A crew flying the lax holtz 9 RNAV SID was cleared direct pevee abeam weilr which caused the FMS rou...

Narrative:

We departed lax runway 25R via the holtz 9 RNAV SID. Shortly after passing weilr; climbing through 2;000 feet to 5;000 we were given a clearance direct pevee and I believe an altitude clearance to 7;000. I was pilot monitoring (pm); the autopilot was off. I entered direct to pevee in the FMS; then selected 7;000 on the flight computer plan (fcp). When I looked back down at our navigation display to verify that pevee was the active waypoint; there was no magenta line from our position to pevee. At first glance; the map was blank because pevee and the subsequent waypoints were just beyond the map range selected. We were still in navigation and the aircraft was turning to intercept the subsequent leg; from pevee to holtz. I called socal departure to request vectors due to a map problem. Upon selecting an expanded range; we could see there was a magenta line from pevee to the next waypoint; holtz. While the first officer (first officer) turned to the ATC cleared heading; I reentered dir to pevee and the magenta line appeared correctly on the navigation display. I advised socal that we were able to navigate to pevee. They responded with a clearance direct trm. As far as I know; we did not cause any traffic conflicts.I am fairly certain that the initial dir to pevee was correctly entered into the FMS providing a leg from the turn point (tp) to pevee. Then; as I was setting the altitude; pevee sequenced due to our position just past abeam the waypoint. This left pevee in position 1L in the FMS and holtz in 2L; with no magenta line from our position to pevee; our clearance.assuming that I am correct regarding the cause; this was not technically an equipment malfunction; but was a computer following its programming. This situation might be prevented by initially using the heading mode to begin the turn direct to the waypoint. Then set the altitude clearance. And then; input the direct to into the FMS; check the FMA and the magenta line on the navigation display and monitor to assure that the aircraft is proceeding as cleared. Basically; protect the clearance; course and altitude; then accomplish the more complex programing and verifying.also; displaying a larger map range would improve situational awareness and may help to quickly capture errors like this.

Original NASA ASRS Text

Title: A crew flying the LAX HOLTZ 9 RNAV SID was cleared direct PEVEE abeam WEILR which caused the FMS route to skip PEVEE and select HOLTZ. The crew caught the FMS error and asked for an ATC vector while the error was corrected.

Narrative: We departed LAX runway 25R via the HOLTZ 9 RNAV SID. Shortly after passing WEILR; climbing through 2;000 feet to 5;000 we were given a clearance direct PEVEE and I believe an altitude clearance to 7;000. I was Pilot Monitoring (PM); the autopilot was off. I entered direct to PEVEE in the FMS; then selected 7;000 on the Flight Computer Plan (FCP). When I looked back down at our navigation display to verify that PEVEE was the active waypoint; there was no magenta line from our position to PEVEE. At first glance; the MAP was blank because PEVEE and the subsequent waypoints were just beyond the MAP range selected. We were still in NAV and the aircraft was turning to intercept the subsequent leg; from PEVEE to HOLTZ. I called SoCal departure to request vectors due to a map problem. Upon selecting an expanded range; we could see there WAS a magenta line from PEVEE to the next waypoint; HOLTZ. While the First Officer (FO) turned to the ATC cleared heading; I reentered DIR TO PEVEE and the magenta line appeared correctly on the NAV display. I advised SoCal that we were able to navigate to PEVEE. They responded with a clearance direct TRM. As far as I know; we did not cause any traffic conflicts.I am fairly certain that the initial DIR TO PEVEE was correctly entered into the FMS providing a leg from the turn point (TP) to PEVEE. Then; as I was setting the altitude; PEVEE sequenced due to our position just past abeam the waypoint. This left PEVEE in position 1L in the FMS and HOLTZ in 2L; with no magenta line from our position to PEVEE; our clearance.Assuming that I am correct regarding the cause; this was not technically an equipment malfunction; but was a computer following its programming. This situation might be prevented by initially using the heading mode to begin the turn direct to the waypoint. Then set the altitude clearance. And then; input the direct to into the FMS; check the FMA and the magenta line on the NAV display and monitor to assure that the aircraft is proceeding as cleared. Basically; protect the clearance; course and altitude; THEN accomplish the more complex programing and verifying.Also; displaying a larger MAP range would improve situational awareness and may help to quickly capture errors like this.

Data retrieved from NASA's ASRS site 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.

Attributes
ACN	1259845
Time
Date	201505
Local Time Of Day	0601-1200
Place
Locale Reference	LAX.Airport
State Reference	CA
Environment
Flight Conditions	VMC
Aircraft 1
Make Model Name	Widebody Low Wing 3 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	Climb
Route In Use	SID HOLTZ9
Flight Plan	IFR
Component
Aircraft Component	FMS/FMC
Person 1
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Flying First Officer
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Track / Heading All Types

A crew flying the lax holtz 9 RNAV SID was cleared direct pevee abeam weilr which caused the FMS route to skip pevee and select holtz. The crew caught the FMS error and asked for an ATC vector while the error was corrected.