A diverse departure assessment ensures that a prescribed, expanding amount of required obstacle clearance (ROC) is achieved during the climb-out until the aircraft can obtain a minimum 1,000 feet ROC in non-mountainous areas or a minimum 2,000 feet ROC in mountainous areas. A diverse departure is one where you could be told to fly any departure route to get you enroute.This is because there are no obstacles or terrain which penetrates the Obstacle Identification Slope and does not require a 200 fpm rate of climb. Errr, not quite, at least in the U.S.: AIM 5-2-6. Instrument Departures b.
Pre-taxi Clearance Proceduresa. Certain airports have established pre-taxiclearance programs whereby pilots of departinginstrument flight rules (IFR) aircraft may elect toreceive their IFR clearances before they start taxiingfor takeoff.
The following provisions are included insuch procedures:1. Pilot participation is not mandatory.2. Participating pilots call clearance delivery orground control not more than 10 minutes beforeproposed taxi time.3. IFR clearance (or delay information, ifclearance cannot be obtained) is issued at the time ofthis initial call-up.4.
When the IFR clearance is received onclearance delivery frequency, pilots call groundcontrol when ready to taxi.5. Normally, pilots need not inform groundcontrol that they have received IFR clearance onclearance delivery frequency. Certain locations may,however, require that the pilot inform ground controlof a portion of the routing or that the IFR clearancehas been received.6. If a pilot cannot establish contact on clearancedelivery frequency or has not received an IFRclearance before ready to taxi, the pilot should contactground control and inform the controller accordingly.b. Locations where these procedures are in effectare indicated in the Airport/Facility Directory.5-2-2. Pre-departure ClearanceProceduresa. Many airports in the National Airspace Systemare equipped with the Tower Data Link System(TDLS) that includes the Pre-departure Clearance(PDC) function.
The PDC function automates theClearance Delivery operations in the ATCT forparticipating users. The PDC function displays IFRclearances from the ARTCC to the ATCT. TheClearance Delivery controller in the ATCT canappend local departure information and transmit theclearance via data link to participating airline/serviceprovider computers. The airline/service provider willthen deliver the clearance via the Aircraft Communications Addressing and Reporting System(ACARS) or a similar data link system or, for nondatalink equipped aircraft, via a printer located at thedeparture gate. PDC reduces frequency congestion,controller workload and is intended to mitigatedelivery/readback errors. Also, information fromparticipating users indicates a reduction in pilotworkload.b.
PDC is available only to participating aircraftthat have subscribed to the service through anapproved service provider.c. Due to technical reasons, the followinglimitations currently exist in the PDC program:1. Aircraft filing multiple flight plans arelimited to one PDC clearance per departure airportwithin a 24-hour period. Additional clearances willbe delivered verbally.2.
If the clearance is revised or modified prior todelivery, it will be rejected from PDC and theclearance will need to be delivered verbally.d. No acknowledgment of receipt or readback isrequired for a PDC.e. In all situations, the pilot is encouraged tocontact clearance delivery if a question or concernexists regarding an automated clearance.5-2-3. Taxi ClearancePilots on IFR flight plans should communicate withthe control tower on the appropriate ground control orclearance delivery frequency, prior to startingengines, to receive engine start time, taxi and/orclearance information. Line Up and Wait (LUAW)a.
Line up and wait is an air traffic control (ATC)procedure designed to position an aircraft onto therunway for an imminent departure. The ATCinstruction “LINE UP AND WAIT” is used to instructa pilot to taxi onto the departure runway and line upand wait.EXAMPLE-Tower: “N234AR Runway 24L, line up and wait.”b. This ATC instruction is not an authorization totakeoff. In instances where the pilot has beeninstructed to line up and wait and has been advised ofa reason/condition (wake turbulence, traffic on anintersecting runway, etc.) or the reason/condition isclearly visible (another aircraft that has landed on oris taking off on the same runway), and the reason/condition is satisfied, the pilot should expect animminent takeoff clearance, unless advised of adelay. If you are uncertain about any ATC instructionor clearance, contact ATC immediately.c.
If a takeoff clearance is not received within areasonable amount of time after clearance to line upand wait, ATC should be contacted.EXAMPLE-Aircraft: Cessna 234AR holding in position Runway 24L.Aircraft: Cessna 234AR holding in position Runway 24Lat Bravo.NOTE-FAA analysis of accidents and incidents involving aircraftholding in position indicate that two minutes or moreelapsed between the time the instruction was issued to lineup and wait and the resulting event (for example, land-overor go-around). Pilots should consider the length of timethat they have been holding in position whenever theyHAVE NOT been advised of any expected delay todetermine when it is appropriate to query the controller.REFERENCE-Advisory Circulars 91-73A, Part 91 and Part 135 Single-Pilot Procedures during Taxi Operations, and 120-74A, Parts 91, 121, 125, and 135Flightcrew Procedures during Taxi Operationsd.
Situational awareness during line up and waitoperations is enhanced by monitoring ATCinstructions/clearances issued to other aircraft. Pilotsshould listen carefully if another aircraft is onfrequency that has a similar call sign and pay closeattention to communications between ATC and otheraircraft. If you are uncertain of an ATC instruction orclearance, query ATC immediately. Care should betaken to not inadvertently execute a clearance/instruction for another aircraft.e. Pilots should be especially vigilant whenconducting line up and wait operations at night orduring reduced visibility conditions. They shouldscan the full length of the runway and look for aircrafton final approach or landing roll out when taxiingonto a runway.
ATC should be contacted anytimethere is a concern about a potential conflict.f. When two or more runways are active, aircraftmay be instructed to “LINE UP AND WAIT” on twoor more runways. When multiple runway operationsare being conducted, it is important to listen closelyfor your call sign and runway. Be alert for similarsounding call signs and acknowledge all instructionswith your call sign. When you are holding in positionand are not sure if the takeoff clearance was for you,ask ATC before you begin takeoff roll. ATC prefersthat you confirm a takeoff clearance rather thanmistake another aircraft's clearance for your own.g.
When ATC issues intersection “line up andwait” and takeoff clearances, the intersectiondesignator will be used. If ATC omits the intersectiondesignator, call ATC for clarification.EXAMPLE-Aircraft: “Cherokee 234AR, Runway 24L at November 4,line up and wait.”h. If landing traffic is a factor during line up andwait operations, ATC will inform the aircraft inposition of the closest traffic that has requested a full-stop, touch-and-go, stop-and-go, or an unrestrictedlow approach to the same runway.
Pilots should takecare to note the position of landing traffic. ATC willalso advise the landing traffic when an aircraft isauthorized to “line up and wait” on the same runway.EXAMPLE-Tower: “Cessna 234AR, Runway 24L, line up and wait.Traffic a Boeing 737, six mile final.”Tower: “Delta 1011, continue, traffic a Cessna 210holding in position Runway 24L.”NOTE-ATC will normally withhold landing clearance to arrivalaircraft when another aircraft is in position and holding onthe runway.i. Never land on a runway that is occupied byanother aircraft, even if a landing clearance wasissued. Do not hesitate to ask the controller about thetraffic on the runway and be prepared to execute a go-around.NOTE-Always clarify any misunderstanding or confusionconcerning ATC instructions or clearances.
ATC should beadvised immediately if there is any uncertainty about theability to comply with any of their instructions.5-2-5. Abbreviated IFR DepartureClearance (Cleared.as Filed) Proceduresa. ATC facilities will issue an abbreviated IFRdeparture clearance based on the ROUTE of flightfiled in the IFR flight plan, provided the filed routecan be approved with little or no revision. Theseabbreviated clearance procedures are based on thefollowing conditions:1. The aircraft is on the ground or it has departedvisual flight rules (VFR) and the pilot is requestingIFR clearance while airborne.2. That a pilot will not accept an abbreviatedclearance if the route or destination of a flight planfiled with ATC has been changed by the pilot or thecompany or the operations officer before departure.3.
