But this is vital information to have during emergencies and off-routing flight such as initial climb from a non-towered airport. rules, we all but ignore the small circular diagram on the approach chart, instead following charted procedures. On the departure airports IAP chart youll also find the areas minimum safe altitude (MSA-sometimes minimum sector altitude) for each quadrant. If there is a recommended ODP, it will appear in textual form with the takeoff minimums. Although these are not required for the Part 91 operations most of us fly, they provide valuable clues to obstacles in the departure path and procedure you can use to avoid them. Look also for non-standard takeoff minimums. Conversely, ATC clearance must be received prior to flying a SID. An ODP is recommended for obstruction clearance and may be flown without ATC clearance. There are two types of DPs: obstacle departure procedures (ODPs) and standard instrument departures (SIDs). Youre looking for a charted departure procedure (DP), a pre-planned IFR route providing obstruction clearance from the terminal area to the en route structure. This is especially valuable if youll have to travel beyond the immediate airport area before establishing on a cleared altitude or route.Īnother thing to do is check the instrument approach procedure (IAP) charts for the runway youll use for departure. Spend a few minutes looking for obstacles and picking a route based on visual chart information and the A/FD. All too often, once we earn an instrument rating, we stop considering the information available on sectional charts and in the Airport Facilities Directory (A/FD). How can you plan your non-towered IFR departure? Start with the VFR charts. The absolute worst thing you can do when departing a non-towered airport is presume your clearance assures obstacle avoidance before you reach published IFR minimum altitudes and routes in controlled airspace. While the regulation gives guidance about instrument takeoffs, it points out that such information “applies to persons operating an aircraft under Part 121, 125, 129, or 135….” Part 91 pilots, regardless of the type of airplane flown, have no specific guidance (or limitations) on instrument departures.īasically, then, there are no rules-meaning you are solely responsible for figuring a safe way to make it from the departure runway to the first altitude or fix of your instrument clearance. Although 91.175 gives us a lot of good information about landing minima and decision heights, and what needs to be visible to proceed from the missed approach point to landing, it is basically mute on the subject of instrument departures. FAR 91.175 specifies what pilots are required to do for takeoff and landing under IFR. If you want to know what youre expected to do under a given set of circumstances, the first place to look is the regs. What do you need to consider? How do you choose? Your options (and responsibilities) are different depending on whether its In this case, youre entirely responsible for terrain clearance until you make it into controlled airspace and you must plan an obstacle clearance departure route on your own. The alternative, since you asked, is an IFR departure from a non-towered airport. It sounds complicated, but its actually easier than the alternative. You may have a challenging departure procedure, but you depart as cleared or as directed, immediately under positive control. When departing IFR from a tower-controlled airport, planning your initial route is easy.
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