Page7312IPH
Takeoffs and Departures
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IPH Chapter Two
SAFETY IN THE DEPARTURE
ENVIRONMENT; …SURFACE MOVEMENT SAFETY;
…AIRPORT/FACILITY DIRECTORY; …SURFACE MOVEMENT GUIDANCE CONTROL
SYSTEM; …AIRPORT
SIGNAGE/LIGHTING/MARKINGS; …RUNWAY INCURSIONS; …RUNWAY
HOTSPOTS; …STANDARDIZED
TAXI ROUTES; …RUNWAY SAFETY PROGRAM; …TAKEOFF
MINIMUMS; …RUNWAY VISUAL RANGE; …RUNWAY VISIBILITY
VALUE; …PREVAILING VISIBILITY; …TOWER
VISIBILITY; …ADEQUATE VISUAL
REFERENCE; …AUTOMATED WEATHER OBSERVING SYSTEMS
AND AUTOMATED SURFACE OBSERVING SYSTEMS; …AUTOMATIC TERMINAL INFORMATION
SERVICE; …IFR ALTERNATE MINIMUMS; …DEPARTURE PROCEDURES AND DESIGN
CRITERIA;
…STANDARD INSTRUMENT DEPARTURE/OBSTACLE DEPARTURE
PROCEDURE; …FLIGHT
PLANNING CONSIDERATIONS; …STANDARD INSTRUMENT
DEPARTURES; …PILOT NAV AND
VECTOR SIDS; …FLIGHT PLANNING
CONSIDERATIONS; …PROCEDURAL NOTES; …DP
RESPONSIBILITY; …PROCEDURES ASSIGNED BY
ATC; …PROCEDURES NOT ASSIGNED BY ATC; …DEPARTURES FROM AIRPORTS WITHOUT AN OPERATING CONTROL
TOWER; …GROUND
COMMUNICATIONS OUTLETS; …OBSTACLE AVOIDANCE; …CLIMB GRADIENTS AND CLIMB
RATES; …SEE AND AVOID TECHNIQUES; …AREA NAVIGATIONS
DEPARTURES; …RNAV
DEPARTURE PROCEDURES; …PILOT RESPONSIBILITY FOR USE OF RNAV
DEPARTURES; …RADAR DEPARTURE; …DIVERSE VECTOR
AREA; …NOISE ABATEMENT PROCEDURES; ...
SAFETY IN THE DEPARTURE ENVIRONMENT
---Expectation is that every pilot will know and follow the rules
---Expectation is that every pilot will have the proper charts, diagrams, SIDs
and ODPs.
---Taxiing in low visibility both for departure and after arrival are
accidents waiting to happen
SURFACE MOVEMENT SAFETY
---IFR U.S. Terminal Procedures Publication (TPP)
---Airport/Facility Directory (A/FD)
---Procedures, educational awareness
---National Aeronautical Charting Office (NACO) sketches and diagrams
---http://naco.faa.gov lists airport diagrams
AIRPORT/FACILITY DIRECTORY
---Regional booklets gives textual information about all airports
---Airport diagrams same as in the IFR TPP
---Frequencies for weather are on all approach and airport charts.
SURFACE MOVEMENT GUIDANCE
CONTROL SYSTEM (SMGCS)
---SEE DIAGRAM FIGURE 2-4
---Low visibility taxi plans for less than ¼ mile visibility
---Stop bar lights at intersections below 600 RVR
---Runway guard lights from taxiways to active runway
---Geographic position (pink circle) markers
---Flight and ground compliance required
---Operators must have low visibility taxi route chart
---Part 91 gets "follow Me" escort service
---SMGCS outage gets NOTAM notice
AIRPORT SIGNAGE/LIGHTING/MARKINGS
---Get ATC help or request progressive taxi
RUNWAY INCURSIONS
---Any occurrence creating a collision hazard or loss of aircraft separation
---Caused by errors of misunderstanding, communication, navigation or
positional awareness.
---Careful reading of airport diagram related information is vital.
