Narrative:

The release and clearance was for the shead 6 departure. This was loaded correctly into the FMC. The shead 6 departure became effective at the end of july 2010. However; the shead 6 was posted in the chart binder apparently on the ship set date at the beginning of july 2010 so the shead 5 page preceded the shead 6 page. Both the pilot flying and the pilot not flying removed the first shead page for the departure. In both cases; the pilots were referencing the shead 5 departure. The shead 6 departure has two different points then the shead 5 after shead. Near the shead fix; we discovered the points on the legs page were different than our commercial chart page. After referencing the clearance and the release; we noted there were two shead departures but only the shead 6 was available in the FMC database. After inquiring with the la center as to which boach to fly; the center wanted the shead 5 to be flown. Since we could not load the shead 5; we confirmed we should fly the points in sequence as listed in the shead 5. A more thorough predeparture briefing may have discovered this earlier than we did. Before we had onboard commercial charts it was common practice to not post new commercial chart pages until the effective date. This technique stopped referencing the wrong chart. Our old habits referencing commercial charts no longer work.

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Original NASA ASRS Text

Title: A B737-300 flight crew suffered confusion as a result of having both the current and the previous revisions of the SHEAD RNAV SID in the ship set binders. Both pilots pulled out the first which was out of date. The FMC database and their clearance both had the correct; later; revision.

Narrative: The release and clearance was for the SHEAD 6 Departure. This was loaded correctly into the FMC. The SHEAD 6 Departure became effective at the end of July 2010. However; the SHEAD 6 was posted in the chart binder apparently on the ship set date at the beginning of July 2010 so the SHEAD 5 page preceded the SHEAD 6 page. Both the pilot flying and the pilot not flying removed the first SHEAD page for the departure. In both cases; the pilots were referencing the SHEAD 5 Departure. The SHEAD 6 Departure has two different points then the SHEAD 5 after SHEAD. Near the SHEAD fix; we discovered the points on the LEGS page were different than our Commercial Chart page. After referencing the clearance and the Release; we noted there were two SHEAD departures but only the SHEAD 6 was available in the FMC database. After inquiring with the LA Center as to which BOACH to fly; the Center wanted the SHEAD 5 to be flown. Since we could not load the SHEAD 5; we confirmed we should fly the points in sequence as listed in the SHEAD 5. A more thorough predeparture briefing may have discovered this earlier than we did. Before we had onboard Commercial Charts it was common practice to not post new Commercial Chart pages until the effective date. This technique stopped referencing the wrong chart. Our old habits referencing Commercial Charts no longer work.

Data retrieved from NASA's ASRS site as of April 2012 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.