Narrative:

The captain was flying the arrival to lax descending on the 25 left civet profile approach. The captain entered the arrival in the FMS. After we passed civet I noticed that the navigation display CRT depicted a strong triangle leaving limma intersection to santa monica VOR to ronen intersection. I then said I would clean up the FMS and clear the false triangle. The captain said he would continue to fly the approach and handle the radios. I cleared these false positions from the FMS and noticed that arnes was not displayed or fuelr and suzzi or baset. I then made a lateral revision and selected STAR on the FMS to find out that the captain had selected the 25L ILS but not the profile arrival. At this time I noticed the radio traffic was quiet. I asked the captain who he was talking to and he said approach control. I tried contacting approach control, there was no contact. I switched back to the old frequency and found that the new one was one digit off. I got in contact with approach. We now were passed arnes intersection. Approach said slow to 170 KTS and descend to 3500 ft. We were at 270 KTS going through 9700 ft heading to fuelr. I told the captain we needed to be at 8000 ft at fuelr and I had to enter it in the FMS display which I did. We made 8000 ft, but had not slowed down. I then entered suzzi and baset. Approach kept asking us to slow and then gave us a left turn. I selected the heading. At this point the captain had disconnected the autoplt and autothrottles. I was too busy to notice this and it was not called out. He also had full spdbrakes and slats extended. I called passing 4500 ft and we need to slow to 170 KTS. As we approached 3500 ft we kept going down to 3200 ft when I called out we are below our altitude. Approach control also called us. The captain leveled off. I then noticed the autothrottles were disconnected and we were going below 170 KTS. At this point I reconnected the autothrottles and retracted the spdbrakes on the captain and had 170 KTS speed selected on the FMS and told him to hold that speed. We were then given a turn back towards limma. We were still not at 3500 ft. Approach control told us to intercept final at 3500 ft and then cleared for approach. The captain was still hand flying and having a hard time trying to control his altitude. We intercepted our final approach with gear down and full flaps and checklist complete. We then became high on final. We broke out at 1900 ft and could see the airport. We were 3 1/2 mi from the end of the runway. The captain continued the approach at 1000 ft above the airport. We reduced sink rate to 1000 FPM about 2 1/2 mi out from the end of the runway. While on short final I called any deviation from course centerline and was preparing for a go around. When we arrived at the gate the captain apologized and said he has not flown much on reserve. I should have monitored more closely on how the captain had loaded the FMS on arrival. After I found the discrepancies I became overloaded on keeping up on what the captain was doing and what was needed to correctly fly the approach and do all the checklist items.

Google
 

Original NASA ASRS Text

Title: ACR WDB EXPERIENCES INADEQUATE FMC PROGRAMMING, NON ADHERENCE TO ATC PROC INSTRUCTION CLRNC SPD RESTRICTION AND NON COMPLIANCE WITH THE STABILIZED APCH CONCEPT.

