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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


f. 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

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 en route altitude, unless

specified otherwise.

2. 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


3. 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.

(a) 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.

(b) 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.

(c) 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.

4. Pilots must preplan to determine if the aircraft

can meet the climb gradient (expressed in feet per