Narrative:

Departed bos approximately 30 mins late. Flight uneventful until approach into lax. Lax very busy as usual. Asked to slow to 280 KTS while descending. Asked to slow to 250 KTS prior to civet. Handed to socal approach. Turned to heading 190 degrees and descent to 17000 ft MSL. Controller seemed slightly behind, possibly overwhelmed. South of civet, turned right 270 degrees, cross arnes at 10000 ft, cleared civet 4 arrival. An aircraft Y heavy jet was cleared to arnes prior to us and they were behind us. Prior to arnes, heavy aircraft Y jet given clearance to next frequency, 124.90. We continued approach -- suzzi at 9000 ft, fuelr at 8000 ft. I made the mistake of using the ILS runway 25L approach chart to verify crossing altitudes. The chart begins the approach at arnes. The civet 4 arrival ends at fuelr and 8000 ft. We continued past fuelr and descended per the ILS runway 25L. Between fuelr and gaate, we were switched to 124.90. The controller cleared us for the ILS runway 25L and stated that our clearance actually had been 8000 ft. I stated we were cleared for civet 4. She stated that it ends at fuelr and 8000 ft. She is right, my mistake. She then asked our speed and aircraft Y behind us answered. After some confusion between aircraft Y, the controller and us, we were cleared to slow to approach speed and contact tower. Remainder of approach and landing and taxi in uneventful. Contributing factors: pilot complacency. Captain didn't even have arrival chart out. First officer used wrong chart. Familiarity of arrival -- had been to lax only 2 days prior. Controller workload: first socal controller overworked and behind. Gave clearance and handoffs late. Controller procedures not standard from airport to airport. Printing of charts: civet 4 arrival and ILS runway 25L. Overlap at arnes. ILS should start at gaate.

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Original NASA ASRS Text

Title: B752 FLC OVERSHOT LAX CIVET TAR, ILS RWY 25L APCH PROC. FLC DISTR AND DID NOT HAVE THE CORRECT STAR OR APCH PLATE AT THE CORRECT TIME ON THE APCH.

Narrative: DEPARTED BOS APPROX 30 MINS LATE. FLT UNEVENTFUL UNTIL APCH INTO LAX. LAX VERY BUSY AS USUAL. ASKED TO SLOW TO 280 KTS WHILE DSNDING. ASKED TO SLOW TO 250 KTS PRIOR TO CIVET. HANDED TO SOCAL APCH. TURNED TO HDG 190 DEGS AND DSCNT TO 17000 FT MSL. CTLR SEEMED SLIGHTLY BEHIND, POSSIBLY OVERWHELMED. S OF CIVET, TURNED R 270 DEGS, CROSS ARNES AT 10000 FT, CLRED CIVET 4 ARR. AN ACFT Y HVY JET WAS CLRED TO ARNES PRIOR TO US AND THEY WERE BEHIND US. PRIOR TO ARNES, HVY ACFT Y JET GIVEN CLRNC TO NEXT FREQ, 124.90. WE CONTINUED APCH -- SUZZI AT 9000 FT, FUELR AT 8000 FT. I MADE THE MISTAKE OF USING THE ILS RWY 25L APCH CHART TO VERIFY XING ALTS. THE CHART BEGINS THE APCH AT ARNES. THE CIVET 4 ARR ENDS AT FUELR AND 8000 FT. WE CONTINUED PAST FUELR AND DSNDED PER THE ILS RWY 25L. BTWN FUELR AND GAATE, WE WERE SWITCHED TO 124.90. THE CTLR CLRED US FOR THE ILS RWY 25L AND STATED THAT OUR CLRNC ACTUALLY HAD BEEN 8000 FT. I STATED WE WERE CLRED FOR CIVET 4. SHE STATED THAT IT ENDS AT FUELR AND 8000 FT. SHE IS RIGHT, MY MISTAKE. SHE THEN ASKED OUR SPD AND ACFT Y BEHIND US ANSWERED. AFTER SOME CONFUSION BTWN ACFT Y, THE CTLR AND US, WE WERE CLRED TO SLOW TO APCH SPD AND CONTACT TWR. REMAINDER OF APCH AND LNDG AND TAXI IN UNEVENTFUL. CONTRIBUTING FACTORS: PLT COMPLACENCY. CAPT DIDN'T EVEN HAVE ARR CHART OUT. FO USED WRONG CHART. FAMILIARITY OF ARR -- HAD BEEN TO LAX ONLY 2 DAYS PRIOR. CTLR WORKLOAD: FIRST SOCAL CTLR OVERWORKED AND BEHIND. GAVE CLRNC AND HDOFS LATE. CTLR PROCS NOT STANDARD FROM ARPT TO ARPT. PRINTING OF CHARTS: CIVET 4 ARR AND ILS RWY 25L. OVERLAP AT ARNES. ILS SHOULD START AT GAATE.

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.