Departure Charts/Procedures
Departure Charts/Procedures
– U.S. Terminal Procedures Familiarization
What are Terminal Procedures? They
are for IFR Departures and Arrivals.
U.S. Terminal Procedures Publications are published in 24 loose-leaf or
perfect bound volumes covering the conterminous U.S., Puerto Rico, and
the Virgin Islands. Included in the Terminal Procedures Publications are:
• TPP includes
• Instrument Approach Procedure charts (IAP)
• Departure Procedure charts (DP)
• DoD High Altitude IAPs
• Standard Terminal Arrival Route charts (STAR)
• Airport Diagrams (AD)
• Charted Visual Flight Procedure charts (CVFR)
• Take-Off, Radar, and Alternate Minima textual procedures
• Legend and General Information pages
• d-TPP xml Metafile
Order online at
www.faa.gov/air_traffic/flight_info/aeronav/productcatalog/DigitalProducts/dtpp/
Departure Standards
Provides an obstruction free departure path is based on an aircraft climbing at least
200 feet per nautical mile after it crosses the end of the runway at least 35 ft. AGL.
A slope of 152 feet per nm is assess for Departure routes based on positive course guidance acquired
obstacles. If none penetrate this slope, the within 10 nm from the departure end of the runway on straight
200 foot per nm climb gradient provides a departures, and 5 nm after completion of turns on departures
minimum of 48 ft obstacle clearance for each requiring turns. Surveillance radar may be used for course
mile of flight. If obstacles penetrate this slope, guidance where available.
special avoidance procedures are specified.
(i.e., ceilings, visibility, detailed maneuvers, To convert climb gradient (ft/nm) to rate of climb in fpm
and/or greater gradients, etc.) you divide your groundspeed by 60 and multiply by the
gradient. (ie, 200ft/nm at 90 is (90/60)*200=300 fpm
PILOT and VECTORED DPs
Pilot DP usually contains an initial set of
instructions that apply to all aircraft
followed by one or more “transition routes”
that require you to navigate with the
appropriate fix within the enroute structure.
Vectored DP – ATC provides radar vectors
that start just after take-off and continue
until reaching assigned route or one of the
fixes shown on the chart.
Departure Procedures (General)
• ATC may assign Departure Procedures (DPs)
without a specific request from the pilot
– If you do not wish to receive the DP, indicate
this in the remarks section of your flight plan
– You may refuse a DP (strongly not
recommended)
– Remember: ATC may also issue a visual
approach clearance without a pilot request
• In order to accept a DP, you must at least have
a textual description of it
Departure Procedures (General)
• Minimum climb rates may be specified in DPs
– Chart method or calculation method
– It is mandatory that you comply with climb
rates, if unable advise ATC or don’t accept
the DP
• Preferred IFR routes are correlated with DPs
• The departure route description of a DP
– Explains the DP
– Explains the route to be used if
communication is lost
IFR Departure Procedures
Instrument Ground School 2015
If using the Washoe Two departure and
your assigned route is V6, what route
would you take...?
Instrument Ground School 2015
Departure Route Description
Takeoff Minimums
• Standard minimums (no symbol). That
symbol indicates non-standard minimums.
– Single and twin engine airplanes - 1 SM vsby
– More than two engines - ½ SM vsby
• Visibility may be based on
– Prevailing visibility (expressed in SM and fractions
thereof)
– Runway Visibility Value (SM and fractions thereof)
– Runway Visual Range (expressed in feet)
• horizontal distance a pilot will see when looking down a
particular runway
Runway Visual Range Conversions
If RVR is not reported, you can convert the published
approach values to miles and fractions of miles.
Radar Departures
Departure Procedures
Instrument departure procedures are
preplanned IFR procedures that provide
obstruction clearance from the terminal area
to the appropriate en route structure.
Primarily, these procedures are designed to
provide obstacle protection for departing
aircraft. There are two types of Departure
Procedures (DPs): Obstacle Departure
Procedures (ODPs) and Standard
Instrument Departures (SIDs).
