Narrative:

We were deviating to the west of the jli VOR at FL250 per ATC's instructions due to WX over the jli VOR. We had the right pack inoperative which limited us to a maximum altitude of FL250. As we were circumnaving the buildups, we received a contact at 12 O'clock, co-altitude. We visually picked up the oncoming jet and turned right, as did the other jet, passing well outside of a mi. Supplemental information from acn 412781: with many thunderstorms southeast through northeast of lax, we had deviated to the west of the jli VOR. Our altitude was FL250. Traffic at our 12 O'clock position was noted at 6 mi, same altitude on TCASII. Shortly thereafter, visual contact was made and visual separation turns to the right were commenced by both aircraft. The aircraft passed abeam each other at approximately 1-2 mi. High volume traffic in conjunction with deviations from most aircraft in the area played a key role in this incident taking place. Supplemental information from acn 412775: large line of thunderstorms san to las. Several aircraft on WX deviation around thunderstorms. ATC told us to proceed direct to bza from our heading of 150 degrees. MD80 (air carrier X) was heading north when TCASII TA for 2 seconds, then red RA showed other air carrier X at 12 O'clock and approximately 12 mi with instruction to descend. Then center told us to turn 30 degrees right and air carrier X to turn 50 degrees right. I clicked off autoplt and rolled into 30 degree bank to the right as we obtained visual on the MD80. TCASII performed as advertised, however, since we had visual on other aircraft, we elected to remain level rather than complicate things for the controller. The controller was definitely down the tube (behind the eight ball) and could have needed some help. Also, lax is not used to bad WX and lots of aircraft deviating.

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Original NASA ASRS Text

Title: AN MD83 NBOUND AT FL250 AND DEVIATING FOR WX HAS LOSS OF SEPARATION WITH AN L1011 AT THE SAME ALT. THE CTLR ATTEMPTED TO MAINTAIN LEGAL SEPARATION BY VECTORING BOTH ACFT, BUT THESE ACTIONS WERE TOO LATE.

Narrative: WE WERE DEVIATING TO THE W OF THE JLI VOR AT FL250 PER ATC'S INSTRUCTIONS DUE TO WX OVER THE JLI VOR. WE HAD THE R PACK INOP WHICH LIMITED US TO A MAX ALT OF FL250. AS WE WERE CIRCUMNAVING THE BUILDUPS, WE RECEIVED A CONTACT AT 12 O'CLOCK, CO-ALT. WE VISUALLY PICKED UP THE ONCOMING JET AND TURNED R, AS DID THE OTHER JET, PASSING WELL OUTSIDE OF A MI. SUPPLEMENTAL INFO FROM ACN 412781: WITH MANY TSTMS SE THROUGH NE OF LAX, WE HAD DEVIATED TO THE W OF THE JLI VOR. OUR ALT WAS FL250. TFC AT OUR 12 O'CLOCK POS WAS NOTED AT 6 MI, SAME ALT ON TCASII. SHORTLY THEREAFTER, VISUAL CONTACT WAS MADE AND VISUAL SEPARATION TURNS TO THE R WERE COMMENCED BY BOTH ACFT. THE ACFT PASSED ABEAM EACH OTHER AT APPROX 1-2 MI. HIGH VOLUME TFC IN CONJUNCTION WITH DEVS FROM MOST ACFT IN THE AREA PLAYED A KEY ROLE IN THIS INCIDENT TAKING PLACE. SUPPLEMENTAL INFO FROM ACN 412775: LARGE LINE OF TSTMS SAN TO LAS. SEVERAL ACFT ON WX DEV AROUND TSTMS. ATC TOLD US TO PROCEED DIRECT TO BZA FROM OUR HDG OF 150 DEGS. MD80 (ACR X) WAS HDG N WHEN TCASII TA FOR 2 SECONDS, THEN RED RA SHOWED OTHER ACR X AT 12 O'CLOCK AND APPROX 12 MI WITH INSTRUCTION TO DSND. THEN CTR TOLD US TO TURN 30 DEGS R AND ACR X TO TURN 50 DEGS R. I CLICKED OFF AUTOPLT AND ROLLED INTO 30 DEG BANK TO THE R AS WE OBTAINED VISUAL ON THE MD80. TCASII PERFORMED AS ADVERTISED, HOWEVER, SINCE WE HAD VISUAL ON OTHER ACFT, WE ELECTED TO REMAIN LEVEL RATHER THAN COMPLICATE THINGS FOR THE CTLR. THE CTLR WAS DEFINITELY DOWN THE TUBE (BEHIND THE EIGHT BALL) AND COULD HAVE NEEDED SOME HELP. ALSO, LAX IS NOT USED TO BAD WX AND LOTS OF ACFT DEVIATING.

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.