NOT FOR NAVIGATION
SW-4, 23 SEP 2010 to 21 OCT 2010
SW-4, 23 SEP 2010 to 21 OCT 2010
Figure 1-33. Crossing altitude is there to support an ATC requirement.
Radar Departures
A radar departure is another option for departing an airport
on an IFR flight. You might receive a radar departure if the
airport does not have an established departure procedure,
if you are unable to comply with a departure procedure, or
if you request “No SIDs” as a part of your flight plan. Expect
ATC to issue an initial departure heading if you are being
radar vectored after takeoff; however, do not expect to
be given a purpose for the specific vector heading. Rest
assured that the controller knows your flight route and will
vector you into position. By nature of the departure type,
once you are issued your clearance, the responsibility for
coordination of your flight rests with ATC, including the
tower controller and, after handoff, the departure controller
who will remain with you until you are released on course
and allowed to “resume own navigation. ”
For all practical purposes, a radar departure is the easiest
type of departure to use. It is also a good alternative to a
published departure procedure, particularly when none of
the available departure procedures are conducive to your
flight route. However, it is advisable to always maintain a
detailed awareness of your location while you are being
radar vectored by ATC. If for some reason radar contact is
lost, you will be asked to provide position reports in order
for ATC to monitor your flight progress. Also, ATC may
release you to “resume own navigation” after vectoring you
off course momentarily for a variety of reasons, including
weather or traffic.
Upon initial contact, state your aircraft or flight number,
the altitude you are climbing through, and the altitude
to which you are climbing. The controller will verify that
your reported altitude matches that emitted by your
transponder. If your altitude does not match, or if you
do not have Mode C capabilities, you will be continually
required to report your position and altitude for ATC.
The controller is not required to provide terrain and
obstacle clearance just because ATC has radar contact
with your aircraft. It remains your responsibility until the
controller begins to provide navigational guidance in
the form of radar vectors. Once radar vectors are given,
you are expected to promptly comply with headings and
altitudes as assigned. Question any assigned heading if you
believe it to be incorrect or if it would cause a violation of
a regulation, then advise ATC immediately and obtain a
revised clearance.
NOT FOR NAVIGATION
NOT FOR NAVIGATION
SW-4, XX XXX 2011 to XX XXX 2011
SW-4, XX XXX 2011 to XX XXX 2011
SW-4, XX XXX 2011 to XX XXX 2011
SW-4, XX XXX 2011 to XX XXX 2011
Figure 1-34. New charting standard without ATC annotations.
SAMPLE NOT FOR ACTUAL USE
SAMPLE NOT FOR ACTUAL USE
MYV VOR/DME, then via MYV VOR/DME R-263 to
YUBBA INT before proceeding on course.
NOTE: Rwy 7, trees beginning 1117' from DER, 504'
right of centerline, up to 40' AGL/1708' MSL. Pole 1365'
from DER, 600' right of centerline, 59' AGL/1679' MSL.
Tree 3791' from DER, 700' right of centerline, 40' AGL/
1639' MSL. Rwy 25, tree 37' from DER, 479' left of
centerline, 40' AGL/1528' MSL. Tree 86' from DER, 461'
right of centerline, 40' AGL/1532' MSL. Fence 301' from
DER, 244' right of centerline, 8' AGL/1508' MSL. Trees
beginning 660' from DER, 249' right of centerline, up to
40' AGL/1559' MSL.
normal 200'/NM climb gradient, take-off must occur no
later than 2000' prior to departure end of runway.
DEPARTURE PROCEDURE: Rwy 5, climbing right turn
proceedingon course. Rwy 12, climbing left turn via
VORTAC before proceeding on course. Rwy 30,
R-250 to ECA VORTAC before proceeding on course.
NOTE: Rwy 5, bush 17' from departure end of runway, 67'
right of centerline, 6' AGL/52' MSL. Rwy 12, multiple
trees and bush beginning 240' from departure end of
runway, 286' right of centerline, up to 39' AGL/76' MSL.
Rwy 30, multiple poles, building, and terrain beginning
66' from departure end of runway, 228' left of
up to 65' MSL.
