Narrative:

Our aircraft was cleared the suoh reversal 2 for runway 36 at rjfr. It was loaded into the FMS and confirmed by myself (pm) and the captain (PF.) on climbout the PF called for the left autopilot shortly after passing 400 feet AGL. I actuated the left a/P and confirmed on the pfd the a/P engaged and the aircraft was in LNAV. I briefly changed the frequency to departure and checked in with our altitude and clearance. The departure called for an immediate right turn after 500 feet to circle over the runway while climbing then proceed to the dgc VOR to the west. Our aircraft was very light with a TOGW of 205;000 kgs and a takeoff thrust setting with a double derate of d-to-2 and an assumed temperature of 64 degrees celsius and a climb-1 thrust setting. Despite the derates on the thrust setting the aircraft had superior climbing performance due to its light weight. After my check-in with departure I noticed the circular magenta LNAV track of the departure on our nds had disappeared and only showed a line to the west from the airport to the dgc VOR. The aircraft quickly accelerated and was well into a left turn (rather than the prescribed right turn of the SWE2R departure.) my captain; the PF; directed me to request a direct turn to the dgc VOR with the ATC controllers as the aircraft was deep into its left turn and a right turn was no longer an ideal option. There was no traffic in the vicinity. The request was somewhat hampered by language issues but the controller directed us to fly direct to the dgc VOR and amended our climb to 5;000 feet from 8;000 feet. We had programmed a noise abatement climb into the FMC and the aircraft's performance likely alleviated any noise concerns over the populated areas and handily cleared the surrounding terrain. In discussing the situation with my captain; our opinion is that the departure is created for lower performance aircraft. With our high speeds on climbout the FMC aircraft quickly passed the right turn point at 500 feet and the FMS had the aircraft make the next logical step of turning left to the dgc VOR. My captain is informing our company to advise other pilots operating out of rjfr to be aware of this issue and possibly take other steps to accomplish the departures.

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Original NASA ASRS Text

Title: A widebody freight aircraft departed on RJFR SWE2R SID and because it was exceptionally light climbed very quickly above the 500 feet right turn constraint and so the confused FMS with VNAV engaged; turned the aircraft left before the crew could respond.

Narrative: Our aircraft was cleared the SUOH Reversal 2 for RWY 36 at RJFR. It was loaded into the FMS and confirmed by myself (PM) and the Captain (PF.) On climbout the PF called for the left autopilot shortly after passing 400 feet AGL. I actuated the left A/P and confirmed on the PFD the A/P engaged and the aircraft was in LNAV. I briefly changed the frequency to departure and checked in with our altitude and clearance. The departure called for an immediate right turn after 500 feet to circle over the runway while climbing then proceed to the DGC VOR to the west. Our aircraft was very light with a TOGW of 205;000 kgs and a takeoff thrust setting with a double derate of D-TO-2 and an assumed temperature of 64 degrees Celsius and a Climb-1 thrust setting. Despite the derates on the thrust setting the aircraft had superior climbing performance due to its light weight. After my check-in with departure I noticed the circular magenta LNAV track of the departure on our NDs had disappeared and only showed a line to the west from the airport to the DGC VOR. The aircraft quickly accelerated and was well into a left turn (rather than the prescribed right turn of the SWE2R departure.) My Captain; the PF; directed me to request a direct turn to the DGC VOR with the ATC controllers as the aircraft was deep into its left turn and a right turn was no longer an ideal option. There was no traffic in the vicinity. The request was somewhat hampered by language issues but the controller directed us to fly direct to the DGC VOR and amended our climb to 5;000 feet from 8;000 feet. We had programmed a noise abatement climb into the FMC and the aircraft's performance likely alleviated any noise concerns over the populated areas and handily cleared the surrounding terrain. In discussing the situation with my Captain; our opinion is that the departure is created for lower performance aircraft. With our high speeds on climbout the FMC aircraft quickly passed the right turn point at 500 feet and the FMS had the aircraft make the next logical step of turning left to the DGC VOR. My Captain is informing our company to advise other pilots operating out of RJFR to be aware of this issue and possibly take other steps to accomplish the departures.

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.