Date: 201505
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction; Human-Machine Interface; Confusion; Workload
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; 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: Aircraft Equipment Problem Dissipated; Aircraft Automation Overrode Flight Crew; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed LAX runway 25R via the HOLTZ 9 RNAV SID. Shortly after passing WEILR; climbing through 2;000 feet to 5;000 we were given a clearance direct PEVEE and I believe an altitude clearance to 7;000. I was Pilot Monitoring (PM); the autopilot was off. I entered direct to PEVEE in the FMS; then selected 7;000 on the Flight Computer Plan (FCP). When I looked back down at our navigation display to verify that PEVEE was the active waypoint; there was no magenta line from our position to PEVEE. At first glance; the MAP was blank because PEVEE and the subsequent waypoints were just beyond the MAP range selected. We were still in NAV and the aircraft was turning to intercept the subsequent leg; from PEVEE to HOLTZ. I called SoCal departure to request vectors due to a map problem. Upon selecting an expanded range; we could see there WAS a magenta line from PEVEE to the next waypoint; HOLTZ. While the First Officer (FO) turned to the ATC cleared heading; I reentered DIR TO PEVEE and the magenta line appeared correctly on the NAV display. I advised SoCal that we were able to navigate to PEVEE. They responded with a clearance direct TRM. As far as I know; we did not cause any traffic conflicts.I am fairly certain that the initial DIR TO PEVEE was correctly entered into the FMS providing a leg from the turn point (TP) to PEVEE. Then; as I was setting the altitude; PEVEE sequenced due to our position just past abeam the waypoint. This left PEVEE in position 1L in the FMS and HOLTZ in 2L; with no magenta line from our position to PEVEE; our clearance.Assuming that I am correct regarding the cause; this was not technically an equipment malfunction; but was a computer following its programming. This situation might be prevented by initially using the heading mode to begin the turn direct to the waypoint. Then set the altitude clearance. And then; input the direct to into the FMS; check the FMA and the magenta line on the NAV display and monitor to assure that the aircraft is proceeding as cleared. Basically; protect the clearance; course and altitude; THEN accomplish the more complex programing and verifying.Also; displaying a larger MAP range would improve situational awareness and may help to quickly capture errors like this.


Second narrative: We talked about it on the flight; not sure what happened; but the FMS worked great the rest of the flight.


Synopsis: A crew flying the LAX HOLTZ 9 RNAV SID was cleared direct PEVEE abeam WEILR which caused the FMS route to skip PEVEE and select HOLTZ. The crew caught the FMS error and asked for an ATC vector while the error was corrected.