AUBURN MUNI (AUN)
AMDT 1 10098 (FAA)
TAKE-OFF MINIMUMS: Rwy 7, 300-1 w/ min. climb of
385' per NM to 2300, or 1100-3 for climb in visual
conditions.
DEPARTURE PROCEDURE: Rwy 7, climbing left turn
MYV VOR/DME, then via MYV VOR/DME R-263 to
YUBBA INT before proceeding on course, or for climb
in visual conditions: cross Auburn Muni airport at or
MYV VOR/DME R-094 to MYV VOR/DME, then via
MYV VOR/DME R-263 to YUBBA INT before
proceeding on course. Rwy 25, climbing right turn to
MYV VOR/DME, then via MYV VOR/DME R-263 to
YUBBA INT before proceeding on course.
NOTE: Rwy 7, trees beginning 1117' from DER, 504'
right of centerline, up to 40' AGL/1708' MSL. Pole 1365'
from DER, 600' right of centerline, 59' AGL/1679' MSL.
Tree 3791' from DER, 700' right of centerline, 40' AGL/
1639' MSL. Rwy 25, tree 37' from DER, 479' left of
centerline, 40' AGL/1528' MSL. Tree 86' from DER, 461'
SIERRA L
TAKE-OFF MINIMUMS: Rwys 7,12,16, NA. Rwys 25,
30,34, 4000-2 or std. with a min. climb of 350' per NM to
9000.
DEPARTURE PROCEDURE: Rwys 25,30, turn right.
Rwy 34, turn left, climb northwestbound to 13000 via BIH
R-322 to NIKOL Int.
BYRON, CA
BYRON
TAKE-OFF MINIMUMS: Rwy 23, NA-obstacles.
Rwy 30, 200-1 or std. with a min. climb of 240' per NM to
300. Alternatively, with standard take-off minimums and a
normal 200'/NM climb gradient, take-off must occur no
later than 2000' prior to departure end of runway.
DEPARTURE PROCEDURE: Rwy 5, climbing right turn
proceedingon course. Rwy 12, climbing left turn via
VORTAC before proceeding on course. Rwy 30,
R-250 to ECA VORTAC before proceeding on course.
NOTE: Rwy 5, bush 17' from departure end of runway, 67'
Diverse vector areas allow for the maneuvering
of aircraft below the established minimum
vectoring altitude for a particular airport.
MVA
Diverse Departure Criteria is used to
identify obstacles in the departure path.
3 NM
Figure 1-35. Diverse vector area establishment criteria.
TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
AUBURN,CA BISHOP, CA
EASTERN RGN
centerline,
BEALE AFB (KBAB) AGL/225' Multiple poles beginning 949'
MARYSVILLE, CA. . . . . . . . . .ORIG, 09155 from departure end of runway, 28' right of centerline, up
DEPARTURE PROCEDURE: Rwy 15, Climb on a to 42' AGL/103' MSL.
Rwy 33,
CHICO, CA
DER. CHICO MUNI
TAKE-OFF OBSTACLES: Rwy 33, DEPA RTURE PROCEDURE: Rwys 13L/R, climbing
right turn. Rwys 31L/R, climbing left turn. All aircraft,
climb via CIC R-205 to JINGO Int. Aircraft departing
BECKWOURTH, CA
NERVINO inbound) to depart JINGO Int at or above 2800.
TAKE-OFF MINIMUMS: Rwys 7, 25, 3500-3 for climb in
visual conditions. CLOVERDALE, CA
DEPARTURE PROCEDURE: Rwys 7, 25, for climb in CLOVERDALE MUNI
visual conditions: cross Nervino Airport at or above TAKE-OFF MINIMUMS: Rwy 14, 400-2 or std. with a
8300 before proceeding on course. min. climb of 280' per NM to 1500, then a min. climb of
NOTE: Rwy 7, road 58' from departure end of runway, 260' per NM to 3900. Rwy 32, NA.
469' right of centerline, 15' AGL/4920' MSL. Pole 310' DEPARTURE PROCEDURE: R wy 14, climb direct STS
from departure end of runway, 522' right of centerline, VOR/DME. Continue climb in holding pattern (NW
49' AGL/4925' MSL. Pole 528' from departure end f
Figure 1-36. Examples of takeoff minimums obstacle clearance.
