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detailed awareness of your location as you are being radar
vectored by ATC. If for some reason radar contact is lost,
you will be asked to provide position reports in order for
ATC to monitor your flight progress. Also, ATC may
release you to “resume own navigation” after vectoring
you off course momentarily for a variety of reasons
including weather or traffic.
Upon initial contact, state your aircraft or flight number,
the altitude you are climbing through, and the altitude to
which you are climbing. The controller will verify that
your reported altitude matches that emitted by your
transponder. If your altitude does not match, or if you do
not have Mode C capabilities, you will be continually
required to report your position and altitude for ATC.
The controller is not required to provide terrain and obstacle clearance just because ATC has radar contact with
your aircraft. It remains your responsibility until the controller begins to provide navigational guidance in the form
of radar vectors. Once radar vectors are given, you are
expected to promptly comply with headings and altitudes
as assigned. Question any assigned heading if you believe
it to be incorrect or if it would cause a violation of a regulation, then advise ATC immediately and obtain a revised
clearance.
DIVERSE VECTOR AREA
ATC may establish a minimum vectoring altitude
(MVA) around certain airports. This altitude is based on
terrain and obstruction clearance and provides controllers with minimum altitudes to vector aircraft in and
around a particular location. However, it may be necessary to vector aircraft below this altitude to assist in the
efficient flow of departing traffic. For this reason, an airport may have established a Diverse Vector Area
(DVA). DVA design requirements are outlined in
TERPS and allow for the vectoring of aircraft off the
departure end of the runway below the MVA. The presence of a DVA is not published for pilots in any form,
so the use of a textual ODP in a DVA environment
could result in a misunderstanding between pilots and
controllers. ATC instructions take precedence over an
ODP. Most DVAs exist only at the busiest airports.
[Figure 2-33]
VFR DEPARTURE
There may be times when you need to fly an IFR flight
plan due to the weather you will encounter at a later time
(or if you simply wish to fly IFR to remain proficient), but
the weather outside is clearly VFR. It may be that you can
depart VFR, but you need to get an IFR clearance shortly
after departing the airport. A VFR departure can be used
as a tool that allows you to get off the ground without having to wait for a time slot in the IFR system, however,
departing VFR with the intent of receiving an IFR
clearance in the air can also present serious hazards
worth considering.
A VFR departure dramatically changes the takeoff
responsibilities for you and for ATC. Upon receiving
clearance for a VFR departure, you are cleared to depart;
however, you must maintain separation between yourself
and other traffic. You are also responsible for maintaining
terrain and obstruction clearance as well as remaining in
VFR weather conditions. You cannot fly in IMC without
first receiving your IFR clearance. Likewise, a VFR
departure relieves ATC of these duties, and basically
requires them only to provide you with safety alerts as
workload permits.
Maintain VFR until you have obtained your IFR clearance and have ATC approval to proceed on course in
accordance with your clearance. If you accept this
clearance and are below the minimum IFR altitude for
operations in the area, you accept responsibility for terrain/obstruction clearance until you reach that altitude.
NOISE ABATEMENT PROCEDURES
As the aviation industry continues to grow and air traffic
increases, so does the population of people and businesses
around airports. As a result, noise abatement procedures
have become commonplace at most of the nation’s airports. Part 150 specifies the responsibilities of the FAA to
investigate the recommendations of the airport operator in
2-35
a noise compatibility program and approve or disapprove
the noise abatement suggestions. This is a crucial step in
ensuring that the airport is not unduly inhibited by noise
requirements and that air traffic workload and efficiency
are not significantly impacted, all while considering the
noise problems addressed by the surrounding community.
While most departure procedures are designed for obstacle clearance and workload reduction, there are some
SIDs that are developed solely to comply with noise
abatement requirements. Portland International Jetport is
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Instrument Procedures Handbook (IPH)仪表程序手册下(56)
