Narrative:

During an RNAV departure from lax runway 25R via the HOLTZ7; we had an en route deviation during the procedure approaching adore waypoint. We had just received a clearance from departure control to accelerate to 250 KTS and maintain 5000 ft. After selecting the new speed; I noticed that although the turn at adore was in the right direction; a turn to the left; it appeared to be much greater than I had seen on the chart. I think the captain and I noticed it at about the same time; because when I looked up; he had already disconnected the autoplt to stop the turn towards shaef. At roughly the same time; we got a call from departure telling us to turn right to around 220 to 230 degrees. Departure ultimately gave us vectors towards thermal trm and a frequency change and we proceeded on to our destination. I made a copy of the waypoints as they looked after an intermediate leveloff; and noticed shaef waypoint with the range set at 40 miles was actually on the east side of lax and superimposed over ont. I called lax clearance delivery to tell him of the apparent error in the software of our aircraft; and gave him the particulars. He told me that ATC had just shut down the HOLTZ7; and that the other 3 aircraft had experienced the same problem. He stated that they were 'testing' the departure; and that apparently all 3 of the aircraft had been the same air carrier. We notified dispatch of the problem and that we were going to file a report. During the preflight; both the captain and I reviewed the RNAV departure and the associated page specifics on the SID advisory notice. We accomplished the clearance check; route check; and the legs check with the captain reading from the CDU while I verified the waypoints order on the departure and the flight plan. We were both in the 10 mile range during the preflight and for the takeoff. In position for takeoff; the aircraft was perfectly aligned with the runway symbol. The captain had briefed that we would select LNAV above 100 ft; and that we would engage the autoplt out of 1000 ft. The initial departure was accurate up to the adore waypoint. In hindsight; it appears that the waypoint for shaef was not correctly programmed in the software. Also; if we had expanded the map display up to the 40 mile; or possibly the 20 mile range; or noticed the heading that was displayed on the FMC with the chart; this misplaced waypoint might have been seen prior to departing. I can guarantee that these extra steps will be part of my preflight preparations. Runway 25L was closed at the time of this incident; and no other known traffic was affected by this incident. We were IMC at the time of the deviation; and outside of the initial heading assignment; ATC did not make any other issue of the deviation to us over the radio.supplemental information from acn 707937: all points were present and in the correct order and with the proper altitude restrictions. I did not notice the 069 degree course between adore and shaef on the CDU because I was so intent on confirming the points on the map display. By using the ten nautical mile scale I only saw one point displayed at a time. In hindsight; I should have increased the scale of the map display after checking the points so I could have seen the entire RNAV departure on the display at one time.

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Original NASA ASRS Text

Title: FLT CREW OF B757-200 EXPERIENCES TRACK DEV ON HOLTZ RNAV SID FROM LAX. RPT SHAEF WAYPOINT GROSSLY MISLOCATED IN FMS DATABASE.

