Narrative:

We were cleared for a tango charlie one departure on runway 24. Just after lift off and positive climb rate I called for gear up. The first officer attempted to retract the gear but the latch was preventing the handle from moving up. The 'procedure' was called for using the flight manual. The runway 24 and runway 23 departure calls for a track of 233 degree after takeoff but the runway 24 departure calls for a right turn to 050 degree at 2500' as opposed to the runway 23 departure which calls for a turn to 050 degree at 3 DME from taipei VORTAC. As I was analyzing the problem with the gear at this critical time just after takeoff I inadvertently began the turn to 050 degree at 3 DME (which was approximately 1900' altitude) which is for runway 23 instead of at 2500' which is for runway 24. Just before rolling out on 050 degree, departure control asked us our altitude. We told him and he replied that we were supposed to have begun the turn at 2500'. He then gave us a series of vectors to avoid traffic conflict beginning with a turn to the left to 270 degree and a level off (we were approximately 2500' by then). He then gave us a right turn and instructed us to continue the SID which we did. (During the initial turn to 050 degree the gear latch retracted spontaneously with no action on our part and the first officer retracted the gear). I believe the distraction of the gear problem at the critical time of a heavy gross weight takeoff was the most contributing factor in my mistake. In glancing at the departure I saw the 3 DME turn point instead of the 'at 2500'' turn point, even though they are both printed next to each other. Perhaps more monitoring of the departure by all 3 crew members in spite of the gear problem could have prevented the error.

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Original NASA ASRS Text

Title: ACR WDB FLIES INCORRECT SID AT TAIPEI.

Narrative: WE WERE CLRED FOR A TANGO CHARLIE ONE DEP ON RWY 24. JUST AFTER LIFT OFF AND POSITIVE CLB RATE I CALLED FOR GEAR UP. THE F/O ATTEMPTED TO RETRACT THE GEAR BUT THE LATCH WAS PREVENTING THE HANDLE FROM MOVING UP. THE 'PROC' WAS CALLED FOR USING THE FLT MANUAL. THE RWY 24 AND RWY 23 DEP CALLS FOR A TRACK OF 233 DEG AFTER TKOF BUT THE RWY 24 DEP CALLS FOR A R TURN TO 050 DEG AT 2500' AS OPPOSED TO THE RWY 23 DEP WHICH CALLS FOR A TURN TO 050 DEG AT 3 DME FROM TAIPEI VORTAC. AS I WAS ANALYZING THE PROB WITH THE GEAR AT THIS CRITICAL TIME JUST AFTER TKOF I INADVERTENTLY BEGAN THE TURN TO 050 DEG AT 3 DME (WHICH WAS APPROX 1900' ALT) WHICH IS FOR RWY 23 INSTEAD OF AT 2500' WHICH IS FOR RWY 24. JUST BEFORE ROLLING OUT ON 050 DEG, DEP CTL ASKED US OUR ALT. WE TOLD HIM AND HE REPLIED THAT WE WERE SUPPOSED TO HAVE BEGUN THE TURN AT 2500'. HE THEN GAVE US A SERIES OF VECTORS TO AVOID TFC CONFLICT BEGINNING WITH A TURN TO THE L TO 270 DEG AND A LEVEL OFF (WE WERE APPROX 2500' BY THEN). HE THEN GAVE US A R TURN AND INSTRUCTED US TO CONTINUE THE SID WHICH WE DID. (DURING THE INITIAL TURN TO 050 DEG THE GEAR LATCH RETRACTED SPONTANEOUSLY WITH NO ACTION ON OUR PART AND THE F/O RETRACTED THE GEAR). I BELIEVE THE DISTR OF THE GEAR PROB AT THE CRITICAL TIME OF A HEAVY GROSS WT TKOF WAS THE MOST CONTRIBUTING FACTOR IN MY MISTAKE. IN GLANCING AT THE DEP I SAW THE 3 DME TURN POINT INSTEAD OF THE 'AT 2500'' TURN POINT, EVEN THOUGH THEY ARE BOTH PRINTED NEXT TO EACH OTHER. PERHAPS MORE MONITORING OF THE DEP BY ALL 3 CREW MEMBERS IN SPITE OF THE GEAR PROB COULD HAVE PREVENTED THE ERROR.

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.