---See Figure 2-5|
---Get NOTAMs related to airport construction and lighting
---Read back all clearances to insure understanding
---Maintain sterile cockpit while taxiing
---Use rules that minimize distractions when taxiing
---Never hesitate to ask ATC for help
---Follow clearances in timely manner
---Clear bases and finals prior to taking runway so other aircraft can see
you as well
---Monitor the radio
---Remain on frequency until change is authorized
---Know your limitations and refuse any clearance you consider unsafe
---Report confusing situations to ATC and NASA
---Be extravagant in your use of lights
RUNWAY HOTSPOTS
---History of airport problems at this place
---Letters to airmen may warn pilots
---www.faarsp.org is list of hot spots
---Hot spots list gives reasons for problems as warning
---Every airport has places of hazardous potential
STANDARDIZED TAXI ROUTES
---High-density airport (airline) ground management
---Coded routes assigned by ATC specialist (ATCS)
---Pilot is responsible to know about coded routes and have charts
RUNWAY SAFETY PROGRAM (RSP)
---200,000 ATC takeoffs and landings daily
---Designed and planed to reduce incursions
---Pilot accountability and responsibility
---Based on four events
---Surface incident
---Runway incident
---ATC operational error
---Pilot deviation
---Vehicle/pedestrian deviation
---Other errors
---Collision situation
---Loss of separation
TAKEOFF MINIMUMS
---Takeoff minimums typically below landing minimums
---My opinion is that you declare an emergency and do whatever it takes.
---Ceiling requirements included only for obstacle avoidance
---Takeoff minimums are for only Part 121 and 135 and not for Part 91
---Zero-zero Part 91 takeoffs are legal but not advised.
---If non-standard minimums apply a black triangle T will be top right
of the chart
RUNWAY VISUAL RANGE (RVR)
---RVR is a transmissometer value based on what a pilot would see looking
down the runway
---RVR may be touchdown, mid-field RVR or rollout RVR
RUNWAY VISIBILITY VALUE (RVV)
---RVV is the distance down a runway a pilot can see an unlighted object
---RVV is used instead of prevailing visibility to determine specific runway
minimums
PREVAILING VISIBILITY
---The horizontal distance over half of the horizon circle where objects or
bright lights can be seen
---May be reported as sector visibility in statute miles or fractions of
miles
TOWER VISIBILITY
---Visibility as determined from the ATC Tower in statute miles and fractions
thereof.
---Specific objects of known distance are used as tower reference
ADEQUATE VISUAL REFERENCE
---A non-Part 91 visibility of RVR 1600 (1/4 mile)
AUTOMATED WEATHER OBSERVING SYSTEMS AND AUTOMATED SURFACE OBSERVING SYSTEMS
---Automated weather observing system (AWOS) and automated surface observing
systems (ASOS)
---Every one-minute weather transmissions of current weather
---Basic AWOS gives altimeter, wind speed and direction, temperature and dew
point
---AWOS-3 adds to basic clouds, ceiling and precipitation type
---A/FD has phone numbers for all AWOS and ASOS
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
---Only available when ATC tower is open.
---Changed at 45-after the hour unless weather has significant change.
---ATIS changes to AWOS when tower closes on same frequency
---Digital ATIS is datalink over Aircraft Communications System (ACARS) into
cockpit computer
---Any weather report from the tower overrides all other reports
IFR ALTERNATE MINIMUMS
---Flight plan alternate if weather + one hour of ETA has ceiling and
visibility below 2000’ and 3 SM.
---Alternate must have weather reporting, monitored navaid and cannot be
GPS based
---Standard precision alternate requires 600’ and 2 SM visibility
---Standard non-precision alternate requires 800’ and 2 SM visibility
---NACO charts do not publish or print standards other than standards are
printed in booklet
---Standards always apply unless higher minimums are published
---Triangle A on charts says you are to check NACO listings
---Airport with N/A does not qualify as an alternate on your flight plan
DEPARTURE PROCEDURES and DESIGN CRITERIA
---Designed to be efficient routing of traffic and workloads
---All are based upon U.S. Standard for terminal departure procedures (TERPS)
---Assumes 200 foot climb per nautical mile (NM) and over 35’ above
departure end of runway (DER)
---This climb rate clears the obstacle clearance surface based on 40 to 1 with
at least 48’ clearance
---TERPS design requires positive course guidance by 10 NM straight
departures and by 5 NM otherwise
---Airport terrain might require a greater climb gradient to see and avoid
obstacles for all aircraft
---A rate of climb table exists to calculate requirements (See Figure 2-17)
---A visual climb over airport (VCOA) is for when an aircraft cannot make
climb gradients.
