Air carrier large transport track heading deviation on SID out of lax.

Attributes
ACN	197988
Time
Date	199201
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	agl bound lower : 0 agl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : lax
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	climbout : takeoff climbout : intermediate altitude
Route In Use	departure sid : sid
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : flight engineer pilot : instrument pilot : atp
Experience	flight time last 90 days : 100 flight time total : 18000 flight time type : 500
ASRS Report	197988
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	non adherence : published procedure non adherence : clearance other spatial deviation
Independent Detector	other controllera
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Lax 1 departure SID calls for 250 degree heading after takeoff on runway 25, then heading of 220 degrees crossing the smo 160 degree radial. We were cleared to 2000 ft MSL on the pre departure clearance printout, then 5000 ft when cleared for takeoff, then asked to stop climb at 3000 ft as we passed through 2300 ft (climbing at approximately 3000 FPM). When cleared for takeoff we were also told to maintain visual separation on an light transport taking off from runway 25L. The light transport rotated as we started rolling. I elected not to turn into the light transport at the smo 160 degree radial because it looked too close and I felt the SID was cancelled with clearance to maintain 'visual separation.' then 'coast departure' asked us 'why didn't you make the turn?' if SID compliance is the priority then let us fly it and ATC keep us separated. Also, with the climb rate of our aircraft, it is at best uncomfortable to our passenger to reverse a climb with less than a 1000 ft lead. If the amendment was because of imminent danger then give us more information. It just might be that traffic has to be slowed to ATC's capability to handle it. The tower and departure control have to have the time and procedures in place to communicate with each other.

Original NASA ASRS Text

Title: ACR LGT TRACK HDG DEV ON SID OUT OF LAX.

Narrative: LAX 1 DEP SID CALLS FOR 250 DEG HDG AFTER TKOF ON RWY 25, THEN HDG OF 220 DEGS XING THE SMO 160 DEG RADIAL. WE WERE CLRED TO 2000 FT MSL ON THE PDC PRINTOUT, THEN 5000 FT WHEN CLRED FOR TKOF, THEN ASKED TO STOP CLB AT 3000 FT AS WE PASSED THROUGH 2300 FT (CLBING AT APPROX 3000 FPM). WHEN CLRED FOR TKOF WE WERE ALSO TOLD TO MAINTAIN VISUAL SEPARATION ON AN LTT TAKING OFF FROM RWY 25L. THE LTT ROTATED AS WE STARTED ROLLING. I ELECTED NOT TO TURN INTO THE LTT AT THE SMO 160 DEG RADIAL BECAUSE IT LOOKED TOO CLOSE AND I FELT THE SID WAS CANCELLED WITH CLRNC TO MAINTAIN 'VISUAL SEPARATION.' THEN 'COAST DEP' ASKED US 'WHY DIDN'T YOU MAKE THE TURN?' IF SID COMPLIANCE IS THE PRIORITY THEN LET US FLY IT AND ATC KEEP US SEPARATED. ALSO, WITH THE CLB RATE OF OUR ACFT, IT IS AT BEST UNCOMFORTABLE TO OUR PAX TO REVERSE A CLB WITH LESS THAN A 1000 FT LEAD. IF THE AMENDMENT WAS BECAUSE OF IMMINENT DANGER THEN GIVE US MORE INFO. IT JUST MIGHT BE THAT TFC HAS TO BE SLOWED TO ATC'S CAPABILITY TO HANDLE IT. THE TWR AND DEP CTL HAVE TO HAVE THE TIME AND PROCS IN PLACE TO COMMUNICATE WITH EACH OTHER.

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.