Narrative:

The flight was planned from sbgr to ZZZ. The initial filed route was sbgr dct bgc UW2 brs. ATC clearance was cleared via surf departure bgc UW2 brs. The filed route was loaded into the FMC via data link. The route was modified on the sbgr departure page to include the assigned SID. Runway 9L was line selected then surf departure; then bgc transition. This resulted in the following on page 2 of the route page. On line 1L under via; surf.bgc. On line 1R under to; pilot controlled lighting. On line 2L in the via column; UW2. On line 2R in the to column; brs. The problem with the displayed route in my view was the fact that the SID transition ends at bgc and the cleared airway begins at that point. Although the SID shows a segment from bgc to pilot controlled lighting; this is beyond the SID transition. I entered bgc at 1R. This created a route discontinuity. I brought brs up to 2R and entered UW2 at 2L. This resulted in the following on page 2 of the route page. On line 1L under via; surf.bgc. On line 1R under to; bgc. On line 2L in the via column; UW2. On line 2R in the to column; brs. The route page now represented the received clearance. I notified the first officer of the change I made to the FMC and the reason for it. During the before takeoff check; the proper FMC runway; departure SID; and transition were noted. The takeoff was conducted with LNAV and VNAV armed. I took off with the map mode at 10 NM. After the second fix; surf; the route is supposed to go directly to bgc. Our installed route had the fix pike after surf. This led me to make a left turn to a course of about 310 degrees after surf rather than 344 degrees. This was not noticed on the map display as both of these fixes were beyond the selected range. About the time we were established on the 310 degree course; ATC asked us to make an immediate turn to heading 360 degrees and called out traffic at 10 O'clock. I expanded my map range and noticed we were going to pike rather than bgc. After our turn to the north; ATC cleared us direct bgc. During cruise I selected route 2 and followed the steps taken during preflight to load the SID and transition. I discovered that the pike intersection automatically becomes part of the route when bgc is entered as the termination point of the transition on 1R. Pike intersection has nothing to do with this SID. Obviously a check of the legs page during preflight would have revealed a discrepancy. This step was not taken since the route page was correct. As far as I know; a SID always terminates at the transition fix. Installing the bgc transition for the surf departure adds routing after the transition fix bgc. I can't say that I have ever seen this before in 20 years of loading rtes into FMC's. There is no way that the actions taken to correct the route page should have resulted in the addition of a fix that is not part of the SID. For my part; checking all the fixes associated with the SID on the legs page and expanding the map mode could have prevented this deviation.callback conversation with reporter revealed the following information: the reporter stated that the SID ending at gbc showing direct pilot controlled lighting did not look correct so he added airway UW2 to pilot controlled lighting on the route page. For some reason as a result of this action pike intersection was added after surf. The route was verified as per SOP and showed no route discontinuity but the legs page was not verified. Because the 10 NM scale was set for takeoff; pike could not be seen. Also if the crew had looked at the legs page they would have seen the new fix pike was added. While at cruise; the reporter entered the same routing on the secondary flight plan pages with exactly the same result. So when the UW2 to pilot controlled lighting was added changing what appeared to be bgc direct to pilot controlled lighting; pike got added and the fixes on the legs then showed surf; pike; bgc UW2 pilot controlled lighting.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B777 CAPT PROGRAMMED THE GRU SURF SID; BGC TRANSITION. WHEN W2 PCL WAS ADDED ON THE RTE PAGE; PIKE INTXN WAS ADDED ON THE LEGS PAGE. A TRACK DEV RESULTED.

