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The standard climb of 200 feet per NM is not an issue for
most aircraft. When an increased climb gradient is specified due to obstacle issues, it is important to calculate aircraft performance, particularly when flying out of airports
at higher altitudes on warm days. To aid in the calculations, the front matter of every TPP booklet contains a
rate of climb table that relates specific climb gradients
and typical airspeeds. [Figure 2-18 on page 2-16]
A visual climb over airport (VCOA) is an alternate
departure method for aircraft unable to meet required
climb gradients and for airports at which a conventional
instrument departure procedure is impossible to design
due to terrain or other obstacle hazard. The development
Figure 2-17. Obstacle Information for Aspen, Colorado.
Standard Formula
O – E
CG =
0.76 D
DoD Option*
(48D+O) – E
CG =
D
where O = obstacle MSL elevation
E = climb gradient starting MSL elevation
D = distance (NM) from DER to the obstacle
Examples:
2049-1221
0.76 x 3.1
= 351.44
Round to 352 ft/NM
*Military only
(48 x 3.1+2049)–1221
3.1
= 315.10
Round to 316 ft/NM
CG =
A–E
D
Example:
3000–1221
5
= 355.8 round to 356 ft/NM
where A = "climb to" altitude
E = climb gradient starting MSL elevation
D = distance (NM) from the beginning of the climb
NOTE: The climb gradient must be equal to or greater than the
gradient required for obstacles along the route of flight.
2-15
2-16
Figure 2-18. Rate of Climb Table.
Figure 2-19. Beckwourth, CA.
2-17
of this type of procedure is required when obstacles
more than 3 SM from the DER require a greater than
200 feet per NM climb gradient. An example of this procedure is visible at Nervino Airport in Beckwourth,
California. [Figure 2-19]
The procedure for climb in visual conditions requires
crossing Nervino Airport at or above 8,300 feet before
proceeding on course. Additional instructions often
complete the departure procedure and transition the
flight to the en route structure. VCOA procedures are
available on specific departure procedures, but are not
established in conjunction with SIDs or RNAV obstacle
departure procedures. Pilots must know if their specific
flight operations allow VCOA procedures on IFR departures.
AIRPORT RUNWAY ANALYSIS
It may be necessary for pilots and aircraft operators to
consult an aircraft performance engineer and
airport/runway analysis service for information regarding the clearance of specific obstacles during IFR
departure procedures to help maximize aircraft payload while complying with engine-out performance
regulatory requirements. Airport/runway analysis
involves the complex application of extensive airport
databases and terrain information to generate computerized computations for aircraft performance in a specific
configuration. This yields maximum allowable takeoff
and landing weights for particular aircraft/engine configurations for a specific airport, runway, and range of
temperatures. The computations also consider flap settings, various aircraft characteristics, runway conditions,
obstacle clearance, and weather conditions. Data also is
available for operators who desire to perform their own
analysis.
When a straight-out departure is not practical or recommended, a turn procedure can be developed for the
engine-out flight path for each applicable runway
designed to maximize the allowable takeoff weights and
ultimately, aircraft payload. Engine-out graphics are
available, giving the pilot a pictorial representation of
each procedure. Airport/runway analysis also is helpful
for airline dispatchers, flight operations officers, engineering staff, and others to ensure that a flight does not
exceed takeoff and landing limit weights.
CAUTION: Pilots and aircraft operators have the
responsibility to consider obstacles and to make the necessary adjustments to their departure procedures to
ensure safe clearance for aircraft over those obstacles.
Information on obstacle assessment, controlling obstacles, and other obstacles that may affect a pilot’s IFR
departure may not be depicted or noted on a chart and
may be outside the scope of IFR departure procedure
obstacle assessment criteria. Departure criteria is predicated on normal aircraft operations for considering
obstacle clearance requirements. Normal aircraft opera-
tion means all aircraft systems are functioning normally,
all required navigational aids (NAVAIDS) are performing within flight inspection parameters, and the pilot is
　
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