Narrative:

Air carrier X was cleared for a visual approach to runway 25L behind an air carrier Y B767. The air carrier B767 was sidestepped to runway 25R. We were cleared to land on runway 25L. At 1000 ft AGL we were sidestepped by tower to land on runway 25R and cleared to land. An air carrier Y B767 was then cleared to take off on runway 25L. At 200 ft AGL we initiated a go around and told the tower, as the air carrier Z B767 was still on the runway 25R centerline. No go around was issued by the tower. We were given a 250 degree heading by the tower. While still over the runway we received a TCASII RA on the air carrier Y B767 departing runway 25L and slightly below us over runway 25L. The TCASII RA called for a climbing right (north) turn. Turning to the right (north) was not an option as there was traffic slightly ahead and above us departing from the north complex. I observed the air carrier Y B767 turning south away from us and we maintained heading 250 degrees. As the air carrier Y B767 turned away the situation was resolved. We were vectored around to the south to return and land on runway 25L. We were kept at 5000 ft MSL during the vector until very late, then cleared for a visual (slam-dunked) to runway 25L. Problems: 1) no go around was issued by the tower in a possible aircraft on runway/aircraft landing conflict. 2) inadequate airspace allowed by the tower for gars. Centerline-to-centerline distance between runway 25L and runway 25R measures to be about 600 ft. Decreasing this by the wing spans of an L1011 and a B767 aircraft leaves about 450 ft, assuming both aircraft are over the ctrlines. Too close in takeoff and landing configns with limited maneuverability for both aircraft. Resolution: 1) tower must issue gars when necessary. 2) tower must leave more interval between takeoff and landing traffic on close parallel runways to allow for possible gars.

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Original NASA ASRS Text

Title: HAZARDOUS SIT INCREASES AT LAX WHILE L1011 RECEIVES LAST MIN SIDESTEP TO RWY 25L AND ENSUING GAR BECAUSE OF TFC ON RWY FOLLOWED BY TCASII RA AT LOW ALT.

Narrative: ACR X WAS CLRED FOR A VISUAL APCH TO RWY 25L BEHIND AN ACR Y B767. THE ACR B767 WAS SIDESTEPPED TO RWY 25R. WE WERE CLRED TO LAND ON RWY 25L. AT 1000 FT AGL WE WERE SIDESTEPPED BY TWR TO LAND ON RWY 25R AND CLRED TO LAND. AN ACR Y B767 WAS THEN CLRED TO TAKE OFF ON RWY 25L. AT 200 FT AGL WE INITIATED A GAR AND TOLD THE TWR, AS THE ACR Z B767 WAS STILL ON THE RWY 25R CTRLINE. NO GAR WAS ISSUED BY THE TWR. WE WERE GIVEN A 250 DEG HDG BY THE TWR. WHILE STILL OVER THE RWY WE RECEIVED A TCASII RA ON THE ACR Y B767 DEPARTING RWY 25L AND SLIGHTLY BELOW US OVER RWY 25L. THE TCASII RA CALLED FOR A CLBING R (N) TURN. TURNING TO THE R (N) WAS NOT AN OPTION AS THERE WAS TFC SLIGHTLY AHEAD AND ABOVE US DEPARTING FROM THE N COMPLEX. I OBSERVED THE ACR Y B767 TURNING S AWAY FROM US AND WE MAINTAINED HDG 250 DEGS. AS THE ACR Y B767 TURNED AWAY THE SIT WAS RESOLVED. WE WERE VECTORED AROUND TO THE S TO RETURN AND LAND ON RWY 25L. WE WERE KEPT AT 5000 FT MSL DURING THE VECTOR UNTIL VERY LATE, THEN CLRED FOR A VISUAL (SLAM-DUNKED) TO RWY 25L. PROBS: 1) NO GAR WAS ISSUED BY THE TWR IN A POSSIBLE ACFT ON RWY/ACFT LNDG CONFLICT. 2) INADEQUATE AIRSPACE ALLOWED BY THE TWR FOR GARS. CTRLINE-TO-CTRLINE DISTANCE BTWN RWY 25L AND RWY 25R MEASURES TO BE ABOUT 600 FT. DECREASING THIS BY THE WING SPANS OF AN L1011 AND A B767 ACFT LEAVES ABOUT 450 FT, ASSUMING BOTH ACFT ARE OVER THE CTRLINES. TOO CLOSE IN TKOF AND LNDG CONFIGNS WITH LIMITED MANEUVERABILITY FOR BOTH ACFT. RESOLUTION: 1) TWR MUST ISSUE GARS WHEN NECESSARY. 2) TWR MUST LEAVE MORE INTERVAL BTWN TKOF AND LNDG TFC ON CLOSE PARALLEL RWYS TO ALLOW FOR POSSIBLE GARS.

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.