Narrative:

My understanding is that a violation can occur if when cleared for an approach, your aircraft passes an aircraft on a parallel approach. This situation happened to me on arrival into lax. I was the captain (PNF) of the B727. On arrival into lax, I was cleared for the sadde 6 arrival, and was advised that I was following a B747. The 070 degree heading assigned out of smo put us approximately 6-8 NM in-trail of the B747, which I called in sight. At approximately an 8 NM downwind, the B747 was given a base turn for runway 24L. Shortly thereafter, I was given a base turn, and was asked if I still had the B747 in sight -- I did. I was then cleared for the visual approach to runway 24R. We were slowed to approximately 160 KTS. This slow airspeed, coupled with our tighter turn onto runway 24R, put our aircraft parallel to and abeam the B747, upon rollout. Socal approach came on and instructed us to remain behind the B747. Even at this slow speed, we were out running the B747. I told socal that I was unable. 'Long silence' from socal. Socal asked the B747 if he had us in sight -- they did. Socal handed us off to tower. Tower cleared us to land with no further discussion. If, on parallel visual approachs, aircraft must not pass one another, approach control must have some understanding of the different turn-radii, configns, and speeds between narrow-body and wide-body aircraft. Or, as always, it becomes the captain's responsibility to ensure separation by not accepting the turn, and extend the downwind.

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Original NASA ASRS Text

Title: FLC OF A B727 FAILED TO STAY BEHIND B747 TFC ON A PARALLEL RWY DURING A VISUAL APCH DUE TO THE FASTER AIRSPD THEY WERE MAINTAINING DURING BASE LEG AND FINAL TURNS. BOTH ACFT LANDED SIMULTANEOUSLY ON RWYS WITH ONLY SEPARATED BY APPROX 500 FT.

Narrative: MY UNDERSTANDING IS THAT A VIOLATION CAN OCCUR IF WHEN CLRED FOR AN APCH, YOUR ACFT PASSES AN ACFT ON A PARALLEL APCH. THIS SIT HAPPENED TO ME ON ARR INTO LAX. I WAS THE CAPT (PNF) OF THE B727. ON ARR INTO LAX, I WAS CLRED FOR THE SADDE 6 ARR, AND WAS ADVISED THAT I WAS FOLLOWING A B747. THE 070 DEG HDG ASSIGNED OUT OF SMO PUT US APPROX 6-8 NM IN-TRAIL OF THE B747, WHICH I CALLED IN SIGHT. AT APPROX AN 8 NM DOWNWIND, THE B747 WAS GIVEN A BASE TURN FOR RWY 24L. SHORTLY THEREAFTER, I WAS GIVEN A BASE TURN, AND WAS ASKED IF I STILL HAD THE B747 IN SIGHT -- I DID. I WAS THEN CLRED FOR THE VISUAL APCH TO RWY 24R. WE WERE SLOWED TO APPROX 160 KTS. THIS SLOW AIRSPD, COUPLED WITH OUR TIGHTER TURN ONTO RWY 24R, PUT OUR ACFT PARALLEL TO AND ABEAM THE B747, UPON ROLLOUT. SOCAL APCH CAME ON AND INSTRUCTED US TO REMAIN BEHIND THE B747. EVEN AT THIS SLOW SPD, WE WERE OUT RUNNING THE B747. I TOLD SOCAL THAT I WAS UNABLE. 'LONG SILENCE' FROM SOCAL. SOCAL ASKED THE B747 IF HE HAD US IN SIGHT -- THEY DID. SOCAL HANDED US OFF TO TWR. TWR CLRED US TO LAND WITH NO FURTHER DISCUSSION. IF, ON PARALLEL VISUAL APCHS, ACFT MUST NOT PASS ONE ANOTHER, APCH CTL MUST HAVE SOME UNDERSTANDING OF THE DIFFERENT TURN-RADII, CONFIGNS, AND SPDS BTWN NARROW-BODY AND WIDE-BODY ACFT. OR, AS ALWAYS, IT BECOMES THE CAPT'S RESPONSIBILITY TO ENSURE SEPARATION BY NOT ACCEPTING THE TURN, AND EXTEND THE DOWNWIND.

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.