Narrative:

I was on an initial descent into rvs. I was cleared from fort worth center to tulsa approach level at 6;000 ft MSL 25 miles southeast of rvs. I contacted approach with my position and confirmed I had obtained current ATIS at rvs. Approach instructed me to contact tower. I contacted tower. Tower instructed me to contact approach. I contacted approach again. I was still level at 6;000 and now approximately 20 miles from rvs. Approach cleared me for the visual to runway 19L and requested I contact tower. I contacted tower and relayed I was cleared for the visual and had current ATIS. At the altitude of 6;000 and distance from the field; I would not be able to descend at a rate that would allow for proper cooling of the engine and produce an airspeed that would allow for the safe extension of the landing gear. I requested a heading of approximately 270 to make south turns to loose altitude. I was cleared as requested. As I started my descent and south turns to the 270 heading; I noticed an airplane at my 4 to 5 o'clock 500 ft below me traveling from southeast to northwest. My south turn to the north would have traveled across the planes path. I never received any traffic alerts or warnings from either approach or tower. After noticing the traffic; I became concerned that tower had not alerted me to the traffic and wondered if they had radar to help with the separation. Due to the distance and altitude I was from the field (rvs); I elected to contact approach. I did not contact tower to request help or let them know I was changing frequency to approach. It felt immediate action was required. I continued my left turn to fly parallel to the northwest bound traffic and ultimately did a 360 degree turn to follow the traffic back to the airport. As I continued my left turn; I was in constant communication with approach and requested traffic separation. I requested vectors from another plane that was southeast bond across my flight path. The traffic avoidance system on the plane was alerting of the traffic that was 200 ft and 0.5 miles. I continued my descent and was able to avoid the traffic. After talking with approach; I was able to enter a left downwind for 19L and was transferred to tower. I contacted tower and was cleared to land. I landed and exited the runway 19L to the west. Once I cleared the runway bars; I stopped. I had not received any instruction from tower. I changed my transmitting radio to comm 2 and continued to monitor tower. I contacted ground and requested taxi to an FBO. I had inadvertently contacted pre-taxi and was instructed to contact ground. (I reviewed my foreflight frequencies and determined I had contacted pre-taxi; which is essentially clearance. The ground tab has both ground and pre-taxi. I had mistakenly transmitted on pre-taxi).based on the concern of the close proximity of the traffic and my lack of confidence in tower to provide immediate and accurate separation; I felt it was necessary to protect my passenger and plane by switching from tower to approach and requested traffic separation. I recall there was significant delay in tower responding to my transmission.

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Original NASA ASRS Text

Title: A single engine aircraft pilot filed IFR reported taking evasive action due to an airborne conflict approaching RVS with no Approach or Tower advisories.

Narrative: I was on an initial descent into RVS. I was cleared from Fort Worth Center to Tulsa Approach level at 6;000 FT MSL 25 miles southeast of RVS. I contacted Approach with my position and confirmed I had obtained current ATIS at RVS. Approach instructed me to contact Tower. I contacted Tower. Tower instructed me to contact Approach. I contacted Approach again. I was still level at 6;000 and now approximately 20 miles from RVS. Approach cleared me for the visual to Runway 19L and requested I contact Tower. I contacted Tower and relayed I was cleared for the visual and had current ATIS. At the altitude of 6;000 and distance from the field; I would not be able to descend at a rate that would allow for proper cooling of the engine and produce an airspeed that would allow for the safe extension of the landing gear. I requested a heading of approximately 270 to make S turns to loose altitude. I was cleared as requested. As I started my descent and S turns to the 270 heading; I noticed an airplane at my 4 to 5 o'clock 500 FT below me traveling from southeast to northwest. My S turn to the north would have traveled across the planes path. I never received any traffic alerts or warnings from either Approach or Tower. After noticing the traffic; I became concerned that Tower had not alerted me to the traffic and wondered if they had radar to help with the separation. Due to the distance and altitude I was from the field (RVS); I elected to contact Approach. I did not contact Tower to request help or let them know I was changing frequency to Approach. It felt immediate action was required. I continued my left turn to fly parallel to the northwest bound traffic and ultimately did a 360 degree turn to follow the traffic back to the airport. As I continued my left turn; I was in constant communication with Approach and requested traffic separation. I requested vectors from another plane that was southeast bond across my flight path. The traffic avoidance system on the plane was alerting of the traffic that was 200 FT and 0.5 miles. I continued my descent and was able to avoid the traffic. After talking with Approach; I was able to enter a left downwind for 19L and was transferred to Tower. I contacted Tower and was cleared to land. I landed and exited the Runway 19L to the west. Once I cleared the runway bars; I stopped. I had not received any instruction from Tower. I changed my transmitting radio to Comm 2 and continued to monitor Tower. I contacted Ground and requested taxi to an FBO. I had inadvertently contacted pre-taxi and was instructed to contact Ground. (I reviewed my Foreflight frequencies and determined I had contacted pre-taxi; which is essentially clearance. The ground tab has both Ground and pre-taxi. I had mistakenly transmitted on pre-taxi).Based on the concern of the close proximity of the traffic and my lack of confidence in Tower to provide immediate and accurate separation; I felt it was necessary to protect my passenger and plane by switching from Tower to Approach and requested traffic separation. I recall there was significant delay in Tower responding to my transmission.

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.