Date: 201512
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: Helicopter
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure; Workload; Confusion
Second reporter function: Local
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Airport
Primary problem: Procedure

Narrative: Arriving at LAX on the SEAVU2 arrival; ATC gave several speed assignments that were a bit aggressive. Crew was a little late slowing to approach speed and passed 1;000 feet at Reference +20 with idle power. A go around was performed.With aircraft being vectored on a close in downwind for another approach; ATC gave a quick turn to downwind and visual approach clearance 3 miles outside the LIMMA ILS 25L final approach fix; with a request to maintain 180 KTS until LIMMA. The crew descended and intercepted the localizer and glide slope just before the fix.At 1;000 feet; with the autopilot engaged and aircraft on LOC and glideslope; speed was + 15 with idle power. At 800 feet; speed was at Vapp and engines spooled; everything stable. Captain decided to continue for the following reason. A normal landing was guaranteed at that point and a second go around would have used up remaining buffer fuel. Any unforeseen problems prior to or during the third approach would definitely have put things in the yellow.Crew was late slowing to Vapp leading to an unstable approach at 1;000 feet.Greater attention to reaching 1;000 feet with aircraft fully stabilized.


Second narrative: Helicopter was working the Bravo Airspace for over an hour. They were in between the north and south complex holding in between when they called and requested the Sepulveda South transition to refuel. As I gave him clearance I scanned the south side arrival and noticed the air carrier appeared to be on path for Runway 25L. I coordinated with [the helicopter] and he said 'unable; go around'. As I look back to the air carrier; he started to climb. I called the helicopter and told them to 'Proceed northbound immediately.' They did; and I got visual separation as well.The Sepulveda Route is extremely dangerous. If I hadn't told or moved the helicopter; these two aircraft would have definitely hit. I recommend not allowing helicopters to use the route at all unless it's Police; Fire; Coast Guard or important aircraft; unless traffic is no factor with arrivals. With a helicopter at 1;500 feet transitioning and the potential of 'good timing' with a go around and their altitude; these aircraft could or will hit one day.The FAA needs to be more proactive! This goes for drones as well. Though laws have passed allowing them; they will not be banned until there's an accident. We must act now.


Synopsis: A LAX Local Controller reported an airborne conflict between a helicopter at 1;500 feet transiting north bound on the Sepulveda Route and an air carrier aircraft at 1;400 feet landing Runway 25L. The air carrier Captain also described his crew's actions during the go-around.