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made to the flight plan en route due to deteriorating
weather, the dispatcher will maintain contact with the
flight crew and will reroute their flight as necessary.
Therefore, it is the pilot’s responsibility to execute the
flight as planned by the dispatcher; this is especially true
for Part 121 pilots. To aid in the planning of alternates,
dispatchers have a list of airports that are approved as
alternates so they can quickly determine which airports
should be used for a particular flight. Dispatchers also
use flight-planning software that plans routes including
alternates for the flight. This type of software is tailored
for individual operators and includes their normal flight
paths and approved airports. Flight planning software
and services are provided through private sources.
Though the pilot is the final authority for the flight and
ultimately has full responsibility, the dispatcher is
responsible for creating flight plans that are accurate and
comply with the CFRs. Alternate minimum criteria are
only used as planning tools to ensure the pilot-in-command and dispatcher are thinking ahead to the approach
phase of flight. In the event the flight would actually
need to divert to an alternate, the published approach
minimums or lower-than-standard minimums must be
used as addressed in OpsSpecs documents.
DEPARTURE PROCEDURES
Departure procedures are preplanned routes that provide
transitions from the departure airport to the en route
structure. Primarily, these procedures are designed to
provide obstacle protection for departing aircraft. They
also allow for efficient routing of traffic and reductions
in pilot/controller workloads. These procedures come in
many forms, but they are all based on the design criteria
outlined in TERPS and other FAA orders. The A/FD
includes information on high altitude redesign RNAV
routing pitch points, preferred IFR routings, or other
established routing programs where a flight can begin a
segment of nonrestrictive routing.
DESIGN CRITERIA
The design of a departure procedure is based on TERPS,
a living document that is updated frequently. Departure
design criterion assumes an initial climb of 200 feet per
nautical mile (NM) after crossing the departure end of
the runway (DER) at a height of at least 35 feet. [Figure
2-15] The aircraft climb path assumption provides a
minimum of 35 feet of additional obstacle clearance
above the required obstacle clearance (ROC), from the
DER outward, to absorb variations ranging from the
distance of the static source to the landing gear, to differences in establishing the minimum 200 feet per NM
climb gradient, etc. The ROC is the planned separation
between the obstacle clearance surface (OCS) and the
required climb gradient of 200 feet per NM. The ROC
value is zero at the DER elevation and increases along
the departure route until the appropriate ROC value is
attained to allow en route flight to commence. It is
typically about 25 NM for 1,000 feet of ROC in nonmountainous areas, and 46 NM for 2,000 feet of ROC
in mountainous areas.
Recent changes in TERPS criteria make the OCS lower
and more restrictive. [Figure 2-16 on page 2-14]
However, there are many departures today that were
evaluated under the old criteria [Figure 2-15] that
allowed some obstacle surfaces to be as high as 35 feet
at the DER. Since there is no way for the pilot to determine whether the departure was evaluated using the
2-13
previous or current criteria and until all departures have
been evaluated using the current criteria, pilots need to
be very familiar with the departure environment and
associated obstacles especially if crossing the DER at
less than 35 feet.
Assuming a 200-foot per NM climb, the departure is
structured to provide at least 48 feet per NM of clearance above objects that do not penetrate the obstacle
slope. The slope, known as the OCS, is based on a 40 to
1 ratio, which is the equivalent of a 2.5 percent or a 152-
foot per NM slope. As a result, a departure is designed
using the OCS as the minimum obstacle clearance, and
then by requiring a minimum climb gradient of 200 feet
per NM, additional clearance is provided. The departure
design must also include the acquisition of positive
course guidance (PCG) typically within 5 to 10 NM of
the DER for straight departures and within 5 NM after
turn completion on departures requiring a turn. Even
when aircraft performance greatly exceeds the minimum
climb gradient, the published departure routing must
always be flown.
Airports declaring that the sections of a runway at one
　
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