Narrative: THE CAPT WAS FLYING THE ARR TO LAX DSNDING ON THE 25 L CIVET PROFILE APCH. THE CAPT ENTERED THE ARR IN THE FMS. AFTER WE PASSED CIVET I NOTICED THAT THE NAV DISPLAY CRT DEPICTED A STRONG TRIANGLE LEAVING LIMMA INTXN TO SANTA MONICA VOR TO RONEN INTXN. I THEN SAID I WOULD CLEAN UP THE FMS AND CLR THE FALSE TRIANGLE. THE CAPT SAID HE WOULD CONTINUE TO FLY THE APCH AND HANDLE THE RADIOS. I CLRED THESE FALSE POSITIONS FROM THE FMS AND NOTICED THAT ARNES WAS NOT DISPLAYED OR FUELR AND SUZZI OR BASET. I THEN MADE A LATERAL REVISION AND SELECTED STAR ON THE FMS TO FIND OUT THAT THE CAPT HAD SELECTED THE 25L ILS BUT NOT THE PROFILE ARR. AT THIS TIME I NOTICED THE RADIO TFC WAS QUIET. I ASKED THE CAPT WHO HE WAS TALKING TO AND HE SAID APCH CTL. I TRIED CONTACTING APCH CTL, THERE WAS NO CONTACT. I SWITCHED BACK TO THE OLD FREQ AND FOUND THAT THE NEW ONE WAS ONE DIGIT OFF. I GOT IN CONTACT WITH APCH. WE NOW WERE PASSED ARNES INTXN. APCH SAID SLOW TO 170 KTS AND DSND TO 3500 FT. WE WERE AT 270 KTS GOING THROUGH 9700 FT HDG TO FUELR. I TOLD THE CAPT WE NEEDED TO BE AT 8000 FT AT FUELR AND I HAD TO ENTER IT IN THE FMS DISPLAY WHICH I DID. WE MADE 8000 FT, BUT HAD NOT SLOWED DOWN. I THEN ENTERED SUZZI AND BASET. APCH KEPT ASKING US TO SLOW AND THEN GAVE US A L TURN. I SELECTED THE HDG. AT THIS POINT THE CAPT HAD DISCONNECTED THE AUTOPLT AND AUTOTHROTTLES. I WAS TOO BUSY TO NOTICE THIS AND IT WAS NOT CALLED OUT. HE ALSO HAD FULL SPDBRAKES AND SLATS EXTENDED. I CALLED PASSING 4500 FT AND WE NEED TO SLOW TO 170 KTS. AS WE APCHED 3500 FT WE KEPT GOING DOWN TO 3200 FT WHEN I CALLED OUT WE ARE BELOW OUR ALT. APCH CTL ALSO CALLED US. THE CAPT LEVELED OFF. I THEN NOTICED THE AUTOTHROTTLES WERE DISCONNECTED AND WE WERE GOING BELOW 170 KTS. AT THIS POINT I RECONNECTED THE AUTOTHROTTLES AND RETRACTED THE SPDBRAKES ON THE CAPT AND HAD 170 KTS SPD SELECTED ON THE FMS AND TOLD HIM TO HOLD THAT SPD. WE WERE THEN GIVEN A TURN BACK TOWARDS LIMMA. WE WERE STILL NOT AT 3500 FT. APCH CTL TOLD US TO INTERCEPT FINAL AT 3500 FT AND THEN CLRED FOR APCH. THE CAPT WAS STILL HAND FLYING AND HAVING A HARD TIME TRYING TO CTL HIS ALT. WE INTERCEPTED OUR FINAL APCH WITH GEAR DOWN AND FULL FLAPS AND CHKLIST COMPLETE. WE THEN BECAME HIGH ON FINAL. WE BROKE OUT AT 1900 FT AND COULD SEE THE ARPT. WE WERE 3 1/2 MI FROM THE END OF THE RWY. THE CAPT CONTINUED THE APCH AT 1000 FT ABOVE THE ARPT. WE REDUCED SINK RATE TO 1000 FPM ABOUT 2 1/2 MI OUT FROM THE END OF THE RWY. WHILE ON SHORT FINAL I CALLED ANY DEV FROM COURSE CENTERLINE AND WAS PREPARING FOR A GAR. WHEN WE ARRIVED AT THE GATE THE CAPT APOLOGIZED AND SAID HE HAS NOT FLOWN MUCH ON RESERVE. I SHOULD HAVE MONITORED MORE CLOSELY ON HOW THE CAPT HAD LOADED THE FMS ON ARR. AFTER I FOUND THE DISCREPANCIES I BECAME OVERLOADED ON KEEPING UP ON WHAT THE CAPT WAS DOING AND WHAT WAS NEEDED TO CORRECTLY FLY THE APCH AND DO ALL THE CHKLIST ITEMS.

Data retrieved from NASA's ASRS site as of July 2007 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.