23 SEP 2010 to 21 OCT 2010
23 SEP 2010 to 21 OCT 2010
NOT FOR NAVIGATION
NE-1, 23 SEP 2010 to 21 OCT 2010
NE-1, 23 SEP 2010 to 21 OCT 2010
Procedure designed for noise abatement purposes
Figure 1-37. Noise abatement SID.
Diverse Vector Area
ATC may establish a minimum vectoring altitude (MVA)
around certain airports. This altitude, based on terrain and
obstruction clearance, provides controllers with minimum
altitudes to vector aircraft in and around a particular
location. However, at times, it may be necessary to vector
aircraft below this altitude to assist in the efficient flow of
departing traffic. For this reason, an airport may have an
established Diverse Vector Area (DVA). This DVA may be
established below the MVA or Minimum IFR Altitude (MIA)
in a radar environment at the request of Air Traffic. This
type of DP meets the TERPs criteria for diverse departures,
obstacles and terrain avoidance in which random radar
vectors below the MVA/MIA may be issued to departing
traffic.
The existence of a DVA will be noted in the Takeoff
Minimums and Obstacle Departure Procedures section of
the U.S. Terminal Procedure Publication (TPP). The Takeoff
Departure procedure will be listed first, followed by any
applicable DVA. Pilots should be aware that Air Traffic
facilities may utilize a climb gradient greater than the
standard 200 ft/NM within a DVA. This information will be
identified in the DVA text for pilot evaluation against the
aircraft's performance. Pilots should note that the DVA
has been assessed for departures which do not follow a
specified ground track, but will remain within the specified
area. ATC may also vector an aircraft off a previously
assigned DP . In all cases, the minimum 200 ft/NM climb
gradient is assumed unless a higher is specified on the
departure, and obstacle clearance is not provided by ATC
until the controller begins to provide navigational guidance
(vectors). Lastly, pilots should understand ATC instructions
take precedence over an ODP [Figure 1-35].
Visual Climb Over Airport (VCOA)
A visual climb over airport (VCOA) is a departure option for
an IFR aircraft, operating in VMC equal to or greater than the
specified visibility and ceiling, to visually conduct climbing
turns over the airport to the published "climb-to" altitude
from which to proceed with the instrument portion of the
departure. A VCOA is a departure option developed when
obstacles farther than 3 SM from the airport require a CG
of more than 200 ft/NM.
These procedures are published in the Take-Off
Minimums and (Obstacle) Departure Procedures section
of the TPP . [Figure 1-36] Prior to departure, pilots are
required to notify ATC when executing the VCOA.
Noise Abatement Procedures
As the aviation industry continues to grow and air traffic
increases, so does the population of people and businesses
around airports. As a result, noise abatement procedures
have become commonplace at most of the nation’s airports.
14 CFR Part 150 specifies the responsibilities of the FAA to
investigate the recommendations of the airport operator in
a noise compatibility program and approve or disapprove
the noise abatement suggestions. This is a crucial step in
ensuring that the airport is not unduly inhibited by noise
requirements and that air traffic workload and efficiency
are not significantly impacted, all while considering the
noise problems addressed by the surrounding community.
While most DPs are designed for obstacle clearance and
workload reduction, there are some SIDs that are developed
solely to comply with noise abatement requirements.
Portland International Jetport is an example of an airport
where a SID was created strictly for noise abatement
purposes as noted in the DP . [Figure 1-36] Typically, noise
restrictions are incorporated into the main body of the
SID. These types of restrictions require higher departure
altitudes, larger climb gradients, reduced airspeeds, and
turns to avoid specific areas. Noise restrictions may also
be evident during a radar departure. ATC may require you
to turn away from your intended course or vector you
around a particular area. While these restrictions may seem
burdensome, it is important to remember that it is your
duty to comply with written and spoken requests from ATC.
