Date: 202103
Local time of day: 1801-2400
Location: P50.TRACON, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON P50
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: 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
Primary problem: Ambiguous

Narrative: On date; our aircraft took necessary evasive action to avoid a Near midair collision while on an IFR Flight Plan in Night-time Visual Meteorological Conditions. Our aircraft was descending to an assigned altitude 7;000 feet while established on an assigned heading of 220 degrees. While descending through approximately 7;700 feet; at approximately 17.5 DME from BAPPA Intersection (Initial Fix for RNAV approach Runway 19 at GEU) approximately 229 degrees bearing to the fix; the onboard TCAS System issued a 'Traffic-Traffic Advisory'. About one second later the approach Controller issued a 'traffic alert' in conjunction with an 'immediate left turn' heading assignment of 170 degrees. After hearing the tone in the Controller's voice; I immediately complied with the Controller's (initial) request. As I glanced over to the TCAS portion of the screen; the conflicting traffic and our aircraft appeared to be converging; almost touching our aircraft's position on the screen. Scaled down to lowest distance ring/range; I estimate the distance between aircraft was less than a mile and the traffic was at about our twelve to one o'clock position. The traffic's altitude indicated 700 feet below our current altitude while we were descending before I looked away from the screen. I believe the traffic continued on a converging trajectory relative to our position prompting the Controller to re-issue the traffic alert combined with the immediate left turn heading assignment. I am not sure if the Controller did not receive our first acknowledgement of their Traffic Alert or if it was the fact the Controller saw our targets practically merge on their scope; but the tone in the Controller's re-issuance of the clearance convinced me the conflicting traffic had closed the distance between our aircraft and I was more focused on flying away from the traffic than verifying our distance by staring at the screen. My copilot confirmed the altitude separation was as little as 400 feet on screen and the traffic's position along with our position had merged on screen. At first glance; our distance to the conflicting aircraft appeared so close; I didn't have enough time to try to gauge the aircraft's performance or our convergence trajectory on screen. At that moment I felt there was not enough distance between us to wait for a Resolution Advisory from our TCAS System either. I discontinued the descent and level-off assignment of 7;000 and initiated an immediate power and pitch up maneuver. As a result; I climbed about 1;000 feet about our then current altitude of approximately 7;700 to an altitude of approximated 8;700 and the speed of our aircraft increased by about 30 knots from approximately 250 knots to approximately 280 knots indicated airspeed. When I was clear of conflict; I resumed the descent to 7;000 feet; resumed normal speed and complied with the Controller's new clearance. I am convinced the Controller's immediate left turn heading assignment alone was not sufficient to avoid the conflict. While performing the evasive maneuver; I heard the Controller correcting another aircraft on frequency advising them of a possible pilot deviation by that aircraft; however I don't recall if the term 'Pilot Deviation' was actually used and am not sure if that aircraft the Controller corrected was the same aircraft that caused our Traffic Alert/ Traffic Advisory. The Controller seemed extremely busy at this time; so we opted not to query the Controller on frequency regarding our near-miss. The area in which this occurred lies just north of DVT airport near a practice area; an area notorious for intensive pilot training. The brightly lit city lights on a clear night sky while descending may have masked the exterior lights of the conflicting aircraft just ahead and below us; as we never caught a visual of the aircraft.




Synopsis: Pilot reported taking evasive action to avoid a mid-air collision during descent north of DVT airport. Pilot stated there was not enough distance from the aircraft to wait for an RA from TCAS. Reportedly; the area is near a practice area known for intensive pilot training activity.