When an instrument approach is initially developed for an airport, the need for an ODP
is assessed. If an aircraft may turn in any direction from a runway within the limits of the
assessment area and remain clear of obstacles that runway passes what is called a
diverse departure assessment, and no ODP is published. 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. Unless specified otherwise, required obstacle clearance for all
departures, including diverse, is based on the pilot crossing the departure end of the
runway (DER) at least 35 feet above the DER elevation, climbing to 400 feet above the
DER elevation before making the initial turn, and maintaining a minimum climb gradient
of 200 feet per nautical mile (FPNM), unless required to level off by a crossing restriction
until the minimum IFR altitude is reached. Following ODP assessment, a SID may still
be established for the purposes of ATC flow management, system enhancement, or
noise abatement.
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Instrument Ground School 2017
Take Off Minimums
Instrument Ground School 2017
Instrument Ground School 2017
Departure Minimum
Rate of Climb
Minimum climb rates on departure
procedures define Minimum rate of
climb as “Feet per Nautical Mile”.
You must be able to convert that to
rate of climb in “Feet per Minute”.
How? Either a climb table or hand
calculate the FPM
Hand calculation is simple.
(groundspeed / 60) x feet per
nautical mile = feet per minute.
Example: 350 ft/NM at GS=120
(120/60)x350=700 Chart reads
701
Instrument Ground School 2015
Obstacle Departure Procedures (ODPs)
The term ODP is used to define procedures that simply provide obstacle clearance.
ODPs are only used for obstruction clearance and do not include ATC related climb
requirements. In fact, the primary emphasis of ODP design is to use the least restrictive
route of flight to the en route structure or to facilitate a climb to an altitude that allows
random (diverse) IFR flight, while attempting to accommodate typical departure routes.
Only one ODP will be established for a particular runway. This is considered the default
IFR departure procedure for a given runway and is intended for pilot awareness and use
in the absence of ATC radar vectors or SID assignment.
Due to the complex nature of some procedures, a visual presentation may be necessary
for clarification and understanding. If the ODP is charted graphically, the chart itself
includes the word “Obstacle” in parentheses in the title. Additionally, all newly-developed
RNAV ODPs are issued in graphical form.
Instrument Ground School 2017
Standard Instrument Departures (SIDs)
A SID is an ATC-requested and developed departure route, typically used in busy
terminal areas. It is designed at the request of ATC in order to increase capacity of
terminal airspace, effectively control the flow of traffic with minimal communication, and
reduce environmental impact through noise abatement procedures.
While obstacle protection is always considered in SID routing, the primary goal is to
reduce ATC/pilot workload while providing seamless transitions to the en route structure.
ATC clearance must be received prior to flying a SID. SIDs also provide additional
benefits to both the airspace capacity and the airspace users by reducing radio
congestion, allowing more efficient airspace use, and simplifying departure clearances.
All of the benefits combine to provide effective, efficient terminal operations, thereby
increasing the overall capacity of the NAS.
This type of procedure usually contains an initial set of departure instructions followed by
one or more transition routes. A SID may include an initial segment requiring radar
vectors to help the flight join the procedure, but the majority of the navigation remains
the pilot’s responsibility.
If you cannot comply with a SID, if you do not possess the charted SID procedure, or if
you simply do not wish to use SIDs, include the statement “NO SIDs” in the remarks
section of your flight plan.
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SIDs are shown
in both text and
graphic data
Instrument Ground School 2017
SID Flight Planning Considerations
Take into consideration the departure paths included in the SIDs, and determine if you
can use a standardized departure procedure. You have the opportunity to choose the
SID that best suits your flight plan. During the flight planning phase, you can investigate
each departure, and determine which procedure allows you to depart the airport in the
direction of your intended flight. Also consider how a climb gradient to a specific altitude
affects the climb time and fuel burn portions of the flight plan.
Notes giving procedural requirements are listed on the graphic portion of a departure
procedure, and they are mandatory in nature. [next slide]
Mandatory procedural notes may include:
• Aircraft equipment requirements (DME, ADF, etc.)
• ATC equipment in operation (radar)
• Minimum climb requirements
• Restrictions for specific types of aircraft (turbojet only)
• Limited use to certain destinations
Instrument Ground School 2017
SID Altitudes
SID altitudes can be charted in four different ways. The first are
mandatory altitudes, the second, minimum altitudes, the third,
maximum altitudes and the fourth is a combination of minimum and
maximum altitudes or also referred to as block altitudes. Below are
examples of how each will be shown on a SID approach plate.
