Narrative:

We were cleared to departure buchanan field via the buchanan 7 departure and maintain 4000'. Takeoff was made on runway 19R. For noise abatement purposes, the initial turn to the VOR is done to the left and as tight as possible. On takeoff roll a light aircraft was noted departing runway 19L at about 200' and in addition further into the roll we noted another aircraft on left downwind. I instructed the first officer to continue straight out until I told him to turn in order to give sep from these 2 aircraft. We started our turn near the airport boundary at about 1000'. As we popped out on top of broken layer the first officer rolled wings level and asked me to get clearance to fly 050 degree to intercept V108. Our heading at this time was 040 degree and a further turn to approximately 300 degree would be required to proceed to the ccr VOR. While I realized that further turn was required by our clearance I agreed that a diverging course from the straight-in traffic to runway 19 was desired. I, therefore, requested 050 degree to intercept while allowing the first officer to stop his turn. There was no immediate response from travis departure. After a brief delay, departure came back talking about routing and finally reclred us as requested. Recommendations. SID should be a radar vector to intercept V108 when eastbound. This would eliminate congestion at VOR. Travis approach should not be a training facility. How about eugene, or? If you are going to VOR after departing runway 19, turn should be to right, noise notwithstanding.

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Original NASA ASRS Text

Title: ACR MLG TRACK HEADING DEVIATION ON SID FROM CCR.

Narrative: WE WERE CLRED TO DEP BUCHANAN FIELD VIA THE BUCHANAN 7 DEP AND MAINTAIN 4000'. TKOF WAS MADE ON RWY 19R. FOR NOISE ABATEMENT PURPOSES, THE INITIAL TURN TO THE VOR IS DONE TO THE LEFT AND AS TIGHT AS POSSIBLE. ON TKOF ROLL A LIGHT ACFT WAS NOTED DEPARTING RWY 19L AT ABOUT 200' AND IN ADDITION FURTHER INTO THE ROLL WE NOTED ANOTHER ACFT ON LEFT DOWNWIND. I INSTRUCTED THE F/O TO CONTINUE STRAIGHT OUT UNTIL I TOLD HIM TO TURN IN ORDER TO GIVE SEP FROM THESE 2 ACFT. WE STARTED OUR TURN NEAR THE ARPT BOUNDARY AT ABOUT 1000'. AS WE POPPED OUT ON TOP OF BROKEN LAYER THE F/O ROLLED WINGS LEVEL AND ASKED ME TO GET CLRNC TO FLY 050 DEG TO INTERCEPT V108. OUR HDG AT THIS TIME WAS 040 DEG AND A FURTHER TURN TO APPROX 300 DEG WOULD BE REQUIRED TO PROCEED TO THE CCR VOR. WHILE I REALIZED THAT FURTHER TURN WAS REQUIRED BY OUR CLRNC I AGREED THAT A DIVERGING COURSE FROM THE STRAIGHT-IN TFC TO RWY 19 WAS DESIRED. I, THEREFORE, REQUESTED 050 DEG TO INTERCEPT WHILE ALLOWING THE F/O TO STOP HIS TURN. THERE WAS NO IMMEDIATE RESPONSE FROM TRAVIS DEP. AFTER A BRIEF DELAY, DEP CAME BACK TALKING ABOUT RTING AND FINALLY RECLRED US AS REQUESTED. RECOMMENDATIONS. SID SHOULD BE A RADAR VECTOR TO INTERCEPT V108 WHEN EBND. THIS WOULD ELIMINATE CONGESTION AT VOR. TRAVIS APCH SHOULD NOT BE A TRNING FAC. HOW ABOUT EUGENE, OR? IF YOU ARE GOING TO VOR AFTER DEPARTING RWY 19, TURN SHOULD BE TO RIGHT, NOISE NOTWITHSTANDING.

Data retrieved from NASA's ASRS site as of July 2007 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.