Departure Procedure Plate Calls
--After 400' AGL you are free to fly direct to first en route fix unless ATC applies a restriction.
--Runway takeoff minimums for a runway apply to all departures unless departure itself has charted minimums.
--200 feet per nautical ground mile climb applies if no gradient is specified.
--A non-IFR runway can be used ONLY by Part 91 aircraft in good visual conditions.
--Takeoff minimums apply only to commercial operations
--Visual circling airport climbs should be used if climb gradient cannot be met.
--ATC assigned departure procedure and climb gradient is mandatory regardless of higher ceiling and visibility.
--IMC turns may be made passing 400' AGL when departure procedure requires turn of more than fifteen degrees with no turning fix or altitude specified.
--VMC turns only at end of runway unless instructed by ATC.
--Some runways have obstacles that prohibit publication of a climb gradient. Some runways have obstacles that require an early turn below 400'.
--Pilot should challenge any ATC assignment in a departure procedure that changes or deletes a climb gradient. Part 91 can depart but are liable of obstacle avoidance. See: 91.177(a)(2)
--ATC and RNAV departure procedures will be charted but simple one will be in text only and not be charted.
--You can file any of the charted procedures or they may be assigned by ATC.
--Category A and B aircraft may be restricted to holding pattern airspeeds.
--Non-precision straight in approach plates will depict gradient and threshold crossing heights (TCH) unless on a precision plate.
--Gradient is expressed as angle and feet per nautical mile from the FAF to threshold unless a step down fix exists and is used.
--Departure routes may have a compass-rose intersection symbol that is a required 'fly-over' waypoints. Such a route funnels traffic into a narrow corridor.

Departure Procedures
There are no published takeoff minimums for Part 91 operations but where there are nonstandard minimums for the other FARs where the 200 feet per mile standard climb is not enough. Along with the non-standard required climb rate the procedure must specify a higher ceiling and visibility. The 200 feet per mile gives you 48' over the first obstacle a mile from the runway and 96' at two miles and so on. The standard departure expects that you cross the end of the runway at 35' agl. So at one mile you would be at least 283 feet above the ground and 83 feet above the obstacle.

Jepp Charts
Charts are portrayals of FARs approach procedures or TERPS (Terminal Instrument Procedures). Wording on charts is the same as on en route charts. Charts are alphabetical by state and city AS written and selected by the FAA. FAA selections often do not make sense. You can best find a difficult to locate airport by finding terminology used on enroute charts.

Charts are indexed by numbers. The lower the number the greater the precision. The codes are:
0--Area, departure procedure, STAR, taxiway facilities, Class B airspace
1--ILS, MLS, LOC, LDA, SDF
2--reserved
3--VOR
4--TACAN
5-- reserved
6--NDB (ADF)
7--DF
8--GPS, PAR, ASR, SRA, SRE (??)
9--VOR DME RNAV, Vicinity Charts, Visual Arrival, Visual Departure

--The last digits of any two charts of the same approach type are sequenced by runway number. Airport diagrams are 10-9 so as to be sequenced before approaches. Diagrams on back of charts have chart number.
--Communication frequencies are placed across the chart in sequential order. Missed approach is now at the top of the page. Navigation notes and MSA are always in the same place.

Heading data-briefing strip contains primary navaid, final approach course, field elevation and procedure identification and straight-in runway. Sidestep runways have higher minimums. Straight-n is not legal if approach is over 30 degrees off runway heading. --Any approach with DME in the title must use DME on the approach. Mention of DME in the plan view makes its use optional.
--The title stated by ATC in the clearance is the approach to use.
--Lowest ILS minimums require the localizer, glide slope, outer marker (or substitute like an ATC call), and visual aids. Otherwise higher minimums apply. ILS charts give altitude of glide slope at LOM as an altimeter crosscheck. (War story:
Once had student get vector for spacing that placed us so high that we intercepted a false ILS glide slope. Best clue was altitude crossing the LOM.)
--Briefing strip has final approach course, FAF and lowest minimums
--Definition: Field elevation is the highest useable runway surface.
--There may be an ATIS for both arrivals and departures. A D-ATIS has digital transmission capability.
--R in Approach control box means radar while absence of R does not preclude existence of radar. Some approaches have an initial contact frequency instead of sector frequencies to use son arrivals.

Chart Notes
Approach plates can contain important information that is not prominent on the plan or profile view. Some notes are trivial. Life and death notes also exist. Life and death notes usually include reference to night approaches. Notes related to altimeter settings, and required equipment. Critical notices usually, but not always have the words 'caution', 'note, or 'warning'. Every approach aircraft is expected to have a VOR. 'Radar Required notes appear in larger type. Jepp charts often include NOTAM information not on NOS charts.

You can request and expect ATC to give you the particulars of an approach plate. (FAR 91.175) FAR 91.503 requires large aircraft, turbines, PART 125 and 13l5 to have a full complement of charts. the FAA has on record a letter that says that failure to have needed charts is a prima facie violation of FAR 91.103 relating to careless or reckless operation. The use of expired charts is not kosher according to the FAA. Jepps do not have expiration dates. (Oh!) A pilot in violation of any FAR can expect to have FAR 91.13 attached as a matter of course. A handheld GPS is not recognized by the FAA as part of the aircraft. Such a GPS therefore does not need a current data base.

You should know that there is a real possibility that instead of the step down approaches so common in non-precision charts, pilots may be given the option of a constant rate descent such as is available in Europe.

Climbs and Descents
Departure charts give minimum rates in feet per minute. Where charts give feet per mine you are well advised to make the conversion to fpm. Only by keeping your altitude higher that the minimums can you avoid terrain. For descents your gradient can be set with power, ground speed and checked with the vertical speed indicator.

The point of planned jet descent can be determined by selection of a distance that is three times the altitude you have to lose. To lose 4000 feet begin your descent twelve miles out. In prop planes a slower rate of descent can be projected over a greater distance. Plan your descent but be flexible in making power adjustments as power increases with descent. An approach descent must be based upon getting a selected ground speed and keeping it.

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