Narrative:

Our flight was cleared for the stadium visual approach 24R at lax by approach control. Just prior to the santa monica 068 degree/9 DME turn point, traffic was called out to us at 10-11 O'clock sbound on base for 24R to follow us. He was spotted below us at about 3000 ft as we were just about to level at 3500 ft per the published approach. I started the turn sbound to parallel the harbor freeway and we began to descend to 2000 ft. At this time we received a TCASII message to reduce vertical speed for about 10 seconds with the traffic alert caused by the previous commuter aircraft at our 7-8 O'clock position now at about 1 mi or less as viewed on the TCASII screen. I reduced the rate of descent and the RA's stopped. We then began a turn to final and realized that we would overshoot 24R and that we were nearly a DOT and 1/2 high on the glidepath. Even with the flight management system armed for the ILS, the intercept never occurred until well into the overshoot at 30 degrees of bank. I continued turning back to the localizer as approach control queried us on our course. I believe the distraction of the repeated TCASII RA's concerning the traffic we saw caused a delay in both descending and turning to successfully intercept the ILS for runway 24R. Although the ATIS was reporting 15 mi visibility, the in-flight visibility was greatly limited by some low altitude haze/smog which kept us from reidenting the airport in the base-to-final turn. This additional factor also contributed to our overshoot. I was unaware of any traffic conflict at the time, but in speaking with the TRACON supervisor soon after, I was told that another air carrier flight, on final above our position for 25L, received a TCASII advisory about our aircraft. We did not receive one on him.

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Original NASA ASRS Text

Title: HDG TRACK ALTDEV DURING THE STADIUM VISUAL APCH PROC STAR.

Narrative: OUR FLT WAS CLRED FOR THE STADIUM VISUAL APCH 24R AT LAX BY APCH CTL. JUST PRIOR TO THE SANTA MONICA 068 DEG/9 DME TURN POINT, TFC WAS CALLED OUT TO US AT 10-11 O'CLOCK SBOUND ON BASE FOR 24R TO FOLLOW US. HE WAS SPOTTED BELOW US AT ABOUT 3000 FT AS WE WERE JUST ABOUT TO LEVEL AT 3500 FT PER THE PUBLISHED APCH. I STARTED THE TURN SBOUND TO PARALLEL THE HARBOR FREEWAY AND WE BEGAN TO DSND TO 2000 FT. AT THIS TIME WE RECEIVED A TCASII MESSAGE TO REDUCE VERT SPD FOR ABOUT 10 SECONDS WITH THE TFC ALERT CAUSED BY THE PREVIOUS COMMUTER ACFT AT OUR 7-8 O'CLOCK POS NOW AT ABOUT 1 MI OR LESS AS VIEWED ON THE TCASII SCREEN. I REDUCED THE RATE OF DSCNT AND THE RA'S STOPPED. WE THEN BEGAN A TURN TO FINAL AND REALIZED THAT WE WOULD OVERSHOOT 24R AND THAT WE WERE NEARLY A DOT AND 1/2 HIGH ON THE GLIDEPATH. EVEN WITH THE FLT MGMNT SYS ARMED FOR THE ILS, THE INTERCEPT NEVER OCCURRED UNTIL WELL INTO THE OVERSHOOT AT 30 DEGS OF BANK. I CONTINUED TURNING BACK TO THE LOC AS APCH CTL QUERIED US ON OUR COURSE. I BELIEVE THE DISTR OF THE REPEATED TCASII RA'S CONCERNING THE TFC WE SAW CAUSED A DELAY IN BOTH DSNDING AND TURNING TO SUCCESSFULLY INTERCEPT THE ILS FOR RWY 24R. ALTHOUGH THE ATIS WAS RPTING 15 MI VISIBILITY, THE INFLT VISIBILITY WAS GREATLY LIMITED BY SOME LOW ALT HAZE/SMOG WHICH KEPT US FROM REIDENTING THE ARPT IN THE BASE-TO-FINAL TURN. THIS ADDITIONAL FACTOR ALSO CONTRIBUTED TO OUR OVERSHOOT. I WAS UNAWARE OF ANY TFC CONFLICT AT THE TIME, BUT IN SPEAKING WITH THE TRACON SUPVR SOON AFTER, I WAS TOLD THAT ANOTHER ACR FLT, ON FINAL ABOVE OUR POS FOR 25L, RECEIVED A TCASII ADVISORY ABOUT OUR ACFT. WE DID NOT RECEIVE ONE ON HIM.

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.