Narrative:

We were on a repositioning flight from bur to lax. We followed standard instrument procedures, when we were placed on vectors for runway 24R at an altitude of 3000 ft. We were asked if we saw an aircraft en route to the same runway. We said yes, and were cleared for a visual approach. The ground visibility was reported as 5 mi. The in-flight visibility, into the sun, seemed to be a lot less. As the captain not flying was setting up radios, so as not to lose the aircraft, I kept him in sight. As we began to hall in behind the traffic, the tower told us we were drifting to the left side. The tower then told us to make an immediate right turn. Since I didn't have the proper runway in sight and the captain said he had it, I gave him the controls. He made the proper corrections with a landing on runway 24R. After landing we received a number to call. The captain called and discussed what happened, and it was agreed that the in-flight visibility was not conducive for a visual approach. The controller indicated that because an immediate response to their instructions were followed and because no traffic conflicts occurred, that no report would be filed. We realize the flight crew should have notified the controller immediately when it became difficult to maintain visual contact with our traffic as we descended through the haze.

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Original NASA ASRS Text

Title: VISUAL APCH ASSIGNMENT TO THE W OF LAX, CA, WITH RPTED VISIBILITY OF 5 MI TURNS OUT TO BE LESS IN THE HAZE LAYER WITH THE SUN POS A FACTOR.

Narrative: WE WERE ON A REPOSITIONING FLT FROM BUR TO LAX. WE FOLLOWED STANDARD INST PROCS, WHEN WE WERE PLACED ON VECTORS FOR RWY 24R AT AN ALT OF 3000 FT. WE WERE ASKED IF WE SAW AN ACFT ENRTE TO THE SAME RWY. WE SAID YES, AND WERE CLRED FOR A VISUAL APCH. THE GND VISIBILITY WAS RPTED AS 5 MI. THE INFLT VISIBILITY, INTO THE SUN, SEEMED TO BE A LOT LESS. AS THE CAPT NOT FLYING WAS SETTING UP RADIOS, SO AS NOT TO LOSE THE ACFT, I KEPT HIM IN SIGHT. AS WE BEGAN TO HALL IN BEHIND THE TFC, THE TWR TOLD US WE WERE DRIFTING TO THE L SIDE. THE TWR THEN TOLD US TO MAKE AN IMMEDIATE R TURN. SINCE I DIDN'T HAVE THE PROPER RWY IN SIGHT AND THE CAPT SAID HE HAD IT, I GAVE HIM THE CTLS. HE MADE THE PROPER CORRECTIONS WITH A LNDG ON RWY 24R. AFTER LNDG WE RECEIVED A NUMBER TO CALL. THE CAPT CALLED AND DISCUSSED WHAT HAPPENED, AND IT WAS AGREED THAT THE INFLT VISIBILITY WAS NOT CONDUCIVE FOR A VISUAL APCH. THE CTLR INDICATED THAT BECAUSE AN IMMEDIATE RESPONSE TO THEIR INSTRUCTIONS WERE FOLLOWED AND BECAUSE NO TFC CONFLICTS OCCURRED, THAT NO RPT WOULD BE FILED. WE REALIZE THE FLC SHOULD HAVE NOTIFIED THE CTLR IMMEDIATELY WHEN IT BECAME DIFFICULT TO MAINTAIN VISUAL CONTACT WITH OUR TFC AS WE DSNDED THROUGH THE HAZE.

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.