Date: 201902
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: We departed off Runway 25R from LAX. We were assigned the ORCKA 3 SID; given 'climb via' the SID except maintain 5;000 feet. The SID has a discontinuity between initial RNAV fixes into an assigned heading transition to 'EXPECT' a turn to the KLIPR fix.I was Pilot Flying and hand flying the departure. When we started on the 236 HDG (Heading); I asked my copilot to double check the chart to see if that HDG should be continued or if we had a another turn. He said we needed to turn towards KLIPR; so I began the turn. Since I was hand flying; I did not pull out my EFB (Electronic Flight Bag) to double check and glanced at the chart my copilot had displayed on his EFB. The turn; however; was not authorized and we were queried by the controller as to why we were turning which was my first realization that I had deviated from my clearance. He then vectored us per his discretion back onto the arrival.After reviewing the issue with my copilot; I realized he was looking at a NACO (government published) Chart; which had a graphic depiction of the turn to KLIPR being next. He did not understand the symbology of the NACO chart whereas the dotted lines represented 'assigned' track vs. 'own navigation' track. He did not read the narrative therefore he did not understand that the turn to KLIPR must be assigned vs. 'own navigation.'As PIC (pilot in command); I utterly failed to review the SID narrative thoroughly enough to understand what the copilot was directing me to do was incorrect. I bare sole responsibility as my copilot is very low time; and was not experienced with operating out of LAX.I could have avoided this by executing a much more thorough review of the SID prior to departure and using CRM to ensure both myself; and my copilot understood the SID. I will also add that the NACO graphic depiction of this SID was confusing even to me; as I had not immediately remembered the difference between a dotted track and a solid line track; as I am accustomed to using JEPP charts. I should have called for the autopilot; then checked the chart myself; prior to making the unauthorized turn.


Second narrative: I was the first officer onboard a routine passenger carrying leg from LAX. We were in a Cessna Citation XL; and we were cleared via the ORCKA Three RNAV departure. The Captain and I reviewed the SID prior to takeoff; but did not make a proper note of the differences in appearance between the FAA chart and the Jeppesen chart for this particular SID. The Pilot in Command (PIC) was using a current Jeppesen chart; I was using a current FAA chart. The company I fly for just recently provided me with Jeppesen charts for my iPad inside of our approved ForeFlight app; and I felt more comfortable using the FAA charts. The FAA chart depicts a dotted line turn to the left after fix HIIPR taking off Runway 25R that confused me. Our takeoff instructions from Tower were as follows: Cleared for takeoff; Runway 25R; Climb Via the SID. The takeoff was normal; as was the first part of the SID. We maintained runway heading until 640 feet; then turned onto a heading of 236 as stated in the SID. It was after we had completed this much of the SID that I became confused as to what we were supposed to do next.In the moment; I felt that the FMS wasn't sequencing properly and voiced my concern to the PIC that the FMS was not initiating the dotted left-hand turn. I then confused the PIC on this matter; and the PIC initiated the left-hand turn towards fix KEGGS. Los Angles Departure immediately realized the mistake; began giving us corrective headings; and assigned a new altitude of 10;000 feet MSL. We complied with all of his instructions as promptly as we could; and when he queried what we were doing; we told him we were sorry for making the mistake. I now know after briefing this matter thoroughly with the PIC as well as my Chief Pilot that on FAA charts when the turn is depicted as a dotted line this means that it is an 'expect' turn; not an 'automatic' turn. Both of them also pointed out that the dotted line turn is not even shown on the Jeppesen version of this SID. Also; this fact is noted in the Narrative section of both versions of the SID; which is on the 2nd page of this departure procedure and that I should have reviewed this narrative in its entirety for both Runways 25L; which is what we were expecting; as well as Runway 25R; which is what we were assigned by tower.Moving forward; I will review all SIDs and STARs with more scrutiny; read and re-read all provided Narrative sections and verify that the PIC and I are in 100% in agreement on what we're about to do before we do it.


Synopsis: CE560XL crew reported confusion and a navigational error while flying the ORCKA THREE (RNAV) out of LAX.