FIG ENR 1.5.37
Diverse Departure Obstacle Assessment to 25/46 NM

Federal Aviation Administration Twentieth Edition
36.3.5 Climb gradients greater than 200 FPNM are specified when required to support procedure design constraints, obstacle clearance, and/or airspace restrictions. Compliance with a climb gradient for these purposes is mandatory when the procedure is part of the ATC clearance, unless increased takeoff minimums are provided and weather conditions allow compliance with these minimums. Addition-ally, ATC required crossing restrictions may also require climb gradients greater than 200 FPNM. These climb gradients may be amended or canceled at ATC’s discretion. Multiple ATC climb gradients are permitted. An ATC climb gradient will not be used on an ODP.
EXAMPLE.
“Cross ALPHA intersection at or below 4000; maintain 6000.” The pilot climbs at least 200 FPNM to 6000. If 4000 is reached before ALPHA, the pilot levels off at 4000 until passing ALPHA; then immediately resumes at least 200 FPNM climb.
EXAMPLE.
“TAKEOFF MINIMUMS:  RWY 27, Standard with a minimum climb of 280’ per NM to 2500, ATC climb of 310’ per NM to 4000 ft.” A climb of at least 280 FPNM is required to 2500 and is mandatory when the departure procedure is included in the ATC clearance. ATC requires a climb gradient of 310 FPNM to 4000, however, this ATC climb gradient may be amended or canceled.
36.3.6 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.
36.3.7 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.”
36.4 Who is responsible for obstacle clearance? DPs are designed so that adherence to the procedure by the pilot will ensure obstacle protection. Additionally:
36.4.1 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 avoid-ance 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.
36.4.2 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.
36.4.3 Pilots must preplan to determine if the aircraft can meet the climb gradient (expressed in feet per nautical mile) required by the departure procedure, and be aware that flying at a higher than anticipated ground speed increases the climb rate requirement in feet per minute. Higher than standard climb gradients are specified by a note on the departure procedure chart for graphic DPs, or in the Take.Off Minimums and (Obstacle) Departure Procedures section of the
　
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