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conducting instrument operations utilizing instrument
procedures based on the TERPS standard to provide
ROC.
SID VERSUS DP
In 2000, the FAA combined into a single product both
textual IFR departure procedures that were developed
by the National Flight Procedures Office (NFPO) under
the guidance of the Flight Standards Service (AFS) and
graphic standard instrument departures (SIDs) that were
designed and produced under the direction of the Air
Traffic Organization (ATO). This combined product
introduced the new term departure procedures (DPs) to
the pilot and ATC community, and the aforementioned
terms IFR departure procedure and SID were eliminated. The FAA also provided for the graphic publication of IFR departure procedures, as well as all area
navigation (RNAV) DPs, to facilitate pilot understanding of the procedure. This includes both those developed solely for obstruction clearance and those
developed for system enhancement. Elimination of the
term SID created undue confusion in both the domestic
and international aviation communities. Therefore, in
the interest of international harmonization, the FAA
reintroduced the term SID while also using the term
obstacle departure procedure (ODP) to describe certain
procedures.
There are two types of DPs: those developed to assist
pilots in obstruction avoidance, ODP, and those developed to communicate air traffic control clearances,
SID. DPs and/or takeoff minimums must be established for those airports with approved instrument
approach procedures. ODPs are developed by the
NFPO at locations with instrument procedure development responsibility. ODPs may also be required at private airports where the FAA does not have instrument
procedure development responsibility. It is the responsibility of non-FAA proponents to ensure a TERPS
diverse departure obstacle assessment has been accomplished and an ODP developed, where applicable. DPs
are also categorized by equipment requirements as
follows:
• Non-RNAV DP. Established for aircraft equipped
with conventional avionics using ground-based
NAVAIDs. These DPs may also be designed using
dead reckoning navigation. A flight management
system (FMS) may be used to fly a non-RNAV DP
if the FMS unit accepts inputs from conventional
avionics sources such as DME, VOR, and LOC.
These inputs include radio tuning and may be
applied to a navigation solution one at a time or in
combination. Some FMSs provide for the detection and isolation of faulty navigation information.
2-18
• RNAV DP. Established for aircraft equipped with
RNAV avionics; e.g., GPS, VOR/DME,
DME/DME, etc. Automated vertical navigation is
not required, and all RNAV procedures not requiring GPS must be annotated with the note:
“RADAR REQUIRED.” Prior to using GPS for
RNAV departures, approach RAIM availability
should be checked for that location with the navigation receiver or a Flight Service Station.
• Radar DP. Radar may be used for navigation
guidance for SID design. Radar SIDs are established when ATC has a need to vector aircraft on
departure to a particular ATS Route, NAVAID, or
Fix. A fix may be a ground-based NAVAID, a waypoint, or defined by reference to one or more radio
NAVAIDS. Not all fixes are waypoints since a fix
could be a VOR or VOR/DME, but all waypoints
are fixes. Radar vectors may also be used to join
conventional or RNAV navigation SIDs. SIDs
requiring radar vectors must be annotated
“RADAR REQUIRED.”
OBSTACLE DEPARTURE PROCEDURES
The term Obstacle Departure Procedure (ODP) is used
to define procedures that simply provide obstacle clearance. ODPs are only used for obstruction clearance and
do not include ATC related climb requirements. In fact,
the primary emphasis of ODP design is to use the least
onerous route of flight to the en route structure or at an
altitude that allows random (diverse) IFR flight, while
attempting to accommodate typical departure routes.
An ODP must be developed when obstructions penetrate
the 40:1 departure OCS, using a complex set of ODP
development combinations to determine each situation
and required action. Textual ODPs are only issued by
ATC controllers when required for traffic. If they are not
issued by ATC, textual ODPs are at the pilot’s option to
fly or not fly the textual ODP, even in less than VFR
weather conditions, for FAR Part 91 operators, military,
and public service. As a technique, the pilot may enter
“will depart (airport) (runway) via textual ODP” in the
remarks section of the flight plan, this information to the
controller clarifies the intentions of the pilot and helps
　
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