Narrative:

Flight ord/las routing was J64 civet, civet 2 lax. 20 northeast of hec requested lower altitude, flight was at FL390. Flight was cleared direct civet, civet 2, profile runway 25L. At about 30 southwest of hec received a vector of 180 degree. After a short while flight was reclred direct civet at 14000 for the profile descent. Completed a track change on both omega's and turned direct and verified the latitude and longitude of civet. First officer was flying, had #2 navigation on #2 omega for civet and #1 navigation tuned lax 249 degree radial and DME. Flight crossed what omega showed as civet and made a turn toward a 250 degree heading. #1 VOR showed about a 1 DOT left deflection and 52 DME which showed at first we crossed civet. 10000 ft was selected and a descent started for the crossing at arnes (D34/ilax) #2 navigation was tuned for the 25L ilax. The aircraft was high for the profile so we were hurrying down in the descent to get back on the profile. After tuning the #2 navigation to the localizer and it did not center but showing us northeast of course we immediately turned to a 210 degree heading to get back on the localizer for 25L. Approach called and gave us a left turn to 210 heading and requested our altitude. We were at 12500 descending for the 10000 ft crossing at arnes. Approach control gave us a clearance to fly a 210 degree heading to intercept the ILS 25L at 12500 ft. We were advised we violated ontario approach's airspace but no conflict had taken place. The flight intercepted the 25L ILS and landed uneventfully. During this time we did a position accuracy check. Both omegas showed about 6 mi off and this checked with where approach showed our position. We had been using the omega system the duration of the flight with no accuracy problems until that point. The aircraft was later written up for having a 6-8 degree difference between the #1 and #2 navigation systems. The altitude and position problems occurred because the aircraft was high for the xings and the pilots were concentrating on the altitude and speeds restrictions and neglected to do a basic pilotage xchk. Adding to this was confusion in our clearance after being handed from center to la approach control. Another factor is both pilots were very tired after a long day with only a short nights rest. When a crew is tired extra vigilance must be maintained during high workloads! Supplemental information from acn 200288. VOR was available the entire time, we simply didn't xchk it until too late. Supplemental information from acn 200183. The problem seems to be communication and inexperience of the first officer and I should of taken firmer action when the first officer left 14000 ft (not accept 'off the peg' flying but actual capture). The first officer was confused over the profile procedure.

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Original NASA ASRS Text

Title: ACR WDB TRACK HDG DEV AND ALTDEV ON PROFILE DSCNT INTO LAX.

Narrative: FLT ORD/LAS RTING WAS J64 CIVET, CIVET 2 LAX. 20 NE OF HEC REQUESTED LOWER ALT, FLT WAS AT FL390. FLT WAS CLRED DIRECT CIVET, CIVET 2, PROFILE RWY 25L. AT ABOUT 30 SW OF HEC RECEIVED A VECTOR OF 180 DEG. AFTER A SHORT WHILE FLT WAS RECLRED DIRECT CIVET AT 14000 FOR THE PROFILE DSCNT. COMPLETED A TRACK CHANGE ON BOTH OMEGA'S AND TURNED DIRECT AND VERIFIED THE LATITUDE AND LONGITUDE OF CIVET. FO WAS FLYING, HAD #2 NAV ON #2 OMEGA FOR CIVET AND #1 NAV TUNED LAX 249 DEG RADIAL AND DME. FLT CROSSED WHAT OMEGA SHOWED AS CIVET AND MADE A TURN TOWARD A 250 DEG HDG. #1 VOR SHOWED ABOUT A 1 DOT L DEFLECTION AND 52 DME WHICH SHOWED AT FIRST WE CROSSED CIVET. 10000 FT WAS SELECTED AND A DSCNT STARTED FOR THE XING AT ARNES (D34/ILAX) #2 NAV WAS TUNED FOR THE 25L ILAX. THE ACFT WAS HIGH FOR THE PROFILE SO WE WERE HURRYING DOWN IN THE DSCNT TO GET BACK ON THE PROFILE. AFTER TUNING THE #2 NAV TO THE LOC AND IT DID NOT CTR BUT SHOWING US NE OF COURSE WE IMMEDIATELY TURNED TO A 210 DEG HDG TO GET BACK ON THE LOC FOR 25L. APCH CALLED AND GAVE US A L TURN TO 210 HDG AND REQUESTED OUR ALT. WE WERE AT 12500 DSNDING FOR THE 10000 FT XING AT ARNES. APCH CTL GAVE US A CLRNC TO FLY A 210 DEG HDG TO INTERCEPT THE ILS 25L AT 12500 FT. WE WERE ADVISED WE VIOLATED ONTARIO APCH'S AIRSPACE BUT NO CONFLICT HAD TAKEN PLACE. THE FLT INTERCEPTED THE 25L ILS AND LANDED UNEVENTFULLY. DURING THIS TIME WE DID A POS ACCURACY CHK. BOTH OMEGAS SHOWED ABOUT 6 MI OFF AND THIS CHKED WITH WHERE APCH SHOWED OUR POS. WE HAD BEEN USING THE OMEGA SYS THE DURATION OF THE FLT WITH NO ACCURACY PROBLEMS UNTIL THAT POINT. THE ACFT WAS LATER WRITTEN UP FOR HAVING A 6-8 DEG DIFFERENCE BTWN THE #1 AND #2 NAV SYSTEMS. THE ALT AND POS PROBLEMS OCCURRED BECAUSE THE ACFT WAS HIGH FOR THE XINGS AND THE PLTS WERE CONCENTRATING ON THE ALT AND SPDS RESTRICTIONS AND NEGLECTED TO DO A BASIC PILOTAGE XCHK. ADDING TO THIS WAS CONFUSION IN OUR CLRNC AFTER BEING HANDED FROM CTR TO LA APCH CTL. ANOTHER FACTOR IS BOTH PLTS WERE VERY TIRED AFTER A LONG DAY WITH ONLY A SHORT NIGHTS REST. WHEN A CREW IS TIRED EXTRA VIGILANCE MUST BE MAINTAINED DURING HIGH WORKLOADS! SUPPLEMENTAL INFO FROM ACN 200288. VOR WAS AVAILABLE THE ENTIRE TIME, WE SIMPLY DIDN'T XCHK IT UNTIL TOO LATE. SUPPLEMENTAL INFO FROM ACN 200183. THE PROBLEM SEEMS TO BE COM AND INEXPERIENCE OF THE FO AND I SHOULD OF TAKEN FIRMER ACTION WHEN THE FO LEFT 14000 FT (NOT ACCEPT 'OFF THE PEG' FLYING BUT ACTUAL CAPTURE). THE FO WAS CONFUSED OVER THE PROFILE PROC.

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.