Small Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict
Air Traffic Control Issued New Clearance
Human Factors; Procedure
We were approximately 5nm final for runway 13. JAX approach was late handing us off to MCO approach so consequently we were slightly high. Immediately on check in with MCO approach we were cleared for a visual 13 and told to contact tower. I [Pilot in Command and Pilot Flying] started a small S turn to the south while Pilot Monitoring (PM) was changing frequencies. Wrong frequency was temporarily loaded which added to the confusion. [The] chart listed an ATIS frequency; but no ATIS was being broadcasted; only AWOS. RA event occurred around 2;000 feet in descent during S turn. Other aircraft was on departure 31. After checking in with tower they cleared us for a right downwind runway 31. We climbed to TPA and resumed normal flight and landing with no other issues. I queried ATC and told them MCO gave us a visual to 13. Tower said they would call MCO and discuss the issue. ATIS could have prevented all of this as well as a proper hand off and coordination between app and tower. Not sure why at XA:00 local time that the tower was not broadcasting an ATIS. If we knew that runway 31 was in use none of this would have happened. According to tower they said they don't have the funding for an ATIS. If that's the case then the chart needs to be updated or a NOTAM needs to be issued.
Descending for landing at KLEE were cleared for a visual straight in to runway 13 (we did not question this because AWOS winds were only 280 at 3 knots) and sent over to tower. I initially put in wrong frequency for tower (119.32 instead of 119.35). After about a minute realized my mistake and put in correct frequency. As I was talking to tower we got an RA to monitor vertical descent. Tower directed us to enter right downwind for runway 31 to follow a Cessna 172 on left base for 31. We landed uneventfully and called tower to try and figure out what had happened. They said they would call back after pulling radio and radar tapes which they did. Turned out that Orlando approach had coordinated with tower for a 31 arrival; but mistakenly cleared us visual to 13. Tower said they'd been on 31 all morning. Tower also told us that Orlando radar coverage only goes down to a little under 2;000 feet in that area and that traffic had popped up at 1;800 feet after we'd been handed off from approach. The whole issue could have probably been avoided had KLEE had an ATIS as the charts indicated. When I monitored the ATIS/AWOS frequency while still with Jacksonville; there was only an AWOS available; and I queried JAX approach as to whether tower was open. They didn't know. For some reason tower was unsure whether conflicting traffic had departed from KLEE or was transiting the area. As we were about 5 miles north of airport when RA transpired.Correct charts to KLEE to show only AWOS available. Note should be put in airport info advising radar coverage only good down to about 2;000 feet. I need to be more careful about ensuring that frequency I input is indeed what I intended. Even when under radar coverage and going into a towered field; head needs to be on a swivel.
After receiving clearance for a visual approach to Runway 13; a crew performed an 'S' turn maneuver to lose altitude and experienced a TCAS Resolution Advisory to avoid conflict with an aircraft that had departed the opposing runway. Tower cleared the crew for a downwind approach to Runway 31.