That it is the responsibility of the company oroperations office to inform the pilot when they makea change to the filed flight plan.4. That it is the responsibility of the pilot toinform ATC in the initial call-up (for clearance) whenthe filed flight plan has been either:(a) Amended, or(b) Canceled and replaced with a new filedflight plan.NOTE-The facility issuing a clearance may not have received therevised route or the revised flight plan by the time a pilotrequests clearance.b.
Controllers will issue a detailed clearance whenthey know that the original filed flight plan has beenchanged or when the pilot requests a full routeclearance.c. The clearance as issued will include thedestination airport filed in the flight plan.d. ATC procedures now require the controller tostate the DP name, the current number and the DPtransition name after the phrase 'Cleared to(destination) airport' and prior to the phrase, 'then asfiled,' for ALL departure clearances when the DP orDP transition is to be flown. The procedures applywhether or not the DP is filed in the flight plan.e. STARs, when filed in a flight plan, areconsidered a part of the filed route of flight and willnot normally be stated in an initial departureclearance. If the ARTCC's jurisdictional airspaceincludes both the departure airport and the fix wherea STAR or STAR transition begins, the STAR name,the current number and the STAR transition nameMAY be stated in the initial clearance.f. 'Cleared to (destination) airport as filed' doesNOT include the en route altitude filed in a flight plan.An en route altitude will be stated in the clearance orthe pilot will be advised to expect an assigned or filedaltitude within a given time frame or at a certain pointafter departure.
This may be done verbally in thedeparture instructions or stated in the DP.g. In both radar and nonradar environments, thecontroller will state 'Cleared to (destination) airportas filed' or:1. If a DP or DP transition is to be flown, specifythe DP name, the current DP number, the DPtransition name, the assigned altitude/flight level, andany additional instructions (departure control frequency, beacon code assignment, etc.) necessary toclear a departing aircraft via the DP or DP transitionand the route filed.EXAMPLE-National Seven Twenty cleared to Miami AirportIntercontinental one departure, Lake Charles transitionthen as filed, maintain Flight Level two seven zero.2. When there is no DP or when the pilot cannotaccept a DP, the controller will specify the assignedaltitude or flight level, and any additional instructionsnecessary to clear a departing aircraft via anappropriate departure routing and the route filed.NOTE-A detailed departure route description or a radar vectormay be used to achieve the desired departure routing.3. If it is necessary to make a minor revision tothe filed route, the controller will specify the assignedDP or DP transition (or departure routing), therevision to the filed route, the assigned altitude orflight level and any additional instructions necessaryto clear a departing aircraft.EXAMPLE-Jet Star One Four Two Four cleared to Atlanta Airport,South Boston two departure then as filed except changeroute to read South Boston Victor 20 Greensboro, maintainone seven thousand.4. Additionally, in a nonradar environment, thecontroller will specify one or more fixes, asnecessary, to identify the initial route of flight.EXAMPLE-Cessna Three One Six Zero Foxtrot cleared to CharlotteAirport as filed via Brooke, maintain seven thousand.h.
To ensure success of the program, pilots should:1. Avoid making changes to a filed flight planjust prior to departure.2. State the following information in the initialcall-up to the facility when no change has been madeto the filed flight plan: Aircraft call sign, location,type operation (IFR) and the name of the airport (orfix) to which you expect clearance.EXAMPLE-'Washington clearance delivery (or ground control ifappropriate) American Seventy Six at gate one, IFRLos Angeles.'
If the flight plan has been changed, state thechange and request a full route clearance.EXAMPLE-'Washington clearance delivery, American Seventy Six atgate one. IFR San Francisco. My flight plan route has beenamended (or destination changed). Request full routeclearance.' Request verification or clarification fromATC if ANY portion of the clearance is not clearlyunderstood.5. When requesting clearance for the IFRportion of a VFR/IFR flight, request such clearanceprior to the fix where IFR operation is proposed tocommence in sufficient time to avoid delay.
Use thefollowing phraseology:EXAMPLE-'Los Angeles center, Apache Six One Papa, VFRestimating Paso Robles VOR at three two, one thousandfive hundred, request IFR to Bakersfield.' Departure Restrictions, ClearanceVoid Times, Hold for Release, and ReleaseTimesa. ATC may assign departure restrictions, clearance void times, hold for release, and release times,when necessary, to separate departures from othertraffic or to restrict or regulate the departure flow.1. Clearance Void Times.
A pilot may receivea clearance, when operating from an airport withouta control tower, which contains a provision for theclearance to be void if not airborne by a specific time.A pilot who does not depart prior to the clearance voidtime must advise ATC as soon as possible of theirintentions. ATC will normally advise the pilot of thetime allotted to notify ATC that the aircraft did notdepart prior to the clearance void time. This timecannot exceed 30 minutes. Failure of an aircraft tocontact ATC within 30 minutes after the clearancevoid time will result in the aircraft being consideredoverdue and search and rescue procedures initiated.NOTE-1. Other IFR traffic for the airport where the clearance isissued is suspended until the aircraft has contacted ATC oruntil 30 minutes after the clearance void time or 30 minutesafter the clearance release time if no clearance void timeis issued.2. Pilots who depart at or after their clearance void timeare not afforded IFR separation and may be in violation of14 CFR Section 91.173 which requires that pilots receivean appropriate ATC clearance before operating IFR incontrolled airspace.EXAMPLE-Clearance void if not off by (clearance void time) and, ifrequired, if not off by (clearance void time) advise (facility)not later than (time) of intentions.2. Hold for Release.
ATC may issue 'hold forrelease' instructions in a clearance to delay anaircraft's departure for traffic management reasons(i.e., weather, traffic volume, etc.). When ATC statesin the clearance, 'hold for release,' the pilot may notdepart utilizing that IFR clearance until a release timeor additional instructions are issued by ATC. Inaddition, ATC will include departure delay information in conjunction with 'hold for release'instructions. The ATC instruction, 'hold for release,'applies to the IFR clearance and does not prevent thepilot from departing under VFR.
However, prior totakeoff the pilot should cancel the IFR flight plan andoperate the transponder on the appropriate VFR code.An IFR clearance may not be available afterdeparture.EXAMPLE-(Aircraft identification) cleared to (destination) airport asfiled, maintain (altitude), and, if required (additionalinstructions or information), hold for release, expect (timein hours and/or minutes) departure delay.3. Release Times. A 'release time' is adeparture restriction issued to a pilot by ATC,specifying the earliest time an aircraft may depart.ATC will use 'release times' in conjunction withtraffic management procedures and/or to separate adeparting aircraft from other traffic.EXAMPLE-(Aircraft identification) released for departure at (time inhours and/or minutes).4. Expect Departure Clearance Time(EDCT).
The EDCT is the runway release timeassigned to an aircraft included in traffic managementprograms. Aircraft are expected to depart no earlierthan 5 minutes before, and no later than 5 minutesafter the EDCT.b. If practical, pilots departing uncontrolledairports should obtain IFR clearances prior tobecoming airborne when two-way communicationswith the controlling ATC facility is available.5-2-7.
Departure Controla. DepartureControl is an approach control function responsible for ensuring separationbetween departures.
So as to expedite the handling of departures, DepartureControl may suggest a takeoff direction other than that which may normally havebeen used under VFR handling. Many times it is preferred to offer the pilot arunway that will require the fewest turns after takeoff to place the pilot oncourse or selected departure route as quickly as possible. At many locationsparticular attention is paid to the use of preferential runways for local noiseabatement programs, and route departures away from congested areas.b. DepartureControl utilizing radar will normally clear aircraft out of the terminal areausing DPs via radio navigation aids. When a departure is to be vectoredimmediately following takeoff, the pilot will be advised prior to takeoff of theinitial heading to be flown but may not be advised of the purpose of theheading.
