|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : lax.airport|
|Altitude||msl single value : 16000|
|Controlling Facilities||tower : zzz.tower|
|Operator||common carrier : air carrier|
|Make Model Name||B737-700|
|Operating Under FAR Part||Part 121|
|Flight Phase||descent : approach|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 262|
flight time type : 8000
|Affiliation||government : faa|
|Function||controller : approach|
|Anomaly||aircraft equipment problem : less severe|
airspace violation : exit
non adherence : clearance
non adherence : published procedure
|Independent Detector||other controllera|
|Resolutory Action||controller : issued advisory|
flight crew : returned to intended or assigned course
|Problem Areas||Flight Crew Human Performance|
ATC Human Performance
|Primary Problem||Flight Crew Human Performance|
Descent into lax on riivr arrival runway 24R programmed into box had a descent via clearance. I recall somewhere after gramm intersection being assigned runway 25L after considerable vectoring and slowing on the approach. Pm was loading the box while aircraft was on autoplt; a practice I had meant to discourage. Unfortunately; this is a bit of a negative transfer from the classic fleet as it is common for the first officer to make box changes even when not the PF due to single box installation. I verified what he did on the box but failed to see the disconnect which was present after rustt intersection and the plane missed the turn to habso. I noticed this pretty quickly and corrected to the LNAV track between habso and riivr. Socal simultaneously let us know we had gone through the arrival and we informed correcting. No other communication regarding the deviation transpired. I mostly elected to report to share the story and the underlying importance of verifying each and every FMC/CDU input/modification. After lots of legs in a classic aircraft it is easy to allow this practice to creep into the next generation airplanes (letting first officer make box inputs when not the PF) and the airplane is on autoplt because it is easier. I learned my lesson and will modify future behavior.
Original NASA ASRS Text
Title: FAILURE TO NOTICE ROUTE DISCONNECT SUBSEQUENT TO PROGRAMMING AN ARR RWY CHANGE RESULTS IN A TRACK DEV ON ARR TO LAX.
Narrative: DSCNT INTO LAX ON RIIVR ARR RWY 24R PROGRAMMED INTO BOX HAD A DSCNT VIA CLRNC. I RECALL SOMEWHERE AFTER GRAMM INTXN BEING ASSIGNED RWY 25L AFTER CONSIDERABLE VECTORING AND SLOWING ON THE APCH. PM WAS LOADING THE BOX WHILE ACFT WAS ON AUTOPLT; A PRACTICE I HAD MEANT TO DISCOURAGE. UNFORTUNATELY; THIS IS A BIT OF A NEGATIVE TRANSFER FROM THE CLASSIC FLEET AS IT IS COMMON FOR THE FO TO MAKE BOX CHANGES EVEN WHEN NOT THE PF DUE TO SINGLE BOX INSTALLATION. I VERIFIED WHAT HE DID ON THE BOX BUT FAILED TO SEE THE DISCONNECT WHICH WAS PRESENT AFTER RUSTT INTXN AND THE PLANE MISSED THE TURN TO HABSO. I NOTICED THIS PRETTY QUICKLY AND CORRECTED TO THE LNAV TRACK BETWEEN HABSO AND RIIVR. SOCAL SIMULTANEOUSLY LET US KNOW WE HAD GONE THROUGH THE ARR AND WE INFORMED CORRECTING. NO OTHER COMMUNICATION REGARDING THE DEVIATION TRANSPIRED. I MOSTLY ELECTED TO RPT TO SHARE THE STORY AND THE UNDERLYING IMPORTANCE OF VERIFYING EACH AND EVERY FMC/CDU INPUT/MODIFICATION. AFTER LOTS OF LEGS IN A CLASSIC ACFT IT IS EASY TO ALLOW THIS PRACTICE TO CREEP INTO THE NEXT GENERATION AIRPLANES (LETTING FO MAKE BOX INPUTS WHEN NOT THE PF) AND THE AIRPLANE IS ON AUTOPLT BECAUSE IT IS EASIER. I LEARNED MY LESSON AND WILL MODIFY FUTURE BEHAVIOR.
Data retrieved from NASA's ASRS site as of May 2009 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.