Near midair collision. Flight crew of a B737-300 slowed to avoid another B737 overshooting final to ...

Attributes
ACN	419523
Time
Date	199811
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : lax 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	common carrier : air carrier
Make Model Name	B737-300
Navigation In Use	Other Other
Flight Phase	descent : approach
Route In Use	approach : visual arrival other arrival star : star
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	B737 Undifferentiated or Other Model
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 148 flight time total : 11000 flight time type : 2000
ASRS Report	419523
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : nmac other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 300 vertical : 100
Supplementary
Primary Problem	Flight Crew Human Performance

Narrative:

We had been cleared to direct civet intersection by ZLA from near golfs intersection. The FMC was set up for a civet arrival with a transition to the ILS runway 24R. Prior to civet, we were slowed to 250 KTS. Upon contact with socal approach, we were reclred the mitts arrival for the ILS runway 24R. We were stepped down in altitude for the arrival rather than cleared for the profile due to the proximity of a B727 to our left for the ILS runway 25L. When cleared for the visual to runway 24R, we were slowed to 210 KTS. At approximately merce intersection, we were told to sidestep to runway 24L for an air carrier Y B737 on a base leg for runway 24R. We saw and acknowledged the traffic and lined up for runway 24L on the localizer. Approach or tower (I do not remember as I was flying the aircraft and intensely focused on the encroaching aircraft) told us to slow to 170 KTS to the marker and not to pass air carrier Y. Unfortunately, the B737 grossly overshot their turn onto runway 24R localizer and passed through the final for runway 24L in front of us. To avoid collision, the landing gear was lowered, flaps extended beyond company speeds (but less than structural), and speed brakes extended. I maintained a position below and to the left of the aircraft. I could not keep from passing them on the left. We had lost sight of the B727 and were reluctant to deviate to the left. I was glad for my formation and aerial refueling experience. The question that begged for our answer is, why -- when we were stabilized on the approach -- we were sidestepped to the adjacent runway? Granted, we had accepted responsibility for visual separation, the poor capture technique of the other crew severely compromised safety for all. The best course of action would have been to vector air carrier Y behind us to follow, or to cross behind for runway 24L. Also, retraining of the other crew concerning turn-on and capture techniques might be in order. Extraordinary evasive maneuvers with terrain within 3000 ft with a larger aircraft to our left are too fun on the first leg of the day.

Original NASA ASRS Text

Title: NMAC. FLC OF A B737-300 SLOWED TO AVOID ANOTHER B737 OVERSHOOTING FINAL TO THE OTHER PARALLEL RWY DURING A VISUAL APCH. APCH CTLR ISSUED ADVISORY OF THE OTHER ACFT TURNING FINAL TO THE OTHER PARALLEL RWY BUT DID NOT EXPECT HIS OVERSHOOT.

Narrative: WE HAD BEEN CLRED TO DIRECT CIVET INTXN BY ZLA FROM NEAR GOLFS INTXN. THE FMC WAS SET UP FOR A CIVET ARR WITH A TRANSITION TO THE ILS RWY 24R. PRIOR TO CIVET, WE WERE SLOWED TO 250 KTS. UPON CONTACT WITH SOCAL APCH, WE WERE RECLRED THE MITTS ARR FOR THE ILS RWY 24R. WE WERE STEPPED DOWN IN ALT FOR THE ARR RATHER THAN CLRED FOR THE PROFILE DUE TO THE PROX OF A B727 TO OUR L FOR THE ILS RWY 25L. WHEN CLRED FOR THE VISUAL TO RWY 24R, WE WERE SLOWED TO 210 KTS. AT APPROX MERCE INTXN, WE WERE TOLD TO SIDESTEP TO RWY 24L FOR AN ACR Y B737 ON A BASE LEG FOR RWY 24R. WE SAW AND ACKNOWLEDGED THE TFC AND LINED UP FOR RWY 24L ON THE LOC. APCH OR TWR (I DO NOT REMEMBER AS I WAS FLYING THE ACFT AND INTENSELY FOCUSED ON THE ENCROACHING ACFT) TOLD US TO SLOW TO 170 KTS TO THE MARKER AND NOT TO PASS ACR Y. UNFORTUNATELY, THE B737 GROSSLY OVERSHOT THEIR TURN ONTO RWY 24R LOC AND PASSED THROUGH THE FINAL FOR RWY 24L IN FRONT OF US. TO AVOID COLLISION, THE LNDG GEAR WAS LOWERED, FLAPS EXTENDED BEYOND COMPANY SPDS (BUT LESS THAN STRUCTURAL), AND SPD BRAKES EXTENDED. I MAINTAINED A POS BELOW AND TO THE L OF THE ACFT. I COULD NOT KEEP FROM PASSING THEM ON THE L. WE HAD LOST SIGHT OF THE B727 AND WERE RELUCTANT TO DEVIATE TO THE L. I WAS GLAD FOR MY FORMATION AND AERIAL REFUELING EXPERIENCE. THE QUESTION THAT BEGGED FOR OUR ANSWER IS, WHY -- WHEN WE WERE STABILIZED ON THE APCH -- WE WERE SIDESTEPPED TO THE ADJACENT RWY? GRANTED, WE HAD ACCEPTED RESPONSIBILITY FOR VISUAL SEPARATION, THE POOR CAPTURE TECHNIQUE OF THE OTHER CREW SEVERELY COMPROMISED SAFETY FOR ALL. THE BEST COURSE OF ACTION WOULD HAVE BEEN TO VECTOR ACR Y BEHIND US TO FOLLOW, OR TO CROSS BEHIND FOR RWY 24L. ALSO, RETRAINING OF THE OTHER CREW CONCERNING TURN-ON AND CAPTURE TECHNIQUES MIGHT BE IN ORDER. EXTRAORDINARY EVASIVE MANEUVERS WITH TERRAIN WITHIN 3000 FT WITH A LARGER ACFT TO OUR L ARE TOO FUN ON THE FIRST LEG OF THE DAY.

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.

Near midair collision. Flight crew of a B737-300 slowed to avoid another B737 overshooting final to the other parallel runway during a visual approach. Approach controller issued advisory of the other aircraft turning final to the other parallel runway but did not expect his overshoot.