2011-10 · NASA ASRS report 973467
CE750 flight crew reports turning early during the LOUPE1 departure out of SJC; after a rushed preflight; and is instructed to level off at 4;000 FT versus the 5;000 FT originally assigned. Subsequent crossing restrictions may have been missed after deviations for a thunderstorm.
We had a last minute change in aircraft; coupled with a change in departure time to 30 minutes earlier. I allowed those changes; along with fueling; catering; etc. to push me into a 'rushed' mode. On departure from Runway 30L; flying the LOUPE1 Departure; there was a thunderstorm to the northeast and east of the airport (SJC). While listening to the reports about the weather; I misread the flight path indications on the MFD and initiated the turn to the 120 degree heading too early. Per the LOUPE1 Departure procedure; the initial altitude is 5;000 FT MSL. Approximately halfway through the turn; NCT instructed us to stop our climb at 4;000 FT; apparently because my early turn had reduced the spacing between us and the flight we were following. Shortly thereafter; Departure cleared us to climb to 5;000 FT. About that time; the flight in front of us reported a lightening strike; so we requested a turn away from the weather. We were given a turn to 210 degrees followed by a direction for an expedited climb to 15;000 FT; and soon thereafter a clearance of direct to the SJC VOR to resume the departure. With my error of an early turn and all the other confusion; I am not certain that we made the altitude restriction over the SJC VOR.
During our cockpit discussions; several aircraft departed into the thunderstorm and I thought therefore it was going to be OK for our departure. We taxied out; discussing the departure and the close proximity of Class B airspace which would limit our climb speed to 200 KIAS. We took off from Runway 30L with no event. The LOUPE1 has a departing aircraft make a right hand turn at 1.8 DME to a heading of 120 degrees. I noticed that we had turned at 1.0 DME and therefore started our turn early. The pilot flying did this to avoid some weather off to our left. ATC immediately gave us an altitude clearance to maintain 4;000 FT and advised us of traffic at our 12 o'clock position. It was then I realized that our early turn may have caused a traffic conflict. After about 15 seconds; when established on our 120 degree heading; we were given a climb to 5;000 FT. At the same time a preceding aircraft reported a lightning strike passing 7;000 FT. I immediately asked for a heading to keep us clear of the more severe weather we were about to encounter on our 120 degree heading. We were cleared to turn to a 210 degree heading and given a climb to 15;000 FT. Due to our deviating turn away from weather; we were now positioned in much closer proximity to SJC VOR and I believe we did not cross SJC VOR at 12;000 FT. After crossing SJC VOR using LNAV; we were given a climb to FL190 and to continue on the departure. The LOUPE1 has yet another crossing restriction at waypoint 'RONRE' of 14;000 FT. We came to within 300 FT low of crossing RONRE at 14;000 FT. After passing RONRE we had exited the weather and were in the clear; climbing uneventfully. We continued the rest of the flight without incident. ATC at no time questioned our altitude or made us aware of the restrictions on the departure. The PIC and I (pilot not flying) noticed that many earlier departing aircraft had turned early on the LOUPE1 to avoid weather as well and that perhaps that was the reason ATC never said anything. I feel that we as a crew; if we could have delayed the flight by as little as 10-15 minutes; all of this would have been avoided. I feel that the pressure that we felt compelled us to depart on our flight when we should have delayed. At NO time did we have an altitude bust; other than not meeting our climbing restrictions on the departure. It is imperative that flight crews recognize time compression and pressurized time situations to avoid potential catastrophic consequences.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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