Narrative:

During preflight; after tower opened; mfr ground control provided the clearance which included the jackson 1 departure; JKSN1.oed; and assigned runway 32 for departure. While programming the FMC; we included runway 32 and line selected jksn 1 departure. We reviewed the departure and noted that the course was a slight right turn towards oed VOR and that our first point after oed was the brute intersection which was a southeast course out of oed with an MEA of 8;800 feet. After departing and climbing towards oed VOR; the captain elected to fly at mct (maximum continuous thrust) to gain altitude and reach 8;800 as soon as possible. Both pilots noticed that the FMC course was commanding a right turn just prior to oed towards brute instead of a slight left turn to enter the hold at oed to continue climb to MEA. At that point; we were passing 7;800 feet; climbing at approximately 3;000 FPM in VMC conditions. [We] elected to continue the right turn as we would reach 8;800 feet in a very short time instead of manually programming the hold or flying raw data to teardrop into the holding pattern. We reached 8;800 feet while still in the turn from oed towards brute; thereby; ensuring terrain clearance in visual conditions. ATC did mention that they were encountering issues with most aircraft making the right turn and not proceeding to oed and climbing in the holding pattern. The 10-3C jeppesen page only has a very small note in standard font depicting the hold and subsequent requirement to climb in the hold until reaching the MEA/MCA. The FMGC line selectable departure does not insert a holding pattern or climb constraint and there is no mention on the 10-7 page warning crews that they will need to manually build a holding pattern at oed if a runway 32 departure is assigned.

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Original NASA ASRS Text

Title: Air carrier First Officer reported deviating from departure clearance to avoid terrain during departure from MFR airport.

Narrative: During preflight; after Tower opened; MFR Ground Control provided the clearance which included the Jackson 1 Departure; JKSN1.OED; and assigned Runway 32 for departure. While programming the FMC; we included Runway 32 and line selected JKSN 1 departure. We reviewed the departure and noted that the course was a slight right turn towards OED VOR and that our first point after OED was the BRUTE intersection which was a southeast course out of OED with an MEA of 8;800 feet. After departing and climbing towards OED VOR; the Captain elected to fly at MCT (Maximum Continuous Thrust) to gain altitude and reach 8;800 as soon as possible. Both pilots noticed that the FMC course was commanding a right turn just prior to OED towards BRUTE instead of a slight left turn to enter the hold at OED to continue climb to MEA. At that point; we were passing 7;800 feet; climbing at approximately 3;000 FPM in VMC conditions. [We] elected to continue the right turn as we would reach 8;800 feet in a very short time instead of manually programming the hold or flying raw data to teardrop into the holding pattern. We reached 8;800 feet while still in the turn from OED towards BRUTE; thereby; ensuring terrain clearance in visual conditions. ATC did mention that they were encountering issues with most aircraft making the right turn and not proceeding to OED and climbing in the holding pattern. The 10-3C Jeppesen page only has a very small note in standard font depicting the hold and subsequent requirement to climb in the hold until reaching the MEA/MCA. The FMGC line selectable departure does not insert a holding pattern or climb constraint and there is no mention on the 10-7 page warning crews that they will need to manually build a holding pattern at OED if a Runway 32 departure is assigned.

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.