Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Automation Air Traffic Control; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: During descent to ZZZ for visual approach; FO PF (First Officer Pilot Flying); CA PM (Captain Pilot Monitoring). Crew called the airfield in sight and was frequency changed to tower. Once on tower frequency; we heard Tower call a Seneca directing them to clear the approach path of runway XX. The next call was to a departing aircraft calling out our aircraft for separation which they did not see us. TWR then called our aircraft saying traffic 12 o'clock 3600 ft. north northeast bound. We responded with leveling and we have them on TCAS. Noting on TCAS the aircraft climbing toward us and it's very close proximity and rapid closure rate; we leveled our aircraft. The approaching TCAS target continued climbing from less than 1;000 ft. below us at our 12 o'clock into our flight path rapidly. TCAS quickly displayed a climb for the RA OF 3;000 fpm. The PF added thrust to TO (Takeoff) power and climbed with the RA at 3;000 fpm. The PM called tower notifying them we were responding to an RA. The TCAS target continued climbing passing 400 ft. directly under the aircraft from the 12 o'clock position to the 6 o'clock position. After the RA was complete; the crew began the descent again coordinating with tower for a right 360 degree turn in order to reestablish the approach. The crew landed on runway XX without further incident. No heavy aircraft loading during climb and no passenger complaints on landing. No PA's were made to passengers [in] reference [to] this event.Frequency changed from approach to tower at 10 miles for the visual without any traffic notifications. Contacting tower we were given a traffic advisory with less than a 1;000 ft. separation descending while traffic climbed with a rate of closure of at least 400 knots.Before being given a frequency change by approach control crews should be given traffic advisories in the area in order to build situational awareness.


Second narrative: While descending into ZZZ out of approximately 3500 ft. MSL; and on about a 10 mile left base for XX; we received an advisory and then an RA to climb. We had been talking to approach and had just reported the field in sight. We were cleared for the visual and advised to switch to tower frequency. The FO (First Officer) was the PF (Pilot Flying). I switched to tower and heard the tower advising another aircraft to stay clear of the approach area. I checked in and was cleared to land. The tower then advised a Seneca that he needed to clear the approach area due to our approach and was advised to turn left. We then received a traffic advisory from the tower that was simultaneous with TCAS traffic alert; followed shortly by a RA to climb. I was looking outside and did not see the conflicting aircraft. The FO advised it passed underneath approximately 400 ft. below us. The entire event took less than 15 seconds as best I can recall. At that point we advised the tower we had complied with an RA and that we were high and needed a right 360 to re-establish on the approach. The tower responded that where we were was class E airspace and that the opposing Aircraft was not under radar control; and words to the affect that we were not in his airspace. He cleared us for the maneuver and again cleared us to land. Once on the ground we advised the tower via ground frequency that we would be filing a report for a near miss.Changed from approach control to tower after reporting field in sight without being given any traffic advisories before the frequency change. Also departing conflict aircraft departing along approach corridor.Approach controller should coordinate with tower to ensure approach path is clear prior to allowing frequency change.


Synopsis: Air carrier flight crew reported a RA on approach.