Narrative:

Downwind to base leg we encountered wake turbulence from an aircraft Y; their position previously called by ATC. ATC traffic issued a traffic advisory; separate from the aircraft Y that we were following. Due to our heading into the rising sun; we could not make eye contact with the second aircraft. ATC issued a clearance to descend to 3000 feet while we were presently leaving (approx) 7500 feet. ATC then queried if we had the airport in sight. First officer (first officer) confirmed that it was. I began slowing the aircraft in anticipation of an approach clearance from ATC. We were issued a clearance to turn southbound (base leg). The landing gear was lowered; and flaps began to be positioned on flap speed schedule. I did not recall if we had in fact been given a clearance to proceed via a visual approach to runway 24R. At this point; we queried ATC for that approach clearance. We were then issued a clearance for a visual approach to runway 24R. I did not realize that I had overshot the final approach course; and corrected by turning to a more northerly heading to intercept the runway 24R course. Proceeding visually; I had (what I thought) was 24R in sight. Lax tower informed us that we were lined up for runway 25R. We were re-cleared for a visual approach to runway 24R; and I was able to proceed over to that runway in a stable landing configuration and land. My biggest takeaways from this event is to return to the most effective mode(s) of automation after an upset. I should have reengaged the autopilot. I also should have continued on the downwind leg until I had the aircraft configured in a less hurried manner.

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Original NASA ASRS Text

Title: B737-900 Captain reported lining up with the wrong runway after encountering wake turbulence from a preceding aircraft on a visual approach to LAX.

Narrative: Downwind to base leg we encountered wake turbulence from an Aircraft Y; their position previously called by ATC. ATC traffic issued a traffic advisory; separate from the Aircraft Y that we were following. Due to our heading into the rising sun; we could not make eye contact with the second aircraft. ATC issued a clearance to descend to 3000 feet while we were presently leaving (approx) 7500 feet. ATC then queried if we had the airport in sight. F/O (First Officer) confirmed that it was. I began slowing the aircraft in anticipation of an approach clearance from ATC. We were issued a clearance to turn southbound (base leg). The landing gear was lowered; and flaps began to be positioned on flap speed schedule. I did not recall if we had in fact been given a clearance to proceed via a visual approach to Runway 24R. At this point; we queried ATC for that approach clearance. We were then issued a clearance for a visual approach to Runway 24R. I did not realize that I had overshot the final approach course; and corrected by turning to a more northerly heading to intercept the Runway 24R course. Proceeding visually; I had (what I thought) was 24R in sight. LAX Tower informed us that we were lined up for Runway 25R. We were re-cleared for a visual approach to Runway 24R; and I was able to proceed over to that runway in a stable landing configuration and land. My biggest takeaways from this event is to return to the most effective mode(s) of automation after an upset. I should have reengaged the autopilot. I also should have continued on the downwind leg until I had the aircraft configured in a less hurried manner.

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.