Date: 201704
Local time of day: 1201-1800
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E MIA
ATC / advisory: TRACON MIA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was the flying pilot on descent below 10;000 feet being vectored for approach to 08L into MIA. We had initially planned and briefed landing runway 09 however we were assigned runway 08L due to an emergency on runway 09. Me and the captain were discussing which type of approach to use. I was flying while the captain was heads down setting up the approach in the FMS. Initially we received a TA. The captain instructed to me to start turning left. I used heading select and turned the airplane about 25 degrees to the left of our current course. As we started to turn we then got an RA 'climb'. I disconnected the autopilot and started climbing. At that point the captain took over the airplane and I started looking at my one o'clock for the traffic. We then received a climb now RA. I kept looking and finally saw the other traffic pass right underneath us at our 1 to 2 o'clock. I would say he was less than 1;500 feet laterally and 300 to 400 feet below vertically! I was really shocked at how close he was. If it was any closer I would say it was a near midair collision. The captain never saw the traffic as he was busy managing the RA maneuver.


Second narrative: We were level at 6000 feet approximately 21 miles east of MIA. ATC was providing us with radar vectors from Miami approach to runway 08R at MIA. We received a TCAS; TA at 12 o'clock and 8 miles indicating traffic 400 feet below us. I requested that the First Officer (flying pilot) turn 30 degrees left to avoid oncoming traffic. At the time ATC was dealing with an unexpected runway closure at MIA and the radio frequency was completely saturated.A moment later we received an RA with traffic 400 feet below us and 1 mile away. The First Officer disconnected the autopilot and started to climb but did not verbalize the TCAS maneuver. I recognized that a more aggressive response was needed to keep us clear of the conflict. I assumed control of the aircraft stating 'my aircraft autopilot off FD's off'. I followed the PFD TCAS command until the TCAS indicated that we were clear of the conflict. We leveled off at 7800 feet. I returned control of the aircraft to the First Officer. We reported the TCAS event to ATC. ATC apologized for the conflict and we were provided radar vectors to runway 08R at MIA. With positive ATC control by MIA approach 20 miles west of MIA at 6000 feet; an unexpected last minute runway closure at MIA caused ATC overload. It increased everyone's task loading and raised our situational awareness as well. Always promptly respond to and follow TCAS alerts using SOPs. Ultimately the responsibility of air traffic separation rests with the pilots.


Synopsis: Air Carrier flight crew reported receiving an RA for nearby traffic while ATC was handling an emergency at their destination.