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should obtain IFR clearances prior to becoming
airborne when two-way communications with the
controlling ATC facility is available.
5−2−7. Departure Control
a. Departure Control is an approach control function
responsible for ensuring separation between
departures. So as to expedite the handling of departures,
Departure Control may suggest a takeoff
direction other than that which may normally have
been used under VFR handling. Many times it is preferred
to offer the pilot a runway that will require the
fewest turns after takeoff to place the pilot on course
or selected departure route as quickly as possible. At
many locations particular attention is paid to the use
of preferential runways for local noise abatement programs,
and route departures away from congested
areas.
b. Departure Control utilizing radar will normally
clear aircraft out of the terminal area using DPs via radio
navigation aids. When a departure is to be
vectored immediately following takeoff, the pilot
will be advised prior to takeoff of the initial heading
to be flown but may not be advised of the purpose of
the heading. Pilots operating in a radar environment
are expected to associate departure headings with
vectors to their planned route or flight. When given
a vector taking the aircraft off a previously assigned
nonradar route, the pilot will be advised briefly what
the vector is to achieve. Thereafter, radar service will
be provided until the aircraft has been reestablished
“on-course” using an appropriate navigation aid and
the pilot has been advised of the aircraft’s position or
a handoff is made to another radar controller with further
surveillance capabilities.
c. Controllers will inform pilots of the departure
control frequencies and, if appropriate, the transponder
code before takeoff. Pilots should not operate
their transponder until ready to start the takeoff roll,
except at ASDE−X facilities where transponders
should be transmitting “on” with altitude reporting
continuously while operating on the airport surface if
so equipped. Pilots should not change to the departure
control frequency until requested. Controllers may
omit the departure control frequency if a DP has or
will be assigned and the departure control frequency
is published on the DP.
5−2−8. Instrument Departure Procedures
(DP) − Obstacle Departure Procedures
(ODP) and Standard Instrument Departures
(SID)
Instrument departure procedures are preplanned instrument
flight rule (IFR) procedures which provide
obstruction clearance from the terminal area to the
appropriate en route structure. There are two types of
DPs, Obstacle Departure Procedures (ODPs), printed
either textually or graphically, and Standard Instrument
Departures (SIDs), always printed graphically.
All DPs, either textual or graphic may be designed using
either conventional or RNAV criteria. RNAV
procedures will have RNAV printed in the title,
e.g., SHEAD TWO DEPARTURE (RNAV). ODPs
provide obstruction clearance via the least onerous
route from the terminal area to the appropriate en
route structure. ODPs are recommended for obstruction
clearance and may be flown without ATC
clearance unless an alternate departure procedure
(SID or radar vector) has been specifically assigned
by ATC. Graphic ODPs will have (OBSTACLE)
printed in the procedure title, e.g., GEYSR THREE
DEPARTURE (OBSTACLE), or, CROWN ONE
DEPARTURE (RNAV) (OBSTACLE). Standard Instrument
Departures are air traffic control (ATC)
procedures printed for pilot/controller use in graphic
form to provide obstruction clearance and a transition
from the terminal area to the appropriate en route
structure. SIDs are primarily designed for system enhancement
and to reduce pilot/controller workload.
ATC clearance must be received prior to flying a SID.
All DPs provide the pilot with a way to depart the airport
and transition to the en route structure safely.
Pilots operating under 14 CFR Part 91 are strongly
encouraged to file and fly a DP at night, during marginal
Visual Meteorological Conditions (VMC) and
Instrument Meteorological Conditions (IMC), when
one is available. The following paragraphs will provide
an overview of the DP program, why DPs are
developed, what criteria are used, where to find them,
how they are to be flown, and finally pilot and ATC
responsibilities.
7/31/08 AIM
AIM 2/14/08
5−2−6 Departure Procedures
a. Why are DPs necessary? The primary reason is
　
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