Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flight to ZZZ we received a TCAS RA (Resolution Advisory) on final approach. Captain was the pilot flying. This flight is extremely short. During day VFR there is large traffic density in the area. ATC communications is very busy. Additionally there are inbound flights to ZZZ1. Knowing how short and busy this flight would be we briefed the approach while still on the ground. We had additional distractors of an 'Autopilot' Advisory message that we briefly addressed via the checklist. TRACON wanted our airspeed kept high along with our altitude. Which deviated from our plan to fly a slower arrival. We were cleared by Approach Control to descend to 3;400 feet; intercept the localizer and cleared for the ILS. We were then handed off to Tower Control who cleared us to land. Despite the distractors; all normal. The runway was in sight the entire time. We were fully configured; descending on the ILS. When we were around 2;400 feet MSL; Tower called traffic ahead at 2;400 feet. I verbalized he was at our altitude; but no range was given. Shortly after (estimating 2;200 feet MSL) we received 'Traffic; Traffic; Climb; Climb.' I immediately performed the TCAS RA maneuver; which was more aggressive then I have encountered in training. The green arc started at 1;000 feet VSI. We were in the maneuver for a good time before 'clear of conflict.' We never saw the other aircraft. The FO (First Officer) told the Tower 'Flight X TCAS RA' and clear [of] conflict; but Tower never acknowledged either transmission. Later he said he had numerous aircraft calling without callsigns. After clear of conflict; there was a bit of a question as to the recovery phase. We were on an instrument approach; but did not initiate a missed approach from the normal spot. The climb on runway heading is to 2;700 feet then right turn to 6;000 feet. Would that keep us clear of all this VFR traffic around us? We were talking to Tower in clear VMC conditions - would he just clear us to the visual pattern? Our last clearance was the ILS; so we initiated that missed approach procedure while Tower handed us off to Approach. We switched to Approach and asked for a heading and altitude clearance. She said 'you're supposed to fly the missed approach.' She may not have known we were VMC and could see the terrain. At any rate we were already initiating that turn and I believe we were very close to the actual procedure course. We were vectored around for an uneventful ILS to a landing at ZZZ. The amount of VFR traffic in the area is very high. Flying airliners inbound traffic is not normal operations. I believe these flights will increase as [carriers] have begun building operations at [the airport]. I recommend it would be more efficient and safe to create standard routing from takeoff to touchdown between the two airports that all parties - Approach; Tower ATC; and pilots are familiar.Recommendation to the training syllabus to add TCAS RA training during final approach phase on instrument approach. My experience is it has been administered during climb or cruise flight. Throw in some close terrain; confusing communication and numerous traffic for even better training.


Second narrative: On a short flight to ZZZ; our flight experienced a TCAS RA (Resolution Advisory) after switching from Approach Control to Tower inside the Final Approach Fix cleared for the approach. Switching to Tower; Tower called out helicopter traffic at our same altitude and about the same time we got a TCAS Traffic Advisory followed by an immediate RA with and climb indication and told to climb. I called Go Around and advised Tower of TCAS RA climbing. Once our established Go/Around occurred I asked Tower for Approach frequency and advised that we were climbing to 3;500 feet and requesting a turn to the right due to terrain. This matched closely with the missed approach for the procedure minus the final altitude to climb. There was a lot of traffic opposite direction going into [a nearby] airport that we did not want to climb into early. Approach advised we were supposed to be on the published missed which we briefed that we did an unscheduled TCAS RA climb. Approach was very helpful and vectored us back again for an intercept to final back into ZZZ ILS approach to an uneventful landing.


Synopsis: B757-200 flight crew reported having to execute an aggressive resolution to a RA.