Date: 201201
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Engineer
Human factors: Workload; Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] departed LAX on the HOLTZ 9. Aircraft had the left EEC on MEL which required both EEC's to be turned OFF and also required that thrust be set manually for takeoff without the use of auto-throttles for departure. Clearance Delivery had changed the routing and departure from LAXX6 to the HOLTZ 9. Our weight and balance document had commanded a Packs OFF takeoff for Runway 25R. Weather was SCT160 270/07KT 10 SM. An Aircraft full alignment was performed at the gate approximately 20 minutes from push and NOTAMS were read. Waypoints; speed; and altitude constraints were verified by both pilots for the HOLTZ9 and the Captain briefed the altitude restrictions/hold downs for our departure; this was his leg. He selected LNAV and VNAV during his preflight brief. Taxi out was busy with multiple aircraft being re-sequenced for departure while on taxi-out. The HSI/Map showed the aircraft symbol in the appropriate spot while taxing onto the runway. Takeoff was performed with my concentration on fine tuning the thrust levers; verifying packs where off; and making my call outs. At 500 FT I verbalized that LNAV had captured and climbout appeared normal straight ahead. At 900 FT the Captain commented that the Flight Director was commanding a turn to the northwest toward DOCKR. I was setting climb power and the flaps when I noticed that the Captain had made a smaller than commanded turn partially toward DOCKR. At that point he commented that our track/turn didn't feel right and immediately corrected back toward runway heading. Just after that ATC (SOCAL) gave us a turn toward the south to the fix PEVEE or one near it (they made no mention or comment if we had deviated from course). The Packs were placed ON and the after takeoff checklist was completed. No other navigational errors or map shifts were noted for the remainder of the flight. Preventive Measure I'm not sure what could have been done differently in this high workload environment. I have never experienced a map shift before. Possible limit non-GPS aircraft from close-in RNAV departures (especially with no updating until airborne) or increased training or awareness of possibility of map shift at LAX.




Synopsis: A non-GPS B767-300 departed on the LAX Runway 25R HOLTZ 9 RNAV and had a map shift at about 600 FT which the crew recognized as causing an erroneous heading command. They quickly corrected back to track with no comment from ATC.