时间：2011-04-18 00:50来源：蓝天飞行翻译 作者：航空 点击：次
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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 min-imum 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 gradi-ent of 310 FPNM to 4000, however, this ATC climb gradient may be amended or canceled. 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. Departure Procedures 5.2.7 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 speci-fied 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 Air-port southbound, at or above 6000, then climb via Keemmling radial zero three three to Keemmling VOR-TAC.” 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 visu-al 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 de-parture end of runway elevation and within one NM of the runway end, and do not require increased take-off minimums. These obstacles are identified on the SID chart or in the Take.off Minimums and (Ob-stacle) Departure Procedures section of the U. S. Terminal Procedure booklet. These obstacles are es-pecially 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 consid-er drift following lift.off to ensure sufficient clearance from these obstacles. That segment of the procedure that requires the pilot to see and avoid ob-stacles ends when the aircraft crosses the specified point at the required altitude. In all cases continued obstacle clearance is based on having climbed a mini-mum 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 other-wise. 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 previous-ly assigned DP. In all cases, the 200 FPNM climb gradient is assumed and obstacle clearance is not pro-vided 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 pi-lots of their responsibility to maintain appropriate terrain and obstruction clearance which may include flying the ob-stacle DP. 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 U.S. Terminal Procedures booklet for textual ODPs. The required climb gradient, or higher, must be main-tained to the specified altitude or fix, then the standard climb gradient of 200 ft/NM can be re-sumed. A table for the conversion of climb gradient (feet per nautical mile) to climb rate (feet per minute), at a given ground speed, is included on page D1 of the U.S. Terminal Procedures booklets. 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 Ter-minal 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 pro-cedure title, differentiating them from SIDs. 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 5.2.8 Departure Procedures both a textual and a graphic DP, Section C should still be checked for additional information. The nonstan-dard takeoff minimums and minimum climb gradients found in TPP Section C also apply to charted DPs and radar vector departures unless differ-ent 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 com-pliance with the ODP is necessary for aircraft to aircraft separation. Pilots may use the ODP to help ensure separation from terrain and obstacles. |