Some SIDs may still have “(ATC)” adjacent to a crossing Some SIDs
may still have “(ATC)” adjacent to a crossing altitude as shown in
Figure 1-33 which implies that the crossing altitude is there to support
an ATC requirement.
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Crossing Altitudes
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A radar SID usually requires ATC to provide radar vectors from just after takeoff (ROC is
based on a climb to 400 feet above the DER elevation before making the initial turn) until
reaching the assigned route or a fix depicted on the SID chart. Radar SIDs do not include
departure routes or transition routes because independent pilot navigation is not
involved. The procedure sets forth an initial set of departure instructions that typically
include an initial heading and altitude. ATC must have radar contact with the aircraft to be
able to provide vectors. ATC expects you to immediately comply with radar vectors, and
they expect you to notify them if you are unable to fulfill their request. ATC also expects
you to make contact immediately if an instruction causes you to compromise safety due
to obstructions or traffic.
It is prudent to review radar SID charts prior to use because this type of procedure often
includes nonstandard lost communication procedures. If you were to lose radio contact
while being vectored by ATC, you would be expected to comply with the lost
communication procedure as outlined on the chart, not necessarily those procedures
outlined in the AIM.
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Instrument Ground School 2017
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).
Instrument Ground School 2017
DPs are also categorized by equipment requirements as follows:
Non-RNAV DP—established for aircraft equipped with
conventional avionics using ground-based NAVAIDs. These DPs
may also be designed using dead reckoning navigation.
RNAV DP—established for aircraft equipped with RNAV avionics
(e.g., GPS, VOR/DME, DME/DME). Automated vertical navigation
is not required, and all RNAV procedures not requiring GPS must
be annotated with the note: “RADAR REQUIRED.”
Radar DP—radar may be used for navigation guidance for SID
design. Radar SIDs are established when ATC has a need to
vector aircraft on departure to a particular ATS Route, NAVAID, or
fix. A fix may be a ground-based NAVAID, a waypoint, or defined
by reference to one or more radio NAVAIDs.
Instrument Ground School 2017
Area Navigation (RNAV) Departures
Historically, departure procedures were built around existing ground-
based technology and were typically designed to accommodate lower
traffic volumes. Often, departure and arrival routes use the same
NAVAIDs creating interdependent, capacity diminishing routes. RNAV is
a method of navigation that permits aircraft operation on any desired
flight path within the coverage of ground- or spaced- based NAVAIDs or
within the limits of the capability of self-contained aids or a combination
of these. In the future, there will be an increased dependence on the
use of RNAV in lieu of routes defined by ground-based NAVAIDs. As a
part of the evolving RNAV structure, the FAA has developed departure
procedures for pilots flying aircraft equipped with some type of RNAV
technology. RNAV allows for the creation of new departure routes that
are independent of present fixes and NAVAIDs. RNAV routing is part of
the National Airspace Redesign (NAR) and is expected to reduce
complexity and increase efficiency of terminal airspace.
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Example of RNAV ODP.
Instrument Ground School 2015
DPs utilize waypoints. There are two types of waypoints currently in use: fly-by (FB) and
fly-over (FO). A FB waypoint typically is used in a position at which a change in the
course of procedure occurs. Charts represent them with four-pointed stars. This type of
waypoint is designed to allow you to anticipate and begin your turn prior to reaching the
waypoint, thus providing smoother transitions. Conversely, RNAV charts show a FO
waypoint as a four-pointed star enclosed in a circle. This type of waypoint is used to
denote a missed approach point, a missed approach holding point, or other specific
points in space that must be flown over.
Instrument Ground School 2017
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 FPNM.
These procedures are published in the Take-Off Minimums and (Obstacle) Departure
Procedures section of the TPP. 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. 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.
Instrument Ground School 2017
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.
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 clearance.
• Read back any part of a clearance that contains “hold short” instructions.
• Request clarification of clearances.
• Request an amendment to a clearance if it is 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 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 climb gradient specified in an ODP,
you must wait until you can depart under VMC.
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
anyGround
Instrument typeSchoolof
2017affiliated DPs.