Additionally, when required, departure instructions specify
the actual heading to be flown after takeoff, as is the case in
Figure 1-37 under the departure route description, “Climb
via heading 112 degrees... ” Some existing procedures specify,
“Climb runway heading. ”Over time, both of these departure
instructions will be updated to read, “Climb heading 112
degrees.... ” Runway heading is the magnetic direction that
corresponds with the runway centerline extended (charted
on the airport diagram), not the numbers painted on the
runway. Pilots cleared to “fly or maintain runway heading”
are expected to fly or maintain the published heading that
corresponds with the extended centerline of the departure
runway (until otherwise instructed by ATC), and are not to
apply drift correction (e.g., RWY 11, actual magnetic heading
of the runway centerline 112.2 degrees, “fly heading 112
degrees”). In the event of parallel departures, this prevents
a loss of separation caused by only one aircraft applying a
wind drift.
Procedural Notes
An important consideration to make during your flight
planning is whether or not you are able to fly your chosen
departure procedure as charted.
DP Responsibilities
Responsibility for the safe execution of DPs rests on the
shoulders of both ATC and the pilot. Without the interest
and attention of both parties, the IFR system cannot work
in harmony, and achievement of safety is impossible.
ATC, in all forms, is responsible for issuing clearances
appropriate to the operations being conducted, assigning
altitudes for IFR flight above the minimum IFR altitudes for
a specific area of controlled airspace, ensuring the pilot has
acknowledged the clearance or instructions, and ensuring
the correct read back of instructions. Specifically related to
departures, ATC is responsible for specifying the direction
of takeoff or initial heading when necessary, obtaining pilot
concurrence that the procedure complies with local traffic
patterns, terrain, and obstruction clearance, and including
DP as part of the ATC clearance when pilot compliance for
separation is necessary.
The pilot has a number of responsibilities when simply
operating in conjunction with ATC or when using DPs under
an IFR clearance:
• Acknowledge receipt and understanding of an ATC iclearance.
• Read back any part of a clearance that contains “hold f
short” instructions.
i• Request clarification of clearances.
• Request an amendment to a clearance if it is c
unacceptable from a safety perspective.
• Promptly comply with ATC requests. Advise ATC
immediately if unable to comply with a clearance.
• You are required to contact ATC if you are unable to
comply with all-engines-operating climb gradients
and climb rates. It is also expected that you are t
capable of maintaining the climb gradient outlined
in either a standard or non-standard DP . If you
cannot maintain a standard climb gradient or the f
climb gradient specified in an ODP , you must wait l
until you can depart under VMC. i
When planning for a departure, pilots should:
• Consider the type of terrain and other obstructions in
the vicinity of the airport.
• Determine if obstacle clearance can be maintained
visually, or if they need to make use of a DP .
• Determine if an ODP or SID is available for the
departure airport.
• Determine what actions allow for a safe departure
out of an airport that does not have any type of
affiliated DPs.
By simply complying with DPs in their entirety as published,
obstacle clearance is guaranteed. Depending on the type
of departure used, responsibility for terrain clearance
and traffic separation may be shared between pilots and
controllers.
Departures From Tower-Controlled Airports
Departing from a tower-controlled airport is relatively
simple in comparison to departing from non-towered
airport. Normally you request your IFR clearance through
ground control or clearance delivery. Communication
frequencies for the various controllers are listed on
departure, approach, and airport charts, as well as the
Chart Supplement (CS). At some airports, you may have
the option of receiving a pre-taxi clearance. This program
allows you to call ground control or clearance delivery no
more than 10 minutes prior to beginning taxi operations
and receive your IFR clearance. A pre-departure clearance
(PDC) program that allows pilots to receive a clearance via
data link from a dispatcher or a data link communications
service provider, e.g. ARINC, is available for Part 121 and
135 operators. A clearance is given to the dispatcher, who
n turn, relays it to the crew, enabling the crew to bypass
communication with clearance delivery, thus reducing
requency congestion. Once you have received your
clearance, it is your responsibility to comply with the
nstructions as given, and notify ATC if you are unable to
omply with the clearance. If you do not understand the
learance, or if you think that you have missed a portion
of the clearance, contact ATC immediately for clarification.
Departures From Airports Without an
Operating Control Tower
There are hundreds of airports across the United States
hat operate successfully every day without the benefit of
a control tower. While a tower is certainly beneficial when
departing IFR, most other departures can be made with
ew challenges. As usual, you must file your flight plan at
east 30 minutes in advance. During your planning phase,
nvestigate the departure airport’s method for receiving an
instrument clearance. You can contact the Flight Service
Station (FSS) on the ground by telephone, and they will
request your clearance from ATC. Typically, when a clearance
is given in this manner, the clearance includes a void time.
