Near midair collision on the lax stadium visual approach.

Attributes
ACN	316240
Time
Date	199509
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	msl bound lower : 3000 msl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : lax
Operator	general aviation : corporate
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	descent : approach
Route In Use	approach : visual enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	DC-10 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach
Route In Use	approach : straight in
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : first officer oversight : pic
Qualification	pilot : instrument pilot : commercial pilot : atp
Experience	flight time last 90 days : 85 flight time total : 7310 flight time type : 1191
ASRS Report	316240
Person 2
Affiliation	Other
Function	flight crew : captain flight crew : single pilot
Qualification	pilot : commercial pilot : atp pilot : instrument
Events
Anomaly	conflict : nmac non adherence : published procedure non adherence : far non adherence : clearance other spatial deviation
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : returned to intended course or assigned course flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 0 vertical : 500
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Our flight from sba to lax had been busy from the start. An arrival rush was on and we just made our departure slot time for flow control. Upon entering socal approach airspace we were immediately told to slow to 180 KTS as fast as possible, we were 190 KTS faster than an MD11 that we would follow. A couple of delay vectors got us spaced adequately behind him and back into the normal flow of arrs. He was assigned the ILS for runway 24L and we would get a visual for runway 24R. When asked if we had the MD11 in sight I said I had several planes in view but could not identify the MD11. Socal approach then gave us a turn from downwind to an angling final saying we could pick him up on the new south westward heading and fly a visual approach reference the MD11. Now things got real busy real fast. Our southwest heading was being arrived at just as we reached the extended runway 24R centerline and the PF (autoplt flown) rolled out on heading while I picked up the airport/runway. I told the pilot to turn to west now not saying that we were crossing the approach paths of both runway 24R/left, there wasn't that much time. In the right turn I caught first our shadows and immediately thereafter sight of the MD11 below us on the runway 24L localizer. I told the pilot to add power and do not descend and he would soon see the MD11 on his side as we crossed overhead him and took our place on his right wing where we continued our successful approach and landing. TCASII was operating at the time and did give us a TA with no RA having been received. While it was calling out 'traffic traffic' I was informing the PF where it was and that it 'should be' the MD11 we were looking for. Add to all this one call from socal approach telling us not to fly over, I think he said, to the other approach paths, and you can imagine that we had one very busy and somewhat noisy cockpit. I believe our failure to locate the MD11 prior to our base leg turn was the largest contributing factor to what could have been a larger problem than what it was.

Original NASA ASRS Text

Title: NMAC ON THE LAX STADIUM VISUAL APCH.

Narrative: OUR FLT FROM SBA TO LAX HAD BEEN BUSY FROM THE START. AN ARR RUSH WAS ON AND WE JUST MADE OUR DEP SLOT TIME FOR FLOW CTL. UPON ENTERING SOCAL APCH AIRSPACE WE WERE IMMEDIATELY TOLD TO SLOW TO 180 KTS AS FAST AS POSSIBLE, WE WERE 190 KTS FASTER THAN AN MD11 THAT WE WOULD FOLLOW. A COUPLE OF DELAY VECTORS GOT US SPACED ADEQUATELY BEHIND HIM AND BACK INTO THE NORMAL FLOW OF ARRS. HE WAS ASSIGNED THE ILS FOR RWY 24L AND WE WOULD GET A VISUAL FOR RWY 24R. WHEN ASKED IF WE HAD THE MD11 IN SIGHT I SAID I HAD SEVERAL PLANES IN VIEW BUT COULD NOT IDENT THE MD11. SOCAL APCH THEN GAVE US A TURN FROM DOWNWIND TO AN ANGLING FINAL SAYING WE COULD PICK HIM UP ON THE NEW S WESTWARD HDG AND FLY A VISUAL APCH REF THE MD11. NOW THINGS GOT REAL BUSY REAL FAST. OUR SW HDG WAS BEING ARRIVED AT JUST AS WE REACHED THE EXTENDED RWY 24R CTRLINE AND THE PF (AUTOPLT FLOWN) ROLLED OUT ON HDG WHILE I PICKED UP THE ARPT/RWY. I TOLD THE PLT TO TURN TO W NOW NOT SAYING THAT WE WERE XING THE APCH PATHS OF BOTH RWY 24R/L, THERE WASN'T THAT MUCH TIME. IN THE R TURN I CAUGHT FIRST OUR SHADOWS AND IMMEDIATELY THEREAFTER SIGHT OF THE MD11 BELOW US ON THE RWY 24L LOC. I TOLD THE PLT TO ADD PWR AND DO NOT DSND AND HE WOULD SOON SEE THE MD11 ON HIS SIDE AS WE CROSSED OVERHEAD HIM AND TOOK OUR PLACE ON HIS R WING WHERE WE CONTINUED OUR SUCCESSFUL APCH AND LNDG. TCASII WAS OPERATING AT THE TIME AND DID GIVE US A TA WITH NO RA HAVING BEEN RECEIVED. WHILE IT WAS CALLING OUT 'TFC TFC' I WAS INFORMING THE PF WHERE IT WAS AND THAT IT 'SHOULD BE' THE MD11 WE WERE LOOKING FOR. ADD TO ALL THIS ONE CALL FROM SOCAL APCH TELLING US NOT TO FLY OVER, I THINK HE SAID, TO THE OTHER APCH PATHS, AND YOU CAN IMAGINE THAT WE HAD ONE VERY BUSY AND SOMEWHAT NOISY COCKPIT. I BELIEVE OUR FAILURE TO LOCATE THE MD11 PRIOR TO OUR BASE LEG TURN WAS THE LARGEST CONTRIBUTING FACTOR TO WHAT COULD HAVE BEEN A LARGER PROB THAN WHAT IT WAS.

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.