Pilots operating in a radar environment are expected to associatedeparture headings with vectors to their planned route or flight. When given avector taking the aircraft off a previously assigned nonradar route, the pilotwill be advised briefly what the vector is to achieve. Thereafter, radar servicewill be provided until the aircraft has been reestablished “on‐course” using anappropriate navigation aid and the pilot has been advised of the aircraft'sposition or a handoff is made to another radar controller with furthersurveillance capabilities.c. Controllers willinform pilots of the departure control frequencies and, if appropriate, thetransponder code before takeoff. Pilots must ensure their transponder isadjusted to the “on” or normal operating position as soon as practical andremain on during all operations unless otherwise requested to change to“standby” by ATC.
Pilots should not change to the departure control frequencyuntil requested. Controllers may omit the departure control frequency if a DPhas or will be assigned and the departure control frequency is published on theDP.
Instrument Departure Procedures(DP) - Obstacle Departure Procedures(ODP) and Standard Instrument Departures(SID)Instrument departure procedures are preplannedinstrument flight rule (IFR) procedures whichprovide obstruction clearance from the terminal areato the appropriate en route structure. There aretwo types of DPs, Obstacle Departure Procedures(ODPs), printed either textually or graphically, andStandard Instrument Departures (SIDs), alwaysprinted graphically. All DPs, either textual or graphicmay be designed using either conventional or RNAVcriteria. RNAV procedures will have RNAV printedin the title, e.g., SHEAD TWO DEPARTURE(RNAV). ODPs provide obstruction clearance via theleast onerous route from the terminal area to theappropriate en route structure. ODPs are recommended for obstruction clearance and may be flownwithout ATC clearance unless an alternate departureprocedure (SID or radar vector) has been specificallyassigned by ATC.
Graphic ODPs will have(OBSTACLE) printed in the procedure title,e.g., GEYSR THREE DEPARTURE (OBSTACLE),or, CROWN ONE DEPARTURE (RNAV)(OBSTACLE). Standard Instrument Departures areair traffic control (ATC) procedures printed forpilot/controller use in graphic form to provideobstruction clearance and a transition from theterminal area to the appropriate en route structure.SIDs are primarily designed for system enhancementand to reduce pilot/controller workload. ATCclearance must be received prior to flying a SID. AllDPs provide the pilot with a way to depart the airportand transition to the en route structure safely.
Pilotsoperating under 14 CFR Part 91 are stronglyencouraged to file and fly a DP at night, duringmarginal Visual Meteorological Conditions (VMC)and Instrument Meteorological Conditions (IMC),when one is available. The following paragraphs willprovide an overview of the DP program, why DPs aredeveloped, what criteria are used, where to find them,how they are to be flown, and finally pilot and ATCresponsibilities.a. Why are DPs necessary? The primary reason isto provide obstacle clearance protection informationto pilots. A secondary reason, at busier airports, is toincrease efficiency and reduce communications anddeparture delays through the use of SIDs. When an instrument approach is initially developed for anairport, the need for DPs is assessed. The proceduredesigner conducts an obstacle analysis to support departure operations.
If an aircraft may turn in anydirection from a runway within the limits of the assessment area (see paragraph) and remainclear of obstacles, that runway passes what is calleda diverse departure assessment and no ODP will bepublished. A SID may be published if needed for airtraffic control purposes. However, if an obstacle penetrates what is called the 40:1 obstacle identificationsurface, then the procedure designer chooses whetherto:1. Establish a steeper than normal climbgradient; or2. Establish a steeper than normal climbgradient with an alternative that increases takeoffminima to allow the pilot to visually remain clear ofthe obstacle(s); or3. Design and publish a specific departure route;or4. A combination or all of the above.b.
What criteria is used to provide obstructionclearance during departure?1. Unless specified otherwise, required obstacleclearance for all departures, including diverse, isbased on the pilot crossing the departure end of therunway at least 35 feet above the departure end ofrunway elevation, climbing to 400 feet above thedeparture end of runway elevation before making theinitial turn, and maintaining a minimum climbgradient of 200 feet per nautical mile (FPNM), unlessrequired to level off by a crossing restriction, until theminimum IFR altitude. A greater climb gradient maybe specified in the DP to clear obstacles or to achievean ATC crossing restriction.
If an initial turn higherthan 400 feet above the departure end of runwayelevation is specified in the DP, the turn should becommenced at the higher altitude. If a turn isspecified at a fix, the turn must be made at that fix.Fixes may have minimum and/or maximum crossingaltitudes that must be adhered to prior to passing thefix.
In rare instances, obstacles that exist on theextended runway centerline may make an 'earlyturn' more desirable than proceeding straight ahead.In these cases, the published departure instructionswill include the language 'turn left(right) as soon aspracticable.' These departures will also include aceiling and visibility minimum of at least 300 and 1.Pilots encountering one of these DPs should preplanthe climb out to gain altitude and begin the turn asquickly as possible within the bounds of safeoperating practices and operating limitations. Thistype of departure procedure is being phased out.NOTE-'Practical' or 'feasible' may exist in some existingdeparture text instead of 'practicable.' ODPs and SIDs assume normal aircraft performance, and that all engines are operating.Development of contingency procedures, requiredto cover the case of an engine failure or otheremergency in flight that may occur after liftoff, isthe responsibility of the operator.
(More detailedinformation on this subject is available in AdvisoryCircular AC 120-91, Airport Obstacle Analysis, andin the “Departure Procedures” section of chapter 2 inthe Instrument Procedures Handbook,FAA-H-8261-1.)3. The 40:1 obstacle identification surface(OIS) begins at the departure end of runway (DER)and slopes upward at 152 FPNM until reaching theminimum IFR altitude or entering the en route structure. This assessment area is limited to 25 NM fromthe airport in nonmountainous areas and 46 NM indesignated mountainous areas.
Beyond this distance,the pilot is responsible for obstacle clearance if notoperating on a published route, if below (having notreached) the MEA or MOCA of a published route, oran ATC assigned altitude. (Ref 14CFR 91.177 for further information on en route altitudes.)NOTE-ODPs are normally designed to terminate within these distance limitations, however, some ODPs will contain routesthat may exceed 25/46 NM; these routes will insureobstacle protection until reaching the end of the ODP.Diverse Departure Obstacle Assessment to 25/46 NM4. Obstacles that are located within 1 NM of theDER and penetrate the 40:1 OCS are referred to as“low, close-in obstacles.” The standard requiredobstacle clearance (ROC) of 48 feet per NM to clearthese obstacles would require a climb gradient greaterthan 200 feet per NM for a very short distance, onlyuntil the aircraft was 200 feet above the DER. Toeliminate publishing an excessive climb gradient, theobstacle AGL/MSL height and location relative to theDER is noted in the “Take-off Minimums and(OBSTACLE) Departure Procedures” section of agiven Terminal Procedures Publication (TPP) booklet. The purpose of this note is to identify theobstacle(s) and alert the pilot to the height and location of the obstacle(s) so they can be avoided.
Thiscan be accomplished in a variety of ways, e.g., thepilot may be able to see the obstruction and maneuveraround the obstacle(s) if necessary; early liftoff/climbperformance may allow the aircraft to cross wellabove the obstacle(s); or if the obstacle(s) cannot bevisually acquired during departure, preflight planning should take into account what turns or othermaneuver may be necessary immediately aftertakeoff to avoid the obstruction(s).5. Climb gradients greater than 200 FPNM arespecified when required to support procedure designconstraints, obstacle clearance, and/or airspace restrictions. Compliance with a climb gradient for thesepurposes is mandatory when the procedure is part ofthe ATC clearance, unless increased takeoff minimums are provided and weather conditions allowcompliance with these minimums. Additionally, ATCrequired crossing restrictions may also require climbgradients greater than 200 FPNM.
