B737-800
Flight Crew Last 90 Days 137; Flight Crew Type 676
Human-Machine Interface; Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Human Factors
We were flying the LOOP Six Departure out of LAX in a heavy -800. It was a reduced climb 1 giving us a climb gradient of 530 FT/NM up to 10;000 feet. The SID called for at least 500 FT/NM to 10;000 feet. Passing 3;000 feet; I called for 250 knots following briefing page guidance. The Captain questioned why I wanted to accelerate and I explained it was due to the guidance on the briefing page. Later I realized he was concerned about meeting the 10;000 feet restriction overhead LAX. ATC gave us an early turn toward LAX. Pointing toward LAX I realized we would have a hard time meeting the restriction. I selected V/S and managed to meet the restriction; but slowed to 210 to 220 knots in the process. Reaching 10;000 feet right at LAX. I selected VNAV to pick up speed again. Right at this point there was a frequency change and the Captain was talking on the radio so I didn't tell him of my VNAV selection. Shortly after picking up speed; I got an 'unable next altitude' and I now realized I would have a hard time meeting the KEGGS at 13;000 feet restriction. Again I selected V/S; but this time we didn't make the restriction and was probably a little above 12;000 feet crossing KEGGS. We did meet the COOPP restriction at 15;000 feet. There was no traffic conflict that we were aware of and ATC didn't say anything about us not meeting the restriction. I think it was a combination of an early turn by ATC and my unfamiliarity with the departure that lead to the event. Had I stayed at 210 and made an easy turn we would probably have made the restriction. ATC should be careful about turning us too early. According to the performance calculations; we should have been able to meet the restriction with a reduced climb 1 with normal acceleration.
Departed LAX in an -800 fully loaded. Shortly after takeoff; the First Officer asked to set speed 250. I told him it would be better for the climb if we stayed at 210 through the turn on the LOOP Departure. He argued that the briefing page note says to accelerate to 250 no matter which direction. ATC issued the left turn to LAX to join the departure. I knew it would be close but he accelerated to 250 in the turn (he ignored what I had recommended).We barely made the 10;000 feet restriction. Got a frequency change and; while I was heads-down changing the radio; he pushed VNAV and of course the aircraft leveled off to accelerate. By the time I caught it; we were too late to make the 13;000 feet restriction by 1;000 feet. I directed him to use Vertical Speed so we could make the 15;000 feet restriction. I explained to the First Officer that there are no speed restrictions on that departure and explained the reason for the note on the briefing page. We definitely had a failure to communicate. There were no aircraft around us on TCAS and ATC carried on as normal as if they didn't even to notice.
B737-800 flight crew reports missing the KEGGS crossing restriction on the Loop 6 departure from LAX due to the First Officer attempting to accelerate without consideration for the restrictions.