Narrative:

On jun/fri/05 we were briefed for a flight from sfo to lgb. We had to call clearance delivery at sfo because the clearance had not been received from the tower on pre departure clearance. Our clearance was the offshore 5 departure with the sxc transition; then as filed; climb and maintain 15000 ft; squawk XXXX; which was read back to clearance delivery with no corrections. We pulled the departure procedure and reviewed it. We read the narrative portion of the SID for the departure runways of runway 1L&right which stated; 'intercept and proceed via sfo 350 degree radial; then turn left to 200 degree heading to intercept and proceed via pye 151 degree radial to segul....' based on the narrative portion of the SID; we discussed both altitude restrs and determined that the 4 DME off of sfo was an altitude requirement only and that the turn was to be initiated at 1600 ft. We departed on runway 1L and at 1600 ft we began our turn to a 200 degree heading and contacted departure control. We checked in with departure control and advised him of our altitude and that we were in a turn to the 200 degree heading. As we were turning through approximately 260 degrees; departure control called and instructed us to turn back to a 350 degree heading and maintain 4000 ft and that the turn was not supposed to be made until 4 DME. At this same time we noticed that we were turning inside of an airbus and received a TA and then an RA from the TCASII; which we responded to as we turned back to a 350 degree heading. After we were clear of the conflict we were given a turn to 270 degree heading and a climb to 9000 ft. The remainder of the flight was uneventful. At altitude we reviewed the departure procedure again and still felt that the procedure did not effectively indicate that the turn was to be made at the sfo 350 degree radial and at 4 DME. The narrative section of the SID did not effectively compliment the graphical portion on the chart. We then reviewed 2 other departure procedures from sfo that followed the same routing and noticed that they both specifically stated in the narrative portion that the turn was to be made at 4 DME off sfo. After arrival at lgb; we obtained a DOT chart of the offshore 5 departure and noticed that the narrative portion of the procedure specifically stated 'cross sfo 350 degree radial 4 DME at or above 1600 ft thence...turn left heading 200 degrees....' later we were able to get a copy of the previous commercial chart for the offshore 5 departure which was replaced by the current chart we were using; and on that chart the narrative portion specifically stated 'cross sfo 350 degree radial 4 DME at or above 1600 ft. Thence....' it appeared that in the process of printing the new chart the above statement was left out. This incident would not have happened had the new offshore 5 departure procedure included the statement 'cross sfo 350 degree radial 4 DME at or above 1600 ft.' additionally; this was the first time we had done this departure out of sfo and; therefore; we had no prior knowledge of this to rely on.

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Original NASA ASRS Text

Title: A C560 CREW DID NOT TURN AT THE SFO 350 DEG RADIAL 4 DME BECAUSE THE CURRENT OFFSHORE 5 DEP DID NOT DISPLAY THAT CONSTRAINT.

Narrative: ON JUN/FRI/05 WE WERE BRIEFED FOR A FLT FROM SFO TO LGB. WE HAD TO CALL CLRNC DELIVERY AT SFO BECAUSE THE CLRNC HAD NOT BEEN RECEIVED FROM THE TWR ON PDC. OUR CLRNC WAS THE OFFSHORE 5 DEP WITH THE SXC TRANSITION; THEN AS FILED; CLB AND MAINTAIN 15000 FT; SQUAWK XXXX; WHICH WAS READ BACK TO CLRNC DELIVERY WITH NO CORRECTIONS. WE PULLED THE DEP PROC AND REVIEWED IT. WE READ THE NARRATIVE PORTION OF THE SID FOR THE DEP RWYS OF RWY 1L&R WHICH STATED; 'INTERCEPT AND PROCEED VIA SFO 350 DEG RADIAL; THEN TURN L TO 200 DEG HDG TO INTERCEPT AND PROCEED VIA PYE 151 DEG RADIAL TO SEGUL....' BASED ON THE NARRATIVE PORTION OF THE SID; WE DISCUSSED BOTH ALT RESTRS AND DETERMINED THAT THE 4 DME OFF OF SFO WAS AN ALT REQUIREMENT ONLY AND THAT THE TURN WAS TO BE INITIATED AT 1600 FT. WE DEPARTED ON RWY 1L AND AT 1600 FT WE BEGAN OUR TURN TO A 200 DEG HDG AND CONTACTED DEP CTL. WE CHKED IN WITH DEP CTL AND ADVISED HIM OF OUR ALT AND THAT WE WERE IN A TURN TO THE 200 DEG HDG. AS WE WERE TURNING THROUGH APPROX 260 DEGS; DEP CTL CALLED AND INSTRUCTED US TO TURN BACK TO A 350 DEG HDG AND MAINTAIN 4000 FT AND THAT THE TURN WAS NOT SUPPOSED TO BE MADE UNTIL 4 DME. AT THIS SAME TIME WE NOTICED THAT WE WERE TURNING INSIDE OF AN AIRBUS AND RECEIVED A TA AND THEN AN RA FROM THE TCASII; WHICH WE RESPONDED TO AS WE TURNED BACK TO A 350 DEG HDG. AFTER WE WERE CLR OF THE CONFLICT WE WERE GIVEN A TURN TO 270 DEG HDG AND A CLB TO 9000 FT. THE REMAINDER OF THE FLT WAS UNEVENTFUL. AT ALT WE REVIEWED THE DEP PROC AGAIN AND STILL FELT THAT THE PROC DID NOT EFFECTIVELY INDICATE THAT THE TURN WAS TO BE MADE AT THE SFO 350 DEG RADIAL AND AT 4 DME. THE NARRATIVE SECTION OF THE SID DID NOT EFFECTIVELY COMPLIMENT THE GRAPHICAL PORTION ON THE CHART. WE THEN REVIEWED 2 OTHER DEP PROCS FROM SFO THAT FOLLOWED THE SAME ROUTING AND NOTICED THAT THEY BOTH SPECIFICALLY STATED IN THE NARRATIVE PORTION THAT THE TURN WAS TO BE MADE AT 4 DME OFF SFO. AFTER ARR AT LGB; WE OBTAINED A DOT CHART OF THE OFFSHORE 5 DEP AND NOTICED THAT THE NARRATIVE PORTION OF THE PROC SPECIFICALLY STATED 'CROSS SFO 350 DEG RADIAL 4 DME AT OR ABOVE 1600 FT THENCE...TURN L HDG 200 DEGS....' LATER WE WERE ABLE TO GET A COPY OF THE PREVIOUS COMMERCIAL CHART FOR THE OFFSHORE 5 DEP WHICH WAS REPLACED BY THE CURRENT CHART WE WERE USING; AND ON THAT CHART THE NARRATIVE PORTION SPECIFICALLY STATED 'CROSS SFO 350 DEG RADIAL 4 DME AT OR ABOVE 1600 FT. THENCE....' IT APPEARED THAT IN THE PROCESS OF PRINTING THE NEW CHART THE ABOVE STATEMENT WAS LEFT OUT. THIS INCIDENT WOULD NOT HAVE HAPPENED HAD THE NEW OFFSHORE 5 DEP PROC INCLUDED THE STATEMENT 'CROSS SFO 350 DEG RADIAL 4 DME AT OR ABOVE 1600 FT.' ADDITIONALLY; THIS WAS THE FIRST TIME WE HAD DONE THIS DEP OUT OF SFO AND; THEREFORE; WE HAD NO PRIOR KNOWLEDGE OF THIS TO RELY ON.

Data retrieved from NASA's ASRS site as of January 2009 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.