Narrative: DURING AN RNAV DEP FROM LAX RWY 25R VIA THE HOLTZ7; WE HAD AN ENRTE DEV DURING THE PROC APCHING ADORE WAYPOINT. WE HAD JUST RECEIVED A CLRNC FROM DEP CTL TO ACCELERATE TO 250 KTS AND MAINTAIN 5000 FT. AFTER SELECTING THE NEW SPD; I NOTICED THAT ALTHOUGH THE TURN AT ADORE WAS IN THE RIGHT DIRECTION; A TURN TO THE L; IT APPEARED TO BE MUCH GREATER THAN I HAD SEEN ON THE CHART. I THINK THE CAPT AND I NOTICED IT AT ABOUT THE SAME TIME; BECAUSE WHEN I LOOKED UP; HE HAD ALREADY DISCONNECTED THE AUTOPLT TO STOP THE TURN TOWARDS SHAEF. AT ROUGHLY THE SAME TIME; WE GOT A CALL FROM DEP TELLING US TO TURN RIGHT TO AROUND 220 TO 230 DEGS. DEP ULTIMATELY GAVE US VECTORS TOWARDS THERMAL TRM AND A FREQ CHANGE AND WE PROCEEDED ON TO OUR DEST. I MADE A COPY OF THE WAYPOINTS AS THEY LOOKED AFTER AN INTERMEDIATE LEVELOFF; AND NOTICED SHAEF WAYPOINT WITH THE RANGE SET AT 40 MILES WAS ACTUALLY ON THE E SIDE OF LAX AND SUPERIMPOSED OVER ONT. I CALLED LAX CLRNC DELIVERY TO TELL HIM OF THE APPARENT ERROR IN THE SOFTWARE OF OUR ACFT; AND GAVE HIM THE PARTICULARS. HE TOLD ME THAT ATC HAD JUST SHUT DOWN THE HOLTZ7; AND THAT THE OTHER 3 ACFT HAD EXPERIENCED THE SAME PROB. HE STATED THAT THEY WERE 'TESTING' THE DEP; AND THAT APPARENTLY ALL 3 OF THE ACFT HAD BEEN THE SAME ACR. WE NOTIFIED DISPATCH OF THE PROB AND THAT WE WERE GOING TO FILE A RPT. DURING THE PREFLT; BOTH THE CAPT AND I REVIEWED THE RNAV DEP AND THE ASSOCIATED PAGE SPECIFICS ON THE SID ADVISORY NOTICE. WE ACCOMPLISHED THE CLRNC CHK; RTE CHK; AND THE LEGS CHK WITH THE CAPT READING FROM THE CDU WHILE I VERIFIED THE WAYPOINTS ORDER ON THE DEP AND THE FLT PLAN. WE WERE BOTH IN THE 10 MILE RANGE DURING THE PREFLT AND FOR THE TKOF. IN POSITION FOR TKOF; THE ACFT WAS PERFECTLY ALIGNED WITH THE RWY SYMBOL. THE CAPT HAD BRIEFED THAT WE WOULD SELECT LNAV ABOVE 100 FT; AND THAT WE WOULD ENGAGE THE AUTOPLT OUT OF 1000 FT. THE INITIAL DEP WAS ACCURATE UP TO THE ADORE WAYPOINT. IN HINDSIGHT; IT APPEARS THAT THE WAYPOINT FOR SHAEF WAS NOT CORRECTLY PROGRAMMED IN THE SOFTWARE. ALSO; IF WE HAD EXPANDED THE MAP DISPLAY UP TO THE 40 MILE; OR POSSIBLY THE 20 MILE RANGE; OR NOTICED THE HDG THAT WAS DISPLAYED ON THE FMC WITH THE CHART; THIS MISPLACED WAYPOINT MIGHT HAVE BEEN SEEN PRIOR TO DEPARTING. I CAN GUARANTEE THAT THESE EXTRA STEPS WILL BE PART OF MY PREFLT PREPARATIONS. RWY 25L WAS CLOSED AT THE TIME OF THIS INCIDENT; AND NO OTHER KNOWN TFC WAS AFFECTED BY THIS INCIDENT. WE WERE IMC AT THE TIME OF THE DEV; AND OUTSIDE OF THE INITIAL HDG ASSIGNMENT; ATC DID NOT MAKE ANY OTHER ISSUE OF THE DEV TO US OVER THE RADIO.SUPPLEMENTAL INFO FROM ACN 707937: ALL POINTS WERE PRESENT AND IN THE CORRECT ORDER AND WITH THE PROPER ALT RESTRICTIONS. I DID NOT NOTICE THE 069 DEG COURSE BETWEEN ADORE AND SHAEF ON THE CDU BECAUSE I WAS SO INTENT ON CONFIRMING THE POINTS ON THE MAP DISPLAY. BY USING THE TEN NAUTICAL MILE SCALE I ONLY SAW ONE POINT DISPLAYED AT A TIME. IN HINDSIGHT; I SHOULD HAVE INCREASED THE SCALE OF THE MAP DISPLAY AFTER CHKING THE POINTS SO I COULD HAVE SEEN THE ENTIRE RNAV DEP ON THE DISPLAY AT ONE TIME.

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.