These climb gradients may be amended or canceled at ATC's discretion.Multiple ATC climb gradients are permitted. An ATCclimb gradient will not be used on an ODP.EXAMPLE-“Cross ALPHA intersection at or below 4000; maintain6000.” The pilot climbs at least 200 FPNM to 6000. If 4000is reached before ALPHA, the pilot levels off at 4000 untilpassing ALPHA; then immediately resumes at least 200FPNM climb.EXAMPLE-“TAKEOFF MINIMUMS: RWY 27, Standard with a minimum climb of 280' per NM to 2500, ATC climb of 310' perNM to 4000 ft.” A climb of at least 280 FPNM is requiredto 2500 and is mandatory when the departure procedure isincluded in the ATC clearance. ATC requires a climb gradient of 310 FPNM to 4000, however, this ATC climbgradient may be amended or canceled.6. Climb gradients may be specified only to analtitude/fix, above which the normal gradient applies.EXAMPLE-“Minimum climb 340 FPNM to ALPHA.” The pilot climbsat least 340 FPNM to ALPHA, then at least 200 FPNM toMIA.7.
Some DPs established solely for obstacleavoidance require a climb in visual conditions tocross the airport or an on-airport NAVAID in a specified direction, at or above a specified altitude. Theseprocedures are called Visual Climb Over the Airport(VCOA).EXAMPLE-“Climb in visual conditions so as to cross the McElory Airport southbound, at or above 6000, then climb viaKeemmling radial zero three three to Keemmling VORTAC.”c. Who is responsible for obstacle clearance? DPsare designed so that adherence to the procedure by thepilot will ensure obstacle protection.
Obstacle clearance responsibility also restswith the pilot when he/she chooses to climb in visualconditions in lieu of flying a DP and/or depart underincreased takeoff minima rather than fly the climbgradient. Standard takeoff minima are one statutemile for aircraft having two engines or less andone-half statute mile for aircraft having more thantwo engines.
Specified ceiling and visibility minima(VCOA or increased takeoff minima) will allowvisual avoidance of obstacles until the pilot enters thestandard obstacle protection area. Obstacle avoidance is not guaranteed if the pilot maneuvers fartherfrom the airport than the specified visibility minimumprior to reaching the specified altitude. DPs may alsocontain what are called Low Close in Obstacles.These obstacles are less than 200 feet above thedeparture end of runway elevation and withinone NM of the runway end, and do not requireincreased takeoff minimums. These obstacles areidentified on the SID chart or in the Take-offMinimums and (Obstacle) Departure Proceduressection of the U.
Terminal Procedure booklet.These obstacles are especially critical to aircraft thatdo not lift off until close to the departure end of therunway or which climb at the minimum rate. Pilotsshould also consider drift following lift-off to ensuresufficient clearance from these obstacles. Thatsegment of the procedure that requires the pilot to seeand avoid obstacles ends when the aircraft crosses thespecified point at the required altitude. In all casescontinued obstacle clearance is based on havingclimbed a minimum of 200 feet per nautical mile tothe specified point and then continuing to climb atleast 200 foot per nautical mile during the departureuntil reaching the minimum enroute altitude, unlessspecified otherwise.2. ATC may assume responsibility for obstacleclearance by vectoring the aircraft prior to reachingthe minimum vectoring altitude by using a DiverseVector Area (DVA). The DVA has been assessed fordepartures which do not follow a specific groundtrack.
ATC may also vector an aircraft off apreviously assigned DP. In all cases, the 200 FPNMclimb gradient is assumed and obstacle clearance isnot provided by ATC until the controller begins toprovide navigational guidance in the form of radarvectors.NOTE-When used by the controller during departure, the term'radar contact' should not be interpreted as relievingpilots of their responsibility to maintain appropriateterrain and obstruction clearance which may includeflying the obstacle DP.3. Pilots must preplan to determine if the aircraftcan meet the climb gradient (expressed in feet pernautical mile) required by the departure procedure,and be aware that flying at a higher than anticipatedground speed increases the climb rate requirement infeet per minute. Higher than standard climb gradientsare specified by a note on the departure procedurechart for graphic DPs, or in the Take-Off Minimumsand (Obstacle) Departure Procedures section of theU.S.
Terminal Procedures booklet for textual ODPs.The required climb gradient, or higher, must bemaintained to the specified altitude or fix, then thestandard climb gradient of 200 ft/NM can beresumed. A table for the conversion of climb gradient(feet per nautical mile) to climb rate (feet per minute),at a given ground speed, is included on page D1 of theU.S. Terminal Procedures booklets.d. Where are DPs located?
DPs will be listed byairport in the IFR Takeoff Minimums and (Obstacle)Departure Procedures Section, Section C, of theTerminal Procedures Publications (TPPs). If the DPis textual, it will be described in TPP Section C. SIDsand complex ODPs will be published graphically andnamed. The name will be listed by airport name andrunway in Section C. Graphic ODPs will also havethe term '(OBSTACLE)' printed in the chartedprocedure title, differentiating them from SIDs.1. An ODP that has been developed solely forobstacle avoidance will be indicated with the symbol'T' on appropriate Instrument Approach Procedure(IAP) charts and DP charts for that airport.
The 'T'symbol will continue to refer users to TPP Section C.In the case of a graphic ODP, the TPP Section C willonly contain the name of the ODP. Since there may beboth a textual and a graphic DP, Section C should stillbe checked for additional information. The nonstandard takeoff minimums and minimum climbgradients found in TPP Section C also apply tocharted DPs and radar vector departures unlessdifferent minimums are specified on the charted DP.Takeoff minimums and departure procedures apply toall runways unless otherwise specified. New graphicDPs will have all the information printed on thegraphic depiction.
As a general rule, ATC will onlyassign an ODP from a nontowered airport whencompliance with the ODP is necessary for aircraft toaircraft separation. Pilots may use the ODP to helpensure separation from terrain and obstacles.e. Each pilot, prior to departing an airport on anIFR flight should:(a) Consider the type of terrain and other obstacles on or in the vicinity of the departure airport;(b) Determine whether an ODP is available;(c) Determine if obstacle avoidance can bemaintained visually or if the ODP should be flown;and(d) Consider the effect of degraded climb performance and the actions to take in the event of anengine loss during the departure. Pilots should notifyATC as soon as possible of reduced climb capabilityin that circumstance.NOTE-Guidance concerning contingency procedures thataddress an engine failure on takeoff after V1 speed on alarge or turbine-powered transport category airplane maybe found in AC 120-91, Airport Obstacle Analysis.2. After an aircraft is established on an SID andsubsequently vectored or cleared off of the SID orSID transition, pilots must consider the SID canceled,unless the controller adds “expect to resume SID.”Aircraft may not be vectored off of an ODP until at orabove the MVA/MIA, at which time the ODP is canceled.3.
Aircraft instructed to resume a SID that contains ATC altitude restrictions, shall beissued/reissued all applicable restrictions or shall beadvised to comply with those restrictions.4. If prior to or after takeoff an altitude restriction is issued by ATC, all previously issued “ATC'altitude restrictions are cancelled including thosepublished on a SID.5. ATC crossing altitude restrictions publishedon SIDs are identified on the chart with “(ATC)' following the altitude restriction. This will indicate tothe pilot and the controller that this restriction is forATC purposes and may be deleted by ATC.
