Narrative:

While on the SJC9 departure procedure; leveling at 5000 ft MSL and intercepting the required radial from the oak VOR; sjc departure asked us to comply with the under class B airspace restriction and tighten up the turn. I had flown in and out of sjc numerous times with probably 15 different pilots; and I had never heard of a speed restriction on the departure. We re-verified if we missed something on the departure procedure and there was no speed restriction or bank angle requirement. I actually kept the airplane slower than normal; because I had experienced the radial overshoot in the past and with other pilots; so I waited to accelerate until leveling at 5;000 ft MSL to accelerate to 250 KTS. But; I had never had a controller question the overshoot by any of us on the departure. We followed the controller's request; and not another word was mentioned. After researching the airspace layout between sfo class B and the sjc class C; what a ridiculous mess. Yes; the controller was correct because on the departure; during the radial intercept; you leave sjc class C at 4000 ft MSL and enter sfo class B at 8;000 ft MSL. None of this is referenced on the departure procedure. It is assumed that you will fly at a maximum speed of 200 KTS for the whole procedure; but nothing is noted on the charts. Contributing factors: 1) very poorly charted departure procedure missing a lot of helpful information; i.e.; airspace; bank angle; and speed requirements. 2) the required information was there for the crew; but maybe the idea of being somewhat familiar with airport led to not critically looking at all the available information; maybe even VFR charts while on an IFR flight.

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Original NASA ASRS Text

Title: A CORPORATE PILOT ON THE SJC9 DEPARTURE DID NOT REALIZE THAT A PORTION OF THE OAK 121 DEGREE RADIAL OUTBOUND LEG WAS IN SFO CLASS B AIRSPACE AND REQUIRED A 200 KT SPEED RESTRICTION AND A STANDARD RATE TURN.

Narrative: WHILE ON THE SJC9 DEPARTURE PROCEDURE; LEVELING AT 5000 FT MSL AND INTERCEPTING THE REQUIRED RADIAL FROM THE OAK VOR; SJC DEPARTURE ASKED US TO COMPLY WITH THE UNDER CLASS B AIRSPACE RESTRICTION AND TIGHTEN UP THE TURN. I HAD FLOWN IN AND OUT OF SJC NUMEROUS TIMES WITH PROBABLY 15 DIFFERENT PILOTS; AND I HAD NEVER HEARD OF A SPEED RESTRICTION ON THE DEPARTURE. WE RE-VERIFIED IF WE MISSED SOMETHING ON THE DEPARTURE PROCEDURE AND THERE WAS NO SPEED RESTRICTION OR BANK ANGLE REQUIREMENT. I ACTUALLY KEPT THE AIRPLANE SLOWER THAN NORMAL; BECAUSE I HAD EXPERIENCED THE RADIAL OVERSHOOT IN THE PAST AND WITH OTHER PILOTS; SO I WAITED TO ACCELERATE UNTIL LEVELING AT 5;000 FT MSL TO ACCELERATE TO 250 KTS. BUT; I HAD NEVER HAD A CONTROLLER QUESTION THE OVERSHOOT BY ANY OF US ON THE DEPARTURE. WE FOLLOWED THE CONTROLLER'S REQUEST; AND NOT ANOTHER WORD WAS MENTIONED. AFTER RESEARCHING THE AIRSPACE LAYOUT BETWEEN SFO CLASS B AND THE SJC CLASS C; WHAT A RIDICULOUS MESS. YES; THE CONTROLLER WAS CORRECT BECAUSE ON THE DEPARTURE; DURING THE RADIAL INTERCEPT; YOU LEAVE SJC CLASS C AT 4000 FT MSL AND ENTER SFO CLASS B AT 8;000 FT MSL. NONE OF THIS IS REFERENCED ON THE DEPARTURE PROCEDURE. IT IS ASSUMED THAT YOU WILL FLY AT A MAXIMUM SPEED OF 200 KTS FOR THE WHOLE PROCEDURE; BUT NOTHING IS NOTED ON THE CHARTS. CONTRIBUTING FACTORS: 1) VERY POORLY CHARTED DEPARTURE PROCEDURE MISSING A LOT OF HELPFUL INFORMATION; I.E.; AIRSPACE; BANK ANGLE; AND SPEED REQUIREMENTS. 2) THE REQUIRED INFORMATION WAS THERE FOR THE CREW; BUT MAYBE THE IDEA OF BEING SOMEWHAT FAMILIAR WITH AIRPORT LED TO NOT CRITICALLY LOOKING AT ALL THE AVAILABLE INFORMATION; MAYBE EVEN VFR CHARTS WHILE ON AN IFR FLIGHT.

Data retrieved from NASA's ASRS site as of April 2012 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.