Narrative:

Irnmn 2 RNAV arrival [to lax]. 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 take-away 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 flight crew reported overshooting final on a visual approach into LAX; citing a wake encounter and a confusing clearance as contributing.

Narrative: IRNMN 2 RNAV Arrival [to LAX]. 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 take-away 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.