When anATC crossing altitude has been established prior tothe beginning of a transition route, a minimum altitude for obstruction clearance or other designconstraints will also be published at the same fix adjacent/below the “(ATC)” altitude. The absence of“(ATC)” at a “minimum altitude” indicates the restriction is there to support obstacle clearance,airspace restrictions, Navaid reception, and/or otherreason(s) that mandate compliance. These altitudesCANNOT be lowered or cancelled by ATC. A standalone “(ATC)” altitude restriction may also belocated on a transition route; however, it must neverbe lower than the published Minimum Enroute Altitude (MEA).6. Altitude restrictions published on an ODP arenecessary for obstacle clearance and/or design constraints. Compliance with these restrictions ismandatory and CANNOT be lowered or cancelled byATC.f. RNAV Departure ProceduresAll public RNAV SIDs and graphic ODPs areRNAV 1.
These procedures generally start with aninitial RNAV or heading leg near the departure runway end. In addition, these procedures require systemperformance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussedin AC 90-100A, U.S. Terminal and En Route AreaNavigation (RNAV) Operations.
RNAV 1 procedures require the aircraft's totalsystem error remain bounded by ± 1 NM for 95% of thetotal flight time.
Pre-taxi Clearance Proceduresa. Certain airports have established pre-taxiclearance programs whereby pilots of departinginstrument flight rules (IFR) aircraft may elect toreceive their IFR clearances before they start taxiingfor takeoff.
The following provisions are included insuch procedures:1. Pilot participation is not mandatory.2. Participating pilots call clearance delivery orground control not more than 10 minutes beforeproposed taxi time.3. IFR clearance (or delay information, ifclearance cannot be obtained) is issued at the time ofthis initial call-up.4.
When the IFR clearance is received onclearance delivery frequency, pilots call groundcontrol when ready to taxi.5. Normally, pilots need not inform groundcontrol that they have received IFR clearance onclearance delivery frequency. Certain locations may,however, require that the pilot inform ground controlof a portion of the routing or that the IFR clearancehas been received.6. If a pilot cannot establish contact on clearancedelivery frequency or has not received an IFRclearance before ready to taxi, the pilot should contactground control and inform the controller accordingly.b.
Locations where these procedures are in effectare indicated in the Airport/Facility Directory.5-2-2. Pre-departure ClearanceProceduresa. Many airports in the National Airspace Systemare equipped with the Tower Data Link System(TDLS) that includes the Pre-departure Clearance(PDC) function. The PDC function automates theClearance Delivery operations in the ATCT forparticipating users. The PDC function displays IFRclearances from the ARTCC to the ATCT.
TheClearance Delivery controller in the ATCT canappend local departure information and transmit theclearance via data link to participating airline/serviceprovider computers. The airline/service provider willthen deliver the clearance via the Aircraft Communications Addressing and Reporting System(ACARS) or a similar data link system or, for nondatalink equipped aircraft, via a printer located at thedeparture gate. PDC reduces frequency congestion,controller workload and is intended to mitigatedelivery/readback errors.
Also, information fromparticipating users indicates a reduction in pilotworkload.b. PDC is available only to participating aircraftthat have subscribed to the service through anapproved service provider.c. Due to technical reasons, the followinglimitations currently exist in the PDC program:1. Aircraft filing multiple flight plans arelimited to one PDC clearance per departure airportwithin a 24-hour period. Additional clearances willbe delivered verbally.2. If the clearance is revised or modified prior todelivery, it will be rejected from PDC and theclearance will need to be delivered verbally.d.
No acknowledgment of receipt or readback isrequired for a PDC.e. In all situations, the pilot is encouraged tocontact clearance delivery if a question or concernexists regarding an automated clearance.5-2-3. Taxi ClearancePilots on IFR flight plans should communicate withthe control tower on the appropriate ground control orclearance delivery frequency, prior to startingengines, to receive engine start time, taxi and/orclearance information. Taxi into Position and Hold (TIPH)a.
Taxi into position and hold is an air trafficcontrol (ATC) procedure designed to position anaircraft onto the runway for an imminent departure.The ATC instruction 'POSITION AND HOLD' isused to instruct a pilot to taxi onto the departurerunway in takeoff position and hold.EXAMPLE-Tower: 'N234AR Runway 24L, position and hold.' This ATC instruction is not an authorization totakeoff. In instances where the pilot has beeninstructed to 'position and hold' and has beenadvised of a reason/condition (wake turbulence,traffic on an intersecting runway, etc.) or thereason/condition is clearly visible (another aircraftthat has landed on or is taking off on the samerunway), and the reason/condition is satisfied, thepilot should expect an imminent takeoff clearance,unless advised of a delay. If you are uncertain aboutany ATC instruction or clearance, contact ATCimmediately.c. If a takeoff clearance is not received within areasonable amount of time after clearance to positionand hold, ATC should be contacted.EXAMPLE-Aircraft: Cessna 234AR holding in position Runway 24L.Aircraft: Cessna 234AR holding in position Runway 24Lat Bravo.NOTE-FAA analysis of accidents and incidents involving aircraftholding in position indicate that two minutes or moreelapsed between the time the instruction was issued to'position and hold' and the resulting event (e.g., landoveror go-around). Pilots should consider the length of timethat they have been holding in position whenever theyHAVE NOT been advised of any expected delay todetermine when it is appropriate to query the controller.REFERENCE-Advisory Circulars 91-73A, Part 91 and Part 135 Single-PilotProcedures during Taxi Operations, and 120-74A, Parts 91, 121, 125,and 135 Flightcrew Procedures during Taxi Operationsd. Situational awareness during position and holdoperations is enhanced by monitoring ATCinstructions/clearances issued to other aircraft.
Pilotsshould listen carefully if another aircraft is onfrequency that has a similar call sign and pay closeattention to communications between ATC and otheraircraft. If you are uncertain of an ATC instruction orclearance, query ATC immediately. Care should betaken to not inadvertently execute a clearance/instruction for another aircraft.e. Pilots should be especially vigilant whenconducting 'position and hold' operations at night orduring reduced visibility conditions. They shouldscan the full length of the runway and look for aircrafton final approach or landing roll out when taxiingonto a runway.
ATC should be contacted anytimethere is a concern about a potential conflict.f. When two or more runways are active, aircraftmay be instructed to 'POSITION AND HOLD' ontwo or more runways. When multiple runwayoperations are being conducted, it is important tolisten closely for your call sign and runway. Be alertfor similar sounding call signs and acknowledge allinstructions with your call sign. When you areholding in position and are not sure if the takeoffclearance was for you, ask ATC before you begintakeoff roll. ATC prefers that you confirm a takeoffclearance rather than mistake another aircraft'sclearance for your own.g.
When ATC issues intersection 'position andhold' and takeoff clearances, the intersectiondesignator will be used. If ATC omits the intersectiondesignator, call ATC for clarification.EXAMPLE-Aircraft: 'Cherokee 234AR, Runway 24L at November 4,position and hold.' If landing traffic is a factor during position andhold operations, ATC will inform the aircraft inposition of the closest traffic that has requested afull-stop, touch-and-go, stop-and-go, or anunrestricted low approach to the same runway. Pilotsshould take care to note the position of landing traffic.ATC will also advise the landing traffic when anaircraft is authorized to 'position and hold' on thesame runway.EXAMPLE-Tower: 'Cessna 234AR, Runway 24L, position and hold.Traffic a Boeing 737, six mile final.' Tower: 'Delta 1011, continue, traffic a Cessna 210position and hold Runway 24L.' NOTE-ATC will normally withhold landing clearance to arrivalaircraft when another aircraft is in position and holding onthe runway.i.
Never land on a runway that is occupied byanother aircraft, even if a landing clearance wasissued. Do not hesitate to ask the controller about thetraffic on the runway and be prepared to execute ago-around.NOTE-Always clarify any misunderstanding or confusionconcerning ATC instructions or clearances. ATC should beadvised immediately if there is any uncertainty about theability to comply with any of their instructions.5-2-5. Abbreviated IFR DepartureClearance (Cleared.as Filed) Proceduresa. ATC facilities will issue an abbreviated IFRdeparture clearance based on the ROUTE of flightfiled in the IFR flight plan, provided the filed routecan be approved with little or no revision. Theseabbreviated clearance procedures are based on thefollowing conditions:1. The aircraft is on the ground or it has departedvisual flight rules (VFR) and the pilot is requestingIFR clearance while airborne.2.
