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Captain of an medium large transport overshot final during a visual approach to a parallel runway of 1 set of 2 sets of parallel runways. ATC specifically instructed reporter to not overshoot final!
| Attributes | |
| ACN | 355370 |
| Time | |
| Date | 199611 |
| Day | Sun |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : lax |
| State Reference | CA |
| Altitude | msl bound lower : 1000 msl bound upper : 1000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : lax tower : bdl |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other Other |
| Flight Phase | descent : approach other |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : commercial pilot : instrument pilot : flight engineer pilot : cfi |
| Experience | flight time last 90 days : 200 flight time total : 3500 flight time type : 1300 |
| ASRS Report | 355370 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | non adherence : clearance other anomaly other other spatial deviation |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : returned to intended course or assigned course |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
We were on downwind at lax planning on a visual approach to runway 24L with a descent clearance to 4500 ft. Approach gave us a visual to runway 25L instead, but kept us high for crossing traffic. We were given a 100 degree heading for base then 220 degrees to intercept final. We were high and close in, so approach said 'ok' to square turn to final, but do not overshoot. While I was loading the new runway into the FMC (per the captain), the captain overshot the final for runway 25L. I looked up about the time the localizer was 1 DOT right of centerline and told her to start the turn (not to overshoot) but it was too late. If I had not been 'heads down' during this critical phase of flight, I would have been able to stop the captain from flying through the final.
Original NASA ASRS Text
Title: CAPT OF AN MLG OVERSHOT FINAL DURING A VISUAL APCH TO A PARALLEL RWY OF 1 SET OF 2 SETS OF PARALLEL RWYS. ATC SPECIFICALLY INSTRUCTED RPTR TO NOT OVERSHOOT FINAL!
Narrative: WE WERE ON DOWNWIND AT LAX PLANNING ON A VISUAL APCH TO RWY 24L WITH A DSCNT CLRNC TO 4500 FT. APCH GAVE US A VISUAL TO RWY 25L INSTEAD, BUT KEPT US HIGH FOR XING TFC. WE WERE GIVEN A 100 DEG HDG FOR BASE THEN 220 DEGS TO INTERCEPT FINAL. WE WERE HIGH AND CLOSE IN, SO APCH SAID 'OK' TO SQUARE TURN TO FINAL, BUT DO NOT OVERSHOOT. WHILE I WAS LOADING THE NEW RWY INTO THE FMC (PER THE CAPT), THE CAPT OVERSHOT THE FINAL FOR RWY 25L. I LOOKED UP ABOUT THE TIME THE LOC WAS 1 DOT R OF CTRLINE AND TOLD HER TO START THE TURN (NOT TO OVERSHOOT) BUT IT WAS TOO LATE. IF I HAD NOT BEEN 'HEADS DOWN' DURING THIS CRITICAL PHASE OF FLT, I WOULD HAVE BEEN ABLE TO STOP THE CAPT FROM FLYING THROUGH THE FINAL.
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.