Narrative: THE FLT WAS PLANNED FROM SBGR TO ZZZ. THE INITIAL FILED RTE WAS SBGR DCT BGC UW2 BRS. ATC CLRNC WAS CLEARED VIA SURF DEP BGC UW2 BRS. THE FILED RTE WAS LOADED INTO THE FMC VIA DATA LINK. THE RTE WAS MODIFIED ON THE SBGR DEP PAGE TO INCLUDE THE ASSIGNED SID. RWY 9L WAS LINE SELECTED THEN SURF DEP; THEN BGC TRANSITION. THIS RESULTED IN THE FOLLOWING ON PAGE 2 OF THE RTE PAGE. ON LINE 1L UNDER VIA; SURF.BGC. ON LINE 1R UNDER TO; PCL. ON LINE 2L IN THE VIA COLUMN; UW2. ON LINE 2R IN THE TO COLUMN; BRS. THE PROBLEM WITH THE DISPLAYED RTE IN MY VIEW WAS THE FACT THAT THE SID TRANSITION ENDS AT BGC AND THE CLEARED AIRWAY BEGINS AT THAT POINT. ALTHOUGH THE SID SHOWS A SEGMENT FROM BGC TO PCL; THIS IS BEYOND THE SID TRANSITION. I ENTERED BGC AT 1R. THIS CREATED A RTE DISCONTINUITY. I BROUGHT BRS UP TO 2R AND ENTERED UW2 AT 2L. THIS RESULTED IN THE FOLLOWING ON PAGE 2 OF THE RTE PAGE. ON LINE 1L UNDER VIA; SURF.BGC. ON LINE 1R UNDER TO; BGC. ON LINE 2L IN THE VIA COLUMN; UW2. ON LINE 2R IN THE TO COLUMN; BRS. THE RTE PAGE NOW REPRESENTED THE RECEIVED CLRNC. I NOTIFIED THE FO OF THE CHANGE I MADE TO THE FMC AND THE REASON FOR IT. DURING THE BEFORE TAKEOFF CHECK; THE PROPER FMC RWY; DEP SID; AND TRANSITION WERE NOTED. THE TAKEOFF WAS CONDUCTED WITH LNAV AND VNAV ARMED. I TOOK OFF WITH THE MAP MODE AT 10 NM. AFTER THE SECOND FIX; SURF; THE RTE IS SUPPOSED TO GO DIRECTLY TO BGC. OUR INSTALLED RTE HAD THE FIX PIKE AFTER SURF. THIS LED ME TO MAKE A L TURN TO A COURSE OF ABOUT 310 DEGS AFTER SURF RATHER THAN 344 DEGS. THIS WAS NOT NOTICED ON THE MAP DISPLAY AS BOTH OF THESE FIXES WERE BEYOND THE SELECTED RANGE. ABOUT THE TIME WE WERE ESTABLISHED ON THE 310 DEG COURSE; ATC ASKED US TO MAKE AN IMMEDIATE TURN TO HEADING 360 DEGS AND CALLED OUT TFC AT 10 O'CLOCK. I EXPANDED MY MAP RANGE AND NOTICED WE WERE GOING TO PIKE RATHER THAN BGC. AFTER OUR TURN TO THE N; ATC CLEARED US DIRECT BGC. DURING CRUISE I SELECTED RTE 2 AND FOLLOWED THE STEPS TAKEN DURING PREFLT TO LOAD THE SID AND TRANSITION. I DISCOVERED THAT THE PIKE INTXN AUTOMATICALLY BECOMES PART OF THE RTE WHEN BGC IS ENTERED AS THE TERMINATION POINT OF THE TRANSITION ON 1R. PIKE INTXN HAS NOTHING TO DO WITH THIS SID. OBVIOUSLY A CHECK OF THE LEGS PAGE DURING PREFLT WOULD HAVE REVEALED A DISCREPANCY. THIS STEP WAS NOT TAKEN SINCE THE RTE PAGE WAS CORRECT. AS FAR AS I KNOW; A SID ALWAYS TERMINATES AT THE TRANSITION FIX. INSTALLING THE BGC TRANSITION FOR THE SURF DEP ADDS ROUTING AFTER THE TRANSITION FIX BGC. I CAN'T SAY THAT I HAVE EVER SEEN THIS BEFORE IN 20 YEARS OF LOADING RTES INTO FMC'S. THERE IS NO WAY THAT THE ACTIONS TAKEN TO CORRECT THE RTE PAGE SHOULD HAVE RESULTED IN THE ADDITION OF A FIX THAT IS NOT PART OF THE SID. FOR MY PART; CHECKING ALL THE FIXES ASSOCIATED WITH THE SID ON THE LEGS PAGE AND EXPANDING THE MAP MODE COULD HAVE PREVENTED THIS DEV.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THAT THE SID ENDING AT GBC SHOWING DIRECT PCL DID NOT LOOK CORRECT SO HE ADDED AIRWAY UW2 TO PCL ON THE RTE PAGE. FOR SOME REASON AS A RESULT OF THIS ACTION PIKE INTXN WAS ADDED AFTER SURF. THE RTE WAS VERIFIED AS PER SOP AND SHOWED NO RTE DISCONTINUITY BUT THE LEGS PAGE WAS NOT VERIFIED. BECAUSE THE 10 NM SCALE WAS SET FOR TKOF; PIKE COULD NOT BE SEEN. ALSO IF THE CREW HAD LOOKED AT THE LEGS PAGE THEY WOULD HAVE SEEN THE NEW FIX PIKE WAS ADDED. WHILE AT CRUISE; THE RPTR ENTERED THE SAME ROUTING ON THE SECONDARY FLT PLAN PAGES WITH EXACTLY THE SAME RESULT. SO WHEN THE UW2 TO PCL WAS ADDED CHANGING WHAT APPEARED TO BE BGC DIRECT TO PCL; PIKE GOT ADDED AND THE FIXES ON THE LEGS THEN SHOWED SURF; PIKE; BGC UW2 PCL.

Data retrieved from NASA's ASRS site as of May 2009 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.