turn. Controller change during the descent from 4;000-3;000 feet. Weather was VMC daytime.The clearance received to fly the 270R outbound caused PM and PF to be distracted. PM could not get the radial to input in the FMC and therefore the PF flew raw data. This created additional threats which created additional distractions at the low ALT 2;600 with terrain all around. Having had to use RAW DATA the radio panel had mismatched frequencies and MCP had mismatched courses in the selectors which caused FD to give incorrect LOC info. PM was able to configure the MCP/radio panel and EFIS in time to capture LOC before crossing LOC. It caused the PM to be heads down instead of assisting PF in confirming the airport in sight for a visual backup. During debrief both pilots agreed that asking for a climb back to 3;000 may have helped with visual guidance to help with positional awareness. The following leg PM/PF practiced input of radials off VOR stations to create a less threatening environment for the 'next time.'
Air carrier flight crew reported an airborne conflict during descent to landing at ONT.