Narrative:

Depart sna, noise cutback procedure in use, first officer fairly new to aircraft and acting as PNF. Upon acceleration from the cutback maneuver, aircraft accelerated to approximately 230 KIAS below the southern extension of the lax class B airspace (base of 7000 ft). The normal acceleration point is located 6 NM south of sna where we accelerate to 200 KIAS (below class B). Upon reaching 7000 ft, we accelerate to 250 KIAS. Only this time, the first officer didn't preset the first heading change on departure to 175 degrees. This delayed our turn slightly (by .2 mi). I was concerned about blowing the noise monitors. The autoplt was engaged for the departure. After making the appropriate heading change, climbing to 3000 ft at cutback thrust setting, retracted flaps at 3RD bug, and reaching the 6 DME acceleration point, I mistakenly called for IAS 250 degrees and climb power for the climb out. We were still below the class B. I realized my mistake and immediately pitched up and reduced power to attain the proper 200 KT climb. Factors affecting this scenario: new first officer. Fatigue, we had flown 13 hours the last 2 days with 10 hours rest. Lack of proper and accurate radial/DME information on published communication chart of the lax class B airspace for proper sector identify.

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Original NASA ASRS Text

Title: FLC OF AN MLG EXCEEDED AIRSPD LIMITATION DURING NOISE ABATEMENT PROC DEP. WHEN ERROR NOTED THE CAPT PITCHED UP AND SLOWED ACFT TO REQUIRED CLB SPD.

Narrative: DEPART SNA, NOISE CUTBACK PROC IN USE, FO FAIRLY NEW TO ACFT AND ACTING AS PNF. UPON ACCELERATION FROM THE CUTBACK MANEUVER, ACFT ACCELERATED TO APPROX 230 KIAS BELOW THE SOUTHERN EXTENSION OF THE LAX CLASS B AIRSPACE (BASE OF 7000 FT). THE NORMAL ACCELERATION POINT IS LOCATED 6 NM S OF SNA WHERE WE ACCELERATE TO 200 KIAS (BELOW CLASS B). UPON REACHING 7000 FT, WE ACCELERATE TO 250 KIAS. ONLY THIS TIME, THE FO DIDN'T PRESET THE FIRST HEADING CHANGE ON DEP TO 175 DEGS. THIS DELAYED OUR TURN SLIGHTLY (BY .2 MI). I WAS CONCERNED ABOUT BLOWING THE NOISE MONITORS. THE AUTOPLT WAS ENGAGED FOR THE DEP. AFTER MAKING THE APPROPRIATE HEADING CHANGE, CLBING TO 3000 FT AT CUTBACK THRUST SETTING, RETRACTED FLAPS AT 3RD BUG, AND REACHING THE 6 DME ACCELERATION POINT, I MISTAKENLY CALLED FOR IAS 250 DEGS AND CLB PWR FOR THE CLBOUT. WE WERE STILL BELOW THE CLASS B. I REALIZED MY MISTAKE AND IMMEDIATELY PITCHED UP AND REDUCED PWR TO ATTAIN THE PROPER 200 KT CLB. FACTORS AFFECTING THIS SCENARIO: NEW FO. FATIGUE, WE HAD FLOWN 13 HRS THE LAST 2 DAYS WITH 10 HRS REST. LACK OF PROPER AND ACCURATE RADIAL/DME INFO ON PUBLISHED COM CHART OF THE LAX CLASS B AIRSPACE FOR PROPER SECTOR IDENT.

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.