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Outlet (GCO), has 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.
OBSTACLE AVOIDANCE
Safety is always the foremost thought when planning
and executing an IFR flight. As a result, the goal of all
departure procedures is to provide a means for departing
an airport in the safest manner possible. It is for this reason that airports and their surroundings are reviewed and
documented and that procedures are put in place to prevent flight into terrain or other man-made obstacles. To
aid in the avoidance of obstacles, takeoff minimums and
departure procedures use minimum climb gradients and
“see and avoid” techniques.
CLIMB GRADIENTS AND CLIMB RATES
You are required to contact ATC if you are unable to comply with 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 SID
or ODP. If you cannot comply with the climb gradient in
the SID, you should not accept a clearance for that SID. 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.
Climb gradients are developed as a part of a departure
procedure to ensure obstacle protection as outlined in
TERPS. Once again, the rate of climb table depicted in
Figure 2-18, used in conjunction with the performance
specifications in your airplane flight manual (AFM), can
help you determine your ability to comply with climb
gradients.
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
2-27
2-28
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.
AREA NAVIGATION DEPARTURES
In the past, area navigation (RNAV) was most commonly
associated with the station-mover/phantom waypoint technology developed around ground-based Very High
Frequency Omni-directional Range (VOR) stations.
RNAV today, however, refers to a variety of navigation
systems that provide navigation beyond VOR and NDB.
RNAV is a method of navigation which permits aircraft
operation on any desired flight path within the coverage of
station-referenced navigation aids or within the limits of
the capability of self-contained aids, or a combination of
these. The term also has become synonymous with the
concept of “free flight,” the goal of which is to provide
easy, direct, efficient, cost-saving traffic management as
a result of the inherent flexibility of RNAV.
In the past, 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 navigation aids
creating interdependent, capacity diminishing routes. As
　
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