Flight crew of an large transport failed to turn as depicted on the departure route due to the turn ...

Attributes
ACN	277743
Time
Date	199407
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : abq
State Reference	NM
Altitude	msl bound lower : 8000 msl bound upper : 10000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : abq
Operator	common carrier : air carrier
Make Model Name	B727 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	climbout : intermediate altitude
Route In Use	departure other departure sid : sid
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : second officer
Qualification	pilot : instrument pilot : flight engineer pilot : commercial
Experience	flight time last 90 days : 301 flight time total : 3000 flight time type : 150
ASRS Report	277743
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : published procedure non adherence : clearance other spatial deviation
Independent Detector	atc equipment other atc equipment : unspecified other controllera
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

At the request of the captain, I am filing this report. I did not actually hear the clearance as issued B7 abq tower as I am a so and was busy with other duties. I did hear the captain reconfirm with the first officer to 'turn left to 310 degree heading once noise abatement procedure was complete.' we took off on runway 08 with 5 degree flaps plus full power as we had a slight tailwind, it was hot (approximately 90 degrees) and heavy weight aircraft. It took a fairly long time to get cleared up and reduce to climb power. Tower queried when we were going to turn to 310 degrees as we were still on runway heading. About that same time we had considered commencing our left turn, but saw high terrain ahead and to the left that would have been in direct conflict if we had turned left, so the captain plus first officer opted to continue straight ahead until we had obstacle clearance altitude and then turn left. 'We' informed tower that we were continuing runway heading for a little longer. After being directed to switch to departure, we advised them we were VMC plus proceeding straight ahead. After well clear of the high terrain, departure gave us vector for alamosa. Departure asked us about why we didn't turn. We told them we were still doing our noise abatement procedure. They said we should have turned at 13.5 DME. Herein lies the problem: tower directed us to comply with our noise abatement procedures and then turn left whereas the published departure stated to turn left at 13.5 DME. Please review published departure to see if the graphic as well as the verbiage needs to be more clear concerning the high terrain and specific turn point. Also, tower needs to realize that different aircraft take different amounts of time/distraction to accomplish 'noise abatement procedures.' if what they want is a left turn at 13.5, they should just say 'fly published departure.'

Original NASA ASRS Text

Title: FLC OF AN LGT FAILED TO TURN AS DEPICTED ON THE DEP RTE DUE TO THE TURN AT THEIR ACQUIRED ALT WAS INSUFFICIENT FOR THE HIGH RISING TERRAIN.

Narrative: AT THE REQUEST OF THE CAPT, I AM FILING THIS RPT. I DID NOT ACTUALLY HEAR THE CLRNC AS ISSUED B7 ABQ TWR AS I AM A SO AND WAS BUSY WITH OTHER DUTIES. I DID HEAR THE CAPT RECONFIRM WITH THE FO TO 'TURN L TO 310 DEG HDG ONCE NOISE ABATEMENT PROC WAS COMPLETE.' WE TOOK OFF ON RWY 08 WITH 5 DEG FLAPS PLUS FULL PWR AS WE HAD A SLIGHT TAILWIND, IT WAS HOT (APPROX 90 DEGS) AND HVY WT ACFT. IT TOOK A FAIRLY LONG TIME TO GET CLRED UP AND REDUCE TO CLB PWR. TWR QUERIED WHEN WE WERE GOING TO TURN TO 310 DEGS AS WE WERE STILL ON RWY HDG. ABOUT THAT SAME TIME WE HAD CONSIDERED COMMENCING OUR L TURN, BUT SAW HIGH TERRAIN AHEAD AND TO THE L THAT WOULD HAVE BEEN IN DIRECT CONFLICT IF WE HAD TURNED L, SO THE CAPT PLUS FO OPTED TO CONTINUE STRAIGHT AHEAD UNTIL WE HAD OBSTACLE CLRNC ALT AND THEN TURN L. 'WE' INFORMED TWR THAT WE WERE CONTINUING RWY HDG FOR A LITTLE LONGER. AFTER BEING DIRECTED TO SWITCH TO DEP, WE ADVISED THEM WE WERE VMC PLUS PROCEEDING STRAIGHT AHEAD. AFTER WELL CLR OF THE HIGH TERRAIN, DEP GAVE US VECTOR FOR ALAMOSA. DEP ASKED US ABOUT WHY WE DIDN'T TURN. WE TOLD THEM WE WERE STILL DOING OUR NOISE ABATEMENT PROC. THEY SAID WE SHOULD HAVE TURNED AT 13.5 DME. HEREIN LIES THE PROB: TWR DIRECTED US TO COMPLY WITH OUR NOISE ABATEMENT PROCS AND THEN TURN L WHEREAS THE PUBLISHED DEP STATED TO TURN L AT 13.5 DME. PLEASE REVIEW PUBLISHED DEP TO SEE IF THE GRAPHIC AS WELL AS THE VERBIAGE NEEDS TO BE MORE CLR CONCERNING THE HIGH TERRAIN AND SPECIFIC TURN POINT. ALSO, TWR NEEDS TO REALIZE THAT DIFFERENT ACFT TAKE DIFFERENT AMOUNTS OF TIME/DISTR TO ACCOMPLISH 'NOISE ABATEMENT PROCS.' IF WHAT THEY WANT IS A L TURN AT 13.5, THEY SHOULD JUST SAY 'FLY PUBLISHED DEP.'

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.

Flight crew of an large transport failed to turn as depicted on the departure route due to the turn at their acquired altitude was insufficient for the high rising terrain.