That a pilot will not accept an abbreviatedclearance if the route or destination of a flight planfiled with ATC has been changed by the pilot or thecompany or the operations officer before departure.3. That it is the responsibility of the company oroperations office to inform the pilot when they makea change to the filed flight plan.4. That it is the responsibility of the pilot toinform ATC in the initial call-up (for clearance) whenthe filed flight plan has been either:(a) Amended, or(b) Canceled and replaced with a new filedflight plan.NOTE-The facility issuing a clearance may not have received therevised route or the revised flight plan by the time a pilotrequests clearance.b. Controllers will issue a detailed clearance whenthey know that the original filed flight plan has beenchanged or when the pilot requests a full routeclearance.c. The clearance as issued will include thedestination airport filed in the flight plan.d. ATC procedures now require the controller tostate the DP name, the current number and the DPtransition name after the phrase 'Cleared to(destination) airport' and prior to the phrase, 'then asfiled,' for ALL departure clearances when the DP orDP transition is to be flown. The procedures applywhether or not the DP is filed in the flight plan.e.
STARs, when filed in a flight plan, areconsidered a part of the filed route of flight and willnot normally be stated in an initial departureclearance. If the ARTCC's jurisdictional airspaceincludes both the departure airport and the fix wherea STAR or STAR transition begins, the STAR name,the current number and the STAR transition nameMAY be stated in the initial clearance.f. 'Cleared to (destination) airport as filed' doesNOT include the en route altitude filed in a flight plan.An en route altitude will be stated in the clearance orthe pilot will be advised to expect an assigned or filedaltitude within a given time frame or at a certain pointafter departure. This may be done verbally in thedeparture instructions or stated in the DP.g. In both radar and nonradar environments, thecontroller will state 'Cleared to (destination) airportas filed' or:1. If a DP or DP transition is to be flown, specifythe DP name, the current DP number, the DPtransition name, the assigned altitude/flight level, andany additional instructions (departure control frequency, beacon code assignment, etc.) necessary toclear a departing aircraft via the DP or DP transitionand the route filed.EXAMPLE-National Seven Twenty cleared to Miami AirportIntercontinental one departure, Lake Charles transitionthen as filed, maintain Flight Level two seven zero.2. When there is no DP or when the pilot cannotaccept a DP, the controller will specify the assignedaltitude or flight level, and any additional instructionsnecessary to clear a departing aircraft via anappropriate departure routing and the route filed.NOTE-A detailed departure route description or a radar vectormay be used to achieve the desired departure routing.3.
If it is necessary to make a minor revision tothe filed route, the controller will specify the assignedDP or DP transition (or departure routing), therevision to the filed route, the assigned altitude orflight level and any additional instructions necessaryto clear a departing aircraft.EXAMPLE-Jet Star One Four Two Four cleared to Atlanta Airport,South Boston two departure then as filed except changeroute to read South Boston Victor 20 Greensboro, maintainone seven thousand.4. Additionally, in a nonradar environment, thecontroller will specify one or more fixes, asnecessary, to identify the initial route of flight.EXAMPLE-Cessna Three One Six Zero Foxtrot cleared to CharlotteAirport as filed via Brooke, maintain seven thousand.h. To ensure success of the program, pilots should:1. Avoid making changes to a filed flight planjust prior to departure.2.
State the following information in the initialcall-up to the facility when no change has been madeto the filed flight plan: Aircraft call sign, location,type operation (IFR) and the name of the airport (orfix) to which you expect clearance.EXAMPLE-'Washington clearance delivery (or ground control ifappropriate) American Seventy Six at gate one, IFRLos Angeles.' If the flight plan has been changed, state thechange and request a full route clearance.EXAMPLE-'Washington clearance delivery, American Seventy Six atgate one. IFR San Francisco.
My flight plan route has beenamended (or destination changed). Request full routeclearance.' Request verification or clarification fromATC if ANY portion of the clearance is not clearlyunderstood.5. When requesting clearance for the IFRportion of a VFR/IFR flight, request such clearanceprior to the fix where IFR operation is proposed tocommence in sufficient time to avoid delay. Use thefollowing phraseology:EXAMPLE-'Los Angeles center, Apache Six One Papa, VFRestimating Paso Robles VOR at three two, one thousandfive hundred, request IFR to Bakersfield.' Departure Restrictions, ClearanceVoid Times, Hold for Release, and ReleaseTimesa.
ATC may assign departure restrictions, clearance void times, hold for release, and release times,when necessary, to separate departures from othertraffic or to restrict or regulate the departure flow.1. Clearance Void Times. A pilot may receivea clearance, when operating from an airport withouta control tower, which contains a provision for theclearance to be void if not airborne by a specific time.A pilot who does not depart prior to the clearance voidtime must advise ATC as soon as possible of theirintentions. ATC will normally advise the pilot of thetime allotted to notify ATC that the aircraft did notdepart prior to the clearance void time.
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This timecannot exceed 30 minutes. Failure of an aircraft tocontact ATC within 30 minutes after the clearancevoid time will result in the aircraft being consideredoverdue and search and rescue procedures initiated.NOTE-1. Other IFR traffic for the airport where the clearance isissued is suspended until the aircraft has contacted ATC oruntil 30 minutes after the clearance void time or 30 minutesafter the clearance release time if no clearance void timeis issued.2. Pilots who depart at or after their clearance void timeare not afforded IFR separation and may be in violation of14 CFR Section 91.173 which requires that pilots receivean appropriate ATC clearance before operating IFR incontrolled airspace.EXAMPLE-Clearance void if not off by (clearance void time) and, ifrequired, if not off by (clearance void time) advise (facility)not later than (time) of intentions.2.
Hold for Release. ATC may issue 'hold forrelease' instructions in a clearance to delay anaircraft's departure for traffic management reasons(i.e., weather, traffic volume, etc.). When ATC statesin the clearance, 'hold for release,' the pilot may notdepart utilizing that IFR clearance until a release timeor additional instructions are issued by ATC. Inaddition, ATC will include departure delay information in conjunction with 'hold for release'instructions. The ATC instruction, 'hold for release,'applies to the IFR clearance and does not prevent thepilot from departing under VFR.
However, prior totakeoff the pilot should cancel the IFR flight plan andoperate the transponder on the appropriate VFR code.An IFR clearance may not be available afterdeparture.EXAMPLE-(Aircraft identification) cleared to (destination) airport asfiled, maintain (altitude), and, if required (additionalinstructions or information), hold for release, expect (timein hours and/or minutes) departure delay.3. Release Times. A 'release time' is adeparture restriction issued to a pilot by ATC,specifying the earliest time an aircraft may depart.ATC will use 'release times' in conjunction withtraffic management procedures and/or to separate adeparting aircraft from other traffic.EXAMPLE-(Aircraft identification) released for departure at (time inhours and/or minutes).4.
Expect Departure Clearance Time(EDCT). The EDCT is the runway release timeassigned to an aircraft included in traffic managementprograms. Aircraft are expected to depart no earlierthan 5 minutes before, and no later than 5 minutesafter the EDCT.b. If practical, pilots departing uncontrolledairports should obtain IFR clearances prior tobecoming airborne when two-way communicationswith the controlling ATC facility is available.5-2-7.
Departure Controla. Departure Control is an approach controlfunction responsible for ensuring separation betweendepartures. So as to expedite the handling ofdepartures, Departure Control may suggest a takeoffdirection other than that which may normally havebeen used under VFR handling. Many times it ispreferred to offer the pilot a runway that will requirethe fewest turns after takeoff to place the pilot oncourse or selected departure route as quickly aspossible.
