Narrative:

We departed on runway 25R at lax and our clearance was for a loop 9 departure to maintain 2000 ft. The loop 9 departure calls for a turn to a heading of 235 degrees upon crossing the santa monica VOR (smo) 160 degree radial. This is an automated airplane so we were using the flight director and automatic throttles. The takeoff was normal. We leveled at 2000 ft, and the automatic throttles came back and set the thrust to maintain 250 KIAS. Just prior to crossing the smo 160 degree radial, lax departure control issued us a climb clearance. In accordance with our flight manual procedure, I commanded the first officer to push the flight level change button on the mode control panel and set 250 KTS in the speed window: 'flch 250.' pushing the 'flch' button causes the automatic throttles to move the thrust levers to climb thrust, and it also causes the pitch command bars to command an anu pitch that will maintain the selected speed (in this case 250 KTS). For some reason, the automatic throttles did not respond. They remained at their present thrust setting and the aircraft did not go into a climb mode. We were distracted by this malfunction and were late in initiating our turn to 235 degrees. Because of our late turn and because of the fact that we were also late in starting our climb, we came close enough to traffic that had departed runway 24L that we got an RA on our TCASII system. The first officer made visual contact with the traffic and estimated that our lateral separation was around 6000 ft and the TCASII readout indicated a vertical separation of 400 ft. We manually set the throttles to climb thrust, and as soon as we initiated the turn and started the climb the RA ended.

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Original NASA ASRS Text

Title: FLC OF A WDB ACR ACFT BECAME DISTRACTED BY A MALFUNCTIONED AUTO THROTTLE CTL INPUT AND FAILED TO TURN AS REQUIRED BY SID RESULTING IN LESS THAN LEGAL SEPARATION TO ANOTHER DEPARTING ACFT ON SEPARATE PARALLEL RWYS.

Narrative: WE DEPARTED ON RWY 25R AT LAX AND OUR CLRNC WAS FOR A LOOP 9 DEP TO MAINTAIN 2000 FT. THE LOOP 9 DEP CALLS FOR A TURN TO A HDG OF 235 DEGS UPON XING THE SANTA MONICA VOR (SMO) 160 DEG RADIAL. THIS IS AN AUTOMATED AIRPLANE SO WE WERE USING THE FLT DIRECTOR AND AUTO THROTTLES. THE TKOF WAS NORMAL. WE LEVELED AT 2000 FT, AND THE AUTO THROTTLES CAME BACK AND SET THE THRUST TO MAINTAIN 250 KIAS. JUST PRIOR TO XING THE SMO 160 DEG RADIAL, LAX DEP CTL ISSUED US A CLB CLRNC. IN ACCORDANCE WITH OUR FLT MANUAL PROC, I COMMANDED THE FO TO PUSH THE FLT LEVEL CHANGE BUTTON ON THE MODE CTL PANEL AND SET 250 KTS IN THE SPD WINDOW: 'FLCH 250.' PUSHING THE 'FLCH' BUTTON CAUSES THE AUTO THROTTLES TO MOVE THE THRUST LEVERS TO CLB THRUST, AND IT ALSO CAUSES THE PITCH COMMAND BARS TO COMMAND AN ANU PITCH THAT WILL MAINTAIN THE SELECTED SPD (IN THIS CASE 250 KTS). FOR SOME REASON, THE AUTO THROTTLES DID NOT RESPOND. THEY REMAINED AT THEIR PRESENT THRUST SETTING AND THE ACFT DID NOT GO INTO A CLB MODE. WE WERE DISTRACTED BY THIS MALFUNCTION AND WERE LATE IN INITIATING OUR TURN TO 235 DEGS. BECAUSE OF OUR LATE TURN AND BECAUSE OF THE FACT THAT WE WERE ALSO LATE IN STARTING OUR CLB, WE CAME CLOSE ENOUGH TO TFC THAT HAD DEPARTED RWY 24L THAT WE GOT AN RA ON OUR TCASII SYS. THE FO MADE VISUAL CONTACT WITH THE TFC AND ESTIMATED THAT OUR LATERAL SEPARATION WAS AROUND 6000 FT AND THE TCASII READOUT INDICATED A VERT SEPARATION OF 400 FT. WE MANUALLY SET THE THROTTLES TO CLB THRUST, AND AS SOON AS WE INITIATED THE TURN AND STARTED THE CLB THE RA ENDED.

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.