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Cargo aircraft on stadium visual to lax has leading edge flap problem, overshoots final intercept and has close proximity to commuter.
| Attributes | |
| ACN | 335516 |
| Time | |
| Date | 199605 |
| Day | Fri |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : lax |
| State Reference | CA |
| Altitude | msl bound lower : 1500 msl bound upper : 1500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : lax |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach landing other |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : second officer |
| Qualification | pilot : flight engineer pilot : atp pilot : commercial pilot : instrument |
| Experience | flight time last 90 days : 60 flight time total : 4200 flight time type : 4000 |
| ASRS Report | 335516 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : less severe conflict : airborne less severe non adherence : clearance other anomaly other other spatial deviation |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified |
| Resolutory Action | flight crew : returned to intended course or assigned course other |
| Consequence | Other |
| Miss Distance | horizontal : 3000 vertical : 500 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
As we made our way through the stadium visual at lax for runway 24R we had to get flaps and gear out to help us get our heavy aircraft (585K) down. We turned to our given heading of 230 degrees and were told to switch to tower. The leading edge device 3R had not come out so I went to work on getting it out by alternate method which took my attention away from the approach. When I turned my attention back to the landing I saw a same commuter aircraft off to our left and the captain at that time realized we had overshot runway 24R final and started correcting back to that runway. The same time tower came up and instructed us to turn back to 280 degree heading. We continued the approach and landed on runway 24R. Contributing factors I think were the 1) need to lost altitude quickly, 2) the 230 degree heading to intercept final coupled with the flap problem.
Original NASA ASRS Text
Title: CARGO ACFT ON STADIUM VISUAL TO LAX HAS LEADING EDGE FLAP PROB, OVERSHOOTS FINAL INTERCEPT AND HAS CLOSE PROX TO COMMUTER.
Narrative: AS WE MADE OUR WAY THROUGH THE STADIUM VISUAL AT LAX FOR RWY 24R WE HAD TO GET FLAPS AND GEAR OUT TO HELP US GET OUR HVY ACFT (585K) DOWN. WE TURNED TO OUR GIVEN HDG OF 230 DEGS AND WERE TOLD TO SWITCH TO TWR. THE LEADING EDGE DEVICE 3R HAD NOT COME OUT SO I WENT TO WORK ON GETTING IT OUT BY ALTERNATE METHOD WHICH TOOK MY ATTN AWAY FROM THE APCH. WHEN I TURNED MY ATTN BACK TO THE LNDG I SAW A SAME COMMUTER ACFT OFF TO OUR L AND THE CAPT AT THAT TIME REALIZED WE HAD OVERSHOT RWY 24R FINAL AND STARTED CORRECTING BACK TO THAT RWY. THE SAME TIME TWR CAME UP AND INSTRUCTED US TO TURN BACK TO 280 DEG HDG. WE CONTINUED THE APCH AND LANDED ON RWY 24R. CONTRIBUTING FACTORS I THINK WERE THE 1) NEED TO LOST ALT QUICKLY, 2) THE 230 DEG HDG TO INTERCEPT FINAL COUPLED WITH THE FLAP PROB.
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.