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200 FPNM climb.
4. Climb gradients may be specified only to an
altitude/fix, above which the normal gradient applies.
EXAMPLE−
“Minimum climb 340 FPNM to ALPHA.” The pilot climbs
at least 340 FPNM to ALPHA, then at least 200 FPNM to
MIA.
5. Some DPs established solely for obstacle
avoidance require a climb in visual conditions to
cross the airport or an on−airport NAVAID in a
specified direction, at or above a specified altitude.
These procedures are called Visual Climb Over the
Airport (VCOA).
EXAMPLE−
“Climb in visual conditions so as to cross the McElory
Airport southbound, at or above 6000, then climb via
Keemmling radial zero three three to Keemmling
VORTAC.”
c. Who is responsible for obstacle clearance? DPs
are designed so that adherence to the procedure by the
pilot will ensure obstacle protection. Additionally:
1. Obstacle clearance responsibility also rests
with the pilot when he/she chooses to climb in visual
conditions in lieu of flying a DP and/or depart under
increased takeoff minima rather than fly the climb
gradient. Standard takeoff minima are one statute
mile for aircraft having two engines or less and
one−half statute mile for aircraft having more than
two engines. Specified ceiling and visibility minima
(VCOA or increased takeoff minima) will allow
visual avoidance of obstacles until the pilot enters the
standard obstacle protection area. Obstacle avoidance
is not guaranteed if the pilot maneuvers farther
from the airport than the specified visibility minimum
prior to reaching the specified altitude. DPs may also
contain what are called Low Close in Obstacles.
These obstacles are less than 200 feet above the
departure end of runway elevation and within
one NM of the runway end, and do not require
increased takeoff minimums. These obstacles are
identified on the SID chart or in the Take−off
Minimums and (Obstacle) Departure Procedures
section of the U. S. Terminal Procedure booklet.
These obstacles are especially critical to aircraft that
do not lift off until close to the departure end of the
runway or which climb at the minimum rate. Pilots
should also consider drift following lift−off to ensure
sufficient clearance from these obstacles. That
segment of the procedure that requires the pilot to see
and avoid obstacles ends when the aircraft crosses the
specified point at the required altitude. In all cases
continued obstacle clearance is based on having
climbed a minimum of 200 feet per nautical mile to
the specified point and then continuing to climb at
least 200 foot per nautical mile during the departure
until reaching the minimum enroute altitude, unless
specified otherwise.
2. ATC may assume responsibility for obstacle
clearance by vectoring the aircraft prior to reaching
the minimum vectoring altitude by using a Diverse
Vector Area (DVA). The DVA has been assessed for
departures which do not follow a specific ground
track. ATC may also vector an aircraft off a
previously assigned DP. In all cases, the 200 FPNM
climb gradient is assumed and obstacle clearance is
not provided by ATC until the controller begins to
provide navigational guidance in the form of radar
vectors.
NOTE−
When used by the controller during departure, the term
“radar contact” should not be interpreted as relieving
pilots of their responsibility to maintain appropriate
terrain and obstruction clearance which may include
flying the obstacle DP.
d. Where are DPs located? DPs will be listed by
airport in the IFR Takeoff Minimums and (Obstacle)
Departure Procedures Section, Section C, of the
Terminal Procedures Publications (TPPs). If the DP
is textual, it will be described in TPP Section C. SIDs
and complex ODPs will be published graphically and
named. The name will be listed by airport name and
runway in Section C. Graphic ODPs will also have
the term “(OBSTACLE)” printed in the charted
procedure title, differentiating them from SIDs.
AIM 2/17/05
5−2−6 Departure Procedures
1. An ODP that has been developed solely for
obstacle avoidance will be indicated with the symbol
“T” on appropriate Instrument Approach Procedure
(IAP) charts and DP charts for that airport. The “T”
symbol will continue to refer users to TPP Section C.
In the case of a graphic ODP, the TPP Section C will
only contain the name of the ODP. Since there may be
both a textual and a graphic DP, Section C should still
　
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