A B757 PILOT REPORTS A POSSIBLE PHX STANFIELD TWO DEP SID DEV. ACFT TURNED PRIOR TO 4 DME BECAUSE OF A TURN CLRNC FROM ATC BASED ON ALT NOT DME.

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PHX EBOUND NOISE ABATEMENT PROC AND EARLY TURN OFF OF SID. DEPARTING PHX-TUS OUR ATC CLRNC WAS TO FLY THE STANFIELD 2 DEP -- TUCSON TRANSITION (TFD2.TUS) THEN DIRECT TUS WITH AN INITIAL CLB TO 7000 FT. THE CAPT AND I THOROUGHLY PRE-BRIEFED THE DEP SID FOR RWY 7R; NOTING THE HDG 078 AFTER TKOF UP TO 1550 FT; THEN HDG 070; AT 4 DME E OF THE PXR VOR R A TURN TO HDG 100 FT. THE PRE-DEP BRIEFING ALSO INCLUDED A THOROUGH REVIEW OF THE ACFT FMS; NOTING THAT THE RWY; DEP PROC AND TRANSITION; WITH ALL APPLICABLE HDGS AND ALTS; WERE LOADED CORRECTLY AND THAT LNAV MODE WOULD BE USED ON THE ACTUAL DEP. A REVIEW OF THE SINGLE ENG FAILURE PROC FOR RWY 7R WAS ALSO DONE PRIOR TO TAXI AND THE MEANS FOR US TO COMPLY WITH THIS PROC IF REQUIRED DURING THE TKOF. A REVIEW OF THE COMPANY PAGE FOR PHX SHOWS A NOTE FOR RWYS 8 AND 7L ONLY. IT READS; 'RWYS 8 AND 7L ARE NOISE SENSITIVE AND CLOSE ADHERENCE TO EBOUND DEP SIDS IS NECESSARY.' THE NEXT NOTE ON THE PAGE STATES; 'DEP TO THE E ARE REQUESTED TO DELAY TURNS ON COURSE UNTIL 4 DME E OF THE PXR DUE TO NOISE ABATEMENT.' I RECALL REVIEWING THE COMPANY PAGE MYSELF AND THAT NOTHING RESTRICTIVE FOR OUR FLT; STOOD OUT AS A RED FLAG. THE FLT DEPARTED ON RWY 7R WITH A D-2 PWR SETTING AND I WAS HAND FLYING. AT 400 FT AGL; I CALLED FOR LNAV AND THE CAPT SELECTED IT. AT 1000 FT AGL VNAV WAS REQUESTED AND SELECTED BY THE CAPT; FLAP RETRACTION AND ACCELERATION WAS NORMAL. THE AFTER TKOF CHKLIST WAS COMPLETED AND CLB-2 PWR SETTING REMAINED. THE GND TRACK FOR THE FLT WAS NORMAL AND FOLLOWED THE DEP SID PROC TFD2.TUS. TO THE BEST OF MY RECOLLECTION; UPON INITIAL CONTACT WITH PHX DEP CTL WE WERE GIVEN A CLRNC TO CLB AND MAINTAIN 10000 FT; LEAVING 4000 FT CLRED DIRECT TO THE TUCSON ARPT; IT WOULD HAVE BEEN 3000; 4000 OR 5000 FT. I CANNOT RECALL BUT THERE WAS AN ALT RESTR WITH THE TURN. WHILE CLBING THROUGH THAT TURN RESTR ALT THE CAPT CHANGED THE FMS TO DIRECT TUCSON; I CONFIRMED IT; HE EXECUTED IT; LNAV MODE WAS ENGAGED TO COMPLY WITH THE CLRNC AND THE CLB CONTINUED TO 10000 FT. I MANEUVERED THE AIRPLANE TO FOLLOW THE FLT DIRECTOR COMMAND BARS AND DURING THE TURN TOWARDS THE S THE AUTOPLT WAS SELECTED ON. THERE WAS NOTHING ABNORMAL ABOUT THIS CLRNC FROM ATC NOR DID I HAVE A FEELING THAT BEING VECTORED OFF THE SID WOULD CAUSE A NOISE ABATEMENT PROB. I AM NOT AWARE OF THE DISTANCE E OF THE PXR VOR THAT THIS CLRNC OCCURRED. IF THERE IS A QUESTION AS TO WHY WE MADE A TURN TO THE S PRIOR TO THE 4 DME PXR FIX; IT MAY BE ASSOCIATED WITH THE ATC INITIATED AMENDMENT TO OUR CLRNC. THE AIRPLANE WAS LIGHT AND CLBING FAST; ATC MAY HAVE ASSUMED; BY GIVING US AN ALT RESTR PRIOR TO THE TURN DIRECT TUCSON; THAT WE WOULD BE BEYOND THE 4 DME FIX FOR NOISE ABATEMENT. THE DEP SECTION OF THE PAGE SHOULD ADD RWY 7R WITH THE EBOUND RWYS 8 AND 7L NOTES. ALSO THE SECOND NOTE ABOUT THE EBOUND DEPS MIGHT BE CLARIFIED BY REMOVING THE WORD REQUESTED AND INCLUDE A STATEMENT THAT IS RESTRICTIVE IN NATURE (RED FLAG); SUCH AS: NO ON COURSE TURNS PRIOR TO THE 4 DME FIX ARE TO OCCUR; DUE TO STRICT NOISE ABATEMENT PROCS. OR DO NOT ACCEPT ON COURSE TURNS PRIOR TO THE 4 DME FIX; DUE TO STRICT NOISE ABATEMENT PROCS.