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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
conducting instrument operations utilizing instrument
procedures based on the TERPS standard to provide
ROC.
SID VERSUS DP
In 2000, the FAA combined into a single product both
textual IFR departure procedures that were developed
by the National Flight Procedures Office (NFPO) under
the guidance of the Flight Standards Service (AFS) and
graphic standard instrument departures (SIDs) that were
designed and produced under the direction of the Air
Traffic Organization (ATO). This combined product
introduced the new term departure procedures (DPs) to
the pilot and ATC community, and the aforementioned
terms IFR departure procedure and SID were eliminated. The FAA also provided for the graphic publication of IFR departure procedures, as well as all area
navigation (RNAV) DPs, to facilitate pilot understanding of the procedure. This includes both those developed solely for obstruction clearance and those
developed for system enhancement. Elimination of the
term SID created undue confusion in both the domestic
and international aviation communities. Therefore, in
the interest of international harmonization, the FAA
reintroduced the term SID while also using the term
obstacle departure procedure (ODP) to describe certain
procedures.
There are two types of DPs: those developed to assist
pilots in obstruction avoidance, ODP, and those developed to communicate air traffic control clearances,
SID. DPs and/or takeoff minimums must be established for those airports with approved instrument
approach procedures. ODPs are developed by the
NFPO at locations with instrument procedure development responsibility. ODPs may also be required at private airports where the FAA does not have instrument
procedure development responsibility. It is the responsibility of non-FAA proponents to ensure a TERPS
diverse departure obstacle assessment has been accomplished and an ODP developed, where applicable. 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. A flight management
system (FMS) may be used to fly a non-RNAV DP
if the FMS unit accepts inputs from conventional
avionics sources such as DME, VOR, and LOC.
These inputs include radio tuning and may be
applied to a navigation solution one at a time or in
combination. Some FMSs provide for the detection and isolation of faulty navigation information.
2-18
• RNAV DP. Established for aircraft equipped with
RNAV avionics; e.g., GPS, VOR/DME,
DME/DME, etc. Automated vertical navigation is
not required, and all RNAV procedures not requiring GPS must be annotated with the note:
“RADAR REQUIRED.” Prior to using GPS for
RNAV departures, approach RAIM availability
should be checked for that location with the navigation receiver or a Flight Service Station.
• 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
　
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