Narrative:

On assigned heading 160 degrees, cleared visual approach runway 24R at lax. During turn to final, had a TA from a brasilia that was on a visual approach to runway 24L. The TA appeared to be in my 1 O'clock position and that traffic appeared to conflict with my turn to final for runway 24R. I diverted my attention from aligning with runway 24R to check the mfd for the TA and to then acquire the brasilia visually. I also stopped my turn to final inasmuch as the TA appeared to conflict with that turn. Over the next few seconds, I visually located the traffic but also flew through the ctrlines of runways 24R&left. I immediately, upon sighting the brasilia, began a left turn back to align with runway 24R and maintained visual separation from the brasilia and landed on runway 24R. I had no further TA's after the initial TA. The situation was brought about by receiving a visual approach clearance very close to the runway centerline with parallel traffic in the picture. Had I been cleared to begin the turn to final for runway 24R earlier, the geometry with the brasilia would have been different and may not have resulted in a TA and the subsequent action I took to be sure that the brasilia was, in fact, aligned with runway 24L and not runway 24R. It seems to be a fairly common occurrence at lax to get a short turn to this north runway and requires a constant 30 degree bank all the way to final which is, sometimes, uncomfortable for passenger. An earlier visual clearance would allow for more maneuvering room and a more gentle turn from the base leg vector to final.

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Original NASA ASRS Text

Title: A GULF 4 PLT, FOLLOWING DIRECTIONS TO TURN ON FINAL FOR RWY 24R AT LAX, EXPERIENCED A TA FROM A BRASILIA LINED UP ON RWY 24L. THE PLT STOPPED HIS TURN AND DID AN EXCELLENT JOB OF ACQUIRING THE TFC VISUALLY, DISPLAYING EXCEPTIONAL SITUATIONAL AWARENESS.

Narrative: ON ASSIGNED HDG 160 DEGS, CLRED VISUAL APCH RWY 24R AT LAX. DURING TURN TO FINAL, HAD A TA FROM A BRASILIA THAT WAS ON A VISUAL APCH TO RWY 24L. THE TA APPEARED TO BE IN MY 1 O'CLOCK POS AND THAT TFC APPEARED TO CONFLICT WITH MY TURN TO FINAL FOR RWY 24R. I DIVERTED MY ATTN FROM ALIGNING WITH RWY 24R TO CHK THE MFD FOR THE TA AND TO THEN ACQUIRE THE BRASILIA VISUALLY. I ALSO STOPPED MY TURN TO FINAL INASMUCH AS THE TA APPEARED TO CONFLICT WITH THAT TURN. OVER THE NEXT FEW SECONDS, I VISUALLY LOCATED THE TFC BUT ALSO FLEW THROUGH THE CTRLINES OF RWYS 24R&L. I IMMEDIATELY, UPON SIGHTING THE BRASILIA, BEGAN A L TURN BACK TO ALIGN WITH RWY 24R AND MAINTAINED VISUAL SEPARATION FROM THE BRASILIA AND LANDED ON RWY 24R. I HAD NO FURTHER TA'S AFTER THE INITIAL TA. THE SIT WAS BROUGHT ABOUT BY RECEIVING A VISUAL APCH CLRNC VERY CLOSE TO THE RWY CTRLINE WITH PARALLEL TFC IN THE PICTURE. HAD I BEEN CLRED TO BEGIN THE TURN TO FINAL FOR RWY 24R EARLIER, THE GEOMETRY WITH THE BRASILIA WOULD HAVE BEEN DIFFERENT AND MAY NOT HAVE RESULTED IN A TA AND THE SUBSEQUENT ACTION I TOOK TO BE SURE THAT THE BRASILIA WAS, IN FACT, ALIGNED WITH RWY 24L AND NOT RWY 24R. IT SEEMS TO BE A FAIRLY COMMON OCCURRENCE AT LAX TO GET A SHORT TURN TO THIS N RWY AND REQUIRES A CONSTANT 30 DEG BANK ALL THE WAY TO FINAL WHICH IS, SOMETIMES, UNCOMFORTABLE FOR PAX. AN EARLIER VISUAL CLRNC WOULD ALLOW FOR MORE MANEUVERING ROOM AND A MORE GENTLE TURN FROM THE BASE LEG VECTOR TO 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.