A MD80 flight crew received a TCASII RA on approach to lax.

Attributes
ACN	445726
Time
Date	199908
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : lax.airport
State Reference	CA
Altitude	msl single value : 9000
Environment
Light	Night
Aircraft 1
Controlling Facilities	tracon : sct.tracon
Operator	common carrier : air carrier
Make Model Name	MD-80 Super 80
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 24r other
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : sct.tracon
Operator	common carrier : air carrier
Make Model Name	Brasilia EMB-120 All Series
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 25r
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : multi engine pilot : instrument
ASRS Report	445726
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	aircraft equipment : tcas other flight crewa other flight crewb
Resolutory Action	controller : issued advisory flight crew : took precautionary avoidance action
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

TCASII RA received as we observed a brasilia commuter aircraft overshoot runway 25R, with a vector towards our path. We were cleared to descend on approach runway 24R lax. Controller seemed uninterested when told about our RA. We leveled off at what appeared to be a near miss, wondering when the commuter would correct. We were distraction from the cockpit and approach for 40-50 seconds. He said that the traffic (brasilia) in question was supposed to be aligned with runway 25R, nothing about his converging vector. After a 60 second leveloff, we resumed the approach and clearance verification. I feel the ultimate safe solution to runway 24 and runway 25 lax approachs is to allow all inbound traffic to fly the GS from 30 mi out and divert/restrict all surrounding victor airways away from those glide paths. Regarding the civet, paradise, and other arrival profile dscnts, workloads are extremely heavy trying to meet altitude restrs, slowing and increasing airspds for spacing, observing TCASII alerts, clearing for traffic, running cockpit checklists, etc. Lately, these arrs have been changed on short notice as much as 3 times on 1 approach to lax to meet controller's requirements. However, this puts pilots in a precarious situation trying to plan their approachs. What is wrong with giving each cockpit a plan in a timely manner and sticking with it.

Original NASA ASRS Text

Title: A MD80 FLC RECEIVED A TCASII RA ON APCH TO LAX.

Narrative: TCASII RA RECEIVED AS WE OBSERVED A BRASILIA COMMUTER ACFT OVERSHOOT RWY 25R, WITH A VECTOR TOWARDS OUR PATH. WE WERE CLRED TO DSND ON APCH RWY 24R LAX. CTLR SEEMED UNINTERESTED WHEN TOLD ABOUT OUR RA. WE LEVELED OFF AT WHAT APPEARED TO BE A NEAR MISS, WONDERING WHEN THE COMMUTER WOULD CORRECT. WE WERE DISTR FROM THE COCKPIT AND APCH FOR 40-50 SECONDS. HE SAID THAT THE TFC (BRASILIA) IN QUESTION WAS SUPPOSED TO BE ALIGNED WITH RWY 25R, NOTHING ABOUT HIS CONVERGING VECTOR. AFTER A 60 SECOND LEVELOFF, WE RESUMED THE APCH AND CLRNC VERIFICATION. I FEEL THE ULTIMATE SAFE SOLUTION TO RWY 24 AND RWY 25 LAX APCHS IS TO ALLOW ALL INBOUND TFC TO FLY THE GS FROM 30 MI OUT AND DIVERT/RESTRICT ALL SURROUNDING VICTOR AIRWAYS AWAY FROM THOSE GLIDE PATHS. REGARDING THE CIVET, PARADISE, AND OTHER ARR PROFILE DSCNTS, WORKLOADS ARE EXTREMELY HVY TRYING TO MEET ALT RESTRS, SLOWING AND INCREASING AIRSPDS FOR SPACING, OBSERVING TCASII ALERTS, CLRING FOR TFC, RUNNING COCKPIT CHKLISTS, ETC. LATELY, THESE ARRS HAVE BEEN CHANGED ON SHORT NOTICE AS MUCH AS 3 TIMES ON 1 APCH TO LAX TO MEET CTLR'S REQUIREMENTS. HOWEVER, THIS PUTS PLTS IN A PRECARIOUS SIT TRYING TO PLAN THEIR APCHS. WHAT IS WRONG WITH GIVING EACH COCKPIT A PLAN IN A TIMELY MANNER AND STICKING WITH IT.

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.