Narrative:

We were flying the loop six departure out of lax in a heavy -800. It was a reduced climb 1 giving us a climb gradient of 530 ft/NM up to 10;000 feet. The SID called for at least 500 ft/NM to 10;000 feet. Passing 3;000 feet; I called for 250 knots following briefing page guidance. The captain questioned why I wanted to accelerate and I explained it was due to the guidance on the briefing page. Later I realized he was concerned about meeting the 10;000 feet restriction overhead lax. ATC gave us an early turn toward lax. Pointing toward lax I realized we would have a hard time meeting the restriction. I selected V/south and managed to meet the restriction; but slowed to 210 to 220 knots in the process. Reaching 10;000 feet right at lax. I selected VNAV to pick up speed again. Right at this point there was a frequency change and the captain was talking on the radio so I didn't tell him of my VNAV selection. Shortly after picking up speed; I got an 'unable next altitude' and I now realized I would have a hard time meeting the keggs at 13;000 feet restriction. Again I selected V/south; but this time we didn't make the restriction and was probably a little above 12;000 feet crossing keggs. We did meet the coopp restriction at 15;000 feet. There was no traffic conflict that we were aware of and ATC didn't say anything about us not meeting the restriction. I think it was a combination of an early turn by ATC and my unfamiliarity with the departure that lead to the event. Had I stayed at 210 and made an easy turn we would probably have made the restriction. ATC should be careful about turning us too early. According to the performance calculations; we should have been able to meet the restriction with a reduced climb 1 with normal acceleration.

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Original NASA ASRS Text

Title: B737-800 flight crew reports missing the KEGGS crossing restriction on the Loop 6 departure from LAX due to the First Officer attempting to accelerate without consideration for the restrictions.

Narrative: We were flying the LOOP Six Departure out of LAX in a heavy -800. It was a reduced climb 1 giving us a climb gradient of 530 FT/NM up to 10;000 feet. The SID called for at least 500 FT/NM to 10;000 feet. Passing 3;000 feet; I called for 250 knots following briefing page guidance. The Captain questioned why I wanted to accelerate and I explained it was due to the guidance on the briefing page. Later I realized he was concerned about meeting the 10;000 feet restriction overhead LAX. ATC gave us an early turn toward LAX. Pointing toward LAX I realized we would have a hard time meeting the restriction. I selected V/S and managed to meet the restriction; but slowed to 210 to 220 knots in the process. Reaching 10;000 feet right at LAX. I selected VNAV to pick up speed again. Right at this point there was a frequency change and the Captain was talking on the radio so I didn't tell him of my VNAV selection. Shortly after picking up speed; I got an 'unable next altitude' and I now realized I would have a hard time meeting the KEGGS at 13;000 feet restriction. Again I selected V/S; but this time we didn't make the restriction and was probably a little above 12;000 feet crossing KEGGS. We did meet the COOPP restriction at 15;000 feet. There was no traffic conflict that we were aware of and ATC didn't say anything about us not meeting the restriction. I think it was a combination of an early turn by ATC and my unfamiliarity with the departure that lead to the event. Had I stayed at 210 and made an easy turn we would probably have made the restriction. ATC should be careful about turning us too early. According to the performance calculations; we should have been able to meet the restriction with a reduced climb 1 with normal acceleration.

Data retrieved from NASA's ASRS site as of July 2013 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.