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.