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G-iv flight crew reported that the bjc spazz 3 SID on the jeppesen chart and aircraft's database are depicted differently from the FAA chart.
| Attributes | |
| ACN | 1531989 |
| Time | |
| Date | 201804 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | BJC.Airport |
| State Reference | CO |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | Gulfstream IV / G350 / G450 |
| Operating Under FAR Part | Part 135 |
| Flight Phase | Climb |
| Route In Use | Direct Vectors SID SPAZZ 3 |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Multiengine Flight Crew Instrument Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Instrument Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Flight Instructor |
| Experience | Flight Crew Last 90 Days 69 Flight Crew Total 5380 Flight Crew Type 1437 |
| Events | |
| Anomaly | Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Track / Heading All Types |
Narrative:
We received our clearance from ATC out of bjc; which was the spazz 3 departure jopln transition. Upon loading this clearance into the FMS (which has a current navigation database) the pilot noticed there was a missing waypoint (frnke) in the FMS that was depicted on the jeppesen chart 40-3L; 9 mar 18. We reloaded the departure and the point was still not there. The routing notes say radar vectors to jeppc then as depicted. So we loaded the waypoint into the FMS and verified its location on the chart. We departed and were cleared to spazz then flew the departure procedure as loaded and were called by denver departure to find out our routing. We told them it was the SPAZZ3 departure jopln transition and with points of spazz frnke publication jopln. The controller stated if we were on the departure then we would not be anywhere near the restricted area. The controller then sent us direct and handed us off to the next controller. During our analysis of the situation; we were confident the aircraft flew the route as loaded in the FMS and there were not any navigational errors with the aircraft systems. We continued to research the route and we discovered that the portion of the route from frnke to publication does clip the northeast corner of the restricted area R2601 C; which was notamed active at the time we crossed it. We then compared the FAA chart with the jeppesen chart and discovered that the jeppesen chart was depicted wrong. The FAA chart shows spazz to publication; which would keep you away from the restricted area where the jeppesen depicted spazz to frnke to publication; which takes you through the restricted area. The aircraft FMS database agreed with the FAA chart. At the time; we put our confidence in the depiction on the jeppesen chart and incorrectly added the point frnke to our flight plan so we could fly as depicted. We would recommend notification to the FAA that a published chart contains an error.
Original NASA ASRS Text
Title: G-IV flight crew reported that the BJC SPAZZ 3 SID on the Jeppesen Chart and aircraft's database are depicted differently from the FAA chart.
Narrative: We received our clearance from ATC out of BJC; which was the SPAZZ 3 departure JOPLN transition. Upon loading this clearance into the FMS (which has a current NAV database) the pilot noticed there was a missing waypoint (FRNKE) in the FMS that was depicted on the JEPPESEN chart 40-3L; 9 Mar 18. We reloaded the departure and the point was still not there. The routing notes say radar vectors to JEPPC then as depicted. So we loaded the waypoint into the FMS and verified its location on the chart. We departed and were cleared to SPAZZ then flew the departure procedure as loaded and were called by Denver Departure to find out our routing. We told them it was the SPAZZ3 departure JOPLN transition and with points of SPAZZ FRNKE PUB JOPLN. The Controller stated if we were on the departure then we would not be anywhere near the restricted area. The Controller then sent us direct and handed us off to the next Controller. During our analysis of the situation; we were confident the aircraft flew the route as loaded in the FMS and there were not any navigational errors with the aircraft systems. We continued to research the route and we discovered that the portion of the route from FRNKE to PUB does clip the northeast corner of the restricted area R2601 C; which was NOTAMed active at the time we crossed it. We then compared the FAA chart with the JEPPESEN chart and discovered that the JEPPESEN chart was depicted wrong. The FAA chart shows SPAZZ to PUB; which would keep you away from the restricted area where the JEPPESEN depicted SPAZZ to FRNKE to PUB; which takes you through the restricted area. The aircraft FMS database agreed with the FAA chart. At the time; we put our confidence in the depiction on the JEPPESEN chart and incorrectly added the point FRNKE to our flight plan so we could fly as depicted. We would recommend notification to the FAA that a published chart contains an error.
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.