Narrative:

Descending into latrobe; [we were] talking with jamestown approach control. Proceeding direct to the field; cleared down to 4;500 ft. Controller asks if we see the field about 5 NM north and 7;000 ft while still in clouds. For runway 23 controllers often try to push the visual approach quite a distance out; which I'm not a big fan of. Start getting vectors to the downwind. Pop out of clouds at about 6;000 ft just south of airport and report it in sight. Cleared for visual and handed off to tower; you are basically left to vector yourself to final out in no man's land. Join downwind just north of mountain ridge and descend to 4;500 ft talking to lbe tower.a few minutes later a GA aircraft calls up inbound from our general vicinity; is advised of us and told to avoid us. He reports us in sight and says he will stay clear. I see the traffic for a few moments; well below; coming over the ridge heading north northwest bound; but lose track of him as we turn base about 5 NM from the runway; inside zinta; continuing our descent to join the glide path.[we were] about to turn final when he suddenly pops up on the nd; shortly thereafter the aircraft calls 'traffic'. At this point he is between 1 and 2 miles directly ahead of us and just a few hundred below. Then the TCAS RA occurs but seems to suggest a descent as I am leveling off to avoid descending into him (in retrospect I think it was of the 'adjust vertical speed' variety but at the time both the captain and I interpreted it as descent... I was focusing my efforts on looking outside at the time). Finally I see the traffic visually; straight ahead and just below; and start the left turn to join the final. At this point we are high so I call for the gear down; disconnect the autothrust and turn fds off to accelerate the rate of descent. We join the glide slope and are stable by about 1;000 ft. Landing [was] normal. Captain's phone call to the tower after the flight reveals that this is not an uncommon occurrence and that the tower controller has no radar and no control out in this area.jamestown approach is always very quick to try to get you to accept the visual approach in this situation when a visual is in use for runway 23. I am not a fan of this... Sometimes I insist on getting vectors to final and they always seem reluctant to do so. They are more than happy to get rid of us and send us off into this arrival on our own. Staying within 4 NM in tower's airspace is not really an option for making a safe stabilized approach; so one has to extend the downwind leg out into 'uncontrolled' airspace where there is risk of encountering weekend warrior-types who are not talking to anyone. It might good for the safety department to call latrobe tower and jamestown approach and develop some sort of best operating practice that addresses these concerns. The tower suggested that over-flying the airport and making a right traffic pattern might be a better alternative to avoid GA traffic coming over the mountain ridge in non-radar coverage.

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Original NASA ASRS Text

Title: An air carrier jet on a night visual approach to Runway 23 at LBE received TCAS TA and RA warnings with respect to a GA aircraft navigating through the airspace. The reporter believes ATC is too quick to assign visuals under such conditions.

Narrative: Descending into Latrobe; [we were] talking with Jamestown Approach Control. Proceeding direct to the field; cleared down to 4;500 FT. Controller asks if we see the field about 5 NM north and 7;000 FT while still in clouds. For Runway 23 controllers often try to push the visual approach quite a distance out; which I'm not a big fan of. Start getting vectors to the downwind. Pop out of clouds at about 6;000 FT just south of airport and report it in sight. Cleared for visual and handed off to tower; you are basically left to vector yourself to final out in no man's land. Join downwind just north of mountain ridge and descend to 4;500 FT talking to LBE Tower.A few minutes later a GA aircraft calls up inbound from our general vicinity; is advised of us and told to avoid us. He reports us in sight and says he will stay clear. I see the traffic for a few moments; well below; coming over the ridge heading north northwest bound; but lose track of him as we turn base about 5 NM from the runway; inside ZINTA; continuing our descent to join the glide path.[We were] about to turn final when he suddenly pops up on the ND; shortly thereafter the aircraft calls 'TRAFFIC'. At this point he is between 1 and 2 miles directly ahead of us and just a few hundred below. Then the TCAS RA occurs but seems to suggest a descent as I am leveling off to avoid descending into him (in retrospect I think it was of the 'ADJUST VERTICAL SPEED' variety but at the time both the Captain and I interpreted it as descent... I was focusing my efforts on looking outside at the time). Finally I see the traffic visually; straight ahead and just below; and start the left turn to join the final. At this point we are high so I call for the gear down; disconnect the autothrust and turn FDs off to accelerate the rate of descent. We join the glide slope and are stable by about 1;000 FT. Landing [was] normal. Captain's phone call to the Tower after the flight reveals that this is not an uncommon occurrence and that the Tower Controller has no radar and no control out in this area.Jamestown Approach is always very quick to try to get you to accept the visual approach in this situation when a visual is in use for Runway 23. I am not a fan of this... sometimes I insist on getting vectors to final and they always seem reluctant to do so. They are more than happy to get rid of us and send us off into this arrival on our own. Staying within 4 NM in Tower's airspace is not really an option for making a safe stabilized approach; so one has to extend the downwind leg out into 'uncontrolled' airspace where there is risk of encountering weekend warrior-types who are not talking to anyone. It might good for the Safety Department to call Latrobe Tower and Jamestown Approach and develop some sort of best operating practice that addresses these concerns. The Tower suggested that over-flying the airport and making a right traffic pattern might be a better alternative to avoid GA traffic coming over the mountain ridge in non-radar coverage.

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.