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depicted in ODPs is obtained by using the formulas:
These formulas are published in TERPS Volume 4 for
calculating the required climb gradient to clear obstacles.
The following formula is used for calculating climb gradients for other than obstacles, i.e., ATC requirements:
Obstacles that are located within 1 NM of the DER and
penetrate the 40:1 OCS are referred to as “low, close-in
obstacles.” The standard ROC of 48 feet per NM to clear
these obstacles would require a climb gradient greater
than 200 feet per NM for a very short distance, only until
the aircraft was 200 feet above the DER. To eliminate
publishing an excessive climb gradient, the obstacle
AGL/MSL height and location relative to the DER is
noted in the Take-off Minimums and (OBSTACLE)
Departure Procedures section of a given TPP booklet.
The purpose of this note is to identify the obstacle and
alert the pilot to the height and location of the obstacle
so they can be avoided. [Figure 2-17]
Departure design, including climb gradients, does not
take into consideration the performance of the aircraft; it
only considers obstacle protection for all aircraft. TERPS
criteria assumes the aircraft is operating with all available
engines and systems fully functioning. When a climb gradient is required for a specific departure, it is vital that
pilots fully understand the performance of their aircraft
and determine if it can comply with the required climb.
The standard climb of 200 feet per NM is not an issue for
most aircraft. When an increased climb gradient is specified due to obstacle issues, it is important to calculate aircraft performance, particularly when flying out of airports
at higher altitudes on warm days. To aid in the calculations, the front matter of every TPP booklet contains a
rate of climb table that relates specific climb gradients
and typical airspeeds. [Figure 2-18 on page 2-16]
A visual climb over airport (VCOA) is an alternate
departure method for aircraft unable to meet required
climb gradients and for airports at which a conventional
instrument departure procedure is impossible to design
due to terrain or other obstacle hazard. The development
Figure 2-17. Obstacle Information for Aspen, Colorado.
Standard Formula
O – E
CG =
0.76 D
DoD Option*
(48D+O) – E
CG =
D
where O = obstacle MSL elevation
E = climb gradient starting MSL elevation
D = distance (NM) from DER to the obstacle
Examples:
2049-1221
0.76 x 3.1
= 351.44
Round to 352 ft/NM
*Military only
(48 x 3.1+2049)–1221
3.1
= 315.10
Round to 316 ft/NM
CG =
A–E
D
Example:
3000–1221
5
= 355.8 round to 356 ft/NM
where A = "climb to" altitude
E = climb gradient starting MSL elevation
D = distance (NM) from the beginning of the climb
NOTE: The climb gradient must be equal to or greater than the
gradient required for obstacles along the route of flight.
2-15
2-16
Figure 2-18. Rate of Climb Table.
Figure 2-19. Beckwourth, CA.
2-17
of this type of procedure is required when obstacles
more than 3 SM from the DER require a greater than
200 feet per NM climb gradient. An example of this procedure is visible at Nervino Airport in Beckwourth,
California. [Figure 2-19]
The procedure for climb in visual conditions requires
crossing Nervino Airport at or above 8,300 feet before
proceeding on course. Additional instructions often
complete the departure procedure and transition the
flight to the en route structure. VCOA procedures are
available on specific departure procedures, but are not
established in conjunction with SIDs or RNAV obstacle
departure procedures. Pilots must know if their specific
flight operations allow VCOA procedures on IFR departures.
AIRPORT RUNWAY ANALYSIS
It may be necessary for pilots and aircraft operators to
consult an aircraft performance engineer and
airport/runway analysis service for information regarding the clearance of specific obstacles during IFR
departure procedures to help maximize aircraft payload while complying with engine-out performance
regulatory requirements. Airport/runway analysis
involves the complex application of extensive airport
databases and terrain information to generate computerized computations for aircraft performance in a specific
configuration. This yields maximum allowable takeoff
and landing weights for particular aircraft/engine configurations for a specific airport, runway, and range of
temperatures. The computations also consider flap settings, various aircraft characteristics, runway conditions,
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