MD80 FLT CREW HAS A TFC CONFLICT DURING DSCNT INTO SJC.

Narrative

CLRED TO DSND TO 9000 FT MSL FOR APCH INTO SJC. APCHING GILRO INTXN; DSNDING SLOWLY THROUGH 11000 FT; SLOWING FROM 320 KIAS FOR DSCNT BELOW 10000 FT MSL; BAY APCH NOTIFIED US OF A CESSNA 1 O'CLOCK POS; SBOUND AT 10500 FT. FO IMMEDIATELY SPOTTED CESSNA. TCAS WAS PLACARDED INOP. I SOON SAW CESSNA AS WELL; AND IT APPEARED NO THREAT; DIVERGING COURSE. I MADE THE COMMENT 'SHOULD BE NO PROB UNLESS HE TURNS INTO US.' AS WE CAME UPON HIS ALT; HE DID TURN SHARPLY INTO US; APPARENTLY NOT SEEING US (WE HAD ALL LIGHTS ON). FO SAID 'DSND' (MUCH LIKE THE TCAS WOULD HAVE) AND I; CONCURRING WITH HER ASSESSMENT; EXTENDED THE SPD BRAKES AND NOSED OVER SHARPLY TO OUR ASSIGNED ALT OF 9000 FT MSL. THIS RESULTED IN APPROX 300 KIAS BELOW 10000 FT MSL; PROMPTING THE NEED FOR A 'NEAR MISS' RPT. UNFORTUNATELY; THERE WAS SOME CHKING ON CONDITIONS IN THE CABIN NECESSARY AFTER THE ABRUPT MANEUVER; AND THERE WAS NO OPPORTUNITY; ON A CONGESTED FREQ; TO REQUEST THAT RPT FROM ATC BEFORE WE LANDED. I CALLED THE BAY APCH SUPVR ON THE TELEPHONE AFTER GATE ARR TO REQUEST THE RPT. SHE COMMENTED 'YOU DIDN'T SAY THAT ON THE FREQ;' SO I'M NOT SURE IF SHE FILED THE RPT OR NOT. THE SIT WAS VERY WELL HANDLED BY ATC; WITH THE ACCURATE TFC CALL HAVING BEEN POSSIBLY A LIFE SAFER; WITH TCAS INOP. I ALSO COMMEND FO FOR SPOTTING THE TFC RIGHT AWAY; AND HER QUICK THINKING WHEN THE TFC TURNED TOWARDS US. BECAUSE OF OUR TIMELY MANEUVER; I DO NOT BELIEVE WE WERE LESS THAN 1 MI AT CLOSEST POINT OF APCH; WITHIN LESS THAN 1000 FT VERTLY.