A B767 FLC LANDED WITHOUT A CLRNC AFTER RECEIVING A RWY CHANGE. THEY RPTED DISTR CAUSED BY NAV COURSE SELECTION PROBS AND A TCASII RA DURING THE FINAL APCH SEGMENT. THE CAPT WAS ON A FIRST FLT AFTER COMPLETING IOE AND CITED CREW EXPERIENCE AS A MAJOR CONTRIBUTING FACTOR.

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I LANDED AT LAX WITHOUT A CLRNC FROM THE CTL TWR. THE PROB AROSE FROM A NUMBER OF SMALL DISTRS; COMPOUNDED BY THE LACK OF CREW EXPERIENCE IN THE AIRPLANE. I WAS ON MY FIRST FLT AS A CAPT; AND I WAS FLYING A NEW PIECE OF EQUIP. ON APCH TO RWY 25L AT LAX WE RECEIVED A RWY CHANGE TO RWY 24R. ON THE CROSSOVER WE HAD TROUBLE CHANNELING THE ILS COURSE SELECTOR BECAUSE OF A DEFECTIVE CTL HEAD. THEN THE AUTOPLT WAS GIVING THE ACFT ERRONEOUS TURN SIGNALS AND HAD TO BE DISCONNECTED AND THE APCH FLOWN MANUALLY. ALL OF THIS WHILE THE TCASII WAS BLARING OUT RA'S FOR TFC IN THE VICINITY OF THE ACFT. I ENDED UP BEING MENTALLY BEHIND THE ACFT; CONSEQUENTLY FOCUSING TOO MUCH ATTN ON PLAYING CATCH-UP FOR THE LNDG. IT WAS ONLY AFTER VACATING THE RWY THAT WE DISCOVERED WE WERE STILL ON APCH CTL AND HAD NEVER CHANGED OVER TO THE TWR AT THE OM FOR LNDG CLRNC. THE INEXPERIENCE OF THE CREW ON THE EQUIP WAS PROBABLY THE MAJOR FACTOR IN THIS OVERSIGHT. THE FO WAS ON HIS FIRST FLT AFTER HAVING JUST RETURNED FROM 6 WKS OF TRAINING ON A NEW PIECE OF EQUIP (L1011). EVEN THOUGH HE HAD LOGGED OVER 500 HRS IN THE B767 MOST OF THAT TIME WAS SPENT AS A RELIEF PLT. TO AVOID HAVING 2 INEXPERIENCED CREW MEMBERS IN THE COCKPIT THE FAA MANDATES THAT 1 PLT HAVE A MINIMUM NUMBER OF FLT HRS ON THE EQUIP. ON A 2-MAN ACFT MAYBE THEY SHOULD TAKE INTO CONSIDERATION THE TIMING AND QUALITY OF THE FLT TIME AND NOT JUST NUMERICAL NUMBERS.