Narrative:

We were flying lax-den in an advanced technology medium large transport X. Takeoff gross weight was about 110000#. Maximum is 122000#. Cleared via the loop 8 SID, planning runway 25R at lax. The initial portion of the SID, off runway 25R specifies a heading of 250 degrees until crossing the shore line, then a 150 degree left turn to 235 degrees for radar vectors back to lax VOR. Additionally, we were cleared to 2000', expecting further clearance to higher altitude. I am a line check airman, and on this flight I was working with a new first officer in the process of completing his initial operating experience requirements. This first officer comes from a GA background, and his recent actual hands-on flying time was limited. We had flown several legs together on the prior day. Before gate departure, we briefed the departure heading and altitude requirements, and the actions needed to make a smooth level off at 2000' (reached very quickly in an medium large transport at sea level and moderate weight). We began takeoff roll on runway 25R. The first officer, as PF, achieved the level off at 2000' with a little coaching from me. After a short delay due to frequency congestion, we contacted lax departure and were cleared to 13000' at 250 KTS. As we initiated the climb, and out of about 2500-3000', I realized that we were still heading 250 dgs. I glanced out my side window, saw the shore line passing behind us and told the first officer to turn left to 235 degrees. Moments later the departure controller told us to expedite our turn to 180 degrees. We increased the rate of turn, and at about 200 degrees the controller cleared to turn back to 235 degrees. I was later informed by the lax TRACON duty manager that another flight Y off of runway 24L at lax, at the same time, had drifted to the left (heading 250 degrees is specified), and sep was compromised. We are certainly glad that the radar controller intervened when he did, and we know that we must increase our vigilance to prevent this type of situation in the future.

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Original NASA ASRS Text

Title: 2 ACR FLTS DEPARTING LAX EXPERIENCE LESS THAN STANDARD SEPARATION.

Narrative: WE WERE FLYING LAX-DEN IN AN ADVANCED TECHNOLOGY MLG X. TKOF GROSS WT WAS ABOUT 110000#. MAX IS 122000#. CLRED VIA THE LOOP 8 SID, PLANNING RWY 25R AT LAX. THE INITIAL PORTION OF THE SID, OFF RWY 25R SPECIFIES A HDG OF 250 DEGS UNTIL XING THE SHORE LINE, THEN A 150 DEG LEFT TURN TO 235 DEGS FOR RADAR VECTORS BACK TO LAX VOR. ADDITIONALLY, WE WERE CLRED TO 2000', EXPECTING FURTHER CLRNC TO HIGHER ALT. I AM A LINE CHK AIRMAN, AND ON THIS FLT I WAS WORKING WITH A NEW F/O IN THE PROCESS OF COMPLETING HIS INITIAL OPERATING EXPERIENCE REQUIREMENTS. THIS F/O COMES FROM A GA BACKGROUND, AND HIS RECENT ACTUAL HANDS-ON FLYING TIME WAS LIMITED. WE HAD FLOWN SEVERAL LEGS TOGETHER ON THE PRIOR DAY. BEFORE GATE DEP, WE BRIEFED THE DEP HDG AND ALT REQUIREMENTS, AND THE ACTIONS NEEDED TO MAKE A SMOOTH LEVEL OFF AT 2000' (REACHED VERY QUICKLY IN AN MLG AT SEA LEVEL AND MODERATE WT). WE BEGAN TKOF ROLL ON RWY 25R. THE F/O, AS PF, ACHIEVED THE LEVEL OFF AT 2000' WITH A LITTLE COACHING FROM ME. AFTER A SHORT DELAY DUE TO FREQ CONGESTION, WE CONTACTED LAX DEP AND WERE CLRED TO 13000' AT 250 KTS. AS WE INITIATED THE CLB, AND OUT OF ABOUT 2500-3000', I REALIZED THAT WE WERE STILL HDG 250 DGS. I GLANCED OUT MY SIDE WINDOW, SAW THE SHORE LINE PASSING BEHIND US AND TOLD THE F/O TO TURN LEFT TO 235 DEGS. MOMENTS LATER THE DEP CTLR TOLD US TO EXPEDITE OUR TURN TO 180 DEGS. WE INCREASED THE RATE OF TURN, AND AT ABOUT 200 DEGS THE CTLR CLRED TO TURN BACK TO 235 DEGS. I WAS LATER INFORMED BY THE LAX TRACON DUTY MGR THAT ANOTHER FLT Y OFF OF RWY 24L AT LAX, AT THE SAME TIME, HAD DRIFTED TO THE LEFT (HDG 250 DEGS IS SPECIFIED), AND SEP WAS COMPROMISED. WE ARE CERTAINLY GLAD THAT THE RADAR CTLR INTERVENED WHEN HE DID, AND WE KNOW THAT WE MUST INCREASE OUR VIGILANCE TO PREVENT THIS TYPE OF SITUATION IN THE FUTURE.

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.