Narrative:

ATC clearance was to cross civet below 17000 ft to maintain 14000 ft. We ended up at FL200 across civet. Reason was that we had civet at 14000 ft or above in the FMC. This is the way the restr appears when the civet arrival is entered. We should have modified this to 17000 ft or below at civet, 14000 ft or above. This would have complied with the restr. I was PNF and was making the 'goodbye' PA at the time. The first officer noticed the problem and used full speed brakes, but it was too late. Since we showed right on the descent path, we were lulled into thinking everything was correct. We ended up high because instead of going around to runway 6R we were given runway 24L. However, we later learned the ILS was switched to runway 6R, making for a sloppy visual approach to runway 24L. We were quite rushed and I listened to the ILS identify but did not verify its code. We ended up turning off the autoplt and disregarding the false GS. We just flew visually, which worked out fine. This was my first time to los angeles on the B757, and I did my best to be ready for the workload. Being high at civet made us work much harder to catch up and at one point I told the first officer I wasn't comfortable and to be ready for a go around if we were not stable and on speed at 1000 ft AGL. The first officer put the gear down early, which helped us get slower/lower. This action allowed me time to complete all checklists and get back into my 'comfort zone.' fatigue was not a problem for me, however, I feel confusion over being high at civet and not understanding why at the time definitely contributed to the sloppy arrival. I should have insisted that we go around to runway 6R or get a delaying vector so as to have more time to complete duties. Everything got done but lower and closer than was standard procedure. Thank goodness there were no traffic conflicts. In the future I will 'front load' every task possible when going into lax. Also I learned a valuable lesson about how the FMC should be programmed for xings that are 'at or above' and/or 'at or below.' I don't feel complacency was a problem at all because I am new to the B757 and everyone has given me tips on going into lax. I just didn't have the experience to know that our path would, in this particular case, not comply with ATC instructions.

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Original NASA ASRS Text

Title: B757 DOES NOT MEET XING RESTR OVER CIVET INTO LAX.

Narrative: ATC CLRNC WAS TO CROSS CIVET BELOW 17000 FT TO MAINTAIN 14000 FT. WE ENDED UP AT FL200 ACROSS CIVET. REASON WAS THAT WE HAD CIVET AT 14000 FT OR ABOVE IN THE FMC. THIS IS THE WAY THE RESTR APPEARS WHEN THE CIVET ARR IS ENTERED. WE SHOULD HAVE MODIFIED THIS TO 17000 FT OR BELOW AT CIVET, 14000 FT OR ABOVE. THIS WOULD HAVE COMPLIED WITH THE RESTR. I WAS PNF AND WAS MAKING THE 'GOODBYE' PA AT THE TIME. THE FO NOTICED THE PROB AND USED FULL SPD BRAKES, BUT IT WAS TOO LATE. SINCE WE SHOWED RIGHT ON THE DSCNT PATH, WE WERE LULLED INTO THINKING EVERYTHING WAS CORRECT. WE ENDED UP HIGH BECAUSE INSTEAD OF GOING AROUND TO RWY 6R WE WERE GIVEN RWY 24L. HOWEVER, WE LATER LEARNED THE ILS WAS SWITCHED TO RWY 6R, MAKING FOR A SLOPPY VISUAL APCH TO RWY 24L. WE WERE QUITE RUSHED AND I LISTENED TO THE ILS IDENT BUT DID NOT VERIFY ITS CODE. WE ENDED UP TURNING OFF THE AUTOPLT AND DISREGARDING THE FALSE GS. WE JUST FLEW VISUALLY, WHICH WORKED OUT FINE. THIS WAS MY FIRST TIME TO LOS ANGELES ON THE B757, AND I DID MY BEST TO BE READY FOR THE WORKLOAD. BEING HIGH AT CIVET MADE US WORK MUCH HARDER TO CATCH UP AND AT ONE POINT I TOLD THE FO I WASN'T COMFORTABLE AND TO BE READY FOR A GAR IF WE WERE NOT STABLE AND ON SPD AT 1000 FT AGL. THE FO PUT THE GEAR DOWN EARLY, WHICH HELPED US GET SLOWER/LOWER. THIS ACTION ALLOWED ME TIME TO COMPLETE ALL CHKLISTS AND GET BACK INTO MY 'COMFORT ZONE.' FATIGUE WAS NOT A PROB FOR ME, HOWEVER, I FEEL CONFUSION OVER BEING HIGH AT CIVET AND NOT UNDERSTANDING WHY AT THE TIME DEFINITELY CONTRIBUTED TO THE SLOPPY ARR. I SHOULD HAVE INSISTED THAT WE GO AROUND TO RWY 6R OR GET A DELAYING VECTOR SO AS TO HAVE MORE TIME TO COMPLETE DUTIES. EVERYTHING GOT DONE BUT LOWER AND CLOSER THAN WAS STANDARD PROC. THANK GOODNESS THERE WERE NO TFC CONFLICTS. IN THE FUTURE I WILL 'FRONT LOAD' EVERY TASK POSSIBLE WHEN GOING INTO LAX. ALSO I LEARNED A VALUABLE LESSON ABOUT HOW THE FMC SHOULD BE PROGRAMMED FOR XINGS THAT ARE 'AT OR ABOVE' AND/OR 'AT OR BELOW.' I DON'T FEEL COMPLACENCY WAS A PROB AT ALL BECAUSE I AM NEW TO THE B757 AND EVERYONE HAS GIVEN ME TIPS ON GOING INTO LAX. I JUST DIDN'T HAVE THE EXPERIENCE TO KNOW THAT OUR PATH WOULD, IN THIS PARTICULAR CASE, NOT COMPLY WITH ATC INSTRUCTIONS.

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.