Air carrier flight crew makes wrong runway approach at lax.

Attributes
ACN	167993
Time
Date	199101
Day	Sun
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	msl bound lower : 2000 msl bound upper : 4000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : lax
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	descent : approach
Route In Use	approach : visual
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : flight engineer pilot : commercial pilot : atp
Experience	flight time last 90 days : 100 flight time total : 15000 flight time type : 100
ASRS Report	167993
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	flight crew : returned to intended course or assigned course other
Consequence	Other
Miss Distance	horizontal : 6000 vertical : 1000
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Passing arnes on covet 2 profile descent we both (2 man crew) thought we were cleared after passing fuelr for the 25L ILS approach with a sidestep to runway 24R. Approach later asked if we had the airport and we reported we did and we both thought we were cleared for a visibility to runway 24R. We switched the ILS to 24R and turned in that direction. Altitude was 4000' and descending, then approach told us to turn 20 degree left and that we had traffic Y to our right. He apparently was turning into runway 24R. Approach said our original clearance was for runway 25R not for runway 24R. The rest of the approach and landing was normal on runway 25R. Apparently we misheard the clearance. Contributing factors. Tuning in a runway and being forced to change to another runway while trying to make altitude restrictions etc. Also flying an automated, glass cockpit aircraft in a high density area increases the pilot workload to the limit, when having to change runways on final, forcing you to reprogram the computer, retune the navigation radios and change UHF frequency and change charts. It becomes very easy to misunderstand clrncs. Also no one had time to look for other traffic.

Original NASA ASRS Text

Title: ACR FLC MAKES WRONG RWY APCH AT LAX.

Narrative: PASSING ARNES ON COVET 2 PROFILE DSNT WE BOTH (2 MAN CREW) THOUGHT WE WERE CLRED AFTER PASSING FUELR FOR THE 25L ILS APCH WITH A SIDESTEP TO RWY 24R. APCH LATER ASKED IF WE HAD THE ARPT AND WE RPTED WE DID AND WE BOTH THOUGHT WE WERE CLRED FOR A VIS TO RWY 24R. WE SWITCHED THE ILS TO 24R AND TURNED IN THAT DIRECTION. ALT WAS 4000' AND DSNDING, THEN APCH TOLD US TO TURN 20 DEG L AND THAT WE HAD TFC Y TO OUR R. HE APPARENTLY WAS TURNING INTO RWY 24R. APCH SAID OUR ORIGINAL CLRNC WAS FOR RWY 25R NOT FOR RWY 24R. THE REST OF THE APCH AND LNDG WAS NORMAL ON RWY 25R. APPARENTLY WE MISHEARD THE CLRNC. CONTRIBUTING FACTORS. TUNING IN A RWY AND BEING FORCED TO CHANGE TO ANOTHER RWY WHILE TRYING TO MAKE ALT RESTRICTIONS ETC. ALSO FLYING AN AUTOMATED, GLASS COCKPIT ACFT IN A HIGH DENSITY AREA INCREASES THE PLT WORKLOAD TO THE LIMIT, WHEN HAVING TO CHANGE RWYS ON FINAL, FORCING YOU TO REPROGRAM THE COMPUTER, RETUNE THE NAV RADIOS AND CHANGE UHF FREQ AND CHANGE CHARTS. IT BECOMES VERY EASY TO MISUNDERSTAND CLRNCS. ALSO NO ONE HAD TIME TO LOOK FOR OTHER TFC.

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.