Narrative:

While on approach the local area was saturated with both VFR and IFR traffic. The vectors to the approach to landing phase continued normally with us slowing our airspeed and configuring the aircraft earlier at the request of approach. There were numerous heading changes and we were told that we were number four for the airport; number three initially. There were numerous aircraft on tower and the frequency was congested. While on approach; we observed the aircraft in front of us land and exit. We then observed another aircraft land on the intersecting runway and clear the intersection of the two runways so we continued the approach to landing as we were now number one for the airport. We were fully configured; stabilized; and had a visual on the runway. At approximately 600 ft. We received a traffic alert. Both myself as pilot flying and the pilot monitoring looked up and tried to acquire the traffic that had triggered the traffic alert. It was difficult due to the time of day with our heading northwest and the sun just off of our left side but in less than an estimated two seconds we both visually acquired the traffic which was approximately 200 ft. Above us and directly in front of us at less than one quarter mile laterally. It was a high-wing single engine aircraft that was flying a visual traffic pattern and was in the left downwind for the intersecting runway. Due to the location and proximity of the traffic that we had now visually acquired; we had zero options for avoidance other than to continue a descent. Climbing was out of the question and banking to avoid at less than what was now an estimated 400 ft. Was not an option either. I initiated a momentary descent below the PAPI in an order to increase vertical separation from the traffic. I leveled off momentarily to recapture the PAPI and having maintained a visual with the runway I continued and landed without further incident. After clearing the runway; I requested the pilot monitoring ask ground control for a phone number to the tower cab. After shutdown and postflight I did call the tower cab regarding the issue and requested that they advise aircraft of traffic that will be overflying final approach paths. I would classify this as a loss of separation due to lack of communication from the controlling facility. Due to the phase of flight we had no good options and only one poor option that we undertook in order to increase separation.traffic that is landing should be notified of aircraft that are in the pattern for an intersecting runway and if they're expected to overfly another aircraft in the course of their pattern work. This was a loss of separation incident that left us no options.

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Original NASA ASRS Text

Title: Challenger 300 Captain on short final reported taking evasive action to avoid traffic crossing their course.

Narrative: While on approach the local area was saturated with both VFR and IFR traffic. The vectors to the approach to landing phase continued normally with us slowing our airspeed and configuring the aircraft earlier at the request of Approach. There were numerous heading changes and we were told that we were number four for the airport; number three initially. There were numerous aircraft on Tower and the frequency was congested. While on approach; we observed the aircraft in front of us land and exit. We then observed another aircraft land on the intersecting runway and clear the intersection of the two runways so we continued the approach to landing as we were now number one for the airport. We were fully configured; stabilized; and had a visual on the runway. At approximately 600 ft. we received a Traffic Alert. Both myself as Pilot Flying and the Pilot Monitoring looked up and tried to acquire the traffic that had triggered the traffic alert. It was difficult due to the time of day with our heading northwest and the sun just off of our left side but in less than an estimated two seconds we both visually acquired the traffic which was approximately 200 ft. above us and directly in front of us at less than one quarter mile laterally. It was a high-wing single engine aircraft that was flying a visual traffic pattern and was in the left downwind for the intersecting runway. Due to the location and proximity of the traffic that we had now visually acquired; we had zero options for avoidance other than to continue a descent. Climbing was out of the question and banking to avoid at less than what was now an estimated 400 ft. was not an option either. I initiated a momentary descent below the PAPI in an order to increase vertical separation from the traffic. I leveled off momentarily to recapture the PAPI and having maintained a visual with the runway I continued and landed without further incident. After clearing the runway; I requested the Pilot Monitoring ask Ground Control for a phone number to the Tower Cab. After shutdown and postflight I did call the Tower Cab regarding the issue and requested that they advise aircraft of traffic that will be overflying final approach paths. I would classify this as a loss of separation due to lack of communication from the controlling facility. Due to the phase of flight we had no good options and only one poor option that we undertook in order to increase separation.Traffic that is landing should be notified of aircraft that are in the pattern for an intersecting runway and if they're expected to overfly another aircraft in the course of their pattern work. This was a loss of separation incident that left us no options.

Data retrieved from NASA's ASRS site 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.