Narrative:

Flight was from la paz bolivia (sllp) to ZZZZ; the second leg after an all night flight from ZZZ to la paz bolivia. The aircraft accelerated through 260 KIAS before flaps could be completely retracted. Although no indication of any aircraft damage was present the captain elected to continue to ZZZZ on an alternate routing with a lower MEA (FL190) that would enable the aircraft to remain below the 20000 ft aircraft limitation with flaps extended. ATC was informed we had an aircraft problem. The captain then attempted ATC coordination for a routing to ZZZZ and to reprogram the flight computer's route of flight. He also requested a climb to the W11 MEA of FL190. However; the captain could not get the computer to accept the new routing. The primarily spanish speaking controller in this non-radar environment was obviously confused and some delay ensued in obtaining our clearance for this new routing as the controller attempted to figure out just how to get us to this route. The first officer elected to remain clear-of-clouds and visually clear of the terrain while the captain sorted out the confusion with ATC and the problem with the flight computer. The first officer initiated a right hand orbit towards the proposed route and a slow climb to FL190. In the interim of clear navigational guidance the first officer elected to manually tune the outbound radial for W11 out of the paz VOR as indicated on the commercial chart page while the captain was heads down on the computer and the relief pilot assisted the captain with the flight programming discrepancy. Upon initiating an intercept to the commercial chart indicated W11 outbound radial from the paz VOR it appeared as though the routing would take the airplane directly into mountainous terrain (ie; the base of a rather large mountain disappeared into a deck of clouds at 19000 ft at our 12 o'clock). The fact that mountains of over 18000 ft existed on the proposed route of flight could be confirmed by the first officer's GPWS display. Huge discrepancies between the apparently erroneous commercial chart published radial; the inability of the flight computer to accept the proposed routing; the obvious high terrain displayed on the GPWS in the direction of intended flight; the inability to remain clear of clouds at the ATC directed altitude; the inability to manually tune any other vors further along the route of flight; the inability to communicate clearly with oxygen masks on and the inability to communicate clearly with the controller in english in this non-radar mountainous environment finally resulted in the crew calling a 'king's-X' and requesting an immediate climb to FL230 to clear any unanticipated high terrain. Clear of clouds and manually routing directly to the cochabamba VOR it was discovered that the south america high chart is in direct conflict with both the commercial chart page and the flight program in the B757 flight computer. It appears that only the high chart contains routing that would remain clear of terrain by including an intermediary VOR that routes south of the high terrain before routing east to cochabomba. Both the flight computer and the commercial chart page omit this intermediary fix. The confusion this caused to a tired crew on oxygen masks trying to communicate in english to a spanish controller in a non-radar environment with aircraft problems was about all we could handle in a day VFR environment.callback conversation with reporter revealed the following info: the reporter stated that it appears the airway charts that are currently being used by his air carrier are not current; but one of the current charts is inaccurate.

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Original NASA ASRS Text

Title: B757 First Officer reports flap overspeed departing SLLP. When an attempt is made to revise the route of flight to W11 to remain below FL200; the FMC will not accept the route. A discrepancy is noted between the departure chart; which shows W11 passing over CAL VOR and the airway chart which does not use the CAL VOR.

Narrative: Flight was from La Paz Bolivia (SLLP) to ZZZZ; the second leg after an all night flight from ZZZ to La Paz Bolivia. The aircraft accelerated through 260 KIAS before flaps could be completely retracted. Although no indication of any aircraft damage was present the Captain elected to continue to ZZZZ on an alternate routing with a lower MEA (FL190) that would enable the aircraft to remain below the 20000 ft aircraft limitation with flaps extended. ATC was informed we had an aircraft problem. The Captain then attempted ATC coordination for a routing to ZZZZ and to reprogram the flight computer's route of flight. He also requested a climb to the W11 MEA of FL190. However; the Captain could not get the computer to accept the new routing. The primarily Spanish speaking controller in this non-radar environment was obviously confused and some delay ensued in obtaining our clearance for this new routing as the controller attempted to figure out just how to get us to this route. The First Officer elected to remain clear-of-clouds and visually clear of the terrain while the Captain sorted out the confusion with ATC and the problem with the flight computer. The First Officer initiated a right hand orbit towards the proposed route and a slow climb to FL190. In the interim of clear navigational guidance the First Officer elected to manually tune the outbound radial for W11 out of the PAZ VOR as indicated on the commercial chart page while the Captain was heads down on the computer and the relief pilot assisted the Captain with the flight programming discrepancy. Upon initiating an intercept to the commercial chart indicated W11 outbound radial from the PAZ VOR it appeared as though the routing would take the airplane directly into mountainous terrain (ie; the base of a rather large mountain disappeared into a deck of clouds at 19000 ft at our 12 o'clock). The fact that mountains of over 18000 ft existed on the proposed route of flight could be confirmed by the First Officer's GPWS display. Huge discrepancies between the apparently erroneous commercial chart published radial; the inability of the flight computer to accept the proposed routing; the obvious high terrain displayed on the GPWS in the direction of intended flight; the inability to remain clear of clouds at the ATC directed altitude; the inability to manually tune any other VORs further along the route of flight; the inability to communicate clearly with oxygen masks on and the inability to communicate clearly with the controller in English in this non-radar mountainous environment finally resulted in the crew calling a 'King's-X' and requesting an immediate climb to FL230 to clear any unanticipated high terrain. Clear of clouds and manually routing directly to the Cochabamba VOR it was discovered that the South America High Chart is in direct conflict with both the commercial chart page and the flight program in the B757 flight computer. It appears that only the high chart contains routing that would remain clear of terrain by including an intermediary VOR that routes south of the high terrain before routing east to Cochabomba. Both the flight computer and the commercial chart page omit this intermediary fix. The confusion this caused to a tired crew on oxygen masks trying to communicate in English to a Spanish controller in a non-radar environment with aircraft problems was about all we could handle in a day VFR environment.Callback conversation with reporter revealed the following info: The reporter stated that it appears the airway charts that are currently being used by his air carrier are not current; but one of the current charts is inaccurate.

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.