PIC of air carrier large transport admits to the error of his ways in his hesitancy in taking aircraft away from the flying first officer when that first officer fails to make 2 altitude crossing restrs on the civet STAR to lax. First officer had selected GS position for aircraft's flight path which was overshooting the altitude crossing restrs.

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Attributes
ACN	380880
Time
Date	199709
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	msl bound lower : 8600 msl bound upper : 900
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : lax
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach descent other
Route In Use	arrival other arrival star : star enroute other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 150 flight time total : 12000 flight time type : 500
ASRS Report	380880
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	altitude deviation : overshoot altitude deviation : crossing restriction not met non adherence : clearance non adherence : published procedure other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were cleared for the civet 2 arrival after arnes intersection, cleared for the ILS runway 25L. The first officer was flying on the autoplt. After crossing arnes, he engaged the GS. I set the next intermediate altitude and advised the first officer that he was going to be low at that point. He disagreed with me and said that those altitudes were for a localizer only approach. I restated my understanding of the restr, but while this was going on, the aircraft crossed the fix about 400 ft low. I continued to set altitude restrs in the altitude window and verbalize the restr. The autoplt was disengaged and the next few restrs were crossed low. The cause of this situation can be attributed to an improper approach briefing and the captain's assumption that the altitude restrs were common knowledge. The captain should have been more assertive and taken control of the aircraft when it became apparent that the altitude restrs were going to be missed.

Original NASA ASRS Text

Title: PIC OF ACR LGT ADMITS TO THE ERROR OF HIS WAYS IN HIS HESITANCY IN TAKING ACFT AWAY FROM THE FLYING FO WHEN THAT FO FAILS TO MAKE 2 ALT XING RESTRS ON THE CIVET STAR TO LAX. FO HAD SELECTED GS POS FOR ACFT'S FLT PATH WHICH WAS OVERSHOOTING THE ALT XING RESTRS.

Narrative: WE WERE CLRED FOR THE CIVET 2 ARR AFTER ARNES INTXN, CLRED FOR THE ILS RWY 25L. THE FO WAS FLYING ON THE AUTOPLT. AFTER XING ARNES, HE ENGAGED THE GS. I SET THE NEXT INTERMEDIATE ALT AND ADVISED THE FO THAT HE WAS GOING TO BE LOW AT THAT POINT. HE DISAGREED WITH ME AND SAID THAT THOSE ALTS WERE FOR A LOC ONLY APCH. I RESTATED MY UNDERSTANDING OF THE RESTR, BUT WHILE THIS WAS GOING ON, THE ACFT CROSSED THE FIX ABOUT 400 FT LOW. I CONTINUED TO SET ALT RESTRS IN THE ALT WINDOW AND VERBALIZE THE RESTR. THE AUTOPLT WAS DISENGAGED AND THE NEXT FEW RESTRS WERE CROSSED LOW. THE CAUSE OF THIS SIT CAN BE ATTRIBUTED TO AN IMPROPER APCH BRIEFING AND THE CAPT'S ASSUMPTION THAT THE ALT RESTRS WERE COMMON KNOWLEDGE. THE CAPT SHOULD HAVE BEEN MORE ASSERTIVE AND TAKEN CTL OF THE ACFT WHEN IT BECAME APPARENT THAT THE ALT RESTRS WERE GOING TO BE MISSED.

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.