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around a particular location. However, 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 established a Diverse Vector Area
(DVA). DVA design requirements are outlined in
TERPS and allow for the vectoring of aircraft off the
departure end of the runway below the MVA. The presence of a DVA is not published for pilots in any form,
so the use of a textual ODP in a DVA environment
could result in a misunderstanding between pilots and
controllers. ATC instructions take precedence over an
ODP. Most DVAs exist only at the busiest airports.
[Figure 2-33]
VFR DEPARTURE
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.
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. Part 150 specifies the responsibilities of the FAA to
investigate the recommendations of the airport operator in
2-35
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 departure procedures 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 departure
procedure. [Figure 2-34 on page 2-36] 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 2-34 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
　
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