NOT FOR NAVIGATION
SC-5, 23 SEP 2010 to 21 OCT 2010
Figure 1-22. SID chart.
SC-5, 23 SEP 2010 to 21 OCT 2010
SC-5, 23 SEP 2010 to 21 OCT 2010
SC-5, 23 SEP 2010 to 21 OCT 2010
Figure 1-23. Transition routes as depicted on SID.
engine failure during takeoff and departure. During the
preflight planning, use the aircraft performance charts
to determine if the aircraft can still maintain the required
climb performance. For high performance aircraft, an
engine failure may not impact the ability to maintain the
prescribed climb gradients. Aircraft that are performance
limited may have diminished capability and may be unable
to maintain altitude, let alone complete a climb to altitude.
Based on the performance expectations for the aircraft,
construct an emergency plan of action that includes
emergency checklists and the actions to take to ensure
safety in this situation.
Standard Instrument Departures (SIDs)
A SID is an ATC-requested and developed departure route,
typically used in busy terminal areas. It is designed at the
request of ATC in order to increase capacity of terminal
airspace, effectively control the flow of traffic with minimal
communication, and reduce environmental impact
through noise abatement procedures.
While obstacle protection is always considered in SID
routing, the primary goal is to reduce ATC/pilot workload
while providing seamless transitions to the en route
structure. ATC clearance must be received prior to flying
a SID. SIDs also provide additional benefits to both the
airspace capacity and the airspace users by reducing
radio congestion, allowing more efficient airspace use,
and simplifying departure clearances. All of the benefits
combine to provide effective, efficient terminal operations,
thereby increasing the overall capacity of the NAS.
If you cannot comply with a SID, if you do not possess the
charted SID procedure, or if you simply do not wish to
use SIDs, include the statement “NO SIDs” in the remarks
section of your flight plan. Doing so notifies ATC that they
cannot issue you a clearance containing a SID, but instead
will clear you via your filed route to the extent possible,
or via a Preferential Departure Route (PDR). It should be
noted that SID usage not only decreases clearance delivery
time, but also greatly simplifies your departure, easing you
into the IFR structure at a desirable location and decreases
your flight management load. While you are not required
to depart using a SID, it may be more difficult to receive
an “as filed” clearance when departing busy airports that
frequently use SID routing.
SIDs are always charted graphically and are located in the
TPP after the last approach chart for an airport. The SID
may be one or two pages in length, depending on the size
of the graphic and the amount of space required for the
departure description. Each chart depicts the departure
route, navigational fixes, transition routes, and required
altitudes. The departure description outlines the particular
procedure for each runway. [Figure 1-22]
Transition Routes
Charted transition routes allow pilots to transition from the
end of the basic SID to a location in the en route structure.
Typically, transition routes fan out in various directions
from the end of the basic SID to allow pilots to choose
the transition route that takes them in the direction of
intended departure. A transition route includes a course,
a minimum altitude, and distances between fixes on the
route. When filing a SID for a specific transition route,
include the transition in the flight plan, using the correct
departure and transition code. ATC also assigns transition
routes as a means of putting the flight on course to the
destination. In any case, the pilot must receive an ATC
clearance for the departure and the associated transition,
and the clearance from ATC will include both the departure
name and transition (e.g., Joe Pool Nine Departure, College
Station Transition). [Figure 1-23]
The SID is designed to allow the pilot to provide his or
her own navigation with minimal radio communication.
This type of procedure usually contains an initial set of
departure instructions followed by one or more transition
routes. A SID may include an initial segment requiring
radar vectors to help the flight join the procedure, but the
majority of the navigation remains the pilot’s responsibility.
[Figure 1-24]
A radar SID usually requires ATC to provide radar vectors
from just after takeoff (ROC is based on a climb to 400 feet
above the DER elevation before making the initial turn)
until reaching the assigned route or a fix depicted on the
SID chart. Radar SIDs do not include departure routes or
transition routes because independent pilot navigation
is not involved. The procedure sets forth an initial set of
departure instructions that typically include an initial
heading and altitude. ATC must have radar contact with
the aircraft to be able to provide vectors. ATC expects
you to immediately comply with radar vectors, and they
expect you to notify them if you are unable to fulfill their
request. ATC also expects you to make contact immediately
if an instruction causes you to compromise safety due to
obstructions or traffic.
