An air carrier flight crew flying a B737-500 from sjc fails to comply with the SID as cleared by ATC...

Attributes
ACN	488270
Time
Date	200010
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : sjc.vor
State Reference	CA
Altitude	msl single value : 2500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	B737-500
Operating Under FAR Part	Part 121
Navigation In Use	other other vortac
Flight Phase	climbout : initial
Route In Use	departure sid : loupe 9
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 220 flight time total : 11000 flight time type : 4200
ASRS Report	488270
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : multi engine
Events
Anomaly	non adherence : published procedure non adherence : far non adherence : clearance other spatial deviation
Independent Detector	other flight crewa other flight crewb
Resolutory Action	flight crew : returned to original clearance flight crew : became reoriented
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

SID instructions are to fly runway heading to sjc 1.8 DME, right turn to 200 degrees to intercept a radial off oak VOR within 4.0 DME off sjc VOR. I saw .8 DME on RDMI and told the first officer that we were at 1.8 DME, so he started the turn and approximately 30 degrees through the right turn, he said we turned too early and rolled out. By the time he rolled out, we had passed 1.8 DME. We then rolled back into a 30 degree bank to complete the turn by 4.0 DME, but because of the now late turn and the high canned speeds on the B737-500, we exceeded the limit and went to 4.8 DME before the DME again started decreasing. It was my 4TH day in a row of multi-leg flying and I was tired. I erred when I told the first officer that we were at 1.8 DME. I should have used the map as well as the DME as a xchk. We could also have left the flaps at 1 degree which would have allowed a much smaller turn radius.

Original NASA ASRS Text

Title: AN ACR FLC FLYING A B737-500 FROM SJC FAILS TO COMPLY WITH THE SID AS CLRED BY ATC.

Narrative: SID INSTRUCTIONS ARE TO FLY RWY HEADING TO SJC 1.8 DME, R TURN TO 200 DEGS TO INTERCEPT A RADIAL OFF OAK VOR WITHIN 4.0 DME OFF SJC VOR. I SAW .8 DME ON RDMI AND TOLD THE FO THAT WE WERE AT 1.8 DME, SO HE STARTED THE TURN AND APPROX 30 DEGS THROUGH THE R TURN, HE SAID WE TURNED TOO EARLY AND ROLLED OUT. BY THE TIME HE ROLLED OUT, WE HAD PASSED 1.8 DME. WE THEN ROLLED BACK INTO A 30 DEG BANK TO COMPLETE THE TURN BY 4.0 DME, BUT BECAUSE OF THE NOW LATE TURN AND THE HIGH CANNED SPDS ON THE B737-500, WE EXCEEDED THE LIMIT AND WENT TO 4.8 DME BEFORE THE DME AGAIN STARTED DECREASING. IT WAS MY 4TH DAY IN A ROW OF MULTI-LEG FLYING AND I WAS TIRED. I ERRED WHEN I TOLD THE FO THAT WE WERE AT 1.8 DME. I SHOULD HAVE USED THE MAP AS WELL AS THE DME AS A XCHK. WE COULD ALSO HAVE LEFT THE FLAPS AT 1 DEG WHICH WOULD HAVE ALLOWED A MUCH SMALLER TURN RADIUS.

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.