Narrative:

On contact with phx approach, we were told to expect visual to runway 8. Runway 8 approach was programmed into FMC. Runway 8 ILS frequency tuned. Flew downwind at 180 KTS, flaps 5 degrees. We were turned to 230 degrees then shortly to 180 degrees abeam runway 8 ILS fix jamil which is 11.3 NM from runway. We were then turned to 120 degrees and cleared for the visual approach to runway 7R. At no time had we been told of a runway change, so the first officer quickly reprogrammed the FMC, changed the ILS frequency to runway 7R and checked, via ACARS, our landing weight for runway 7R. As I turned to intercept the final, I saw a B737 at our 9 - 9:30 O'clock position and just a little higher. I immediately started to slow the aircraft with gear and flaps to keep him in sight and stay aft of his position. At this point we started getting a TCASII RA. Because I had configured quickly, I was able to keep a safe interval on the B737 and land normally. I called the phx approach operations manager who reviewed the tapes and called me back. Runway 8 had been closed and did not open as quick as they thought it would. The controller had failed to tell us about the runway change and also failed to tell us about the B737 traffic. The B737 had been told to keep us in sight, but obviously did not as he passed us up. The controller will be given some training. The first officer did an outstanding job quickly reprogramming the FMC, resetting the ILS, frequency checking the weight for runway 7, and turning off the TCASII when I advised him I had the B737 in sight and was able to maintain safe separation.

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Original NASA ASRS Text

Title: ACR EXPERIENCED TCASII RA ON APCH TO PHX AT 3000 FT.

Narrative: ON CONTACT WITH PHX APCH, WE WERE TOLD TO EXPECT VISUAL TO RWY 8. RWY 8 APCH WAS PROGRAMMED INTO FMC. RWY 8 ILS FREQ TUNED. FLEW DOWNWIND AT 180 KTS, FLAPS 5 DEGS. WE WERE TURNED TO 230 DEGS THEN SHORTLY TO 180 DEGS ABEAM RWY 8 ILS FIX JAMIL WHICH IS 11.3 NM FROM RWY. WE WERE THEN TURNED TO 120 DEGS AND CLRED FOR THE VISUAL APCH TO RWY 7R. AT NO TIME HAD WE BEEN TOLD OF A RWY CHANGE, SO THE FO QUICKLY REPROGRAMMED THE FMC, CHANGED THE ILS FREQ TO RWY 7R AND CHKED, VIA ACARS, OUR LNDG WT FOR RWY 7R. AS I TURNED TO INTERCEPT THE FINAL, I SAW A B737 AT OUR 9 - 9:30 O'CLOCK POS AND JUST A LITTLE HIGHER. I IMMEDIATELY STARTED TO SLOW THE ACFT WITH GEAR AND FLAPS TO KEEP HIM IN SIGHT AND STAY AFT OF HIS POS. AT THIS POINT WE STARTED GETTING A TCASII RA. BECAUSE I HAD CONFIGURED QUICKLY, I WAS ABLE TO KEEP A SAFE INTERVAL ON THE B737 AND LAND NORMALLY. I CALLED THE PHX APCH OPS MGR WHO REVIEWED THE TAPES AND CALLED ME BACK. RWY 8 HAD BEEN CLOSED AND DID NOT OPEN AS QUICK AS THEY THOUGHT IT WOULD. THE CTLR HAD FAILED TO TELL US ABOUT THE RWY CHANGE AND ALSO FAILED TO TELL US ABOUT THE B737 TFC. THE B737 HAD BEEN TOLD TO KEEP US IN SIGHT, BUT OBVIOUSLY DID NOT AS HE PASSED US UP. THE CTLR WILL BE GIVEN SOME TRAINING. THE FO DID AN OUTSTANDING JOB QUICKLY REPROGRAMMING THE FMC, RESETTING THE ILS, FREQ CHKING THE WT FOR RWY 7, AND TURNING OFF THE TCASII WHEN I ADVISED HIM I HAD THE B737 IN SIGHT AND WAS ABLE TO MAINTAIN SAFE SEPARATION.

Data retrieved from NASA's ASRS site as of July 2007 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.