You must depart the airport before the clearance void time;
if you fail to depart, you must contact ATC by a specified
notification time, which is within 30 minutes of the original
void time. After the clearance void time, your reserved space
within the IFR system is released for other traffic.
There are several other ways to receive a clearance at a non-
towered airport. If you can contact the FSS or ATC on the
radio, you can request your departure clearance. However,
these frequencies are typically congested, and they may
not be able to provide you with a clearance via the radio.
You also can use a Remote Communications Outlet (RCO)
to contact a FSS if one is located nearby. Some airports
have licensed UNICOM operators that can also contact ATC
on your behalf and, in turn, relay your clearance from ATC.
You are also allowed to depart the airport VFR, if conditions
permit, and contact the controlling authority to request
your clearance in the air. If there is a direct line to the
controlling ATC Facility, the phone number is published
in the Chart Supplement U.S. (formerly Airport/Facility
Directory (A/FD). As technology improves, new methods
for delivery of clearances at non-towered airports are being
created.
Ground Communication Outlet
Ground Communication Outlets (GCO), have been
developed in conjunction with the FAA to provide pilots
flying in and out of non-towered airports with the capability
to contact ATC and AFSS via very high frequency (VHF)
radio to a telephone connection. This lets pilots obtain an
instrument clearance or close a VFR/IFR flight plan. You can
use four key clicks on your VHF radio to contact the nearest
ATC facility and six key clicks to contact the local AFSS, but it
is intended to be used only as a ground operational tool. A
GCO is an unstaffed, remote controlled ground-to-ground
communication facility that is relatively inexpensive to
install and operate. Installations of these types of outlets
are scheduled at instrument airports around the country.
GCOs are manufactured by different companies including
ARINC and AVTECH, each with different operating
characteristics but with the ability to accomplish the same
goal. This latest technology has proven to be an incredibly
useful tool for communicating with the appropriate
authorities when departing IFR from a non-towered airport.
The GCO should help relieve the need to use the telephone
to call ATC and the need to depart into marginal conditions
just to achieve radio contact. GCO information is listed on
airport charts and instrument approach charts with other
communications frequencies. Signs may also be located on
an airport to notify you of the frequency and proper usage.
See and Avoid Techniques
Meteorological conditions permitting, you are required
to use “see and avoid” techniques to avoid traffic, terrain,
and other obstacles. To avoid obstacles during a departure,
the takeoff minimums may include a non-standard ceiling
and visibility minimum. These are given to pilots so they
can depart an airport without being able to meet the
established climb gradient. Instead, they must see and
avoid obstacles in the departure path. In these situations,
ATC provides radar traffic information for radar-identified
aircraft outside controlled airspace, workload permitting,
and safety alerts to pilots believed to be within an unsafe
proximity to obstacles or aircraft.
VFR Departures
There may be times when you need to fly an IFR flight
plan due to the weather you will encounter at a later time
(or if you simply wish to fly IFR to remain proficient), but
the weather outside is clearly VFR. It may be that you can
depart VFR, but you need to get an IFR clearance shortly
after departing the airport. A VFR departure can be used as
a tool that allows you to get off the ground without having
to wait for a time slot in the IFR system, however, departing
VFR with the intent of receiving an IFR clearance in the air
can also present serious hazards worth considering.
A VFR departure dramatically changes the takeoff
responsibilities for you and for ATC. Upon receiving
clearance for a VFR departure, you are cleared to depart;
however, you must maintain separation between yourself
and other traffic. You are also responsible for maintaining
terrain and obstruction clearance, as well as remaining in
VFR weather conditions. You cannot fly in IMC without first
receiving your IFR clearance. Likewise, a VFR departure
relieves ATC of these duties and basically requires them
only to provide you with safety alerts as workload permits.
Maintain VFR until you have obtained your IFR clearance
and have ATC approval to proceed on course in accordance
with your clearance. If you accept this clearance and are
below the minimum IFR altitude for operations in the area,
you accept responsibility for terrain/obstruction clearance
until you reach that altitude.