Date: 201810
Local time of day: 0001-0600
Location: MFR.Airport, WA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Company Policy
Primary problem: Procedure

Narrative: This is an informational [report] on the JKSN 1 SID in MFR (Medford). We were assigned this on an early morning departure. The tower was closed and the airport was uncontrolled. It was also still dark and the terrain couldn't be seen; though there were few clouds. The winds were light enough so we chose Rwy 32 which is the Rwy of choice when tower is closed. It's also away from the highest near terrain to the south and southwest. The cleared route (from Cascade Departure or Seattle Center) was KMFR JCKSN1 OED V122 [etc…]. OED VOR sits approximately 7 nm northwest of the MFR airport. Though the SID isn't an 'OBSTACLE' Departure; it directs you to climb in hold at OED to cross the VOR at or above MEA/MCA for direction of flight. For V122 (SE bound- 098 deg radial); that's 9000 feet. With JCKSN1 Departure in the box; the green line (Active Flight Plan) heads 323 deg to intercept the 153 radial into OED (Rogue Valley); which is all correct. However; the route on the Navigation Display (ND) doesn't go all the way to OED but instead turns right only a few miles from the departure end of Rwy 32 to intercept V122 well prior to reaching OED. So if you're following the NAV; it starts you turning around 3500 feet and well below the 9000 feet MEA on V122. This caught us off guard (we didn't notice this early turn on the ND during our briefing) because we briefed crossing the VOR at least at the MEA before heading down V122 to the southeast. My co-pilot was hand-flying and rather than follow the Departure route as shown on the ND; I said to continue towards the VOR to gain more altitude. In the meantime we called Cascade Dep (or Seattle Center). They could hear us but wouldn't have us in radar contact for several thousand feet more. By the time we crossed the VOR still heading NW at about 6500 feet; I told my FO (First Officer) to do a slow climbing right turn back towards the radial; with the intention of joining it well above 9000 feet. I told Departure (Center) what we were doing and within a few seconds; they had us in radar contact and gave us direct [our destination]. We were climbing through about 7000 feet at this time.There are several issues here. I now think it was incorrect to do the slow climbing right turn after crossing OED to head back towards V122. Several things formed my decision at the time; however. I knew the terrain creating this MEA limitation of 9000 feet was the volcano Mount McLoughlin about 25 miles due east of the OED VOR (at 9500 feet MSL and north of V122). I knew the inbound (westerly) MEA's for V122 approaching OED were 6500 feet out to 15 miles from OED. And I knew you are in radar contact around 6500 feet departing MFR to the north; and soon after get a vector on course. However; I think it would have been better to cross OED and do a gradual climbing left 270 on the hold side and head out V122 at MEA or above. What likely would have happened is shortly after we started the left turn; Departure or Center would have given us a turn back to the right to proceed on course. But it still would have been a more conservative approach. This scenario had several potential threats. First; we're not often flying out of an uncontrolled airport at night (or early morning well before sunrise) in a mountainous area. Second; we're not often climbing in hold to gain altitude on a Departure. Third; with this Departure loaded; the FMGC tried to turn us early onto the Victor Airway without regard to the restrictions in the Departure. Other SIDs I've been on actually show the turn in hold to gain altitude in these situations. Fourth; the other SIDs out of MFR don't have these restrictions of climbing in hold. For instance; the Brute 7 has you doing an immediate turn to the east off of Rwy 32 and the earliest altitude restriction is 8000 feet but not until 15 miles from the OED VOR. And the Eagle 6 has no altitude restriction unless you lose communication; in which case you head to the OED VOR and circle to gain altitude much like the JCKSN1. But with regular communication (again; you are in contact with Cascade Departure/Seattle Center from the ground up..); you simply do an immediate right turn to the northeast on a 015 heading and climb to 11000 feet. When you are in radar contact (well prior to 11000 feet); you get a turn on course much like we did. It would seem to be the far more logical departure for our scenario off Rwy 32; and far less confusing.




Synopsis: Air carrier Captain reported the displayed routing in the Flight Management System was not in agreement with the published SID for MFR.