SCT Controller providing OJT described a TCAS RA event caused when a foreign aircraft failed to turn as directed and the subsequent aircraft received a TCAS RA.
Synopsis
SCT Controller providing OJT described a TCAS RA event caused when a foreign aircraft failed to turn as directed and the subsequent aircraft received a TCAS RA.
Narrative
Had just taken the position with a trainee. Mitigating factors were a VFR PA27 on a picture taking mission westbound on the downwind at 5;500 FT and Air Carrier X was a foreign aircraft with limited English. Air Carrier X; an A320 on base leg heading 330 at 6;000 FT [was] to stay above the PA27 [and] to precede Air Carrier Y; a B767; straight in. [The] trainee turned Air Carrier X to 300 heading. Air Carrier X was 3 miles ahead of Air Carrier Y who was descending out of 6;500 FT. It didn't appear Air Carrier X turned as instructed and couldn't be descended due to the PA27 in the way. I instructed Air Carrier Y to climb to 7;000 FT for traffic and had Air Carrier Y maintain visual separation from Air Carrier X. Air Carrier Y responded; but advised they were descending for an RA. I subsequently turned Air Carrier X left to downwind for re-sequence. We routinely have problems with this airline not responding in a timely manner. When we first assumed responsibility for the position; I new it was going to be difficult to make this sequence work; mainly due to Air Carrier X not being able to descend with VFR traffic in the way. I tried to let the trainee work it out; but waited too long to take over myself. Recommendation; VFR picture missions should not be approved on downwind during known times of aircraft inbound from SLI. These missions are routinely approved by someone who obviously isn't familiar with our traffic. They should be approved by the FLM after the FLM has checked traffic for that day.
Second reporter narrative
Socal Approach cleared us for the SEAVU Two Arrival and ILS 25L approach to KLAX with CAVOK weather. We were on the localizer approaching GAATE at 6;500 FT when Approach Control informed us of traffic. A few seconds later; we received a TCAS Traffic Advisory quickly followed by a descend Resolution Advisory. We saw the traffic slightly above our altitude at our 10 o'clock position and approximately two miles. The First Officer did an outstanding job and immediately notified ATC that we were descending due to an RA. The traffic passed 100 FT above and 1.69 miles in front of us. ATC gave us a turn to 220 degrees. There was an unnecessary distraction in the middle of the RA maneuver while ATC and our conflict aircraft discussed a missed turn. ATC then instructed us to climb; but we continued to follow the commanded descend RA. After another vector we intercepted the 25L ILS and landed uneventfully. After parking; I phoned Socal Approach and was informed of the following: Our conflict aircraft was an Airbus on an LAX arrival from Seal Beach. Our Approach Controller was a trainee who planned on putting the Airbus ahead of us for landing on 25L. The Airbus either turned too slowly or failed to turn when instructed. Our closest point of approach was 100 FT and 1.69 miles. Two miles separated us when we were at the same altitude. The ATC Safety Coordinator told me it was good that we did not follow the ATC climb instruction; because the Controller had misinterpreted the data and thought we were above the Airbus.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.