Airbus Industrie Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown
Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
Flight Crew Took Evasive Action
Human Factors
While level at 6;000 feet on the TAQ 1D arrival into LIRF we received a TCAS TA. We observed on the ND traffic climbing fast towards us. I reduced range on the Nav display. I said to the First Officer if we get an RA it will be autopilot off; flight director off. Before I could even finish the sentence; we immediately got an RA to climb. I shouted autopilot off; flight director off; and immediately climbed the aircraft up into the green and saw a climb of 5;000 feet per minute. The VSI was full red with only a sliver of green at the top. I could barely make out the green. I had never seen this even in training. The TCAS then said increase climb. I instantaneously made the decision to pull the stick all the way back and hold it. I recall saying to the First Officer I was going to just trust the automation to keep us from stalling. I saw the target on TCAS merge with our airplane and by reflex hunched my shoulders expecting an impact. I can not say for sure how close we were. A lot was going on. Perhaps 100 feet or less. We were completely in cloud. The TCAS was alerting; the altitude warning buzzer was sounding; our airspeed was decreasing rapidly thru 190 knots and we were pitched up above 30 degrees. Then the TCAS alerted clear of traffic. We recovered normal flight and automation after the RA; and the First Officer advised the Controller of our actions. The IRO (Relief Pilot) called the cabin to ask if everyone was OK. The Flight Attendant reported everyone was OK. Later they reported two flight attendants who were standing were thrown against their jumpseats but were not hurt. Also they reported the feeling of floating at one point. This is probably when I pushed the nose over to recover as the airspeed had decreased into the orange band on the airspeed indicator. From listening to the Italian Controller and the Air Carrier pilot; the Italian Controller asked if they had climbed above 5;000 feet. They insisted they had received a clearance to climb to 15;000 feet at rate of 2;000 feet per minute or more. The Italian Controller insisted they were only cleared to 5;000 feet.
Widebody Airbus Captain at 6;000 feet during arrival to LIRF; experiences a TCAS RA requiring a maximum performance climb to avoid traffic climbing into them. A misunderstood communication between ATC and the other aircraft were cited as the likely cause of the NMAC.