At many locations particular attention ispaid to the use of preferential runways for local noiseabatement programs, and route departures away fromcongested areas.b. Departure Control utilizing radar will normallyclear aircraft out of the terminal area using DPs viaradio navigation aids. When a departure is to bevectored immediately following takeoff, the pilotwill be advised prior to takeoff of the initial headingto be flown but may not be advised of the purpose ofthe heading. Pilots operating in a radar environmentare expected to associate departure headings withvectors to their planned route or flight. When givena vector taking the aircraft off a previously assignednonradar route, the pilot will be advised briefly whatthe vector is to achieve. Thereafter, radar service willbe provided until the aircraft has been reestablished'on-course' using an appropriate navigation aid andthe pilot has been advised of the aircraft's position ora handoff is made to another radar controller withfurther surveillance capabilities.c.
Controllers will inform pilots of the departurecontrol frequencies and, if appropriate, the transponder code before takeoff. Pilots should not operatetheir transponder until ready to start the takeoff roll,except at ASDE-X facilities where transpondersshould be transmitting 'on' with altitude reportingcontinuously while operating on the airport surface ifso equipped.
Pilots should not change to the departurecontrol frequency until requested. Controllers mayomit the departure control frequency if a DP has orwill be assigned and the departure control frequencyis published on the DP. Instrument Departure Procedures(DP) - Obstacle Departure Procedures(ODP) and Standard Instrument Departures(SID)Instrument departure procedures are preplannedinstrument flight rule (IFR) procedures whichprovide obstruction clearance from the terminal areato the appropriate en route structure. There aretwo types of DPs, Obstacle Departure Procedures(ODPs), printed either textually or graphically, andStandard Instrument Departures (SIDs), alwaysprinted graphically. All DPs, either textual or graphicmay be designed using either conventional or RNAVcriteria. RNAV procedures will have RNAV printedin the title, e.g., SHEAD TWO DEPARTURE(RNAV). ODPs provide obstruction clearance via theleast onerous route from the terminal area to theappropriate en route structure.
ODPs are recommended for obstruction clearance and may be flownwithout ATC clearance unless an alternate departureprocedure (SID or radar vector) has been specificallyassigned by ATC. Graphic ODPs will have(OBSTACLE) printed in the procedure title,e.g., GEYSR THREE DEPARTURE (OBSTACLE),or, CROWN ONE DEPARTURE (RNAV)(OBSTACLE). Standard Instrument Departures areair traffic control (ATC) procedures printed forpilot/controller use in graphic form to provideobstruction clearance and a transition from theterminal area to the appropriate en route structure.SIDs are primarily designed for system enhancementand to reduce pilot/controller workload.
ATCclearance must be received prior to flying a SID. AllDPs provide the pilot with a way to depart the airportand transition to the en route structure safely.
Pilotsoperating under 14 CFR Part 91 are stronglyencouraged to file and fly a DP at night, duringmarginal Visual Meteorological Conditions (VMC)and Instrument Meteorological Conditions (IMC),when one is available. The following paragraphs willprovide an overview of the DP program, why DPs aredeveloped, what criteria are used, where to find them,how they are to be flown, and finally pilot and ATCresponsibilities.a. Why are DPs necessary? The primary reason isto provide obstacle clearance protection informationto pilots. A secondary reason, at busier airports, is toincrease efficiency and reduce communications anddeparture delays through the use of SIDs. When an instrument approach is initially developed for anairport, the need for DPs is assessed. The proceduredesigner conducts an obstacle analysis to support departure operations.
If an aircraft may turn in anydirection from a runway within the limits of the assessment area (see paragraphb 2) and remainclear of obstacles, that runway passes what is calleda diverse departure assessment and no ODP will bepublished. A SID may be published if needed for airtraffic control purposes. However, if an obstacle penetrates what is called the 40:1 obstacle identificationsurface, then the procedure designer chooses whetherto:1. Establish a steeper than normal climbgradient; or2. Establish a steeper than normal climbgradient with an alternative that increases takeoffminima to allow the pilot to visually remain clear ofthe obstacle(s); or3.
Design and publish a specific departure route;or4. A combination or all of the above.b. What criteria is used to provide obstructionclearance during departure?1. Unless specified otherwise, required obstacleclearance for all departures, including diverse, isbased on the pilot crossing the departure end of therunway at least 35 feet above the departure end ofrunway elevation, climbing to 400 feet above thedeparture end of runway elevation before making theinitial turn, and maintaining a minimum climbgradient of 200 feet per nautical mile (FPNM), unlessrequired to level off by a crossing restriction, until theminimum IFR altitude. A greater climb gradient maybe specified in the DP to clear obstacles or to achievean ATC crossing restriction. If an initial turn higherthan 400 feet above the departure end of runwayelevation is specified in the DP, the turn should becommenced at the higher altitude. If a turn isspecified at a fix, the turn must be made at that fix.Fixes may have minimum and/or maximum crossingaltitudes that must be adhered to prior to passing thefix.
In rare instances, obstacles that exist on theextended runway centerline may make an 'earlyturn' more desirable than proceeding straight ahead.In these cases, the published departure instructionswill include the language 'turn left(right) as soon aspracticable.' These departures will also include aceiling and visibility minimum of at least 300 and 1.Pilots encountering one of these DPs should preplanthe climb out to gain altitude and begin the turn asquickly as possible within the bounds of safeoperating practices and operating limitations.
Thistype of departure procedure is being phased out.NOTE-'Practical' or 'feasible' may exist in some existingdeparture text instead of 'practicable.' The 40:1 obstacle identification surface(OIS) begins at the departure end of runway (DER)and slopes upward at 152 FPNM until reaching theminimum IFR altitude or entering the en route structure. This assessment area is limited to 25 NM fromthe airport in nonmountainous areas and 46 NM indesignated mountainous areas. Beyond this distance,the pilot is responsible for obstacle clearance if notoperating on a published route, if below (having notreached) the MEA or MOCA of a published route, oran ATC assigned altitude. (Ref 14CFR 91.177 for further information on en route altitudes.)NOTE-ODPs are normally designed to terminate within these distance limitations, however, some ODPs will contain routesthat may exceed 25/46 NM; these routes will insureobstacle protection until reaching the end of the ODP.Diverse Departure Obstacle Assessment to 25/46 NM3. Obstacles that are located within 1 NM of theDER and penetrate the 40:1 OCS are referred to as“low, close-in obstacles.” The standard requiredobstacle clearance (ROC) of 48 feet per NM to clearthese obstacles would require a climb gradient greaterthan 200 feet per NM for a very short distance, onlyuntil the aircraft was 200 feet above the DER. Toeliminate publishing an excessive climb gradient, theobstacle AGL/MSL height and location relative to theDER is noted in the “Take-off Minimums and(OBSTACLE) Departure Procedures” section of agiven Terminal Procedures Publication (TPP) booklet.
The purpose of this note is to identify theobstacle(s) and alert the pilot to the height and location of the obstacle(s) so they can be avoided. Thiscan be accomplished in a variety of ways, e.g., thepilot may be able to see the obstruction and maneuveraround the obstacle(s) if necessary; early liftoff/climbperformance may allow the aircraft to cross wellabove the obstacle(s); or if the obstacle(s) cannot bevisually acquired during departure, preflight planning should take into account what turns or othermaneuver may be necessary immediately aftertakeoff to avoid the obstruction(s).4. Climb gradients greater than 200 FPNM arespecified when required for obstacle clearance and/orATC required crossing restrictions.EXAMPLE-“Cross ALPHA intersection at or below 4000; maintain6000.” The pilot climbs at least 200 FPNM to 6000. If 4000is reached before ALPHA, the pilot levels off at 4000 untilpassing ALPHA; then immediately resumes at least200 FPNM climb.5. Climb gradients may be specified only to analtitude/fix, above which the normal gradient applies.EXAMPLE-'Minimum climb 340 FPNM to ALPHA.'
