B737-900
Flight Crew Air Transport Pilot (ATP)
Distraction
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Weather; Environment - Non Weather Related; Human Factors; Procedure
IRNMN 2 RNAV Arrival [to LAX]. Downwind to base leg we encountered wake turbulence from an Aircraft Y; their position previously called by ATC.  ATC traffic issued a traffic advisory; separate from the Aircraft Y that we were following. Due to our heading into the rising sun; we could not make eye contact with the second aircraft. ATC issued a clearance to descend to 3000-feet while we were presently leaving (approx) 7500-feet. ATC then queried if we had the airport in sight. F/O (First Officer) confirmed that it was. I began slowing the aircraft in anticipation of an approach clearance from ATC. We were issued a clearance to turn southbound (base leg). The landing gear was lowered; and flaps began to be positioned on flap speed schedule. I did not recall if we had in fact been given a clearance to proceed via a Visual Approach to Runway 24R. At this point; we queried ATC for that approach clearance. We were then issued a clearance for a Visual Approach to Runway 24R. I did not realize that I had overshot the final approach course; and corrected by turning to a more northerly heading to intercept the Runway 24R course. Proceeding visually; I had what I thought was 24R in sight. LAX Tower informed us that we were lined up for runway 25R. We were re-cleared for a visual approach to Runway 24R; and I was able to proceed over to that runway in a stable landing configuration and land. My biggest take-away from this event is to return to the most effective mode(s) of automation after an upset. I should have reengaged the autopilot. I also should have continued on the downwind leg until I had the aircraft configured in a less hurried manner.
Coming into LAX with SoCal Approach. We hit some wake turbulence that disengaged the autopilot. Captain hand flew the rest of the way in. SoCal asked us to call preceding traffic [in sight]. Unable to find the traffic but called the field in sight when they asked. SoCal gave us a significant vector towards the runway and a large speed reduction. Along with a confusing ATC instructions with a lack of visual clearance that needed to be clarified we ended up being high and fast. We were trying to configure and get back on glide path as we turned on the final approach course. We overshot the final for 24R due to a slow turn onto approach. The airfield weather was hazy and because of that when I looked up to verify our position I saw two parallel runways but didn't recognize the terminals on the right instead of left because 25R was a lot more visible than 24R. I was heads down monitoring the pilot flying configuring and speed changes in order to be stabilized. As we were realizing our overshoot Tower alerted us and we corrected the track and landed on 24R without any separation or traffic issues per our conversation with SoCal afterwards. It turned into a high workload environment partly crew induced by not reengaging the autopilot to reduce the work load. We had the field in sight but because of getting turned in early; the aircraft was high and the configuration and speed needed to be fixed. This caused ourselves to fixate [on] the vertical path and speed resulting in a slowing than normal turn onto final causing an overshoot. The hazy conditions at the field didn't help cue me of the overshoot to the south side of the field because of very similar looking runways in front of us and lack of visual of the terminal buildings. As we intercepted the final approach course I should have recognized the slow turn and localizer being displaced to the right. Along with having my map on the 5-10 scale it didn't allow me to recognize the overshoot due to it being on too high of scale for how close the final approaches are. I had all the required and recommended instrument aids up to help but due to high workload and weird visual picture that lured me into thinking we were correctly lined up. I did a poor job of monitoring the entire big picture and to help maintain our full situational awareness. My lessons learned are to understand the threat of parallel runway environments with less than normal or ideal visual conditions. Use the automation and/or strongly recommend it to the flying pilot better. And lastly to not accept a clearance if it puts us behind the airplane.
B737-900 flight crew reported overshooting final on a visual approach into LAX; citing a wake encounter and a confusing clearance as contributing.