B737 crew reports overshooting the Runway 24R LOC course during approach due to failure of the First Officer's ILS receiver.
Synopsis
B737 crew reports overshooting the Runway 24R LOC course during approach due to failure of the First Officer's ILS receiver.
Narrative
On approach to 24R at LAX; the aircraft was northeast of the FAF; level at 2;500 FT MSL; and given a heading of 200 to intercept the final approach course (249). The ILS's were both tuned to the correct frequency and the aircraft EFIS panel VOR/ILS was selected as the crew anticipated a right turn from the autopilot once the Localizer was captured. At this time; the flight crew began configuring the aircraft and slowing down. While the gear was in transit (I recall the noise being an issue); the Captain remarked that his CDI quickly swung from left to right indicating we had gone through the course. However; the Copilot's CDI still indicated we had not passed the Localizer course. Seeing this discrepancy; the First Officer began a turn to the right to avoid crossing the southern approach courses (should the Captain's CDI indications be valid). During the turn; the Tower warned us that we were left of course. At this point; the Crew obtained a visual on 24R and transitioned to a visual approach. During the visual approach; de-tuning and retuning the First Officer's ILS frequency caused flags to appear throughout the remainder of the approach. This malfunction of the ILS receiver was a repeat gripe that had been MEL'd.
Second reporter narrative
We were being vectored at 2;500 FT to join the ILS 24R Localizer on a heading of approximately 200 degrees. We had the frequency of 108.5 dialed in and still had a full scale deflection when I then looked down at the audio panel to indent the correct frequency. When I then looked up; my CDI showed that we had gone past the Localizer 24R. I quickly looked at my First Officer's CDI and it did not show that we had passed the Localizer at that point. I did notice at that point my First Officer's HSI had NAV flags. I then looked outside and said to make a right turn back to the north to join the Localizer. As he started the turn; ATC advised us to make a right turn to join the Localizer. I advised ATC that we had the runway in sight and that we had a NAV failure. We landed without incident. The First Officer's NAV ILS/glideslope system was MEL'd and AUX was selected on the First Officer's side. It seemed that the AUX was inoperable. We wrote it up after landing. Now both the First Officer's and AUX NAV ILS/glideslope receiver were MEL'd. It had been written up two times before we received the aircraft.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.