ACR WDB TRACK HDG DEV AND ALTDEV ON PROFILE DSCNT INTO LAX.

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FLT ORD/LAS RTING WAS J64 CIVET; CIVET 2 LAX. 20 NE OF HEC REQUESTED LOWER ALT; FLT WAS AT FL390. FLT WAS CLRED DIRECT CIVET; CIVET 2; PROFILE RWY 25L. AT ABOUT 30 SW OF HEC RECEIVED A VECTOR OF 180 DEG. AFTER A SHORT WHILE FLT WAS RECLRED DIRECT CIVET AT 14000 FOR THE PROFILE DSCNT. COMPLETED A TRACK CHANGE ON BOTH OMEGA'S AND TURNED DIRECT AND VERIFIED THE LATITUDE AND LONGITUDE OF CIVET. FO WAS FLYING; HAD #2 NAV ON #2 OMEGA FOR CIVET AND #1 NAV TUNED LAX 249 DEG RADIAL AND DME. FLT CROSSED WHAT OMEGA SHOWED AS CIVET AND MADE A TURN TOWARD A 250 DEG HDG. #1 VOR SHOWED ABOUT A 1 DOT L DEFLECTION AND 52 DME WHICH SHOWED AT FIRST WE CROSSED CIVET. 10000 FT WAS SELECTED AND A DSCNT STARTED FOR THE XING AT ARNES (D34/ILAX) #2 NAV WAS TUNED FOR THE 25L ILAX. THE ACFT WAS HIGH FOR THE PROFILE SO WE WERE HURRYING DOWN IN THE DSCNT TO GET BACK ON THE PROFILE. AFTER TUNING THE #2 NAV TO THE LOC AND IT DID NOT CTR BUT SHOWING US NE OF COURSE WE IMMEDIATELY TURNED TO A 210 DEG HDG TO GET BACK ON THE LOC FOR 25L. APCH CALLED AND GAVE US A L TURN TO 210 HDG AND REQUESTED OUR ALT. WE WERE AT 12500 DSNDING FOR THE 10000 FT XING AT ARNES. APCH CTL GAVE US A CLRNC TO FLY A 210 DEG HDG TO INTERCEPT THE ILS 25L AT 12500 FT. WE WERE ADVISED WE VIOLATED ONTARIO APCH'S AIRSPACE BUT NO CONFLICT HAD TAKEN PLACE. THE FLT INTERCEPTED THE 25L ILS AND LANDED UNEVENTFULLY. DURING THIS TIME WE DID A POS ACCURACY CHK. BOTH OMEGAS SHOWED ABOUT 6 MI OFF AND THIS CHKED WITH WHERE APCH SHOWED OUR POS. WE HAD BEEN USING THE OMEGA SYS THE DURATION OF THE FLT WITH NO ACCURACY PROBLEMS UNTIL THAT POINT. THE ACFT WAS LATER WRITTEN UP FOR HAVING A 6-8 DEG DIFFERENCE BTWN THE #1 AND #2 NAV SYSTEMS. THE ALT AND POS PROBLEMS OCCURRED BECAUSE THE ACFT WAS HIGH FOR THE XINGS AND THE PLTS WERE CONCENTRATING ON THE ALT AND SPDS RESTRICTIONS AND NEGLECTED TO DO A BASIC PILOTAGE XCHK. ADDING TO THIS WAS CONFUSION IN OUR CLRNC AFTER BEING HANDED FROM CTR TO LA APCH CTL. ANOTHER FACTOR IS BOTH PLTS WERE VERY TIRED AFTER A LONG DAY WITH ONLY A SHORT NIGHTS REST. WHEN A CREW IS TIRED EXTRA VIGILANCE MUST BE MAINTAINED DURING HIGH WORKLOADS! SUPPLEMENTAL INFO FROM ACN 200288. VOR WAS AVAILABLE THE ENTIRE TIME; WE SIMPLY DIDN'T XCHK IT UNTIL TOO LATE. SUPPLEMENTAL INFO FROM ACN 200183. THE PROBLEM SEEMS TO BE COM AND INEXPERIENCE OF THE FO AND I SHOULD OF TAKEN FIRMER ACTION WHEN THE FO LEFT 14000 FT (NOT ACCEPT 'OFF THE PEG' FLYING BUT ACTUAL CAPTURE). THE FO WAS CONFUSED OVER THE PROFILE PROC.