Narrative:

Flight, an heavy transport from ewr to lax, last leg of a 5-DAY trip, had a 13 hour rest period the previous night. Required wake up time was XE40 EDT (body clock, XB40 PDT). Captain was giving initial operating experience to first officer for entire trip. WX at destination was excellent with relatively no smog and sunlight from behind us. We had briefed the civet profile descent prior to leaving cruise altitude. This aircraft requires careful planning to meet speed and altitude restrictions because it was no speed brakes and is aerodynamically clean with a high flight idle setting. In other words, it is hard to go down and slow down. We were told to maintain 8000' until fuelr and at fuelr cleared for the ILS 25R approach. First officer was flying. After fuelr we were cleared to 6000'. Somewhere between baset and downe, approach issued traffic at 10 O'clock, an light transport at 6000' that would be crossing our path for the north complex at lax. Both the first officer and I saw the traffic; the captain acknowledged the call with a 'roger.' other aircraft was on a different frequency. First officer went back inside on the gauges to slow to 230 from 250 KTS. Meanwhile, we were going high on the glide path. Controller said that the other aircraft had us in sight and would maintain sep. At that point, the captain looked up, took the controls, dived evasively and we went underneath. Factors: captain did not see aircraft when both first officer and I saw it, first officer returning to gauges, captain inside monitoring first officer, I did not advocate evasive action earlier, we did not start down the G/south, and the controller (probably anticipating that we would) blew his sep west/O both aircraft calling each other in sight. Next time, I'll make sure one of the guys up front is outside when I've spotted traffic.

Google
 

Original NASA ASRS Text

Title: CLOSE PROX ACR-HVT COMMUTER-LTT EAST OF LAX IN TCA.

Narrative: FLT, AN HVT FROM EWR TO LAX, LAST LEG OF A 5-DAY TRIP, HAD A 13 HR REST PERIOD THE PREVIOUS NIGHT. REQUIRED WAKE UP TIME WAS XE40 EDT (BODY CLOCK, XB40 PDT). CAPT WAS GIVING INITIAL OPERATING EXPERIENCE TO F/O FOR ENTIRE TRIP. WX AT DEST WAS EXCELLENT WITH RELATIVELY NO SMOG AND SUNLIGHT FROM BEHIND US. WE HAD BRIEFED THE CIVET PROFILE DSNT PRIOR TO LEAVING CRUISE ALT. THIS ACFT REQUIRES CAREFUL PLANNING TO MEET SPD AND ALT RESTRICTIONS BECAUSE IT WAS NO SPD BRAKES AND IS AERODYNAMICALLY CLEAN WITH A HIGH FLT IDLE SETTING. IN OTHER WORDS, IT IS HARD TO GO DOWN AND SLOW DOWN. WE WERE TOLD TO MAINTAIN 8000' UNTIL FUELR AND AT FUELR CLRED FOR THE ILS 25R APCH. F/O WAS FLYING. AFTER FUELR WE WERE CLRED TO 6000'. SOMEWHERE BTWN BASET AND DOWNE, APCH ISSUED TFC AT 10 O'CLOCK, AN LTT AT 6000' THAT WOULD BE XING OUR PATH FOR THE N COMPLEX AT LAX. BOTH THE F/O AND I SAW THE TFC; THE CAPT ACKNOWLEDGED THE CALL WITH A 'ROGER.' OTHER ACFT WAS ON A DIFFERENT FREQ. F/O WENT BACK INSIDE ON THE GAUGES TO SLOW TO 230 FROM 250 KTS. MEANWHILE, WE WERE GOING HIGH ON THE GLIDE PATH. CTLR SAID THAT THE OTHER ACFT HAD US IN SIGHT AND WOULD MAINTAIN SEP. AT THAT POINT, THE CAPT LOOKED UP, TOOK THE CTLS, DIVED EVASIVELY AND WE WENT UNDERNEATH. FACTORS: CAPT DID NOT SEE ACFT WHEN BOTH F/O AND I SAW IT, F/O RETURNING TO GAUGES, CAPT INSIDE MONITORING F/O, I DID NOT ADVOCATE EVASIVE ACTION EARLIER, WE DID NOT START DOWN THE G/S, AND THE CTLR (PROBABLY ANTICIPATING THAT WE WOULD) BLEW HIS SEP W/O BOTH ACFT CALLING EACH OTHER IN SIGHT. NEXT TIME, I'LL MAKE SURE ONE OF THE GUYS UP FRONT IS OUTSIDE WHEN I'VE SPOTTED TFC.

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.