Find published DPs in your “U.S. TERMINAL
PROCEDURES” CLASS EXERCISE
REVIEW CONTENTS OFU.S. TERMINAL
PROCEDURES (SE)
Take Off Minimums
Rate of Climb Table
IFR Alternate Minimums
Legends
Radar Minimums
Arrivals, by Name (not location)
IFR Approach Plates - by
Location/Airport:
All Approaches: ILS, RNAV(GPS), LOC,
VOR, NDB, GPS
Airport Diagram
Departures (DPs)
“TAMPA SIX DEPARTURE” for RWY 19L
Climb GS is 120 KTs & conditions are
standard.
What obstacles are cautioned?
What is the departure route?
What is them minimum rate of climb?
Departure Chart Summary Checklist
• Charted departure procedures simplify clearances, reduce frequency congestion, ensure
obstacle clearance, control traffic flow around an airport, include noise abatement procedures,
and reduce fuel consumption
• Instrument departure procedures (DPs) are used after takeoff to provide a transition between
the airport and enroute structures.
• When issued at DP, you must ensure your aircraft is capable of achieving the DP performance
requirements.
• DPs require minimum climb gradients of at least 200 feet per nautical mile, to ensure you can
clear departure path obstacles
• DPs may specify a minimum ceiling and visibility to allow you to see and avoid obstacles, a
climb gradient greater than 200 feet per mile, detailed flight maneuvers, or a combination of all
• When you accept a DP in a clearance, or file one in your flight plan, you must possess the DP
chart or the textual description.
• To avoid being issued DPs, enter the phrase “NO DP” in the remarks section of the flight plan.
• Pilot nav DPs allow you to navigate along a route with minimal ATC communications. They
usually contain instructions to all aircraft, followed by transition routes to navigate to an enroute
fix, and may include radar vectors to help join the DP.
• Jeppesen and NACO list the airport served by the procedure, the name, and the type of DP at
the top of the chart.
• If you are instructed to maintain runway heading, it means you should maintain the runway
magnetic heading of the runway centerline
• DP initial takeoff procedures may apply to all runways, or apply to only the specific runway
identified.
Departure Chart Summary Checklist
• Since the actual mileage between a given runway and the first fix varies with aircraft
performance, pilot technique, and length of the radar vector, Jeppesen charts include the direct
distance from the airport to the first fix.
• DP transition routes are shown with dashed lines on Jeppesen charts and with light, solid lines
on NACO charts.
• The computer identification code for a transition in your flight plan informs ATC you intend to fly
both the DP and appropriate transition.
• Because of the large area covered, most DPs are usually not drawn to scale.
• Vector DPs exist where ATC provides radar navigation guidance. They usually contain a
heading to fly, and an altitude for the initial climb. When ATC establishes radar contact, they
provide vectors to help reach fixes portrayed on the chart.
• Minimum climb gradients are given in feet per nautical mile and must be converted to feet per
minute for use in departure. FPM=(climb groundspeed / 60) x feet per nautical mile.
Departure Procedures Summary Checklist
• Runway visibility value (RVV) is reported in statue miles or fractions of miles
• RVR represents the distance you can expect to see down the runway from a moving aircraft
• When RVR is out of service, convert published RVR values to visibility in statute miles.
• Prevailing visibility or RVR in the aviation routine weather report should normally be used only
for informational purpose. The current visibility at the time of departure is the value you should
use for determining compliance with takeoff minimums.
• IFR takeoff minimums do not apply to private aircraft operating under IFR and part 91, but good
judgment should dictate compliance.
• If you wish to fly a graphic DP, you must possess the charted DP procedure or at least the
textual description.
• Textual DPs are not assigned as a portion of your IFR clearance unless required for separation
purposes.
• During the IFR departure, you should not contact departure control until advised to do so by
tower.
• Radar departures are often assigned at radar-equipped approach control facilities and require
close coordination with the tower
• The term “radar contact” means your aircraft has been identified and radar flight following will
be provided until radar identification has been terminated
• During departure, terrain and obstruction clearance remains your responsibility until the
controller begins to provide navigation guidance in the form of radar vectors.
• “Resume own navigation” is a phrase used by ATC to advise you to assume responsibility for
your own navigation.
