Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Once on final for [Runway] XXR; we got a TCAS RA event from what appeared to me an (other carrier) aircraft that overshot the final for XXL. We did not have the transponder in TA mode because we were never given a Traffic Advisory from ATC; and did not have the aircraft in sight as instructed by our guidance. The RA instructed us to Adjust Vertical Speed. It commanded approximately 1500 FPM descent. We were at flaps 10 and 1;500 feet AGL. As we descended per the RA we continued to configure the aircraft. We were below 1;000 feet by the time we got to flaps 30. The aural glideslope warning sounded. We knew we needed to go-around but couldn't because of the aircraft above us. When I looked at the ND (Navigation Display); I saw the red square showing the intruding aircraft right above us at +5. It was at 800 feet when we got the clear of conflict aural message and elected to go around.The (other carrier) aircraft; in my opinion; went through their intended final for XXL. A contributing factor was the lack of notification by ATC.


Second narrative: While descending through approximately 2;000 feet AGL on the visual approach and on the ILS glideslope to Runway XXR in ZZZ; we received a TCAS RA Descend. The conflicting traffic was slightly above and behind us on Runway XXL. We believe the Descend RA extinguished at approximately 800 feet AGL (although a review of the FRM (Fault Reporting Manual) afterwards says it should be inhibited 'below approximately 1;100 feet radio altitude'). After following the Descend command and by the time the command extinguished; we were not in a stabilized position to land. We executed a go-around. We were not informed about the traffic by Approach and therefore did not meet the requirements to switch to TA Only for Runways XXL and XXR in ZZZ. We were vectored around for a normal landing on XXR. As we switched to ZZZ Tower; another aircraft in front of us also experienced a go-around for the same situation.Presumably the conflicting traffic met the requirements to switch to TA Only because they keyed up on the MIC and said they didn't overshoot and we should/can switch to TA Only. However; we didn't meet the requirements to switch to TA Only.  ATC never asked us to report them in sight; presumably because they were behind us! So; what happens to our RA resolution when the conflicting traffic is in TA Only and transgressing on us? Presumably they can't be offered an RA resolution (which would likely have been for them to climb). If they had climbed the Descend RA 'pressure' on us could have been alleviated sooner. Instead we were forced lower and lower. And all of this was close to the ground. Even though the RA inhibits reaching 'approximately 1;100 feet radio altitude' the conflict with the other aircraft still exists; and we were pretty sure we were below 1;000 feet before the RA extinguished (as evidence by being already slightly into the 1;000 feet white tape). When the RA finally went away we executed a go-around from about 600-800 feet; but the traffic conflict doesn't magically go away.This event occurred right as we were configuring to land; so we never had a chance to fully configure prior to 1;000 feet AGL; as maneuvering for the RA was taking up our attention. The time in the RA resolution mode was more than momentary. It seemed long and sustained enough that it felt like it would just RA us into the ground. As I now knew a go-around was imminent there was a slight moment in my mind I thought about going around right then and there; but the RA continued. I can see where a Crew may be spring loaded to go-around even though the Descend RA is still present.The FO recognized that the traffic showed '+500' on the MFD display. The FAA defines a Near Midair as 'an incident associated with the operation of an aircraft in which a possibility of collision occurs as a result of proximity of less than 500 feet to another aircraft...' We were likely very close to meeting that definition.There was a slight tail wind at altitude for aircraft joining final from left base to runway XXL allowing for increased potential for overshoot. Maybe a very slight overshoot by the other aircraft and the tight sequencing by ATC created this incident; but we can't be sure. It's possible ATC was sequencing aircraft too tight.


Synopsis: B737 MAX 8 flight crew reported receiving an RA on approach requiring an evasive maneuver.