Narrative:

Immediately upon rotation off runway 24L (lax) at XY18 am the aircraft experienced a stall warning stick shaker. I verified proper attitude/power, called gear up and instructed first officer to request return while I flew aircraft. I cleaned up, accelerated, climbed to 5000 ft MSL, heading 250 degrees. I asked first officer to complete after takeoff, descent, and approach checklists, tune radios for an ILS back to lax, make a passenger and flight attendant PA, and then advise air carrier of the situation. (The autoplt, flight director, and autothrottles were inoperative) I was cleared direct smo (110.8) VOR at 240 KTS then to 4000 ft MSL. Amidst the continuous stall warning cacophony, the flight attendant called with concern as they could hear the 'jackhammer' throughout the forward cabin. (Radio communications were extremely difficult over the noise level). I was hand flying the aircraft with a vibrating yoke as the first officer finished all assigned tasks and rejoined me to take over communications with approach control. I verified 108.5 (249 degree course), 113.6 (lax VOR) and romen NDB 278, both sides, as we continued on an extended right downwind north of runway 24R lax. We were vectored swbound and told to maintain 3500 ft. Until established on the localizer -- cleared for the approach -- turning inbound, the first officer finally had a minute to pull stall warning circuit breakers as we undoubtedly had a broken left alpha vane (angle of attack sensor) giving us the nuisance stall warning as well as the lack of autoplt, autothrottles, etc. 'Peace and quiet' as the localizer moved off the peg and I turned to intercept and started down the GS. Approach control questioned intercept and then stated we appeared to be intercepting the north side (runway 24R) not runway 25L (109.9/249 degrees)!! He called a left to 180 degrees then vectored us to intercept the runway 25L localizer and maintain 2500 ft MSL until established. He was extremely conscientious and concerned we were close and high. We assured him we had runway visually and thanked him for his tremendous effort. We touched down at XY33 am. Basically, a 2 man cockpit was trying to accomplish a 3 man workload in a 15 min bust, noisy, distracting flight. We had either mis-heard or not correctly processed the approach clearance as runway 24R was 'standard' for an arrival over smo. Approach control was observant and outstanding and I regret causing him any further workload. Post-flight inspection revealed that the jetway door had smashed the left angle of attack on the aircraft's exterior.

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Original NASA ASRS Text

Title: HDG TRACK DEV CREATES AN APCH TO WRONG RWY IN A RETURN LAND EVENT. ACFT EQUIP PROBLEM.

Narrative: IMMEDIATELY UPON ROTATION OFF RWY 24L (LAX) AT XY18 AM THE ACFT EXPERIENCED A STALL WARNING STICK SHAKER. I VERIFIED PROPER ATTITUDE/PWR, CALLED GEAR UP AND INSTRUCTED FO TO REQUEST RETURN WHILE I FLEW ACFT. I CLEANED UP, ACCELERATED, CLBED TO 5000 FT MSL, HDG 250 DEGS. I ASKED FO TO COMPLETE AFTER TKOF, DSCNT, AND APCH CHKLISTS, TUNE RADIOS FOR AN ILS BACK TO LAX, MAKE A PAX AND FLT ATTENDANT PA, AND THEN ADVISE ACR OF THE SITUATION. (THE AUTOPLT, FLT DIRECTOR, AND AUTOTHROTTLES WERE INOP) I WAS CLRED DIRECT SMO (110.8) VOR AT 240 KTS THEN TO 4000 FT MSL. AMIDST THE CONTINUOUS STALL WARNING CACOPHONY, THE FLT ATTENDANT CALLED WITH CONCERN AS THEY COULD HEAR THE 'JACKHAMMER' THROUGHOUT THE FORWARD CABIN. (RADIO COMS WERE EXTREMELY DIFFICULT OVER THE NOISE LEVEL). I WAS HAND FLYING THE ACFT WITH A VIBRATING YOKE AS THE FO FINISHED ALL ASSIGNED TASKS AND REJOINED ME TO TAKE OVER COMS WITH APCH CTL. I VERIFIED 108.5 (249 DEG COURSE), 113.6 (LAX VOR) AND ROMEN NDB 278, BOTH SIDES, AS WE CONTINUED ON AN EXTENDED R DOWNWIND N OF RWY 24R LAX. WE WERE VECTORED SWBOUND AND TOLD TO MAINTAIN 3500 FT. UNTIL ESTABLISHED ON THE LOC -- CLRED FOR THE APCH -- TURNING INBOUND, THE FO FINALLY HAD A MINUTE TO PULL STALL WARNING CIRCUIT BREAKERS AS WE UNDOUBTEDLY HAD A BROKEN L ALPHA VANE (ANGLE OF ATTACK SENSOR) GIVING US THE NUISANCE STALL WARNING AS WELL AS THE LACK OF AUTOPLT, AUTOTHROTTLES, ETC. 'PEACE AND QUIET' AS THE LOC MOVED OFF THE PEG AND I TURNED TO INTERCEPT AND STARTED DOWN THE GS. APCH CTL QUESTIONED INTERCEPT AND THEN STATED WE APPEARED TO BE INTERCEPTING THE N SIDE (RWY 24R) NOT RWY 25L (109.9/249 DEGS)!! HE CALLED A L TO 180 DEGS THEN VECTORED US TO INTERCEPT THE RWY 25L LOC AND MAINTAIN 2500 FT MSL UNTIL ESTABLISHED. HE WAS EXTREMELY CONSCIENTIOUS AND CONCERNED WE WERE CLOSE AND HIGH. WE ASSURED HIM WE HAD RWY VISUALLY AND THANKED HIM FOR HIS TREMENDOUS EFFORT. WE TOUCHED DOWN AT XY33 AM. BASICALLY, A 2 MAN COCKPIT WAS TRYING TO ACCOMPLISH A 3 MAN WORKLOAD IN A 15 MIN BUST, NOISY, DISTRACTING FLT. WE HAD EITHER MIS-HEARD OR NOT CORRECTLY PROCESSED THE APCH CLRNC AS RWY 24R WAS 'STANDARD' FOR AN ARR OVER SMO. APCH CTL WAS OBSERVANT AND OUTSTANDING AND I REGRET CAUSING HIM ANY FURTHER WORKLOAD. POST-FLT INSPECTION REVEALED THAT THE JETWAY DOOR HAD SMASHED THE L ANGLE OF ATTACK ON THE ACFT'S EXTERIOR.

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.