Narrative:

On the shead departure out of las, we were level at 9000 ft at mddog, per the departure. We were next given a climb to FL190 and began to climb. Somehow we missed the crossing restr at tarrk (at 11000 ft) and we believe we may have passed the waypoint at a higher altitude than charted. Next crossing restr was shead at or above 14000 ft and the climb page set for climb power, temporarily tarrk waypoint was overlooked in the climb. Upon reflecting on the procedure and to prevent the same thing from happening, when given a climb clearance, I will read back the altitude and 'climb restr' to mentally make a note of any lower crossing altitude restrs. Also, I think that with previous operations in las, I have mentally accustomed myself to the unrestr climbs that were frequently given. We were using single FMS operations at the time in a -300 which I realize takes a lot more xchking than in a -700 with dual FMS and the glass picture. The departure was reviewed by both of us on preflight brief, but between the turbulence distraction and assumption of a higher altitude, a crossing restr was missed. I think that by changing my readback phraseology, I can prevent this from happening again. Supplemental information from acn 614305: I don't know if we busted 'tarrk at 11000 ft,' which was the restriction. The reason we don't know this is because the FMC was on the climb page. I really think that doing the RNAV departure and arrivals with one FMC is like driving your car in the rain without windshield wipers (at least in the B737-300/500).

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Original NASA ASRS Text

Title: FLT CREW OF B737-300 ON SHEAD RNAV DEP FROM LAS FAILS TO MEET 11000 FT XING RESTR AT MDDOG.

Narrative: ON THE SHEAD DEP OUT OF LAS, WE WERE LEVEL AT 9000 FT AT MDDOG, PER THE DEP. WE WERE NEXT GIVEN A CLB TO FL190 AND BEGAN TO CLB. SOMEHOW WE MISSED THE XING RESTR AT TARRK (AT 11000 FT) AND WE BELIEVE WE MAY HAVE PASSED THE WAYPOINT AT A HIGHER ALT THAN CHARTED. NEXT XING RESTR WAS SHEAD AT OR ABOVE 14000 FT AND THE CLB PAGE SET FOR CLB PWR, TEMPORARILY TARRK WAYPOINT WAS OVERLOOKED IN THE CLB. UPON REFLECTING ON THE PROC AND TO PREVENT THE SAME THING FROM HAPPENING, WHEN GIVEN A CLB CLRNC, I WILL READ BACK THE ALT AND 'CLB RESTR' TO MENTALLY MAKE A NOTE OF ANY LOWER XING ALT RESTRS. ALSO, I THINK THAT WITH PREVIOUS OPS IN LAS, I HAVE MENTALLY ACCUSTOMED MYSELF TO THE UNRESTR CLBS THAT WERE FREQUENTLY GIVEN. WE WERE USING SINGLE FMS OPS AT THE TIME IN A -300 WHICH I REALIZE TAKES A LOT MORE XCHKING THAN IN A -700 WITH DUAL FMS AND THE GLASS PICTURE. THE DEP WAS REVIEWED BY BOTH OF US ON PREFLT BRIEF, BUT BTWN THE TURB DISTR AND ASSUMPTION OF A HIGHER ALT, A XING RESTR WAS MISSED. I THINK THAT BY CHANGING MY READBACK PHRASEOLOGY, I CAN PREVENT THIS FROM HAPPENING AGAIN. SUPPLEMENTAL INFO FROM ACN 614305: I DON'T KNOW IF WE BUSTED 'TARRK AT 11000 FT,' WHICH WAS THE RESTRICTION. THE REASON WE DON'T KNOW THIS IS BECAUSE THE FMC WAS ON THE CLB PAGE. I REALLY THINK THAT DOING THE RNAV DEP AND ARRIVALS WITH ONE FMC IS LIKE DRIVING YOUR CAR IN THE RAIN WITHOUT WINDSHIELD WIPERS (AT LEAST IN THE B737-300/500).

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.