Narrative:

We were not filed for a published SID but when we received the pre departure clearance it [included a revised portion clearing us via] the sjc 9 departure. This was loaded into the FMC and verified; and we discussed the departure procedure at length. We noted the 5;000 feet restriction and discussed the terrain. We noted the taxi diagram and discussed how we would depart. On our [company operations page] for sjc we noted the requirement to call for pushback. We did not notice that under miscellaneous; on that page; there was a note stating to maintain clean maneuvering until clear of class B airspace or cleared by ATC. This is not found anywhere on the SID. Had we noted this we could easily have loaded clean maneuvering to 8;000 feet in the FMC and been assured clearance.we departed without incident and upon arrival at 5;000 feet the aircraft sped up to 250 knots. We were in LNAV and ATC called us and inquired if we were going direct to avenal. The SID has moony then ave so we asked if he wanted us to now go direct ave. He said 'yes; turn to heading 120 degrees then direct ave.' he also reminded us that we were under class B airspace. The first officer responded that we would correct--i.e. Slow--and we slowed to clean maneuvering of 220 knots.I have never operated out of sjc and did not notice the [base of the sfo] class B airspace at 6;000 feet and 8;000 feet [overlying the sjc 9 SID track.] because this is something that is certainly out of the norm; it would be fantastic to have this on the SID. We spend a lot of time discussing the SID and this does not enter the equation because it is not readily visible. By placing this information on the appropriate SID or STAR; it would ensure that it would never be missed. As soon as we were made aware of this transgression; we immediately corrected and reduced our airspeed to clean maneuvering. The controller did not state whether or not this was an issue but since it was clearly an oversight on our part; I felt it imperative to report the event. I hope that we can provide this information on a chart that would help others avoid this mistake.

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Original NASA ASRS Text

Title: After failing to restrict airspeed below the SFO Class B airspace while departing SJC on the SAN JOSE SID; A B767-300 Captain addressed the fact that none of the published procedure pages for SJC provide the information necessary to determine either the confliction details of the airspace or even a note advising of its existence and the resulting need to restrict standard aircraft acceleration SOPs.

Narrative: We were not filed for a published SID but when we received the PDC it [included a revised portion clearing us via] the SJC 9 departure. This was loaded into the FMC and verified; and we discussed the departure procedure at length. We noted the 5;000 feet restriction and discussed the terrain. We noted the taxi diagram and discussed how we would depart. On our [company operations page] for SJC we noted the requirement to call for pushback. We did not notice that under miscellaneous; on that page; there was a note stating to maintain clean maneuvering until clear of Class B airspace or cleared by ATC. This is not found anywhere on the SID. Had we noted this we could easily have loaded clean maneuvering to 8;000 feet in the FMC and been assured clearance.We departed without incident and upon arrival at 5;000 feet the aircraft sped up to 250 knots. We were in LNAV and ATC called us and inquired if we were going direct to Avenal. The SID has MOONY then AVE so we asked if he wanted us to now go direct AVE. He said 'yes; turn to heading 120 degrees then direct AVE.' He also reminded us that we were under Class B airspace. The First Officer responded that we would correct--i.e. slow--and we slowed to clean maneuvering of 220 knots.I have never operated out of SJC and did not notice the [base of the SFO] Class B airspace at 6;000 feet and 8;000 feet [overlying the SJC 9 SID track.] Because this is something that is certainly out of the norm; it would be fantastic to have this on the SID. We spend a lot of time discussing the SID and this does not enter the equation because it is not readily visible. By placing this information on the appropriate SID or STAR; it would ensure that it would never be missed. As soon as we were made aware of this transgression; we immediately corrected and reduced our airspeed to clean maneuvering. The Controller did not state whether or not this was an issue but since it was clearly an oversight on our part; I felt it imperative to report the event. I hope that we can provide this information on a chart that would help others avoid this mistake.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.