DC10 flight crew overshoots runway 25L localizer at lax on CAT III approach.

Attributes
ACN	688756
Time
Date	200602
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : lax.airport
State Reference	CA
Altitude	msl single value : 10000
Environment
Flight Conditions	IMC
Weather Elements	Fog
Light	Night
Aircraft 1
Controlling Facilities	tracon : sct.tracon
Operator	common carrier : air carrier
Make Model Name	DC-10 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 25l
Flight Phase	descent : approach
Route In Use	arrival star : seavu
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 111 flight time total : 13000 flight time type : 1400
ASRS Report	688756
Person 2
Affiliation	government : faa
Function	controller : approach
Events
Anomaly	non adherence : far non adherence : clearance other spatial deviation
Independent Detector	other controllerb other flight crewa
Resolutory Action	controller : issued new clearance flight crew : overrode automation
Supplementary
Problem Areas	Weather ATC Human Performance Aircraft Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

We were flying mem-lax and on our departure from mem; forecast WX for lax was better than 2000 ft; 3 mi. About 40 mi east of tnp VOR; we were informed of CAT III WX (RVR = 1000 ft) and given a different (and new) arrival; the 'seavu 1' to accommodate landing to the west (not usual for this time of day). We requested permission to 'not' fly the stepdown fixes and just do a 'straight' ILS because of the low visibilities and the increased workload and stress for an already exhausted crew (we began our duty day at 0150Z = 2020 local in minneapolis). We were denied; also; ATC requested we keep 190 KTS to the OM! Of course; we declined; even though other aircraft were receiving and accepting these clrncs! Anyway; as we turned from the pom 098 degree radial to intercept the localizer to runway 25L; we were slightly late; and the airplane on autoplt lags a bit; as a result we overshot the runway 25L localizer by about 1 DOT. ATC called us and gave us a heading to intercept (even though we already had established an appropriate intercept heading). The rest of the approach and landing were uneventful.

Original NASA ASRS Text

Title: DC10 FLT CREW OVERSHOOTS RWY 25L LOC AT LAX ON CAT III APCH.

Narrative: WE WERE FLYING MEM-LAX AND ON OUR DEP FROM MEM; FORECAST WX FOR LAX WAS BETTER THAN 2000 FT; 3 MI. ABOUT 40 MI E OF TNP VOR; WE WERE INFORMED OF CAT III WX (RVR = 1000 FT) AND GIVEN A DIFFERENT (AND NEW) ARR; THE 'SEAVU 1' TO ACCOMMODATE LNDG TO THE W (NOT USUAL FOR THIS TIME OF DAY). WE REQUESTED PERMISSION TO 'NOT' FLY THE STEPDOWN FIXES AND JUST DO A 'STRAIGHT' ILS BECAUSE OF THE LOW VISIBILITIES AND THE INCREASED WORKLOAD AND STRESS FOR AN ALREADY EXHAUSTED CREW (WE BEGAN OUR DUTY DAY AT 0150Z = 2020 LCL IN MINNEAPOLIS). WE WERE DENIED; ALSO; ATC REQUESTED WE KEEP 190 KTS TO THE OM! OF COURSE; WE DECLINED; EVEN THOUGH OTHER ACFT WERE RECEIVING AND ACCEPTING THESE CLRNCS! ANYWAY; AS WE TURNED FROM THE POM 098 DEG RADIAL TO INTERCEPT THE LOC TO RWY 25L; WE WERE SLIGHTLY LATE; AND THE AIRPLANE ON AUTOPLT LAGS A BIT; AS A RESULT WE OVERSHOT THE RWY 25L LOC BY ABOUT 1 DOT. ATC CALLED US AND GAVE US A HDG TO INTERCEPT (EVEN THOUGH WE ALREADY HAD ESTABLISHED AN APPROPRIATE INTERCEPT HDG). THE REST OF THE APCH AND LNDG WERE UNEVENTFUL.

Data retrieved from NASA's ASRS site as of January 2009 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.