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be checked for additional information. The nonstandard
takeoff minimums and minimum climb
gradients found in TPP Section C also apply to
charted DPs and radar vector departures unless
different minimums are specified on the charted DP.
Takeoff minimums and departure procedures apply to
all runways unless otherwise specified. New graphic
DPs will have all the information printed on the
graphic depiction. As a general rule, ATC will only
assign an ODP from a nontowered airport when
compliance with the ODP is necessary for aircraft to
aircraft separation. Pilots may use the ODP to help
ensure separation from terrain and obstacles.
e. Responsibilities.
1. Each pilot, prior to departing an airport on an
IFR flight should consider the type of terrain and
other obstacles on or in the vicinity of the departure
airport; and:
2. Determine whether an ODP is available; and
3. Determine if obstacle avoidance can be
maintained visually or if the ODP should be flown;
and
4. Consider the effect of degraded climb
performance and the actions to take in the event of an
engine loss during the departure.
5. After an aircraft is established on an
ODP/SID and subsequently vectored or cleared off of
the ODP or SID transition, pilots shall consider the
ODP/SID canceled, unless the controller adds
“expect to resume ODP/SID.”
6. Aircraft instructed to resume a procedure
which contains restrictions, such as a DP, shall be
issued/reissued all applicable restrictions or shall be
advised to comply with those restrictions.
7. If an altitude to “maintain” is restated,
whether prior to departure or while airborne,
previously issued altitude restrictions are canceled,
including any DP altitude restrictions if any.
8. Pilots of civil aircraft operating from
locations where SIDs are established may expect
ATC clearances containing a SID. Use of a DP
requires pilot possession of the textual description or
graphic depiction of the approved current DP, as
appropriate. RNAV SIDs must be retrievable by the
procedure name from the aircraft database and
conform to charted procedure. ATC must be
immediately advised if the pilot does not possess the
assigned SID, or the aircraft is not capable of flying
the SID. Notification may be accomplished by filing
“NO SID” in the remarks section of the filed flight
plan or by the less desirable method of verbally
advising ATC. Adherence to all restrictions on the DP
is required unless clearance to deviate is received.
9. Controllers may omit the departure control
frequency if a SID clearance is issued and the
departure control frequency is published on the SID.
2/19/04 AIM
En Route Procedures 5−3−1
Section 3. En Route Procedures
5−3−1. ARTCC Communications
a. Direct Communications, Controllers and
Pilots.
1. ARTCCs are capable of direct communications
with IFR air traffic on certain frequencies.
Maximum communications coverage is possible
through the use of Remote Center Air/Ground
(RCAG) sites comprised of both VHF and UHF
transmitters and receivers. These sites are located
throughout the U.S. Although they may be several
hundred miles away from the ARTCC, they are
remoted to the various ARTCCs by land lines or
microwave links. Since IFR operations are expedited
through the use of direct communications, pilots are
requested to use these frequencies strictly for
communications pertinent to the control of IFR
aircraft. Flight plan filing, en route weather, weather
forecasts, and similar data should be requested
through FSSs, company radio, or appropriate military
facilities capable of performing these services.
2. An ARTCC is divided into sectors. Each
sector is handled by one or a team of controllers and
has its own sector discrete frequency. As a flight
progresses from one sector to another, the pilot is
requested to change to the appropriate sector discrete
frequency.
3. Controller Pilot Data Link Communications
(CPDLC) is a system that supplements air/ground
voice communications. As a result, it expands
two−way air traffic control air/ground communications
capabilities. Consequently, the air traffic
system’s operational capacity is increased and any
associated air traffic delays become minimized. A
related safety benefit is that pilot/controller read−
back and hear−back errors will be significantly
reduced. The CPDLC’s principal operating criteria
are:
(a) Voice remains the primary and controlling
　
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