Narrative:

During preparation for arrival at lax the ATIS was reporting winds that resulted in a 9.4 tailwind component for landing. Subsequently a special weather ATIS observation was reported and the winds including gust factor brought the wind over the 777 tailwind landing limitation of 10Kts. When we checked in with la center; we advised them we would be needing a landing to the east due to the winds. They acknowledged our needs and after a little while came back and told us that lax was landing west and would not change the configuration; what was our alternate. After that they turned us up to the northwest until we could come up with a plan. As we were proceeding to the northwest; ATC came back to us with winds that were below limits; told us lax was considering changing to an east flow; so they turned us around and we continued towards lax. We flew the STAR and planned for a normal landing on runway 24R; with a tailwind that was approaching but did not exceed our limits. While descending on the downwind leg; the approach controller advised us that he heard we had a problem landing with a tailwind; so they were planning to switch us to 25L as it is a longer runway. I informed him that the problem we had is an aircraft limitation; not a runway length issue. He told me that that he understood; but the winds had been blowing out of the east all day and most of the day above 10kts. He said he would switch us to the 25L; clear us for the approach and when the tower gives us a landing clearance; if the wind exceeded our tailwind limits; they would plan for our go around. Subsequently we were cleared to land and the winds were in excess of our tailwind limits and so a go around was executed. During the go around we were advised that we would be taken out to catalina to hold for a bit; before being brought back for another approach. When I queried the controller about which approach; I was told for runway 25L. I told him that the problem is the wind; not the runway length and he understood and told me that the lax had considered turning the airport around 'however; they had too many airplanes on the ground waiting to depart to the west'. I didn't say anything about that comment; however I was dumbfounded! Not only about the priority of aircraft on the ground vs. Aircraft in the air; but also the fact that so many flights were landing and departing while exceeding the 10 kt. Tailwind limitation that I know many; many; aircraft have! We continued with vectors toward catalina and prepared for landing at ontario; as we were running low on fuel and decision was going to be required shortly. Ontario had winds out of the east as well; however they were landing to the east; so there was no problem landing there. Approach gave us that the latest ATIS and the winds were acceptable on the ATIS. We asked if he could find out what the tower was presently 'calling' the winds and he responded that his supervisor told him that all he could give us are ATIS winds and that there were no gusts at the present time. Again; we were a bit taken back by the fact that we couldn't get as much information as we needed to make a decision. However; with the information we were given; we had just enough fuel for one more shot at landing lax to the west; so we headed toward sli; were vectored into sequence and made our approach and landing at lax; with no further reports of wind that exceeded our limitation. After we landed; as we taxied in toward the gate we observed a 737 executing a go around as well. It seems to me as lax was having a weather event day (not just a diurnal wind reversal); that the airport should have been turned around for an east configuration long before our arrival and that there should have been a greater emphasis on the needs of the aircraft in the air; over the aircraft on the ground. It appears that ATC (tower controller) declined to provide aircraft in the air with priority over those on the ground. That too many flights were accepting landing and take-off clearances with winds exceeding what I believe to be the 10 kt tailwind limitation that most aircraft are required to observe. That human nature to continue to accept the unacceptable or the inertia to continue to do what we have been doing; as to change things would require too much effort; or otherwise be disruptive.better education of ATC controllers as to the fact that most aircraft have a 10kt. Tailwind limitation and once winds exceed 5kts and are forecast to either exceed the 10kt. Limit; or are going to continue approaching the limit; the airport should be turned to operate into the wind. Pilots need to be better aware of tailwind situations and should be more proactive in refusing to land or takeoff when tailwinds exceed aircraft limitations.

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Original NASA ASRS Text

Title: B777 Captain reported LAX and SCT Controllers would not change the runway landing direction even though the winds had been from the east all day and were exceeding the 10 knot tailwind limit for most aircraft.

Narrative: During preparation for arrival at LAX the ATIS was reporting winds that resulted in a 9.4 tailwind component for landing. Subsequently a Special weather ATIS observation was reported and the winds including gust factor brought the wind over the 777 tailwind landing limitation of 10Kts. When we checked in with LA Center; we advised them we would be needing a landing to the East due to the winds. They acknowledged our needs and after a little while came back and told us that LAX was landing West and would not change the configuration; what was our alternate. After that they turned us up to the Northwest until we could come up with a plan. As we were proceeding to the Northwest; ATC came back to us with winds that were below limits; told us LAX was considering changing to an East flow; so they turned us around and we continued towards LAX. We flew the STAR and planned for a normal landing on runway 24R; with a tailwind that was approaching but did not exceed our limits. While descending on the downwind leg; the approach controller advised us that he heard we had a problem landing with a tailwind; so they were planning to switch us to 25L as it is a longer runway. I informed him that the problem we had is an aircraft limitation; not a runway length issue. He told me that that he understood; but the winds had been blowing out of the East all day and most of the day above 10kts. He said he would switch us to the 25L; clear us for the approach and when the tower gives us a landing clearance; if the wind exceeded our tailwind limits; they would plan for our go around. Subsequently we were cleared to land and the winds were in excess of our tailwind limits and so a go around was executed. During the go around we were advised that we would be taken out to Catalina to hold for a bit; before being brought back for another approach. When I queried the controller about which approach; I was told for runway 25L. I told him that the problem is the wind; not the runway length and he understood and told me that the LAX had considered turning the airport around 'however; they had too many airplanes on the ground waiting to depart to the West'. I didn't say anything about that comment; however I was dumbfounded! Not only about the priority of aircraft on the ground vs. aircraft in the air; but also the fact that so many flights were landing and departing while exceeding the 10 kt. tailwind limitation that I know many; many; aircraft have! We continued with vectors toward Catalina and prepared for landing at Ontario; as we were running low on fuel and decision was going to be required shortly. Ontario had winds out of the East as well; however they were landing to the East; so there was no problem landing there. Approach gave us that the latest ATIS and the winds were acceptable on the ATIS. We asked if he could find out what the tower was presently 'calling' the winds and he responded that his Supervisor told him that all he could give us are ATIS winds and that there were no gusts at the present time. Again; we were a bit taken back by the fact that we couldn't get as much information as we needed to make a decision. However; with the information we were given; we had just enough fuel for one more shot at landing LAX to the West; so we headed toward SLI; were vectored into sequence and made our approach and landing at LAX; with no further reports of wind that exceeded our limitation. After we landed; as we taxied in toward the gate we observed a 737 executing a go around as well. It seems to me as LAX was having a weather event day (not just a diurnal wind reversal); that the airport should have been turned around for an East configuration long before our arrival and that there should have been a greater emphasis on the needs of the aircraft in the air; over the aircraft on the ground. It appears that ATC (Tower Controller) declined to provide aircraft in the air with priority over those on the ground. That too many flights were accepting landing and take-off clearances with winds exceeding what I believe to be the 10 kt tailwind limitation that most aircraft are required to observe. That human nature to continue to accept the unacceptable or the inertia to continue to do what we have been doing; as to change things would require too much effort; or otherwise be disruptive.Better education of ATC controllers as to the fact that most aircraft have a 10kt. tailwind limitation and once winds exceed 5kts and are forecast to either exceed the 10kt. limit; or are going to continue approaching the limit; the airport should be turned to operate into the wind. Pilots need to be better aware of tailwind situations and should be more proactive in refusing to land or takeoff when tailwinds exceed aircraft limitations.

Data retrieved from NASA's ASRS site 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.