Narrative:

I was to be the pilot flying from lax. I received our ACARS pre departure clearance clearance at the gate. We were cleared as filed; except the departure was changed from the loop 4 to the oshnn 3. Noticing the route changes in the pre departure clearance has been a hot topic and I was careful to catch it. The ATIS stated that the current active runway at lax was runway 6R. The captain noted at that time that it would probably be changing in a couple of minutes. I did not recognize the oshnn departure and made the incorrect assumption that it was associated with the non-standard runway (6R). I assumed that we would probably receive an updated clearance for the loop if the runway changed. I entered runway 24L and the loop into the FMC; noting that I would confirm both. The captain stated that we would have plenty of time to change it (meaning the runway) if we had to taxi down to runway 6R. I pulled up the new ATIS about 5 minutes later and confirmed that the new active runway was runway 24L. I thought about calling clearance right then to confirm the departure but decided I would just ask ground when we pushed. During our crew brief I briefed that we were cleared the oshnn but expected the loop. I stated this quickly and did not confirm if the captain had heard or understood my statement. I also did not mention that it was the loop and not the oshnn that was in the FMC. During our push call there was confusion concerning company pushing off another gate and ground took a moment to sort it out on the radio. This caused me to forget to check on the clearance. That was the last I thought about it until on departure. We were cleared for takeoff on runway 24L. On departure; about 10 miles from lax; we were cleared a left turn direct pevee; with a climb to 13000 ft. I went to pull up the fix on the legs page and when the fix was not there; I realized it was the oshnn 3. I initiated a turn to the left (thinking we would have the fix in the FMC momentarily) and started climbing to 13000 ft. I was distracted by the search for the pevee fix and by the time the captain got pevee in; I had turned well past the fix and so I immediately corrected back direct pevee. While in the turn back to pevee departure noted our vector and after a brief inquiry as to where we were going; gave us a vector. Socal then gave us a new frequency and a phone number to call on the ground. There was no conflict with other aircraft that we were aware of. First and foremost; I should never have entered the incorrect clearance into the FMC and by delaying the confirmation call I was setting myself up. I should have put in the oshnn until I confirmed the loop and then changed it. That said; I also should have confirmed that the captain understood what I had in the FMC. He at least then could have backed me up on it. Had I looked at the oshnn departure; I would have seen that it was not an east (runway 6R) departure and would have known that it would probably not change. This could have saved everyone a lot of trouble. On the departure; when we did not have pevee loaded; we should have immediately asked for either a vector or the phonetic spelling of the fix. I should not have allowed myself to become distracted. I would have noticed that I had turned too far. Upon landing the captain talked with ATC about our difficulty. The controller was understanding and wanted to clarify the situation for the benefit of all parties. It is of minor note; that the reason for the oshnn clearance versus the loop was noise abatement. No loops or gormans are issued prior to that time according to the plates.

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Original NASA ASRS Text

Title: FLT CREW PROGRAMS FMC WITH SID BY WHICH THEY ASSUME THEY WILL BE CLEARED RATHER THAN THE ROUTE BY WHICH THEY WERE GIVEN ON THEIR PDC.

