AN ACR CAPT NOTICED A DISCREPANCY BTWN CHARTED ELEVATIONS IN THE SEQU ARPT ENG OUT AND APCH CHARTS.

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I JUST SUCCESSFULLY COMPLETED MY CHKOUT FLT INTO UIO. THE NIGHT ARR TO RWY 35 WAS IN VFR CONDITIONS AS WAS THE DAY DEP FROM RWY 17. DURING PREPARATION STUDY AND OBSERVATIONS DURING OPS; PARTICULARLY DURING DEP; I HAVE NOTED SOME APPARENT POINT ALT DISCREPANCIES OR OMISSIONS WHEN COMPARING COMMERCIAL CHART RWY 17 ENG OUT PROCS; ILS RWY 35 CHART; IN THE AREA S THROUGH SSE WITHIN 6 MI OF UIO ARPT. THIS ISSUE IS OF CONCERN AS IT RELATES TO THE ENG OUT PROCS FOR RWY 17. IN ALL 4 RWY 17 ENG OUT PROCS; A 15 DEG BANK TURN TO THE NE IS REQUIRED WHEN PASSING UIO NDB (1.425 NM FROM THE S END OF THE RWY) THROUGH A SADDLE IN A N/S ORIENTED RIDGELINE. I DO NOT KNOW WHAT THE WIDTH OR ELEVATION OF THIS NARROW SADDLE IS; BUT IT APPEARS QUITE NARROW WHEN VIEWED INFLT AND THE OBSTRUCTIONS ALONG THE RIDGES ARE LIKELY TO BE VERY CLOSE TO A HVY SINGLE ENG B757 ALT ACHIEVED DURING THE 15 DEG BANK TURN. SINCE THIS TURN CAN BE ACCOMPLISHED IN TKOF WX AS LOW AS 200M CEILING AND 3KM VISIBILITY; IT IS HIGHLY LIKELY THE RIDGE WILL BE SHROUDED IN CLOUDS AND THE ACFT IN IMC WHILE MAKING THIS TURN. I REALIZE THE SAFE ACCOMPLISHMENT OF THESE PROCS IN ARE HEAVILY DEPENDENT ON PRECISE HDG CTL TO UIO NDB FOLLOWED BY A PROMPT TURN AND PRECISE BANK CTL THROUGH THE SADDLE. IN VISUAL FLT CONDITIONS; I AM CONFIDENT THAT I CAN SAFELY ACCOMPLISH THESE PROCS FOR RWY 17; BUT IN IMC I HAVE SERIOUS RESERVATIONS. PART OF MY RESERVATIONS ARISE FROM THE APPARENT POINT ALT DISCREPANCIES CHARTED IN THE AREA OF THIS TURN AND ARE HIGHLIGHTED BELOW. ON ONE PAGE OF COMMERCIAL CHART; HAVE A HIGHEST POINT ELEVATION ON THE L SIDE OF THE FLT PATH OF 9806 FT; BUT A CORRESPONDING HIGH POINT ON THE OTHER PAGE OF 9986 FT OR 180 FT HIGHER. SIMILARLY; ON THE R SIDE OF THE FIRST CHART FLT PATH; THE HIGHEST POINT ELEVATION SHOWN IS 9534 FT BUT A CORRESPONDING HIGH POINT ON THE OTHER PAGE OF 10180 FT OR 646 FT HIGHER! OBVIOUSLY; I DO NOT KNOW IF THE POINT ALTS ON THE VARIOUS CHARTS NECESSARILY CORRESPOND WITH EACH OTHER DUE TO CHART SCALE DIFFERENCES BUT THE OMISSION OF THE HIGHER POINTS NEAR THE ENG OUT TURN TRACK CERTAINLY BEGS THE QUESTION. I URGE A REVIEW OF THE CURRENT OBSTRUCTION ELEVATIONS IN THE AREA S OF THE ARPT FOR ACTUAL CHANGES IN ELEVATION OR NEW HIGH POINTS. INCLUDING THE 9986 FT AND 10180 FT POINT OBSTRUCTIONS ON THE ENG OUT DEPICTIONS WOULD BE BENEFICIAL AS THEY ARE HIGHER THAN THOSE CURRENTLY DEPICTED. I WOULD LIKE TO KNOW WHAT THE ENG OUT AT V2 PERFORMANCE CALCULATIONS FOR AT A TYPICAL MAX TKOF WT ON RWY 17 IN TERMS OF ALT; AIRSPD; AND RATE OF CLB BEFORE AND AFTER CLEAN-UP AS WELL AS DURING THE 15 DEG BANK TURN. FINALLY; BASED ON THE PREDICTED ALT AND CLB RATE THROUGH THE SADDLE; WHAT IS THE MINIMUM OBSTRUCTION CLRNC OVER WHAT SADDLE WIDTH? THE RESULTANT REVIEW MAY PROVIDE GOOD MATERIAL FOR TRAINING.