Narrative:

Runway 4/22 closed lga. Aircraft landing lga were following the hudson river north; being vectored east; north of lga; across the bronx; and then given clearance by approach for a visual approach to runway 13 then switched to lga tower. Approach had vectored us east; as above; and called traffic for us; an A319; at our 2 o'clock position; 2.5 miles. We saw and called the traffic. Approach cleared us to follow that traffic; cleared visual approach runway 13 lga. We confirmed. Approach switched us to tower. Checked in to lga tower. Tower confirmed we had traffic and runway and cleared us to land runway 13. Kept three miles from traffic we were visually following and fully configured for landing. Followed traffic; fully configured; 150 knots approaching turn to final and approaching east shore of the hudson river; approximately 1;800 ft MSL. Just preparing to turn final; we received a TCAS traffic advisory immediately followed by a climbing RA. I responded immediately to RA; power advanced; nose raised to comply with RA instructions of at least 1;200 FPM climb. PNF reported TCAS traffic as 12 o'clock 300 ft low; but not visual. At the same time I was responding to RA; tower reported helicopter traffic that location 1;500 ft. Within 10-15 seconds; TCAS responded 'clear of conflict' and we readjusted to resume visual approach; fully in position/configuration by 1;000 ft AGL; on glide slope/PAPI; on speed. Tower confirmed continuing approach and cleared to land. Flight continued without further incident. Suggestions: 1.) cancel runway maintenance on lga runway 4/22 when meteorological conditions would require landing on runway 13. Runway 13 is the most restrictive for both approach and tower when landing east due to altitude restrictions over the hudson to match runway configurations at ewr and jfk; ewr was landing runway 4. 2.) do not do straight visual approaches to lga runway 13. ATIS had advised; and they had been doing the ILS to runway 22; circle to land runway 13. That approach clearance allows controllers to give additional guidance that keeps landing traffic closer to lga. The aircraft we were following visually extended his visual final too far to the west; to the edge of the hudson river where there is significant VFR and helicopter traffic. I called the lga tower supervisor after gate arrival; and he confirmed this was a problem. After that he said he ordered controllers to put aircraft back on ILS 22; circle to land 13; no visuals to 13. 3.) tower supervisor confirmed helicopter was in ATC contact and had been given our location as a traffic call. Helicopter confirmed visual contact and that he would keep visual separation; but we were not informed of traffic until it was too late. Below us with all the city lights; we never visually saw that traffic; but an earlier traffic warning might have allowed us to pick up visual contact on the traffic and help avoid the RA we received.

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Original NASA ASRS Text

Title: An Air Carrier landing Runway 13 at LGA experienced a TCAS RA with unreported helicopter traffic.

Narrative: Runway 4/22 closed LGA. Aircraft landing LGA were following the Hudson River North; being vectored East; North of LGA; across the Bronx; and then given clearance by Approach for a visual approach to Runway 13 then switched to LGA Tower. Approach had vectored us East; as above; and called traffic for us; an A319; at our 2 o'clock position; 2.5 miles. We saw and called the traffic. Approach cleared us to follow that traffic; cleared visual approach Runway 13 LGA. We confirmed. Approach switched us to Tower. Checked in to LGA Tower. Tower confirmed we had traffic and runway and cleared us to land Runway 13. Kept three miles from traffic we were visually following and fully configured for landing. Followed traffic; fully configured; 150 knots approaching turn to final and approaching East shore of the Hudson River; approximately 1;800 FT MSL. Just preparing to turn final; we received a TCAS traffic advisory immediately followed by a climbing RA. I responded immediately to RA; power advanced; nose raised to comply with RA instructions of at least 1;200 FPM climb. PNF reported TCAS traffic as 12 o'clock 300 FT low; but not visual. At the same time I was responding to RA; Tower reported helicopter traffic that location 1;500 FT. Within 10-15 seconds; TCAS responded 'clear of conflict' and we readjusted to resume visual approach; fully in position/configuration by 1;000 FT AGL; on glide slope/PAPI; on speed. Tower confirmed continuing approach and cleared to land. Flight continued without further incident. Suggestions: 1.) Cancel runway maintenance on LGA Runway 4/22 when meteorological conditions would require landing on Runway 13. Runway 13 is the most restrictive for both Approach and Tower when landing East due to altitude restrictions over the Hudson to match runway configurations at EWR and JFK; EWR was landing Runway 4. 2.) Do not do straight visual approaches to LGA Runway 13. ATIS had advised; and they had been doing the ILS to Runway 22; circle to land Runway 13. That approach clearance allows controllers to give additional guidance that keeps landing traffic closer to LGA. The aircraft we were following visually extended his visual final too far to the West; to the edge of the Hudson River where there is significant VFR and helicopter traffic. I called the LGA Tower Supervisor after gate arrival; and he confirmed this was a problem. After that he said he ordered controllers to put aircraft back on ILS 22; circle to land 13; no visuals to 13. 3.) Tower Supervisor confirmed helicopter was in ATC contact and had been given our location as a traffic call. Helicopter confirmed visual contact and that he would keep visual separation; but we were not informed of traffic until it was too late. Below us with all the city lights; we never visually saw that traffic; but an earlier traffic warning might have allowed us to pick up visual contact on the traffic and help avoid the RA we received.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.