Air carrier-medium large transport forced to execute go around because the air carrier-heavy transpo...

Attributes
ACN	84321
Time
Date	198803
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	msl bound lower : 2000 msl bound upper : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : lax
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent : approach descent other
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Heavy Transport, Low Wing, 4 Turbojet Eng
Flight Phase	descent : approach descent other
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : flight engineer pilot : atp pilot : commercial
Experience	flight time last 90 days : 50 flight time total : 8000 flight time type : 400
ASRS Report	84321
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Experience	flight time last 90 days : 250 flight time total : 3000 flight time type : 1000
ASRS Report	84322
Events
Anomaly	conflict : airborne less severe non adherence : clearance other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	flight crew : took evasive action other
Consequence	Other
Miss Distance	horizontal : 3000 vertical : 1000
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Assigned heading 070 degrees after crossing santa monica VOR at 4000'. Aircraft ahead was heavy transport Y. Heavy transport Y was cleared for a visual approach to the north complex at lax. I estimate his altitude to be 3000'. We were then instructed to maintain visual sep on the aircraft ahead, requested to turn to 160 degrees and cleared for the visual approach to runway 25L, lax. As we made our turn heavy transport Y turned to heading of approximately 210 degrees which angled across the final approach course of both the north and south complex runways of the airport. We stopped our descent at 3000' (heavy transport Y had descended to approximately 2000'). We could no longer maintain visual contact with heavy transport Y as they passed beneath us. We were aligned for a straight in to runway 25L when heavy transport Y reappeared to our left still heading southwest-erly, now south of the runway 25L approach course. We declared we were going around (at 3000' we were now too high to make a safe, normal approach landing). Lax ATC replied 'negative.' we again stated slowly and distinctly we were going around. Lax acknowledged and requested we maintain our present heading and altitude (250 degrees/3000'). Lax asked heavy transport Y if they had the airport and they stated they had lost the airport. We changed frequency, continued the missed approach and returned for another approach landing west/O further incident. I don't know the further progress of heavy transport Y aircraft. Conclusion: even though both aircraft were cleared for visual approach, I feel that lax approach/tower should have monitored more closely the flight path of heavy transport Y and issued instructions to turn to a corrective heading after crossing the runway 24R final approach course. Additionally, the crew of heavy transport Y should have declared that contact with the airport was lost and requested a vector heading to correct their excursion across the final approach courses of runways 25R and 25L (or made a missed approach), I judge also a contributing factor would be the workload of the ATC final controller. Obviously the path of heavy transport Y was not monitored very closely. Slightly hazy conditions could have contributed to heavy transport Y's crew becoming disoriented.

Original NASA ASRS Text

Title: ACR-MLG FORCED TO EXECUTE GO AROUND BECAUSE THE ACR-HVT AHEAD OVERSHOT TURN TO FINAL AND CONFLICTED WITH MLG'S VISUAL APCH.

Narrative: ASSIGNED HDG 070 DEGS AFTER XING SANTA MONICA VOR AT 4000'. ACFT AHEAD WAS HVT Y. HVT Y WAS CLRED FOR A VISUAL APCH TO THE NORTH COMPLEX AT LAX. I ESTIMATE HIS ALT TO BE 3000'. WE WERE THEN INSTRUCTED TO MAINTAIN VISUAL SEP ON THE ACFT AHEAD, REQUESTED TO TURN TO 160 DEGS AND CLRED FOR THE VISUAL APCH TO RWY 25L, LAX. AS WE MADE OUR TURN HVT Y TURNED TO HDG OF APPROX 210 DEGS WHICH ANGLED ACROSS THE FINAL APCH COURSE OF BOTH THE N AND S COMPLEX RWYS OF THE ARPT. WE STOPPED OUR DSCNT AT 3000' (HVT Y HAD DSNDED TO APPROX 2000'). WE COULD NO LONGER MAINTAIN VISUAL CONTACT WITH HVT Y AS THEY PASSED BENEATH US. WE WERE ALIGNED FOR A STRAIGHT IN TO RWY 25L WHEN HVT Y REAPPEARED TO OUR LEFT STILL HDG SW-ERLY, NOW S OF THE RWY 25L APCH COURSE. WE DECLARED WE WERE GOING AROUND (AT 3000' WE WERE NOW TOO HIGH TO MAKE A SAFE, NORMAL APCH LNDG). LAX ATC REPLIED 'NEGATIVE.' WE AGAIN STATED SLOWLY AND DISTINCTLY WE WERE GOING AROUND. LAX ACKNOWLEDGED AND REQUESTED WE MAINTAIN OUR PRESENT HDG AND ALT (250 DEGS/3000'). LAX ASKED HVT Y IF THEY HAD THE ARPT AND THEY STATED THEY HAD LOST THE ARPT. WE CHANGED FREQ, CONTINUED THE MISSED APCH AND RETURNED FOR ANOTHER APCH LNDG W/O FURTHER INCIDENT. I DON'T KNOW THE FURTHER PROGRESS OF HVT Y ACFT. CONCLUSION: EVEN THOUGH BOTH ACFT WERE CLRED FOR VISUAL APCH, I FEEL THAT LAX APCH/TWR SHOULD HAVE MONITORED MORE CLOSELY THE FLT PATH OF HVT Y AND ISSUED INSTRUCTIONS TO TURN TO A CORRECTIVE HDG AFTER XING THE RWY 24R FINAL APCH COURSE. ADDITIONALLY, THE CREW OF HVT Y SHOULD HAVE DECLARED THAT CONTACT WITH THE ARPT WAS LOST AND REQUESTED A VECTOR HDG TO CORRECT THEIR EXCURSION ACROSS THE FINAL APCH COURSES OF RWYS 25R AND 25L (OR MADE A MISSED APCH), I JUDGE ALSO A CONTRIBUTING FACTOR WOULD BE THE WORKLOAD OF THE ATC FINAL CTLR. OBVIOUSLY THE PATH OF HVT Y WAS NOT MONITORED VERY CLOSELY. SLIGHTLY HAZY CONDITIONS COULD HAVE CONTRIBUTED TO HVT Y'S CREW BECOMING DISORIENTED.

Data retrieved from NASA's ASRS site as of August 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.

Air carrier-medium large transport forced to execute go around because the air carrier-heavy transport ahead overshot turn to final and conflicted with medium large transport's visual approach.