---Performance limited aircraft require the pilot have emergency plans to
cope with the problem
STANDARD INSTRUMENT DEPARTURE (SID)/OBSTACLE DEPARTURE PROCEDURE
---Published by the National Flight Procedures Office (NFPO)
---IFR Obstacle Departure Procedures (ODP) or Standard Instrument Departures (SIDs)
---ODP defines procedures that only obstacle clearances with nothing to do
with ATC requirements.
---All RNAV ODPs are in graphic form perhaps charted as though a SID
---Use of a graphic ODP in a flight plan must be coded into the filed flight
plan without ATC clearance
FLIGHT PLANNING CONSIDERATIONS
---Pilot determines if ODP exists for airport by reference to Approach Chart
Booklet
---Airport must have and Instrument Approach Procedure (IAP) in order to have
an ODP
---ODP may have departure in wrong direction, higher climb rate, different
runway and flight route
---ODP diagram may require pilot visual avoidance of obstacle.
STANDARD INSTRUMENT DEPARTURES (SID)
---Designed by, for and requested by ATC
---Planned to increase capacity and flow of traffic, noise/environmental
abatement
---Reduces pilot/ATC workload and gives seamless entry into en route airways
---A NO-SID request for a preferential departure route (PDR) or ‘as filed’
flight plan is alternative
---SIDs are charted graphically and after last approach chart for airport in
terminal procedures publication
---SID charts show, routes, fixes, transition route and altitudes for each
runway
---Transition route gives course, altitudes, and distances between fixes
(Figure 2-21)
PILOT NAV AND VECTOR SIDS
---A SID may be by vectors, pilot nav or a combination of each
---Vector SIDs require radar contact and immediate compliance
---Good radio clearance procedures and communications required
---Lost communications as charted rather than as in (Airman Information
Manual) AIM
FLIGHT PLANNING CONSIDERATIONS
---Getting a SID from ATC may require review of aircraft performance
Note: I once had to take 10/15 minutes to figure out complicated SID with
the engine running only to have ATC give me a series of radar vectors shortly
after takeoff. Bummer!
PROCEDURAL NOTES
---You must do planning to know if you can fly a charted procedure
---All charted notes are mandatory including equipment, facilities,
climb, restrictions and limited use
---You must not file or accept procedure where unable to comply
DP RESPONSIBILITY
---Safety of DP is shared between pilot and ATC based on clearances given
and clearances acknowledged
---Pilot acknowledges, reads back especially any ‘hold short’
instructions, seeks clarification, changes
--Pilot must consider departure route terrain and obstructions
---Should obstacle avoidance be visual or ODP?
