Narrative:

The captain and I lobbied in at XA00 for a 5 leg day. Upon meeting the aircraft, we discovered that the autoplt was inoperative and could not be fixed. We discussed the situation and had some concerns about flying an aircraft with a highly increased workload due to the inoperative autoplt for 5 legs until a scheduled arrival at las of XG50 or nearly XI00 -- our body clock time. With this in mind, the captain called maintenance control and told them that the aircraft needed to be fixed or replaced prior to our last 2 legs, in accordance with the MEL conditions that require the segments and duration be acceptable to the crew. They said that they would see what could be done. We flew 2 legs, and the captain called maintenance control and dispatch to confirm. Upon arriving at las, there was no indication of what was going to be done. Our body clocks were nearing XH00, and although we were tired, we were nowhere near fatigued. We were still concerned about flying our last leg to las. Because of our concerns, we had decided that the aircraft had to be replaced or fixed for us to continue. We did not want to say we were fatigued, because we were not, and it would have taken options away from dispatch. The captain called dispatch and expressed his concerns once again and informed the dispatcher that for us to continue the aircraft needed to be replaced. Shortly, the sod and the copilot on call also were on the phone with the captain. Although I was not able to listen to the exact conversation, it was obvious that the captain was having to argue his point to all 3 and was getting nowhere. After approximately 15 mins of this, the captain said to me that none of the 3 understood the problem, and were highly encouraging us to go. He even relayed the chief pilot's exact words, 'I have no sympathy for you guys.' having witnessed the captain's frustration with these 3, I said let's just end this and do the 2 legs, as it was apparent we could argue this all night. We arrived in bur without incident. I proceeded to prepare for the last leg back to las. The release had us filed VNY7.dag.SKEBR1.las. Clearance gave me vny and dat. Clarr. Las. The new route was updated into the FMC. Approaching las were given direct skebr (skebr is on both the arrs). I was flying the aircraft using the radio navaids with the FMC and the command bars as a backup. I had not had a chance to pull up the SKEBR1 approach plate, which would have alerted me this was an RNAV arrival -- unauthorized for us. I failed to update the FMC with the new STAR. As we neared skebr, we were in a descent to cross it at 13000 ft and 250 KTS, so my concentration was leveling the aircraft and making the turn. I still had CLARR1 in front of me. I was leveling the plane and the turn -- FMC backing me up and las approach called and asked us to confirm, we were on the SKEBR1. It was at this point the captain returned. I immediately tried to resolve the confusion, and with my attention diverted momentarily, we passed through 13000-12750 ft before recovering. Approach control immediately gave us a vectored heading. I proceeded to get the aircraft back to altitude and on heading, but not before getting a 'bank angle' warning at 45 degree angle of bank. We completed the flight via radar vectors to final and landed without further incident.

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Original NASA ASRS Text

Title: B737 FLT CREW HAS ALTDEV AND EXPERIENCES EXCESSIVE BANK ANGLE DURING ARR TO KLAS.

