Narrative:

On a scheduled flight from oak to lax, we were given the standard routing which takes us over fim, then direct lax. It is normal, however, to be cleared the fim 6 arrival sometime before reaching fim. This arrival takes us southeast of fim over a series of fixes with altitude restrictions and airspeed constraints. We were given the fim 6 arrival by ATC as usual, and the captain (who was flying) entered the fim 6 arrival in the FMC. After entering the arrival, I watched him check the FMC to see if all the altitude constraints were also entered; they were. Then we went to the descent page to monitor our progress in relation to the most economical descent point as figured by the FMC. I was fairly busy getting the ATIS, talking to ATC, and getting out my approach plates. After taking out the appropriate plate I shifted my attention back to our progress along the route. I noticed we had passed fim and were heading directly toward lax instead of the correct 148 degree heading on the fim 6. We also were in a descent, but had not met the altitude requirements for fim, which were at or below 19000' and at or above 15000'. I brought this to the captain's attention and he made a hard right turn to intercept the correct course and increased his descent rate to attain the correct altitude. Once in the turn, ATC asked us if we showed ourselves on course, and I replied that we did not and we were correcting. Nothing else was said between ourselves and ATC concerning our mistake. It is not known if this created any traffic conflicts. Later we both realized that when the captain entered the fim 6 arrival, he entered it after lax; thus the FMC was taking us from fim to lax to fim, then the fim 6 arrival to lax. He also had entered the altitude restrictions to apply to the second fim. Neither of us double-checked our full routing after it was re-entered. The PF was not monitoring his progress along the desired flight path. He was focusing all of his attention to the descent page of his FMC. I, the PNF, was not effectively monitoring our progress. This was the end of a long (8 hour) hard time duty day (11 hours on duty).

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Original NASA ASRS Text

Title: ACR MLG WITH ADVANCED COCKPIT NAVIGATION CONTROL DEVIATES FROM THE RWY 24-25 PROFILE INTO LAX DUE TO FMC PROGRAMMING ERROR, WHERE THE CAPT ENTERED THE ARR AFTER HE ENTERED THE CANNED ROUTE DIRECT TO LAX.

Narrative: ON A SCHEDULED FLT FROM OAK TO LAX, WE WERE GIVEN THE STANDARD ROUTING WHICH TAKES US OVER FIM, THEN DIRECT LAX. IT IS NORMAL, HOWEVER, TO BE CLRED THE FIM 6 ARR SOMETIME BEFORE REACHING FIM. THIS ARR TAKES US SE OF FIM OVER A SERIES OF FIXES WITH ALT RESTRICTIONS AND AIRSPD CONSTRAINTS. WE WERE GIVEN THE FIM 6 ARR BY ATC AS USUAL, AND THE CAPT (WHO WAS FLYING) ENTERED THE FIM 6 ARR IN THE FMC. AFTER ENTERING THE ARR, I WATCHED HIM CHK THE FMC TO SEE IF ALL THE ALT CONSTRAINTS WERE ALSO ENTERED; THEY WERE. THEN WE WENT TO THE DSCNT PAGE TO MONITOR OUR PROGRESS IN RELATION TO THE MOST ECONOMICAL DSCNT POINT AS FIGURED BY THE FMC. I WAS FAIRLY BUSY GETTING THE ATIS, TALKING TO ATC, AND GETTING OUT MY APCH PLATES. AFTER TAKING OUT THE APPROPRIATE PLATE I SHIFTED MY ATTN BACK TO OUR PROGRESS ALONG THE RTE. I NOTICED WE HAD PASSED FIM AND WERE HDG DIRECTLY TOWARD LAX INSTEAD OF THE CORRECT 148 DEG HDG ON THE FIM 6. WE ALSO WERE IN A DSCNT, BUT HAD NOT MET THE ALT REQUIREMENTS FOR FIM, WHICH WERE AT OR BELOW 19000' AND AT OR ABOVE 15000'. I BROUGHT THIS TO THE CAPT'S ATTN AND HE MADE A HARD RIGHT TURN TO INTERCEPT THE CORRECT COURSE AND INCREASED HIS DSCNT RATE TO ATTAIN THE CORRECT ALT. ONCE IN THE TURN, ATC ASKED US IF WE SHOWED OURSELVES ON COURSE, AND I REPLIED THAT WE DID NOT AND WE WERE CORRECTING. NOTHING ELSE WAS SAID BTWN OURSELVES AND ATC CONCERNING OUR MISTAKE. IT IS NOT KNOWN IF THIS CREATED ANY TFC CONFLICTS. LATER WE BOTH REALIZED THAT WHEN THE CAPT ENTERED THE FIM 6 ARR, HE ENTERED IT AFTER LAX; THUS THE FMC WAS TAKING US FROM FIM TO LAX TO FIM, THEN THE FIM 6 ARR TO LAX. HE ALSO HAD ENTERED THE ALT RESTRICTIONS TO APPLY TO THE SECOND FIM. NEITHER OF US DOUBLE-CHKED OUR FULL ROUTING AFTER IT WAS RE-ENTERED. THE PF WAS NOT MONITORING HIS PROGRESS ALONG THE DESIRED FLT PATH. HE WAS FOCUSING ALL OF HIS ATTN TO THE DSCNT PAGE OF HIS FMC. I, THE PNF, WAS NOT EFFECTIVELY MONITORING OUR PROGRESS. THIS WAS THE END OF A LONG (8 HR) HARD TIME DUTY DAY (11 HRS ON DUTY).

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.