B757-200 flight crew has track deviation on seavu arrival to lax.

Attributes
ACN	718085
Time
Date	200611
Local Time Of Day	1201 To 1800
Place
Locale Reference	intersection : konzl
State Reference	CA
Altitude	msl single value : 17000
Environment
Flight Conditions	VMC
Aircraft 1
Controlling Facilities	tracon : sct.tracon
Operator	common carrier : air carrier
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Route In Use	arrival star : seavu
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 150 flight time total : 14000 flight time type : 1400
ASRS Report	718085
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : critical non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance controller : issued advisory flight crew : overcame equipment problem
Supplementary
Problem Areas	Chart Or Publication Aircraft ATC Human Performance Flight Crew Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On SEAVU1 STAR to lax at 17000 ft; we had a frequency change to second socal controller who gave us a new clearance to descend via SEAVU1 STAR to runway 24R. We had planned and installed the SEAVU1 to runway 25R initially; the expected runway and approach combination. Inside konzl at 17000 ft; I reselected the SEAVU1 arrival with the runway 24R link and executed it. The first officer reviewed it and said it didn't look right due to too many discontinuities. I reselected the arrival and runway combination; but added the palac transition which eliminated one of the discontinuities and connected us to the runway; which was our clearance. At this time we got a speed reduction and the first officer asked for me to set the next crossing restr so we could start. The next intersection with crossing restr was dixxn on the FMS; so I set 12000 ft. I also closed the discontinuity between our position and dixxn. In LNAV mode we turned toward dixxn and started down knowing we were above the crossing restr at cataw of 14000 ft or above. Shortly ATC advised that we were north of course. I looked again at the chart and the FMS and realized that seavu intersection was not showing and that we should have gone over it before turing to dixxn. We manually loaded seavu then dixxn and executed and corrected course. We continued the arrival and approach to lax normally. There appeared to us that there was no traffic concern since all traffic was showing south of our course. First officer and I agreed that selecting SEAVU1 arrival should have at least had us crossing seavu intersection and that it should not have dropped out. We have had this change of clearance multiple times going into lax without similar problems. We had changed FMS database on nov/xa/06; just prior to this flight and wondered if this may have been a database error. Complicating the situation is that this is a very busy time; changing arrs and runways; getting a speed reduction; selecting next crossing restr. We had all flight management aids engaged and had agreed that 1 person would remain looking outside due to high traffic areas and one would do inside work.

Original NASA ASRS Text

Title: B757-200 FLT CREW HAS TRACK DEV ON SEAVU ARR TO LAX.

Narrative: ON SEAVU1 STAR TO LAX AT 17000 FT; WE HAD A FREQ CHANGE TO SECOND SOCAL CTLR WHO GAVE US A NEW CLRNC TO DSND VIA SEAVU1 STAR TO RWY 24R. WE HAD PLANNED AND INSTALLED THE SEAVU1 TO RWY 25R INITIALLY; THE EXPECTED RWY AND APCH COMBINATION. INSIDE KONZL AT 17000 FT; I RESELECTED THE SEAVU1 ARR WITH THE RWY 24R LINK AND EXECUTED IT. THE FO REVIEWED IT AND SAID IT DIDN'T LOOK RIGHT DUE TO TOO MANY DISCONTINUITIES. I RESELECTED THE ARR AND RWY COMBINATION; BUT ADDED THE PALAC TRANSITION WHICH ELIMINATED ONE OF THE DISCONTINUITIES AND CONNECTED US TO THE RWY; WHICH WAS OUR CLRNC. AT THIS TIME WE GOT A SPD REDUCTION AND THE FO ASKED FOR ME TO SET THE NEXT XING RESTR SO WE COULD START. THE NEXT INTXN WITH XING RESTR WAS DIXXN ON THE FMS; SO I SET 12000 FT. I ALSO CLOSED THE DISCONTINUITY BTWN OUR POS AND DIXXN. IN LNAV MODE WE TURNED TOWARD DIXXN AND STARTED DOWN KNOWING WE WERE ABOVE THE XING RESTR AT CATAW OF 14000 FT OR ABOVE. SHORTLY ATC ADVISED THAT WE WERE N OF COURSE. I LOOKED AGAIN AT THE CHART AND THE FMS AND REALIZED THAT SEAVU INTXN WAS NOT SHOWING AND THAT WE SHOULD HAVE GONE OVER IT BEFORE TURING TO DIXXN. WE MANUALLY LOADED SEAVU THEN DIXXN AND EXECUTED AND CORRECTED COURSE. WE CONTINUED THE ARR AND APCH TO LAX NORMALLY. THERE APPEARED TO US THAT THERE WAS NO TFC CONCERN SINCE ALL TFC WAS SHOWING S OF OUR COURSE. FO AND I AGREED THAT SELECTING SEAVU1 ARR SHOULD HAVE AT LEAST HAD US XING SEAVU INTXN AND THAT IT SHOULD NOT HAVE DROPPED OUT. WE HAVE HAD THIS CHANGE OF CLRNC MULTIPLE TIMES GOING INTO LAX WITHOUT SIMILAR PROBS. WE HAD CHANGED FMS DATABASE ON NOV/XA/06; JUST PRIOR TO THIS FLT AND WONDERED IF THIS MAY HAVE BEEN A DATABASE ERROR. COMPLICATING THE SITUATION IS THAT THIS IS A VERY BUSY TIME; CHANGING ARRS AND RWYS; GETTING A SPD REDUCTION; SELECTING NEXT XING RESTR. WE HAD ALL FLT MGMNT AIDS ENGAGED AND HAD AGREED THAT 1 PERSON WOULD REMAIN LOOKING OUTSIDE DUE TO HIGH TFC AREAS AND ONE WOULD DO INSIDE WORK.

Data retrieved from NASA's ASRS site as of January 2009 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.