Narrative: THE CAPT AND I LOBBIED IN AT XA00 FOR A 5 LEG DAY. UPON MEETING THE ACFT, WE DISCOVERED THAT THE AUTOPLT WAS INOP AND COULD NOT BE FIXED. WE DISCUSSED THE SIT AND HAD SOME CONCERNS ABOUT FLYING AN ACFT WITH A HIGHLY INCREASED WORKLOAD DUE TO THE INOP AUTOPLT FOR 5 LEGS UNTIL A SCHEDULED ARR AT LAS OF XG50 OR NEARLY XI00 -- OUR BODY CLOCK TIME. WITH THIS IN MIND, THE CAPT CALLED MAINT CTL AND TOLD THEM THAT THE ACFT NEEDED TO BE FIXED OR REPLACED PRIOR TO OUR LAST 2 LEGS, IN ACCORDANCE WITH THE MEL CONDITIONS THAT REQUIRE THE SEGMENTS AND DURATION BE ACCEPTABLE TO THE CREW. THEY SAID THAT THEY WOULD SEE WHAT COULD BE DONE. WE FLEW 2 LEGS, AND THE CAPT CALLED MAINT CTL AND DISPATCH TO CONFIRM. UPON ARRIVING AT LAS, THERE WAS NO INDICATION OF WHAT WAS GOING TO BE DONE. OUR BODY CLOCKS WERE NEARING XH00, AND ALTHOUGH WE WERE TIRED, WE WERE NOWHERE NEAR FATIGUED. WE WERE STILL CONCERNED ABOUT FLYING OUR LAST LEG TO LAS. BECAUSE OF OUR CONCERNS, WE HAD DECIDED THAT THE ACFT HAD TO BE REPLACED OR FIXED FOR US TO CONTINUE. WE DID NOT WANT TO SAY WE WERE FATIGUED, BECAUSE WE WERE NOT, AND IT WOULD HAVE TAKEN OPTIONS AWAY FROM DISPATCH. THE CAPT CALLED DISPATCH AND EXPRESSED HIS CONCERNS ONCE AGAIN AND INFORMED THE DISPATCHER THAT FOR US TO CONTINUE THE ACFT NEEDED TO BE REPLACED. SHORTLY, THE SOD AND THE COPLT ON CALL ALSO WERE ON THE PHONE WITH THE CAPT. ALTHOUGH I WAS NOT ABLE TO LISTEN TO THE EXACT CONVERSATION, IT WAS OBVIOUS THAT THE CAPT WAS HAVING TO ARGUE HIS POINT TO ALL 3 AND WAS GETTING NOWHERE. AFTER APPROX 15 MINS OF THIS, THE CAPT SAID TO ME THAT NONE OF THE 3 UNDERSTOOD THE PROB, AND WERE HIGHLY ENCOURAGING US TO GO. HE EVEN RELAYED THE CHIEF PLT'S EXACT WORDS, 'I HAVE NO SYMPATHY FOR YOU GUYS.' HAVING WITNESSED THE CAPT'S FRUSTRATION WITH THESE 3, I SAID LET'S JUST END THIS AND DO THE 2 LEGS, AS IT WAS APPARENT WE COULD ARGUE THIS ALL NIGHT. WE ARRIVED IN BUR WITHOUT INCIDENT. I PROCEEDED TO PREPARE FOR THE LAST LEG BACK TO LAS. THE RELEASE HAD US FILED VNY7.DAG.SKEBR1.LAS. CLRNC GAVE ME VNY AND DAT. CLARR. LAS. THE NEW RTE WAS UPDATED INTO THE FMC. APCHING LAS WERE GIVEN DIRECT SKEBR (SKEBR IS ON BOTH THE ARRS). I WAS FLYING THE ACFT USING THE RADIO NAVAIDS WITH THE FMC AND THE COMMAND BARS AS A BACKUP. I HAD NOT HAD A CHANCE TO PULL UP THE SKEBR1 APCH PLATE, WHICH WOULD HAVE ALERTED ME THIS WAS AN RNAV ARR -- UNAUTH FOR US. I FAILED TO UPDATE THE FMC WITH THE NEW STAR. AS WE NEARED SKEBR, WE WERE IN A DSCNT TO CROSS IT AT 13000 FT AND 250 KTS, SO MY CONCENTRATION WAS LEVELING THE ACFT AND MAKING THE TURN. I STILL HAD CLARR1 IN FRONT OF ME. I WAS LEVELING THE PLANE AND THE TURN -- FMC BACKING ME UP AND LAS APCH CALLED AND ASKED US TO CONFIRM, WE WERE ON THE SKEBR1. IT WAS AT THIS POINT THE CAPT RETURNED. I IMMEDIATELY TRIED TO RESOLVE THE CONFUSION, AND WITH MY ATTN DIVERTED MOMENTARILY, WE PASSED THROUGH 13000-12750 FT BEFORE RECOVERING. APCH CTL IMMEDIATELY GAVE US A VECTORED HDG. I PROCEEDED TO GET THE ACFT BACK TO ALT AND ON HDG, BUT NOT BEFORE GETTING A 'BANK ANGLE' WARNING AT 45 DEG ANGLE OF BANK. WE COMPLETED THE FLT VIA RADAR VECTORS TO FINAL AND LANDED WITHOUT FURTHER INCIDENT.

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.