Narrative:

The captain was the PF. We were on the profile to runway 25 at lax at 180 KTS assigned. Field was in sight. We had been told that we'd be cleared for the approach after fuelr intersection. At about 4 mi out, we saw an medium large transport crossing our localizer track from right to left in a steep right turn (as though he had overshot the localizer for runway 24). He was approximately 2 mi ahead and 500' below. Simultaneously, approach control said 'company identification, approach clearance cancelled, maintain 4000'.' we were just passing 4000' at the time. The captain leveled off. The medium large transport flew back to the right side of the airport. Approach never mentioned the traffic and we never heard him on the frequency. Approaching 'limma' we were reclred for the approach. By now the captain was slowing down and trying to reintercept the G/south and become stabilized. As we passed the OM (limma), I was busy trying to redo the final checklist. We became stable at 1000' and performed all the correct callouts. We had become distracted on the approach and neglected to call the tower at the proper place. After becoming aware of this on the ground, we called them to obtain a clearance to cross runway 25R. After blocking in, we called the tower supervisor on the phone to explain. We were told that an air carrier aircraft was asked to 'go around' since he was placed on the approach very close behind us. Unfortunately, we were upset enough to forget to mention the medium large transport incident to the supervisor. That is what disrupted the spacing behind us. A monitoring frequency system like at ord would solve these situations I believe.

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Original NASA ASRS Text

Title: ACR MLG UNAUTH LNDG AT LAX.

Narrative: THE CAPT WAS THE PF. WE WERE ON THE PROFILE TO RWY 25 AT LAX AT 180 KTS ASSIGNED. FIELD WAS IN SIGHT. WE HAD BEEN TOLD THAT WE'D BE CLRED FOR THE APCH AFTER FUELR INTXN. AT ABOUT 4 MI OUT, WE SAW AN MLG XING OUR LOC TRACK FROM R TO L IN A STEEP R TURN (AS THOUGH HE HAD OVERSHOT THE LOC FOR RWY 24). HE WAS APPROX 2 MI AHEAD AND 500' BELOW. SIMULTANEOUSLY, APCH CTL SAID 'COMPANY ID, APCH CLRNC CANCELLED, MAINTAIN 4000'.' WE WERE JUST PASSING 4000' AT THE TIME. THE CAPT LEVELED OFF. THE MLG FLEW BACK TO THE R SIDE OF THE ARPT. APCH NEVER MENTIONED THE TFC AND WE NEVER HEARD HIM ON THE FREQ. APCHING 'LIMMA' WE WERE RECLRED FOR THE APCH. BY NOW THE CAPT WAS SLOWING DOWN AND TRYING TO REINTERCEPT THE G/S AND BECOME STABILIZED. AS WE PASSED THE OM (LIMMA), I WAS BUSY TRYING TO REDO THE FINAL CHKLIST. WE BECAME STABLE AT 1000' AND PERFORMED ALL THE CORRECT CALLOUTS. WE HAD BECOME DISTRACTED ON THE APCH AND NEGLECTED TO CALL THE TWR AT THE PROPER PLACE. AFTER BECOMING AWARE OF THIS ON THE GND, WE CALLED THEM TO OBTAIN A CLRNC TO CROSS RWY 25R. AFTER BLOCKING IN, WE CALLED THE TWR SUPVR ON THE PHONE TO EXPLAIN. WE WERE TOLD THAT AN ACR ACFT WAS ASKED TO 'GO AROUND' SINCE HE WAS PLACED ON THE APCH VERY CLOSE BEHIND US. UNFORTUNATELY, WE WERE UPSET ENOUGH TO FORGET TO MENTION THE MLG INCIDENT TO THE SUPVR. THAT IS WHAT DISRUPTED THE SPACING BEHIND US. A MONITORING FREQ SYS LIKE AT ORD WOULD SOLVE THESE SITUATIONS I BELIEVE.

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.