B757 on visual approach to runway 24R at lax overshoots turn to final and triggers a TCASII RA.

Attributes
ACN	614894
Time
Date	200404
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : lax.airport
State Reference	CA
Altitude	msl single value : 2400
Environment
Flight Conditions	VMC
Weather Elements	other
Light	Daylight
Aircraft 1
Controlling Facilities	tower : lax.tower
Operator	common carrier : air carrier
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Route In Use	approach : visual arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tower : lax.tower
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	descent : approach
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 120 flight time total : 13500 flight time type : 2500
ASRS Report	614894
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	conflict : airborne critical non adherence : clearance other spatial deviation
Independent Detector	atc equipment : conflict alert aircraft equipment : tcas other controllera other flight crewa
Resolutory Action	controller : issued new clearance controller : issued alert flight crew : took precautionary avoidance action flight crew : became reoriented
Supplementary
Problem Areas	Airspace Structure Environmental Factor Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

At approximately XA00Z, we were in contact with socal approach control. Our position was on the downwind, not yet abeam the lax airport for runway 24R. We were told to expect a visual approach with an 8 mi final. At that time, we were at 4000 ft MSL at 190 KTS. Socal approach asked us to call the airport in sight. We did. They gave us a 160 degree heading followed by a visual approach clearance for runway 24R. The turn positioned us inside jetsa (which is 8.2 DME). I estimate we were approximately turning on a 6 mi final. After acknowledging the visual clearance, I immediately called for the gear down and then flaps 25 degrees to expedite our descent (we were not expecting a turn inside jetsa). Although VFR, it was sunny and hazy and we had the airport in sight. We were rapidly descending and beginning to turn to the runway 24R final approach course. In the descending turn, I saw traffic on the TCASII which was south of our position and it appeared that we were getting closer to the traffic. Neither of us had the traffic in sight, so I immediately increased our bank angle to maneuver away from the traffic. The traffic was showing 2400 ft on our TCASII, which was the altitude we were descending through. At the same time we were in an aggressive right bank (approximately 30-40 degrees), our TCASII alert sounded, 'traffic,' immediately followed by a TCASII RA 'climb,' immediately followed by 'clear of conflict.' at the same time the TCASII was sounding the second 'climb,' lax tower issued us a traffic alert and an immediate right turn. The first officer told lax tower that we were responding to a TCASII RA. The tower then cleared us to land on runway 24L. I believe that in the concern of initially losing altitude to be stabilized by 500 ft, I did not turn to the final approach course for runway 24R in a timely manner, as I drifted south of the runway 24R final approach course. In retrospect, we should not have accepted the visual approach clearance to runway 24R with a turn inside jetsa.

Original NASA ASRS Text

Title: B757 ON VISUAL APCH TO RWY 24R AT LAX OVERSHOOTS TURN TO FINAL AND TRIGGERS A TCASII RA.

Narrative: AT APPROX XA00Z, WE WERE IN CONTACT WITH SOCAL APCH CTL. OUR POS WAS ON THE DOWNWIND, NOT YET ABEAM THE LAX ARPT FOR RWY 24R. WE WERE TOLD TO EXPECT A VISUAL APCH WITH AN 8 MI FINAL. AT THAT TIME, WE WERE AT 4000 FT MSL AT 190 KTS. SOCAL APCH ASKED US TO CALL THE ARPT IN SIGHT. WE DID. THEY GAVE US A 160 DEG HDG FOLLOWED BY A VISUAL APCH CLRNC FOR RWY 24R. THE TURN POSITIONED US INSIDE JETSA (WHICH IS 8.2 DME). I ESTIMATE WE WERE APPROX TURNING ON A 6 MI FINAL. AFTER ACKNOWLEDGING THE VISUAL CLRNC, I IMMEDIATELY CALLED FOR THE GEAR DOWN AND THEN FLAPS 25 DEGS TO EXPEDITE OUR DSCNT (WE WERE NOT EXPECTING A TURN INSIDE JETSA). ALTHOUGH VFR, IT WAS SUNNY AND HAZY AND WE HAD THE ARPT IN SIGHT. WE WERE RAPIDLY DSNDING AND BEGINNING TO TURN TO THE RWY 24R FINAL APCH COURSE. IN THE DSNDING TURN, I SAW TFC ON THE TCASII WHICH WAS S OF OUR POS AND IT APPEARED THAT WE WERE GETTING CLOSER TO THE TFC. NEITHER OF US HAD THE TFC IN SIGHT, SO I IMMEDIATELY INCREASED OUR BANK ANGLE TO MANEUVER AWAY FROM THE TFC. THE TFC WAS SHOWING 2400 FT ON OUR TCASII, WHICH WAS THE ALT WE WERE DSNDING THROUGH. AT THE SAME TIME WE WERE IN AN AGGRESSIVE R BANK (APPROX 30-40 DEGS), OUR TCASII ALERT SOUNDED, 'TFC,' IMMEDIATELY FOLLOWED BY A TCASII RA 'CLB,' IMMEDIATELY FOLLOWED BY 'CLR OF CONFLICT.' AT THE SAME TIME THE TCASII WAS SOUNDING THE SECOND 'CLB,' LAX TWR ISSUED US A TFC ALERT AND AN IMMEDIATE R TURN. THE FO TOLD LAX TWR THAT WE WERE RESPONDING TO A TCASII RA. THE TWR THEN CLRED US TO LAND ON RWY 24L. I BELIEVE THAT IN THE CONCERN OF INITIALLY LOSING ALT TO BE STABILIZED BY 500 FT, I DID NOT TURN TO THE FINAL APCH COURSE FOR RWY 24R IN A TIMELY MANNER, AS I DRIFTED S OF THE RWY 24R FINAL APCH COURSE. IN RETROSPECT, WE SHOULD NOT HAVE ACCEPTED THE VISUAL APCH CLRNC TO RWY 24R WITH A TURN INSIDE JETSA.

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.