Narrative:

Pdz 130 degree radial 14 DME prado 5 departure. We were cleared to climb from 7000 ft to 14000 ft. At approximately the same time we received a TCASII TA. Captain called ATC for pointout of traffic. TCASII upgraded to an RA 'monitor vertical speed.' we were still at 7000 ft and traffic was at 6600 ft. While searching for the traffic, we went past the nikkl intersection at 14 DME for the turn to the trm transition. I was flying the plane. After a short search and tallyho I looked back to initiate climb and turn towards trm. I looked at the DME and it was 18-19. I started the turn to trm and the transition radial. Once steady on 070 degrees, ATC called and directed us to turn 070 degrees for trm. They did not mention the late turn. Lesson learned: we had discussed the departure before takeoff. Special procedures combined with many step climb altitudes all in a short time/distance make this a more demanding departure than most. In this case I was flying the plane and the TCASII RA distraction me long enough to lose track of the departure. I was hand flying. Next time on difficult departure, I will use autoplt sooner. All things combined to distract us both long enough to miss the turn. The addition of the TCASII RA was important. ATC never mentioned the traffic, even though he was aware of him. Traffic 400 ft off our present altitude, to me is significant -- even if it may be VFR. I will try to be more vigilant in the future of keeping my situational awareness up, especially in dense traffic areas. Supplemental information from acn 403748: the RA did not result in an altitude deviation. ATC made no comments and we were cleared direct to trm. This departure has a noise abatement too and several altitude windows in a short distance. With VFR traffic it has a higher than normal workload. Next time I will use the autoplt.

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Original NASA ASRS Text

Title: A DEP CLBING S80 OVERSHOT ITS TURN DURING A SID DEP AND SUFFERED A POTENTIAL CONFLICT WITH A DSNDING ACFT. THERE WAS NO TA ISSUED.

Narrative: PDZ 130 DEG RADIAL 14 DME PRADO 5 DEP. WE WERE CLRED TO CLB FROM 7000 FT TO 14000 FT. AT APPROX THE SAME TIME WE RECEIVED A TCASII TA. CAPT CALLED ATC FOR POINTOUT OF TFC. TCASII UPGRADED TO AN RA 'MONITOR VERT SPD.' WE WERE STILL AT 7000 FT AND TFC WAS AT 6600 FT. WHILE SEARCHING FOR THE TFC, WE WENT PAST THE NIKKL INTXN AT 14 DME FOR THE TURN TO THE TRM TRANSITION. I WAS FLYING THE PLANE. AFTER A SHORT SEARCH AND TALLYHO I LOOKED BACK TO INITIATE CLB AND TURN TOWARDS TRM. I LOOKED AT THE DME AND IT WAS 18-19. I STARTED THE TURN TO TRM AND THE TRANSITION RADIAL. ONCE STEADY ON 070 DEGS, ATC CALLED AND DIRECTED US TO TURN 070 DEGS FOR TRM. THEY DID NOT MENTION THE LATE TURN. LESSON LEARNED: WE HAD DISCUSSED THE DEP BEFORE TKOF. SPECIAL PROCS COMBINED WITH MANY STEP CLB ALTS ALL IN A SHORT TIME/DISTANCE MAKE THIS A MORE DEMANDING DEP THAN MOST. IN THIS CASE I WAS FLYING THE PLANE AND THE TCASII RA DISTR ME LONG ENOUGH TO LOSE TRACK OF THE DEP. I WAS HAND FLYING. NEXT TIME ON DIFFICULT DEP, I WILL USE AUTOPLT SOONER. ALL THINGS COMBINED TO DISTRACT US BOTH LONG ENOUGH TO MISS THE TURN. THE ADDITION OF THE TCASII RA WAS IMPORTANT. ATC NEVER MENTIONED THE TFC, EVEN THOUGH HE WAS AWARE OF HIM. TFC 400 FT OFF OUR PRESENT ALT, TO ME IS SIGNIFICANT -- EVEN IF IT MAY BE VFR. I WILL TRY TO BE MORE VIGILANT IN THE FUTURE OF KEEPING MY SITUATIONAL AWARENESS UP, ESPECIALLY IN DENSE TFC AREAS. SUPPLEMENTAL INFO FROM ACN 403748: THE RA DID NOT RESULT IN AN ALTDEV. ATC MADE NO COMMENTS AND WE WERE CLRED DIRECT TO TRM. THIS DEP HAS A NOISE ABATEMENT TOO AND SEVERAL ALT WINDOWS IN A SHORT DISTANCE. WITH VFR TFC IT HAS A HIGHER THAN NORMAL WORKLOAD. NEXT TIME I WILL USE THE AUTOPLT.

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.