B757 CREW MISPROGRAMS FMC AND DSNDS BELOW SID ALT ON GLASR16 TO SEA.

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AT TOP OF DSCNT; APCH BRIEFING AND SETTING OF ARR TOOK PLACE. PROB WAS LATER DISCOVERED THAT THE GLASER16 DSCNT PROFILE WAS SELECTED IN FMC INSTEAD OF THE GLASER34. THIS IS WHAT WAS SET AT TIME OF INITIAL PROGRAMMING. XING ALT AT JACKSON SHOULD HAVE BEEN SET TO 280 KTS/16000 FT BUT WAS ORIGINALLY SET TO 250 KTS/12000 FT. ATC CLRED US TO DSND VIA GLASER PROFILE LNDG N AS WE LEFT ABOUT FL250. AT THAT TIME CAPT NOTICED SPD IN FMC WAS SET TO 250 KTS/12000 FT AND CAPT CHANGED THE SPD TO 280 KTS BUT INADVERTENTLY LEFT THE ALT AT 12000 FT AND FAILED TO NOTICE THE INCORRECT STAR WAS SELECTED. AS WE DSNDED OUT OF ABOUT 14400 FT ATC TOLD US TO LEVEL OFF IMMEDIATELY. CAPT SELECTED ALT HOLD ON THE MODE CTL PANEL AND DISCONNECTED THE AUTOPLT. NO FURTHER DEVS OCCURRED. REMAINDER OF PROFILE; APCH AND LNDG WERE NORMAL. BOTH PLTS HAD DISCUSSED POOR SLEEP AFTER THE PREVIOUS NIGHT'S ALL-NIGHTER. THIS PARTICULAR SEQUENCE IS DESIGNED WITH 12 HRS OFF DUTY AND THEN FINISHING WITH THIS FLT XA25 RPT TIME ARRIVING SEA XD40. I BELIEVE FATIGUE WAS A MAJOR FACTOR IN THE FAILURE TO PROPERLY SELECT THE APPROPRIATE PROFILE. ANOTHER FACTOR WAS CAPT'S FAILURE TO SET BOTH SPD AND ALT WHEN HE NOTICED THE IMPROPER SETTINGS IN THE FMC OR RECOGNIZE THAT THE WRONG STAR WAS PROGRAMMED. THE SELECTION OF THE GLASER16 INSTEAD OF THE GLASER34 WAS THE INITIAL ERROR. IF THE PROPER RWY DESIGNATOR HAD BEEN SELECTED THEN THE XING SPD/ALT WOULD HAVE BEEN CORRECT. THERE WERE NO TA/RA EVENTS ASSOCIATED. WX WAS CAVU. FLT CONDITIONS SMOOTH. I BELIEVE IT WOULD BE A BETTER PROC IF ATC WOULD VERIFY THE XING ALT AT THE TIME OF CLRNC INSTEAD OF JUST CLRING THE DSCNT FOR LNDG N OR S. IT WOULD ONLY TAKE A FEW MORE SECONDS TO HAVE THAT BACKUP.