G650 flight crew reported encountering wake turbulence departing LAX and also received an RA after flying towards the wrong waypoint after climb-out; which the flight crew later realized was due to an error being made while setting up the FMS for the departure.
Synopsis
G650 flight crew reported encountering wake turbulence departing LAX and also received an RA after flying towards the wrong waypoint after climb-out; which the flight crew later realized was due to an error being made while setting up the FMS for the departure.
Narrative
Departing LAX for ZZZZ we were on Taxiway A to hold short of F. As we approached Taxiway F the controller told us to cross Runway 25L at F and hold short of Runway 25R; As I was the PF the PM acknowledged the clearance and then said he would switch the FMS to a Runway 25R departure as Runway 25L was loaded. Note we had briefed for the possibility of either a 25L or 25R departure and I stated that it would be either RNAV to DOCKR or HIIPR. The controller then instructed us to expedite crossing Runway 25L traffic on a 2-mile final hold short of Runway 25R. As soon as I crossed 25L and was approaching the 25R hold line the controller said Runway 25R RNAV DOCKR cleared for takeoff. I entered the runway keeping the departing aircraft insight while the PM finished with the FMS changes and lineup checklist. I asked if he was ready and he responded yes. At that time we started the takeoff roll and initiated the climb-out. At approximately 400 feet AGL we encountered wake turbulence from the aircraft in front of us. A few seconds later the wake turbulence rolled us in a 45-degree bank and it took a significant amount of force to regain control with wings level. Once I leveled the wings and again started to follow the command bars I noticed the aircraft was in a right turn. I asked the PM to confirm we were going the correct direction as the briefing indicated a left turn. Within a few seconds the controller instructed us to climb to 6000 feet and then we received a TCAS advisory. Shortly after that we got a TCAS RA 'monitor VS.' The controller then gave us a left turn heading followed by another heading and then direct to ORCKA. The remainder of the departure was with normal operations. After climbing above FL180 and autopilot on we began to discuss what went wrong with the departure. When the FMS was checked we saw that Runway 24R was inadvertently loaded into the FMS and because of this it had commanded a right turn after takeoff.Both of us discussed what had happened and realized what went wrong. Had we not been rushed and verified the correct departure was loaded into the system and if we had looked at the FMS when given the departure clearance 'RNAV DOCKR' to double-check DOCKR as the first fix the situation could have been prevented. This will now be added into our procedure going forward to prevent this type of error happening again.
Second reporter narrative
After receiving clearance via PDC at FBO LAX; aircrew loaded the ORCKA 5 Departure for 25R. Aircrew briefed and discussed the two different departure fixes (DOCKR and HIIPR) for 25R and 25L to be prepared for either runway. Ground then cleared us to taxi to 25L via Taxiway Alpha and hold short of Foxtrot taxiway. Aircrew discussed and took that taxi instruction as an 'expect' 25L; and I changed the departure runway with ORCKA 5 for 25L. While taxiing on Alpha; Ground Control advised us to expect either runway (25L or 25R) for departure and then to monitor Tower. While taxiing on Alpha towards Foxtrot; Tower told us to 'cross 25L at Foxtrot hold short of 25R; landing aircraft on a 2-mile final.' We read back the taxi instructions; saw the aircraft on final; and hurried to cross 25L as we were still a few hundred yards from Foxtrot. After crossing 25L and while slowing to stop at the hold-short of 25R at Foxtrot; we were told; 'behind departing aircraft cleared for takeoff 25R ORCKA 5 RNAV to DOCKR.' I was very busy reading back the takeoff instructions; completing the takeoff checks and re-loading the ORCKA 5 Departure for 25R as we were taking the runway. In hindsight; it appears I accidentally entered the ORCKA 5 for 24R" instead of '25R' during this very busy evolution. After getting airborne; Tower instructed us to change to Departure. As I was heads down changing to Departure frequency and cleaning up the aircraft; we began to experience moderate wake turbulence from preceding aircraft that was causing us to roll in either direction. As the pilot fought the rolling tendencies from the wake turbulence; he noticed the Flight Director (FD) turning us to the right. He asked if FABRA was where we were supposed to be flying to. I looked down at the FMS and responded 'yes' because it was the active waypoint. It was at that point that I realized that we were not going the right way because our point should have been DOCKR and a heading after that. As I was telling the pilot to come back to the left; we received a traffic advisory. At the same time ATC informed us to turn left; that we were going the wrong way. As we were turning left; we received a resolution advisory; RA; to monitor vertical speed. ATC gave us an initial heading of 180; then later to 220-ish (can't remember specifically). We were given a few altitude changes/climbs throughout this evolution. We were eventually given a direct to a point on our route of flight.This incident should not have occurred; but did; due to human error caused by both perceived and real-world operational pressures to expedite the departure during a high workload and critical regime of flight. The lesson learned here for us is that both the flying pilot and the monitoring pilot need to confirm that the RNAV waypoint in the FMS is indeed the first point as given in the clearance."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.