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A B757 on the lax civet SID with a tailwind was given a runway change from 25L to 24R just prior to rustt but could not turn fast enough to acquire the localizer.
| Attributes | |
| ACN | 763417 |
| Time | |
| Date | 200711 |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : lax.airport |
| State Reference | CA |
| Altitude | msl single value : 19000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tracon : sct.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Route In Use | arrival star : civet |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| ASRS Report | 763417 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| ASRS Report | 763435 |
| Events | |
| Anomaly | non adherence : clearance non adherence : published procedure other spatial deviation |
| Independent Detector | other flight crewa |
| Resolutory Action | controller : issued new clearance flight crew : returned to intended or assigned course |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Weather ATC Human Performance |
| Primary Problem | Weather |
Narrative:
Between gramm and rustt on the civet arrival to lax we were given a clearance to descend via the civet arrival to runway 24R vice the previous clearance on the same arrival to runway 25L because of traffic. First officer was tuning in the ILS for runway 24R. The route was activated and executed after the aircraft was selected to the current heading. I was line selecting the pgs transition fix of civet into the box and started a heading select turn in the direction of civet seeing that our ground speed was around 340 KTS due to the quartering tailwind at altitude to aid in the clearance compliance. LNAV was selected and was not turning fast enough to get to civet to the needs of approach control. We were south of course. We were then given a vector of 260 degree heading to intercept the localizer and a descent with various speed and altitude changes for the duration of the approach to a visual to runway 24R.
Original NASA ASRS Text
Title: A B757 ON THE LAX CIVET SID WITH A TAILWIND WAS GIVEN A RWY CHANGE FROM 25L TO 24R JUST PRIOR TO RUSTT BUT COULD NOT TURN FAST ENOUGH TO ACQUIRE THE LOC.
Narrative: BTWN GRAMM AND RUSTT ON THE CIVET ARR TO LAX WE WERE GIVEN A CLRNC TO DSND VIA THE CIVET ARR TO RWY 24R VICE THE PREVIOUS CLRNC ON THE SAME ARR TO RWY 25L BECAUSE OF TFC. FO WAS TUNING IN THE ILS FOR RWY 24R. THE RTE WAS ACTIVATED AND EXECUTED AFTER THE ACFT WAS SELECTED TO THE CURRENT HDG. I WAS LINE SELECTING THE PGS TRANSITION FIX OF CIVET INTO THE BOX AND STARTED A HDG SELECT TURN IN THE DIRECTION OF CIVET SEEING THAT OUR GND SPD WAS AROUND 340 KTS DUE TO THE QUARTERING TAILWIND AT ALT TO AID IN THE CLRNC COMPLIANCE. LNAV WAS SELECTED AND WAS NOT TURNING FAST ENOUGH TO GET TO CIVET TO THE NEEDS OF APCH CTL. WE WERE S OF COURSE. WE WERE THEN GIVEN A VECTOR OF 260 DEG HDG TO INTERCEPT THE LOC AND A DSCNT WITH VARIOUS SPD AND ALT CHANGES FOR THE DURATION OF THE APCH TO A VISUAL TO RWY 24R.
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.