Narrative:

SID sbgr sao paulo brazil BGC2A requires turn away from the southeast procedure. The obstacle clearance altitude is based on the southeast procedure. The turn into terrain is away from the southeast procedure. The aircraft is still configured; not clean; due to airspeed (210 KIAS) required on overfly of bco. The southeast procedure in the event of engine failure is not complete until clean. The southeast procedure terrain clearance altitude is not sufficient to clear terrain on the turn into terrain on the BGC2A. Crew briefed and used T/O no de-rates; contrary to fleet manager message; to assure adequate terrain clearance and speed per performance section guidance. Correct the southeast procedure and increase the southeast obstacle clearance altitude. See: 20.12 performance - far performance; obstacle clearance criteria 'far's require ...unless a special engine failure procedure is published; in which case only (emphasis added) the flight path specified in the procedure has been analyzed for obstacles.' hence; the obstacle clearance altitude we have been trained to fly to clean-up is too low. QRH maneuvers 'initiate the appropriate engine failure non-normal checklist followed by the after takeoff - climb checklist when the flaps are up...' the reliance on the obstacle clearance altitude of 3260 for 9L is misleading since it is based on the southeast procedure. Since the BGC2A commands a configured turn away from the southeast procedure; the engine out procedure is flawed. The altitude is misleading and too low to clear terrain on the BGC2A SID.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air Carrier Captain departing SGBR does not believe that the company's engine out procedure allows for the turn to the north on the BGC 2A RNAV Departure; due to the rising terrain in that direction and the SID requirement to maintain 210 knots (takeoff flaps) until the turn is completed at BCO.

Narrative: SID SBGR Sao Paulo Brazil BGC2A requires turn AWAY from the SE Procedure. The Obstacle Clearance Altitude is based on the SE Procedure. The turn into terrain is away from the SE Procedure. The aircraft is still configured; not clean; due to airspeed (210 KIAS) required on overfly of BCO. The SE procedure in the event of engine failure is not complete until clean. The SE Procedure terrain clearance altitude is not sufficient to clear terrain on the turn into terrain on the BGC2A. Crew briefed and used T/O no de-rates; contrary to Fleet Manager Message; to assure adequate terrain clearance and speed per performance section guidance. CORRECT THE SE PROCEDURE and increase the SE Obstacle Clearance Altitude. See: 20.12 Performance - FAR Performance; Obstacle Clearance Criteria 'FAR's require ...unless a special engine failure procedure is published; in which case ONLY (emphasis added) the flight path specified in the procedure has been analyzed for obstacles.' Hence; the obstacle clearance altitude we have been trained to fly to clean-up is too low. QRH Maneuvers 'Initiate the appropriate Engine Failure Non-normal Checklist followed by the After Takeoff - Climb Checklist WHEN THE FLAPS ARE UP...' The reliance on the Obstacle Clearance Altitude of 3260 for 9L is misleading since it is based on the SE Procedure. Since the BGC2A commands a CONFIGURED turn away from the SE Procedure; the Engine Out procedure is flawed. The altitude is misleading and too low to clear terrain on the BGC2A SID.

Data retrieved from NASA's ASRS site 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.