It is prudent to review radar SID charts prior to use because
this type of procedure often includes nonstandard
lost communication procedures. If you were to lose
radio contact while being vectored by ATC, you would
be expected to comply with the lost communication
procedure as outlined on the chart, not necessarily those
procedures outlined in the AIM. [Figure 1-25]
Figure 1-24. Example of a common SID at Denver, Colorado.
NOT FOR NAVIGATION
Initial departure instructions
Lost communications procedure
specific to this departure
SW-1, 23 SEP 2010 to 21 OCT 2010
SW-1, 23 SEP 2010 to 21 OCT 2010
En route chart reference
Departure airport
SW-1, 23 SEP 2010 to 21 OCT 2010
SW-1, 23 SEP 2010 to 21 OCT 2010
Figure 1-25. Example of a radar SID at Denver, Colorado.
SID Flight Planning Considerations
Take into consideration the departure paths included in
the SIDs, and determine if you can use a standardized
departure procedure. You have the opportunity to choose
the SID that best suits your flight plan. During the flight
planning phase, you can investigate each departure,
and determine which procedure allows you to depart
the airport in the direction of your intended flight. Also
consider how a climb gradient to a specific altitude affects
the climb time and fuel burn portions of the flight plan.
Notes giving procedural requirements are listed on the
graphic portion of a departure procedure, and they are
mandatory in nature. [Figure 1-26] Mandatory procedural
notes may include:
• Aircraft equipment requirements (DME, ADF, etc.)
• ATC equipment in operation (radar)
• Minimum climb requirements
• Restrictions for specific types of aircraft (turbojet only)
• Limited use to certain destinations
Cautionary statements may also be included on the
procedure to notify you of specific activity, but these are
strictly advisory. [Figure 1-26] If you are unable to comply
with a specific requirement, you must not file the procedure
as part of your flight plan. If ATC assigns you a SID, you may
Figure 1-26. Departure procedure notes and cautionary statements.
need to quickly recalculate your all-engines-operating
performance numbers. If you cannot comply with the
climb gradient in the SID, you should not accept a clearance
for that SID and furthermore, you must not accept the
procedure if ATC assigns it.
A clearance for a SID which contains published altitude
restrictions may be issued using the phraseology “climb
via. ” Climb via is an abbreviated clearance that requires
compliance with the procedure lateral path, associated
speed and altitude restrictions along the cleared route or
procedure. Expanded procedures for "Climb via" can be
found in the AIM.
ATC can assign SIDs or radar vectors as necessary for traffic
management and convenience. To fly a SID, you must
receive approval to do so in a clearance. In order to accept
a clearance that includes a SID, you must have the charted
SID procedure in your possession at the time of departure.
It is your responsibility as pilot in command to accept or
reject the issuance of a SID by ATC. You must accept or
reject the clearance based on:
• The ability to comply with the required performance.
• The ability to navigate to the degree of accuracy
required for the procedure.
• Possession of the charted SID procedure.
• Personal understanding of the SID in its entirety.
When you accept a clearance to depart using a SID or radar
vectors, ATC is responsible for traffic separation. When
departing with a SID, ATC expects you to fly the procedure as
charted because the procedure design considers obstacle
clearance. It is also expected that you will remain vigilant
in scanning for traffic when departing in visual conditions.
Furthermore, it is your responsibility to notify ATC if your
clearance would endanger your safety or the safety of others.
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. Some flight management
systems (FMS) are certified to fly a non-RNAV DP
if the FMS unit accepts inputs from conventional
avionics sources, such as DME, VOR, and localizer
(LOC). These inputs include radio tuning and may
be applied to a navigation solution one at a time or
in combination. Some FMS provide for the detection
and isolation of faulty navigation information.
• RNAV DP—established for aircraft equipped with
RNAV avionics (e.g., GPS, VOR/DME, DME/DME).
Automated vertical navigation is not required,
and all RNAV procedures not requiring GPS must
be annotated with the note: “RADAR REQUIRED. ”
Prior to using TSO-C129 GPS equipment for RNAV
departures, approach receiver autonomous integrity
monitoring (RAIM) availability should be checked for
that location.
• 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. ”
Area Navigation (RNAV) Departures
Historically, departure procedures were built around
existing ground-based technology and were typically
designed to accommodate lower traffic volumes. Often,
departure and arrival routes use the same NAVAIDs creating
1.0 NM1.0 NM
2.0 NM2.0 NM
Path centerline
Figure 1-27. RNP departure levels.