Narrative:

50+ KTS winds nnw at FL310 moving clockwise to heavy north at 180 degrees and below to 040 degrees, 6 KTS surface at lax, moderate chop below 12000'. Tracking the 158 degree right precisely for 20 DME from fim VOR to waker with a strong north wind is not practical and is wishful thinking. We were instructed to depart waker on a 130 degree heading for ILS 6L. At 20 DME in the general area of the radial, turned to 140 degree heading and tuned nd idented 6L ILS. Approach asked if we showed tracking the arrival. That threw us for a loop; we were past waker on the assigned heading. We then got an 090 degree heading for visibility to 6L. Had to turn to 020 degrees to capture localizer, then held 15-20 degrees left crab to T/D. 10 KTS loss and rolling at 600'. Advised approach of strong north winds and tower of shear level. That's the first that either had heard of the existing conditions. I suspect the approach controller was new because his response suggested he couldn't compute the significance of the strong wind, and forgot he gave as a heading after waker. Being the first to inform approach control and tower of conditions indicates all too many pilots flying around in a vacuum and not relaying encounters. Also, all too many controller do not seem to understand the significance of the information when they get it. The performance of the approach controller created too much confusion. Too many pilots don't try to help controller and too many controllers (usually new) resent pilots trying to help. In my opinion all this is due to the FAA top brass creating violation paranoia. We need to eliminate all the crap and work together to reduce the workload, fatigue and hazards for a smoother, more efficient arwy system. I think controllers are expecting the same course, etc, accuracy from the real aircraft that they get from the glass menageries (if the electronics are working).

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Original NASA ASRS Text

Title: FLT CREW APCHING LAX FROM FIM OVERSHOT LOCALIZER FOR ILS 060 DEGREES. VECTORED BY APCH. STRONG NORTH WINDS REQUIRED 20 DEGREE CRAB TO FOLLOW LOCALIZER.

Narrative: 50+ KTS WINDS NNW AT FL310 MOVING CLOCKWISE TO HEAVY N AT 180 DEGS AND BELOW TO 040 DEGS, 6 KTS SURFACE AT LAX, MODERATE CHOP BELOW 12000'. TRACKING THE 158 DEG R PRECISELY FOR 20 DME FROM FIM VOR TO WAKER WITH A STRONG N WIND IS NOT PRACTICAL AND IS WISHFUL THINKING. WE WERE INSTRUCTED TO DEPART WAKER ON A 130 DEG HDG FOR ILS 6L. AT 20 DME IN THE GENERAL AREA OF THE RADIAL, TURNED TO 140 DEG HDG AND TUNED ND IDENTED 6L ILS. APCH ASKED IF WE SHOWED TRACKING THE ARR. THAT THREW US FOR A LOOP; WE WERE PAST WAKER ON THE ASSIGNED HDG. WE THEN GOT AN 090 DEG HDG FOR VIS TO 6L. HAD TO TURN TO 020 DEGS TO CAPTURE LOC, THEN HELD 15-20 DEGS LEFT CRAB TO T/D. 10 KTS LOSS AND ROLLING AT 600'. ADVISED APCH OF STRONG N WINDS AND TWR OF SHEAR LEVEL. THAT'S THE FIRST THAT EITHER HAD HEARD OF THE EXISTING CONDITIONS. I SUSPECT THE APCH CTLR WAS NEW BECAUSE HIS RESPONSE SUGGESTED HE COULDN'T COMPUTE THE SIGNIFICANCE OF THE STRONG WIND, AND FORGOT HE GAVE AS A HDG AFTER WAKER. BEING THE FIRST TO INFORM APCH CTL AND TWR OF CONDITIONS INDICATES ALL TOO MANY PLTS FLYING AROUND IN A VACUUM AND NOT RELAYING ENCOUNTERS. ALSO, ALL TOO MANY CTLR DO NOT SEEM TO UNDERSTAND THE SIGNIFICANCE OF THE INFO WHEN THEY GET IT. THE PERFORMANCE OF THE APCH CTLR CREATED TOO MUCH CONFUSION. TOO MANY PLTS DON'T TRY TO HELP CTLR AND TOO MANY CTLRS (USUALLY NEW) RESENT PLTS TRYING TO HELP. IN MY OPINION ALL THIS IS DUE TO THE FAA TOP BRASS CREATING VIOLATION PARANOIA. WE NEED TO ELIMINATE ALL THE CRAP AND WORK TOGETHER TO REDUCE THE WORKLOAD, FATIGUE AND HAZARDS FOR A SMOOTHER, MORE EFFICIENT ARWY SYS. I THINK CTLRS ARE EXPECTING THE SAME COURSE, ETC, ACCURACY FROM THE REAL ACFT THAT THEY GET FROM THE GLASS MENAGERIES (IF THE ELECTRONICS ARE WORKING).

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.