The pilot climbsat least 340 FPNM to ALPHA, then at least 200 FPNM toMIA.6. Some DPs established solely for obstacleavoidance require a climb in visual conditions tocross the airport or an on-airport NAVAID in aspecified direction, at or above a specified altitude.These procedures are called Visual Climb Over theAirport (VCOA).EXAMPLE-'Climb in visual conditions so as to cross the McEloryAirport southbound, at or above 6000, then climb viaKeemmling radial zero three three to KeemmlingVORTAC.'
Who is responsible for obstacle clearance? DPsare designed so that adherence to the procedure by thepilot will ensure obstacle protection. Obstacle clearance responsibility also restswith the pilot when he/she chooses to climb in visualconditions in lieu of flying a DP and/or depart underincreased takeoff minima rather than fly the climbgradient. Standard takeoff minima are one statutemile for aircraft having two engines or less andone-half statute mile for aircraft having more thantwo engines. Specified ceiling and visibility minima(VCOA or increased takeoff minima) will allowvisual avoidance of obstacles until the pilot enters thestandard obstacle protection area.
Obstacle avoidance is not guaranteed if the pilot maneuvers fartherfrom the airport than the specified visibility minimumprior to reaching the specified altitude. DPs may alsocontain what are called Low Close in Obstacles.These obstacles are less than 200 feet above thedeparture end of runway elevation and withinone NM of the runway end, and do not requireincreased takeoff minimums. These obstacles areidentified on the SID chart or in the Take-offMinimums and (Obstacle) Departure Proceduressection of the U. Terminal Procedure booklet.These obstacles are especially critical to aircraft thatdo not lift off until close to the departure end of therunway or which climb at the minimum rate. Pilotsshould also consider drift following lift-off to ensuresufficient clearance from these obstacles. Thatsegment of the procedure that requires the pilot to seeand avoid obstacles ends when the aircraft crosses thespecified point at the required altitude. In all casescontinued obstacle clearance is based on havingclimbed a minimum of 200 feet per nautical mile tothe specified point and then continuing to climb atleast 200 foot per nautical mile during the departureuntil reaching the minimum enroute altitude, unlessspecified otherwise.2.
ATC may assume responsibility for obstacleclearance by vectoring the aircraft prior to reachingthe minimum vectoring altitude by using a DiverseVector Area (DVA). The DVA has been assessed fordepartures which do not follow a specific groundtrack. ATC may also vector an aircraft off apreviously assigned DP. In all cases, the 200 FPNMclimb gradient is assumed and obstacle clearance isnot provided by ATC until the controller begins toprovide navigational guidance in the form of radarvectors.NOTE-When used by the controller during departure, the term'radar contact' should not be interpreted as relievingpilots of their responsibility to maintain appropriateterrain and obstruction clearance which may includeflying the obstacle DP.3. Pilots must preplan to determine if the aircraftcan meet the climb gradient (expressed in feet pernautical mile) required by the departure procedure,and be aware that flying at a higher than anticipatedground speed increases the climb rate requirement infeet per minute. Higher than standard climb gradientsare specified by a note on the departure procedurechart for graphic DPs, or in the Take-Off Minimumsand (Obstacle) Departure Procedures section of theU.S.
Terminal Procedures booklet for textual ODPs.The required climb gradient, or higher, must bemaintained to the specified altitude or fix, then thestandard climb gradient of 200 ft/NM can beresumed. A table for the conversion of climb gradient(feet per nautical mile) to climb rate (feet per minute),at a given ground speed, is included on page D1 of theU.S. Terminal Procedures booklets.d. Where are DPs located?
DPs will be listed byairport in the IFR Takeoff Minimums and (Obstacle)Departure Procedures Section, Section C, of theTerminal Procedures Publications (TPPs). If the DPis textual, it will be described in TPP Section C. SIDsand complex ODPs will be published graphically andnamed. The name will be listed by airport name andrunway in Section C. Graphic ODPs will also havethe term '(OBSTACLE)' printed in the chartedprocedure title, differentiating them from SIDs.1.
An ODP that has been developed solely forobstacle avoidance will be indicated with the symbol'T' on appropriate Instrument Approach Procedure(IAP) charts and DP charts for that airport. The 'T'symbol will continue to refer users to TPP Section C.In the case of a graphic ODP, the TPP Section C willonly contain the name of the ODP. Since there may beboth a textual and a graphic DP, Section C should stillbe checked for additional information.
The nonstandard takeoff minimums and minimum climbgradients found in TPP Section C also apply tocharted DPs and radar vector departures unlessdifferent minimums are specified on the charted DP.Takeoff minimums and departure procedures apply toall runways unless otherwise specified. New graphicDPs will have all the information printed on thegraphic depiction. As a general rule, ATC will onlyassign an ODP from a nontowered airport whencompliance with the ODP is necessary for aircraft toaircraft separation. Pilots may use the ODP to helpensure separation from terrain and obstacles.e. Each pilot, prior to departing an airport on anIFR flight should consider the type of terrain andother obstacles on or in the vicinity of the departureairport; and:2.
Determine whether an ODP is available; and3. Determine if obstacle avoidance can bemaintained visually or if the ODP should be flown;and4. Consider the effect of degraded climbperformance and the actions to take in the event of anengine loss during the departure.5. After an aircraft is established on anODP/SID and subsequently vectored or cleared off ofthe ODP or SID transition, pilots shall consider theODP/SID canceled, unless the controller adds'expect to resume ODP/SID.'
Aircraft instructed to resume a procedurewhich contains restrictions, such as a DP, shall beissued/reissued all applicable restrictions or shall beadvised to comply with those restrictions.7. If an altitude to 'maintain' is restated,whether prior to or after departure, previously issued'ATC' altitude restrictions are cancelled. Allminimum crossing altitudes which are not identifiedon the chart as ATC restrictions are still mandatory forobstacle clearance. If an assigned altitude will notallow the aircraft to cross a fix at the minimumcrossing altitude, the pilot should request a higheraltitude in time to climb to the crossing restriction orrequest an alternate routing. ATC altitude restrictionsare only published on SIDs and are identified on thechart with '(ATC)' following the altitude. When anobstruction clearance minimum crossing altitude isalso to be published at the same fix, it is identified bythe term '(MCA).'
Pilots of civil aircraft operating fromlocations where SIDs are established may expectATC clearances containing a SID. Use of a SIDrequires pilot possession of the textual description orgraphic depiction of the approved current SID, asappropriate.
RNAV SIDs must be retrievable by theprocedure name from the aircraft database andconform to charted procedure. ATC must beimmediately advised if the pilot does not possess theassigned SID, or the aircraft is not capable of flyingthe SID. Notification may be accomplished by filing'NO SID' in the remarks section of the filed flightplan or by the less desirable method of verballyadvising ATC. Adherence to all restrictions on theSID is required unless clearance to deviate isreceived.9. Controllers may omit the departure controlfrequency if a SID clearance is issued and thedeparture control frequency is published on the SID.f.
RNAV Departure Procedures.All public RNAV SIDs and graphic ODPs areRNAV 1. These procedures generally start with aninitial RNAV or heading leg near the departurerunway end. In addition, these procedures requiresystem performance currently met by GPS orDME/DME/IRU RNAV systems that satisfy thecriteria discussed in AC 90-100A, U.S. Terminal andEn Route Area Navigation (RNAV) Operations.RNAV 1 procedures require the aircraft's totalsystem error remain bounded by +1 NM for 95% ofthe total flight time.