Narrative: I WAS TO BE THE PILOT FLYING FROM LAX. I RECEIVED OUR ACARS PDC CLEARANCE AT THE GATE. WE WERE CLEARED AS FILED; EXCEPT THE DEPARTURE WAS CHANGED FROM THE LOOP 4 TO THE OSHNN 3. NOTICING THE ROUTE CHANGES IN THE PDC HAS BEEN A HOT TOPIC AND I WAS CAREFUL TO CATCH IT. THE ATIS STATED THAT THE CURRENT ACTIVE RWY AT LAX WAS RWY 6R. THE CAPTAIN NOTED AT THAT TIME THAT IT WOULD PROBABLY BE CHANGING IN A COUPLE OF MINUTES. I DID NOT RECOGNIZE THE OSHNN DEPARTURE AND MADE THE INCORRECT ASSUMPTION THAT IT WAS ASSOCIATED WITH THE NON-STANDARD RUNWAY (6R). I ASSUMED THAT WE WOULD PROBABLY RECEIVE AN UPDATED CLEARANCE FOR THE LOOP IF THE RUNWAY CHANGED. I ENTERED RWY 24L AND THE LOOP INTO THE FMC; NOTING THAT I WOULD CONFIRM BOTH. THE CAPTAIN STATED THAT WE WOULD HAVE PLENTY OF TIME TO CHANGE IT (MEANING THE RUNWAY) IF WE HAD TO TAXI DOWN TO RWY 6R. I PULLED UP THE NEW ATIS ABOUT 5 MINUTES LATER AND CONFIRMED THAT THE NEW ACTIVE RWY WAS RWY 24L. I THOUGHT ABOUT CALLING CLEARANCE RIGHT THEN TO CONFIRM THE DEPARTURE BUT DECIDED I WOULD JUST ASK GROUND WHEN WE PUSHED. DURING OUR CREW BRIEF I BRIEFED THAT WE WERE CLEARED THE OSHNN BUT EXPECTED THE LOOP. I STATED THIS QUICKLY AND DID NOT CONFIRM IF THE CAPTAIN HAD HEARD OR UNDERSTOOD MY STATEMENT. I ALSO DID NOT MENTION THAT IT WAS THE LOOP AND NOT THE OSHNN THAT WAS IN THE FMC. DURING OUR PUSH CALL THERE WAS CONFUSION CONCERNING COMPANY PUSHING OFF ANOTHER GATE AND GROUND TOOK A MOMENT TO SORT IT OUT ON THE RADIO. THIS CAUSED ME TO FORGET TO CHECK ON THE CLEARANCE. THAT WAS THE LAST I THOUGHT ABOUT IT UNTIL ON DEPARTURE. WE WERE CLEARED FOR TAKEOFF ON RWY 24L. ON DEPARTURE; ABOUT 10 MILES FROM LAX; WE WERE CLEARED A LEFT TURN DIRECT PEVEE; WITH A CLIMB TO 13000 FT. I WENT TO PULL UP THE FIX ON THE LEGS PAGE AND WHEN THE FIX WAS NOT THERE; I REALIZED IT WAS THE OSHNN 3. I INITIATED A TURN TO THE LEFT (THINKING WE WOULD HAVE THE FIX IN THE FMC MOMENTARILY) AND STARTED CLIMBING TO 13000 FT. I WAS DISTRACTED BY THE SEARCH FOR THE PEVEE FIX AND BY THE TIME THE CAPTAIN GOT PEVEE IN; I HAD TURNED WELL PAST THE FIX AND SO I IMMEDIATELY CORRECTED BACK DIRECT PEVEE. WHILE IN THE TURN BACK TO PEVEE DEPARTURE NOTED OUR VECTOR AND AFTER A BRIEF INQUIRY AS TO WHERE WE WERE GOING; GAVE US A VECTOR. SOCAL THEN GAVE US A NEW FREQUENCY AND A PHONE NUMBER TO CALL ON THE GROUND. THERE WAS NO CONFLICT WITH OTHER AIRCRAFT THAT WE WERE AWARE OF. FIRST AND FOREMOST; I SHOULD NEVER HAVE ENTERED THE INCORRECT CLEARANCE INTO THE FMC AND BY DELAYING THE CONFIRMATION CALL I WAS SETTING MYSELF UP. I SHOULD HAVE PUT IN THE OSHNN UNTIL I CONFIRMED THE LOOP AND THEN CHANGED IT. THAT SAID; I ALSO SHOULD HAVE CONFIRMED THAT THE CAPTAIN UNDERSTOOD WHAT I HAD IN THE FMC. HE AT LEAST THEN COULD HAVE BACKED ME UP ON IT. HAD I LOOKED AT THE OSHNN DEPARTURE; I WOULD HAVE SEEN THAT IT WAS NOT AN EAST (RWY 6R) DEPARTURE AND WOULD HAVE KNOWN THAT IT WOULD PROBABLY NOT CHANGE. THIS COULD HAVE SAVED EVERYONE A LOT OF TROUBLE. ON THE DEPARTURE; WHEN WE DID NOT HAVE PEVEE LOADED; WE SHOULD HAVE IMMEDIATELY ASKED FOR EITHER A VECTOR OR THE PHONETIC SPELLING OF THE FIX. I SHOULD NOT HAVE ALLOWED MYSELF TO BECOME DISTRACTED. I WOULD HAVE NOTICED THAT I HAD TURNED TOO FAR. UPON LANDING THE CAPTAIN TALKED WITH ATC ABOUT OUR DIFFICULTY. THE CONTROLLER WAS UNDERSTANDING AND WANTED TO CLARIFY THE SITUATION FOR THE BENEFIT OF ALL PARTIES. IT IS OF MINOR NOTE; THAT THE REASON FOR THE OSHNN CLEARANCE VERSUS THE LOOP WAS NOISE ABATEMENT. NO LOOPS OR GORMANS ARE ISSUED PRIOR TO THAT TIME ACCORDING TO THE PLATES.

Data retrieved from NASA's ASRS site as of May 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.