background image





Departure Procedures

Procedures section of the Terminal Procedures
Publications and/or appear as an option on a Graphic


“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


Who is responsible for obstacle clearance? DPs

are designed so that adherence to the procedure by the
pilot will ensure obstacle protection. Additionally:


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

−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


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 en route altitude, unless
specified otherwise.


ATC may vector the aircraft beginning with

an ATC

−assigned heading issued with the


initial or

takeoff clearance followed by subsequent vectors, if
required, until reaching the minimum vectoring
altitude by using a published Diverse Vector Area


The DVA may be established below the

Minimum Vectoring Altitude (MVA) or Minimum
IFR Altitude (MIA) in a radar environment at the
request of Air Traffic. This type of DP meets the
TERPS criteria for diverse departures, obstacles, and
terrain avoidance in which random radar vectors
below the MVA/MIA may be issued to departing
aircraft. The DVA has been assessed for departures
which do not follow a specific ground track, but will
remain within the specified area. Use of a DVA is
valid only when aircraft are permitted to climb
uninterrupted from the departure runway to the
MVA/MIA (or higher). ATC will not assign an
altitude below the MVA/MIA within a DVA.


The existence of a DVA will be noted in

the Takeoff Minimums and Obstacle Departure
Procedure section of the U.S. Terminal Procedures
Publication (TPP). The Takeoff Departure procedure
will be listed first, followed by any applicable DVA.


AMDT 1 14289 (FAA)

Rwy 6R, headings as assigned by ATC; requires
minimum climb of 290’ per NM to 400. 
Rwys 6L, 7L, 7R, 24R, 25R, headings as 
assigned by ATC.


Pilots should be aware that a published

climb gradient greater than the standard 200 FPNM
can exist within a DVA. Pilots should note that 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. If the aircraft is airborne and
established on a SID or ODP and subsequently
vectored off, ATC is responsible for terrain and
obstruction clearance. In all cases, the minimum 200
FPNM climb gradient is assumed.


As is always the case, 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.


Pilots must preplan to determine if the aircraft

can meet the climb gradient (expressed in feet per