Narrative:

After passing smo on a heading assigned of 070 degrees, was given a stadium visual which is smo 068 degree radial with 3.5 and 9 DME fixes. We were past the 3.5 DME expecting an ILS runway 24R. I had advised first officer of the possibility of a visual and fortunately had plate available. Crossing smo at 8000 ft and 210 KTS, passed 3.5 DME and was cleared for stadium approach. Having anticipated longer downwind with vectors to ILS runway 24R, aircraft was high and fast. Complying with altitudes and turns, the radius of turn drifted the aircraft into the proximity of the approachs to the south complex ie, runways 25R/left. This was evident on the HSI because approach for runway 24R had been programmed. Attention to this was also called by tower while correcting back. Landing was made without incidence. During excursion to south complex encountered wake turbulence from heavy aircraft that had preceded us landing on runway 25L. This was a case of not being adamant about speed and altitude control in anticipation of just such an occurrence. The first officer had previously been a captain on smaller equipment and I felt he would be in control. Apparently the requirements of a large aircraft and ensuing turn radius were not anticipated. Henceforth, I will set the parameters for every approach whether I am PF, or PNF, regardless of first officer experience.

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Original NASA ASRS Text

Title: FLC OF AN LGT FAILED TO COMPLETE TURN TO FINAL COURSE SOON ENOUGH TO PREVENT OVERSHOOTING TO THE FINAL TO ANOTHER SET OF PARALLEL RWYS.

Narrative: AFTER PASSING SMO ON A HDG ASSIGNED OF 070 DEGS, WAS GIVEN A STADIUM VISUAL WHICH IS SMO 068 DEG RADIAL WITH 3.5 AND 9 DME FIXES. WE WERE PAST THE 3.5 DME EXPECTING AN ILS RWY 24R. I HAD ADVISED FO OF THE POSSIBILITY OF A VISUAL AND FORTUNATELY HAD PLATE AVAILABLE. XING SMO AT 8000 FT AND 210 KTS, PASSED 3.5 DME AND WAS CLRED FOR STADIUM APCH. HAVING ANTICIPATED LONGER DOWNWIND WITH VECTORS TO ILS RWY 24R, ACFT WAS HIGH AND FAST. COMPLYING WITH ALTS AND TURNS, THE RADIUS OF TURN DRIFTED THE ACFT INTO THE PROX OF THE APCHS TO THE S COMPLEX IE, RWYS 25R/L. THIS WAS EVIDENT ON THE HSI BECAUSE APCH FOR RWY 24R HAD BEEN PROGRAMMED. ATTN TO THIS WAS ALSO CALLED BY TWR WHILE CORRECTING BACK. LNDG WAS MADE WITHOUT INCIDENCE. DURING EXCURSION TO S COMPLEX ENCOUNTERED WAKE TURB FROM HVY ACFT THAT HAD PRECEDED US LNDG ON RWY 25L. THIS WAS A CASE OF NOT BEING ADAMANT ABOUT SPD AND ALT CTL IN ANTICIPATION OF JUST SUCH AN OCCURRENCE. THE FO HAD PREVIOUSLY BEEN A CAPT ON SMALLER EQUIP AND I FELT HE WOULD BE IN CTL. APPARENTLY THE REQUIREMENTS OF A LARGE ACFT AND ENSUING TURN RADIUS WERE NOT ANTICIPATED. HENCEFORTH, I WILL SET THE PARAMETERS FOR EVERY APCH WHETHER I AM PF, OR PNF, REGARDLESS OF FO EXPERIENCE.

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.