Medium large transport on departure encounters buildups and shallows turn to avoid.

Attributes
ACN	274185
Time
Date	199406
Day	Tue
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : iah
State Reference	TX
Altitude	msl bound lower : 1500 msl bound upper : 4000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : iah
Operator	common carrier : air carrier
Make Model Name	Fokker 100
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	climbout : initial climbout : takeoff
Route In Use	departure sid : sid
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : second officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 150 flight time total : 4330 flight time type : 1230
ASRS Report	274185
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe inflight encounter : weather non adherence : clearance other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation
Situations
ATC Facility	procedure or policy : unspecified

Narrative:

We were departing runway 14L at iah. The tower assigned us a left turn to heading 020 degrees. After climbing out of 1500 ft. I was flying the aircraft and following the flight director. During the turn to 020 degrees after climbing out of 1500 ft, we noticed some buildups along our flight path and decided to reduce the bank angle for a few seconds to fly outside the buildups. We told the tower we needed to do this and he asked us to tighten our turn as soon as we were past the buildups and he gave us a new heading. As we passed the buildups we increased our bank angle and at the same time tower gave us a new heading of 310 degrees and to make a tight turn due to traffic. We did as he instructed and leveled at 4000 ft on a heading of 310 degrees. Shortly after this the tower handed us off to the next controller and asked us to give him a call upon our arrival. The captain called the controller upon our arrival. In that discussion the controller explained the big picture of the situation and said that what they need with that runway confign (departing runway 14L and arriving runway 26 and runway 27) was a tight turn which kept us within 3 mi of the airport. He said they were used to 757's plus 747's which could do this without a problem. Had we known that they needed this tight turn we certainly could have done this, but we did not know and were more concerned with the smooth ride for the passenger and getting around the buildups. The controller did not issue us a tight turn initially and there was no requirement to make a tight turn on the intercontinental 9 departure. I think the combination of the performance of the fk-100 on a hot day and the decreased bank angle for buildups in our turn caused some traffic problems for the arrival controller. The fk-100 is a new aircraft in iah and does not perform that well on hot day clbouts. Perhaps our company having a written explanation in our flight manual part ii to keep the turns off runway 14L tight or within 3 mi would help prevent future problems. Or a written statement on a departure or specific instructions from the tower.

Original NASA ASRS Text

Title: MLG ON DEP ENCOUNTERS BUILDUPS AND SHALLOWS TURN TO AVOID.

Narrative: WE WERE DEPARTING RWY 14L AT IAH. THE TWR ASSIGNED US A L TURN TO HDG 020 DEGS. AFTER CLBING OUT OF 1500 FT. I WAS FLYING THE ACFT AND FOLLOWING THE FLT DIRECTOR. DURING THE TURN TO 020 DEGS AFTER CLBING OUT OF 1500 FT, WE NOTICED SOME BUILDUPS ALONG OUR FLT PATH AND DECIDED TO REDUCE THE BANK ANGLE FOR A FEW SECONDS TO FLY OUTSIDE THE BUILDUPS. WE TOLD THE TWR WE NEEDED TO DO THIS AND HE ASKED US TO TIGHTEN OUR TURN AS SOON AS WE WERE PAST THE BUILDUPS AND HE GAVE US A NEW HDG. AS WE PASSED THE BUILDUPS WE INCREASED OUR BANK ANGLE AND AT THE SAME TIME TWR GAVE US A NEW HDG OF 310 DEGS AND TO MAKE A TIGHT TURN DUE TO TFC. WE DID AS HE INSTRUCTED AND LEVELED AT 4000 FT ON A HDG OF 310 DEGS. SHORTLY AFTER THIS THE TWR HANDED US OFF TO THE NEXT CTLR AND ASKED US TO GIVE HIM A CALL UPON OUR ARR. THE CAPT CALLED THE CTLR UPON OUR ARR. IN THAT DISCUSSION THE CTLR EXPLAINED THE BIG PICTURE OF THE SIT AND SAID THAT WHAT THEY NEED WITH THAT RWY CONFIGN (DEPARTING RWY 14L AND ARRIVING RWY 26 AND RWY 27) WAS A TIGHT TURN WHICH KEPT US WITHIN 3 MI OF THE ARPT. HE SAID THEY WERE USED TO 757'S PLUS 747'S WHICH COULD DO THIS WITHOUT A PROB. HAD WE KNOWN THAT THEY NEEDED THIS TIGHT TURN WE CERTAINLY COULD HAVE DONE THIS, BUT WE DID NOT KNOW AND WERE MORE CONCERNED WITH THE SMOOTH RIDE FOR THE PAX AND GETTING AROUND THE BUILDUPS. THE CTLR DID NOT ISSUE US A TIGHT TURN INITIALLY AND THERE WAS NO REQUIREMENT TO MAKE A TIGHT TURN ON THE INTERCONTINENTAL 9 DEP. I THINK THE COMBINATION OF THE PERFORMANCE OF THE FK-100 ON A HOT DAY AND THE DECREASED BANK ANGLE FOR BUILDUPS IN OUR TURN CAUSED SOME TFC PROBS FOR THE ARR CTLR. THE FK-100 IS A NEW ACFT IN IAH AND DOES NOT PERFORM THAT WELL ON HOT DAY CLBOUTS. PERHAPS OUR COMPANY HAVING A WRITTEN EXPLANATION IN OUR FLT MANUAL PART II TO KEEP THE TURNS OFF RWY 14L TIGHT OR WITHIN 3 MI WOULD HELP PREVENT FUTURE PROBS. OR A WRITTEN STATEMENT ON A DEP OR SPECIFIC INSTRUCTIONS FROM THE TWR.

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.