Narrative:

On a flight from pdx to lax on a flr night we were cleared for a visibility approach to runway 24R. When on very short final (about 600' AGL) the tower asked us if we could accept runway 24L. We replied in the neg as we felt we were too low to safely execute such a maneuver. An air carrier jet was on runway 24R and used the entire runway for rollout and repeatedly questioned the tower's instructions for clearing the runway. The tower directed us to execute a go around which we did west/O incident. However, it was a very busy time in the cockpit with considerable confusion on the radio. We were vectored north and downwind again. We were assigned the second approach to runway 25R. The tower kept us at 5000' until turning base so that we would overflt the aircraft on final for the 24L and right runways. We were cleared for the visibility approach for runway 25L but at some point it was changed by the tower to runway 25R. I was flying the plane trying to slow the aircraft and descend rapidly after the high base we had been required to fly. I banked the airplane about 30 degree to the right to return back to the extended centerline of runway 25R. We then landed west/O further incident. In the terminal the captain of an medium large transport Y jet accosted us angry and upset that we had flown 'too close' to his airplane which was on final for runway 25L when we were reassigned to runway 25R. I don't think ATC ever called the medium large transport Y jet as traffic for us. I never saw the medium large transport Y jet, most probably due to the fact that I was in a bank turn away from it. I feel this unsafe situation was caused by ATC crossing us high over the traffic for the north runway, changing our runway from 25L to 25R and their failure to alert us to a possible traffic conflict. Also we were distraction and working harder than usual do to the go around we were forced to execute by ATC earlier.

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Original NASA ASRS Text

Title: MLG Y COMPLAINED BECAUSE MLG X ON VISUAL APCH TO PARALLEL RWY OVERSHOT TURN ONTO FINAL AND GOT CLOSE TO HIS ACFT.

Narrative: ON A FLT FROM PDX TO LAX ON A FLR NIGHT WE WERE CLRED FOR A VIS APCH TO RWY 24R. WHEN ON VERY SHORT FINAL (ABOUT 600' AGL) THE TWR ASKED US IF WE COULD ACCEPT RWY 24L. WE REPLIED IN THE NEG AS WE FELT WE WERE TOO LOW TO SAFELY EXECUTE SUCH A MANEUVER. AN ACR JET WAS ON RWY 24R AND USED THE ENTIRE RWY FOR ROLLOUT AND REPEATEDLY QUESTIONED THE TWR'S INSTRUCTIONS FOR CLRING THE RWY. THE TWR DIRECTED US TO EXECUTE A GAR WHICH WE DID W/O INCIDENT. HOWEVER, IT WAS A VERY BUSY TIME IN THE COCKPIT WITH CONSIDERABLE CONFUSION ON THE RADIO. WE WERE VECTORED N AND DOWNWIND AGAIN. WE WERE ASSIGNED THE SEC APCH TO RWY 25R. THE TWR KEPT US AT 5000' UNTIL TURNING BASE SO THAT WE WOULD OVERFLT THE ACFT ON FINAL FOR THE 24L AND R RWYS. WE WERE CLRED FOR THE VIS APCH FOR RWY 25L BUT AT SOME POINT IT WAS CHANGED BY THE TWR TO RWY 25R. I WAS FLYING THE PLANE TRYING TO SLOW THE ACFT AND DSND RAPIDLY AFTER THE HIGH BASE WE HAD BEEN REQUIRED TO FLY. I BANKED THE AIRPLANE ABOUT 30 DEG TO THE R TO RETURN BACK TO THE EXTENDED CTRLINE OF RWY 25R. WE THEN LANDED W/O FURTHER INCIDENT. IN THE TERMINAL THE CAPT OF AN MLG Y JET ACCOSTED US ANGRY AND UPSET THAT WE HAD FLOWN 'TOO CLOSE' TO HIS AIRPLANE WHICH WAS ON FINAL FOR RWY 25L WHEN WE WERE REASSIGNED TO RWY 25R. I DON'T THINK ATC EVER CALLED THE MLG Y JET AS TFC FOR US. I NEVER SAW THE MLG Y JET, MOST PROBABLY DUE TO THE FACT THAT I WAS IN A BANK TURN AWAY FROM IT. I FEEL THIS UNSAFE SITUATION WAS CAUSED BY ATC XING US HIGH OVER THE TFC FOR THE N RWY, CHANGING OUR RWY FROM 25L TO 25R AND THEIR FAILURE TO ALERT US TO A POSSIBLE TFC CONFLICT. ALSO WE WERE DISTR AND WORKING HARDER THAN USUAL DO TO THE GAR WE WERE FORCED TO EXECUTE BY ATC EARLIER.

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.