---Is ODP or SID available
---Alternate safe departure procedure
PROCEDURES ASSIGNED BY ATC
---You can request a SID and get a clearance with textual description for
acceptance or rejection
---Pilot must have required performance, have textual description and
understanding thereof
---On pilot acceptance ATC is responsible for separation and obstacles while
pilot must fly as charted
---When visual pilot shares traffic avoidance with ATC
---Pilot must notify ATC if clearance impairs safety
PROCEDURES NOT ASSIGNED BY ATC
---ODP assigned by ATC unless required to achieve separation
---Pilot must ascertain if ODP exists
---If pilot is not given a SID or vectors and an ODP exists pilot must use
the ODP
---ATC expects procedure compliance unless conditions allow VFR obstacle
avoidance
DEPARTURES FROM AIRPORTS WITHOUT AN OPERATING CONTROL TOWER
---All IFR flight plans must be filed at least 30 minutes in advance
using FSS (Tower en route don't)
---You can contact the AFSS or ATC but they may not be ‘workload permitting’
help you
---You contact the AFSS using a Remote Communications Outlet (RCO) if you
know where one is
---Truckee CA has a Ground Communications Outlet direct to Reno FSS
---You can depart VFR and try getting a ‘Pop-up clearance from ATC
---Contact Automated Flight Service Station (AFSS) by phone but expect a ‘void
time’ clearance
---The ‘void time’ reserves airspace for you but failure to depart
requires that you contact ATC to cancel
GROUND COMMUNICATIONS OUTLETS (GCO)
---Unmanned VHF radio to telephone contact using four key clicks to ATC
and six clicks to FSS
---Scheduled to be at all instrument airports country wide
---Truckee CA has a Ground Communications Outlet direct to Reno FSS
---Ends need to depart airport before getting IFR clearance
---Frequency available in AFD and on airport signage
OBSTACLE AVOIDANCE
---The goal for any IFR departure is to be the safest procedures in avoidance
of obstacles
---Procedures designed for obstacle avoidance, minimum climb gradient and
traffic avoidance
CLIMB GRADIENTS AND CLIMB RATES
---Within 1000’ of an assigned climb/descent altitude you are expected to
be doing so at 500’ per minute
---Use the Airplane Flight Manual (AFM) to determine how your aircraft
performs (Figure 1-17)
---If you can’t perform the above requirements advise ATC
SEE AND AVOID TECHNIQUES
---For obstacle avoidance during departure, minimums of visibility and
ceiling may be non-standard
---Nonstandard minimums allow lower climb gradient using visual avoidance of
obstacles
AREA NAVIGATION DEPARTURES
---RNAV now refers to any system giving point-to-point navigation or
free-flight equivalent
---RNAV system may use ground, airborne, space or inertial technology
---RNAV is used to minimize vectoring and communications
---RNAV departures include position, time, altitude and ability to predict
future parameters.
RNAV DEPARTURE PROCEDURES
---An RNAV departure as a part of a SID or ODP always includes the term RNAV
in the title
---RNAV routes are designed for Required Navigational Performance (RNP) 1.0
or 2.0 (Figure 2-26)
---RNAV charts have two kinds of waypoint fly-by (FB) and fly-over (FO)
(Figure 2-27)
---Fly-by waypoint has four point star where course direction changes and
cutting the corner is allowed
---Fly-over waypoint has four points star in a circle that must
be flown over before turning
---Fly-over waypoint used for missed approach point missed approach holding
point
---RNAV charts specific system aircraft requirements by suffix codes/E. /F, /R,
and /G (Figure 2-30/31)
PILOT RESPONSIBILITY
FOR USE OF RNAV DEPARTURES
---Pilot responsibility is to know what his equipment can and cannot do.
RADAR DEPARTURE
---A radar departure might be available if no other departure exists
---If you request no SIDs expect an initial departure heading from ATC as a
vector heading
---Tower then hands you off to departure radar controller after confirming
your altitude
---A radar departure is the easiest of all departures
---You will be asked for position reports if radar contact is lost
---A some point you will be released to ‘own navigation and perhaps squawk
VFR’
---On handoff to another controller give your full call sign and altitude as
level, climbing through and to.
---When your encoded altitude does not agree with your stated altitude you
need to give position reports
---You are expected to read back all headings and altitudes assigned and
respond immediately to them
---Advise ATC immediately to any instruction you believe in error or
hazardous
DIVERSE VECTOR AREA
---ATC has Minimum Vectoring Altitudes (MVA) established in there areas (May
be 200’ AGL)
---Airports Diverse Vector Area (DVA) allows vectoring on departure below MVA
(Figure2-23)
VFR DEPARTURE
---If IFR departure delays exist you should consider making a VFR departure
and doing a Pop-up IFR
---VFR Pop-up request is done to a radar facility with aircraft information,
route altitude and destination
---Maintain VFR until IFR clearance is approved
NOISE ABATEMENT PROCEDURES
---Noise abatement procedures exist at most airports
---Some SIDs are used just for noise abatement purposes
---ATC may require a turn or give a vector to avoid a particular area
---Pilots are obliged to comply with written and spoken requests from ATC
Continued on En
Route Operations
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