An LR60 pilot approaching mem reports that after a runway change on final an inaccurate TRACON traff...

Attributes
ACN	738508
Time
Date	200705
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : mem.airport
State Reference	TN
Altitude	msl single value : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : mem.tracon
Operator	general aviation : corporate
Make Model Name	Learjet 60
Operating Under FAR Part	Part 91
Navigation In Use	ils localizer only : 36l other
Flight Phase	descent : approach
Route In Use	approach : instrument precision arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : mem.tracon
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	descent : approach
Route In Use	approach : traffic pattern
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : instrument pilot : multi engine pilot : private
Experience	flight time last 90 days : 90 flight time total : 5900 flight time type : 230
ASRS Report	738508
Person 2
Affiliation	government : faa
Function	controller : approach
Events
Anomaly	altitude deviation : excursion from assigned altitude non adherence : clearance other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance flight crew : became reoriented
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance Airport Airspace Structure
Primary Problem	ATC Human Performance
Situations
ATC Facility	procedure or policy : mem.tracon

Narrative:

While on approach into mem; the approach controller was descending us down and he initially cleared us for the ILS runway 36L and descend to 5000 ft. ATC failed to hear our response 3 times. ATC then called us and informed us that he had tried to call us 3 times; to which the first officer replied that we had in fact responded three times to ATC. ATC then advised us to descend to 3000 ft and proceed direct to the final approach fix for runway 36R ILS. Shortly after ATC calls us and asks if we have the airport in sight at ten O' clock and advises us of traffic at our two O' clock; without giving us a proper altitude or type of aircraft to look for. The first officer advised ATC that we had the airport in sight but that we still did not have the traffic in sight; ATC seemed to get concerned at this point that we did not have a visual on the traffic; and due to his response I became concerned and asked the first officer to get another position report on the traffic; as I scanned the horizon for traffic and checked my TCAS; I then looked to my left and back over my left shoulder and spotted the traffic turning from what appeared to be a left base to final for runway 36L. During this phase of flight I let my altitude deviate by 200 to 300 ft below 3000 ft. I do not think that ATC gave us a good position on the traffic; I do not see how this traffic that we were told to look for at the two O' clock position could have gotten to our seven O' clock position and have been making what appeared to be a left turn on to final for runway 36L; as we were arriving in from the southwest. I believe that switching runways and approaches in close to the airport especially at busy airports is a major distraction for pilots and controllers. These issues led to a higher workload than normal coupled with poor advisories on the traffic distracted me enough to cause my altitude deviation.

Original NASA ASRS Text

Title: AN LR60 PLT APCHING MEM RPTS THAT AFTER A RWY CHANGE ON FINAL AN INACCURATE TRACON TFC RPT CAUSED A DISTR AND CONFUSING SITUATION.

Narrative: WHILE ON APCH INTO MEM; THE APCH CTLR WAS DESCENDING US DOWN AND HE INITIALLY CLRED US FOR THE ILS RWY 36L AND DESCEND TO 5000 FT. ATC FAILED TO HEAR OUR RESPONSE 3 TIMES. ATC THEN CALLED US AND INFORMED US THAT HE HAD TRIED TO CALL US 3 TIMES; TO WHICH THE FO REPLIED THAT WE HAD IN FACT RESPONDED THREE TIMES TO ATC. ATC THEN ADVISED US TO DESCEND TO 3000 FT AND PROCEED DIRECT TO THE FINAL APCH FIX FOR RWY 36R ILS. SHORTLY AFTER ATC CALLS US AND ASKS IF WE HAVE THE ARPT IN SIGHT AT TEN O' CLOCK AND ADVISES US OF TFC AT OUR TWO O' CLOCK; WITHOUT GIVING US A PROPER ALT OR TYPE OF ACFT TO LOOK FOR. THE FO ADVISED ATC THAT WE HAD THE ARPT IN SIGHT BUT THAT WE STILL DID NOT HAVE THE TFC IN SIGHT; ATC SEEMED TO GET CONCERNED AT THIS POINT THAT WE DID NOT HAVE A VISUAL ON THE TFC; AND DUE TO HIS RESPONSE I BECAME CONCERNED AND ASKED THE FO TO GET ANOTHER POSITION RPT ON THE TFC; AS I SCANNED THE HORIZON FOR TFC AND CHECKED MY TCAS; I THEN LOOKED TO MY L AND BACK OVER MY L SHOULDER AND SPOTTED THE TFC TURNING FROM WHAT APPEARED TO BE A L BASE TO FINAL FOR RWY 36L. DURING THIS PHASE OF FLT I LET MY ALT DEVIATE BY 200 TO 300 FT BELOW 3000 FT. I DO NOT THINK THAT ATC GAVE US A GOOD POSITION ON THE TFC; I DO NOT SEE HOW THIS TFC THAT WE WERE TOLD TO LOOK FOR AT THE TWO O' CLOCK POSITION COULD HAVE GOTTEN TO OUR SEVEN O' CLOCK POSITION AND HAVE BEEN MAKING WHAT APPEARED TO BE A L TURN ON TO FINAL FOR RWY 36L; AS WE WERE ARRIVING IN FROM THE SOUTHWEST. I BELIEVE THAT SWITCHING RWYS AND APPROACHES IN CLOSE TO THE ARPT ESPECIALLY AT BUSY ARPTS IS A MAJOR DISTRACTION FOR PLTS AND CTLRS. THESE ISSUES LED TO A HIGHER WORKLOAD THAN NORMAL COUPLED WITH POOR ADVISORIES ON THE TFC DISTRACTED ME ENOUGH TO CAUSE MY ALT DEV.

Data retrieved from NASA's ASRS site as of January 2009 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.

An LR60 pilot approaching mem reports that after a runway change on final an inaccurate TRACON traffic report caused a distraction and confusing situation.