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Chapter 1
Departure Procedures
Introduction
Thousands of instrument flight rules (IFR) takeoffs and
departures occur daily in the National Airspace System
(NAS). In order to accommodate this volume of IFR traffic, air
traffic control (ATC) must rely on pilots to use charted airport
sketches and diagrams, as well as departure procedures
(DPs) that include both standard instrument departures
(SIDs) and obstacle departure procedures (ODPs). While
many charted (and uncharted) departures are based on
radar vectors, the bulk of IFR departures in the NAS require
pilots to navigate out of the terminal environment to the
en route phase.
1-1
OR
Airport Facility Directory (A/FD)
IFR takeoffs and departures are fast-paced phases of
flight, and pilots often are overloaded with critical flight
information. While preparing for takeoff, pilots are busy
requesting and receiving clearances, preparing their aircraft
for departure, and taxiing to the active runway. During IFR
conditions, they are doing this with minimal visibility, and
they may be without constant radio communication if flying
out of a non-towered airport. Historically, takeoff minimums
for commercial operations have been successively reduced
through a combination of improved signage, runway
markings and lighting aids, and concentrated pilot
training and qualifications. Today at major terminals, some
commercial operators with appropriate equipment, pilot
qualifications, and approved Operations Specifications
(OpSpecs) may takeoff with visibility as low as 300 feet
runway visual range (RVR). One of the consequences of
takeoffs with reduced visibility is that pilots are challenged
in maintaining situational awareness during taxi operations.
Runway slope
Runway length and width
One of the biggest safety concerns in aviation is the surface
movement accident. As a direct result, the Federal Aviation
Administration (FAA) has rapidly expanded the information
available to pilots, including the addition of taxiway and
runway information in FAA publications, particularly the
IFR U.S. Terminal Procedures Publication (TPP) booklets and
Airport/Facility Directory (A/FD) volumes. The FAA has also
implemented new procedures and created educational and
awareness programs for pilots, ATC, and ground operators.
By focusing resources to attack this problem head on, the
FAA hopes to reduce and eventually eliminate surface
movement accidents.
Airport Sketches and Diagrams
Airport sketches and diagrams provide pilots of all levels
with graphical depictions of the airport layout. National
Aeronautical Products (AeroNav Products), formerly known
as The National Aeronautical Charting Office (NACO),
provide an airport sketch on the lower left or right portion
of every instrument approach chart. [Figure 1-1] This sketch
depicts the runways, their length, width and slope, the
touchdown zone elevation, the lighting system installed on
the end of the runway, and taxiways. Graphical depictions
of NOTAMS are also available for selected airports as well as
for temporary flight restriction (TFRs) areas on the defense
internet NOTAM service (DINS) website.
For select airports, typically those with heavy traffic or
complex runway layouts, AeroNav Products also print
an airport diagram. The diagram is located in the IFR TPP
booklet following the instrument approach chart for a
particular airport. It is a full page depiction of the airport
that includes the same features of the airport sketch plus
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Figure 1-1.
Airport diagram included on the Oshkosh, Wisconsin
VOR RWY 9 Approach Chart as depicted in the IFR TPP.
additional details, such as taxiway identifiers, airport latitude
and longitude, and building identification. The airport
diagrams are also available in the A/FD and on the AeroNav
Products website at
www.aeronav.faa.gov.
[Figure 1-2]
A/FD, published in regional booklets by AeroNav Products,
provides textual information about all airports, both visual
flight rules (VFR) and IFR. The A/FD includes runway length
and width, runway surface, load bearing capacity, runway
slope, runway declared distances, airport services, and
hazards, such as birds and reduced visibility. [Figure 1-3]
Sketches of airports also are being added to aid VFR pilots in
surface movement activities. In support of the FAA Runway
Incursion Program, full page airport diagrams and “Hot
Spot” locations are included in the A/FD. These charts are
the same as those published in the IFR TPP and are printed
for airports with complex runway or taxiway layouts.
NO
TF
Surface Movement Safety
NA
V IG
AT
Runway numbers
IO
N
On-airport buildings
Airport name and location
IO
N
Taxiway designations
The SMGCS low visibility taxi plan includes the improvement
of taxiway and runway signs, markings, and lighting,
as well as the creation of SMGCS visual aid diagrams.
[Figure 1-4] The plan also clearly identifies taxi routes
and their supporting facilities and equipment. Airport
enhancements that are part of the SMGCS program include,
but are not limited to:
•
Stop bar lights—required at intersections of an
illuminated (centerline or edge lighted) taxiway
and an active runway for operations less than
600 feet RVR. These lights consist of a row of red
unidirectional, in- pavement lights installed along
the holding position marking. When extinguished by
the controller, they confirm clearance for the pilot,
or vehicle operator, to enter the runway. Controlled
stop bars operate in conjunction with green/yellow
centerline lead-on lights that extend from the stop
bar location onto the runway.
Taxiway centerline lead-on lights—guide ground
traffic under low visibility conditions and at night.
These lights consist of alternating green/yellow in-
pavement lights.
Runway guard lights—either elevated or in-
pavement, may be installed at all taxiways that
provide access to an active runway. They consist
of alternately flashing yellow lights. These lights
are used to denote both the presence of an active
runway and identify the location of a runway holding
position marking.
Geographic position markings—ATC verifies the
position of aircraft and vehicles using geographic
position markings. The markings can be used either
as hold points or for position reporting. These
checkpoints or “pink spots” are outlined with a black
and white circle and designated with a number or a
number and a letter.
Clearance bar lights—three yellow in-pavement
clearance bar lights used to denote holding
positions for aircraft and vehicles. When used for
hold points, they are co-located with geographic
position markings.
IG
OR
NA
V
AT
EC-3, 29 JUL 2010 to 26 AUG 2010
NO
TF
Figure 1-2.
Airport diagram of Oshkosh, Wisconsin as depicted
in the A/FD.
Surface Movement Guidance Control System
(SMGCS)
The Surface Movement Guidance Control System (SMGCS)
was developed in 1992 to facilitate the safe movement of
aircraft and vehicles at airports where scheduled air carriers
were conducting authorized operations. This program was
designed to provide guidelines for the creation of low
visibility taxi plans for all airports with takeoff or landing
operations using visibility minimums less than 1,200 feet
RVR. For landing operations, this would be pertinent only to
those operators whose OpSpecs permit them to land with
lower than standard minimums. For departures, however,
since there are no regulatory takeoff minimums for Title 14
Code of Federal Regulations (14 CFR) Part 91 operators,
the SMGCS information is pertinent to all departing
traffic operating in instrument meteorological conditions
(IMC). Advisory Circular (AC) 120-57, Surface Movement
Guidance and Control System, outlines the SMGCS program
in its entirety including standards and guidelines for
establishment of a low visibility taxi plan.
EC-3, 29 JUL 2010 to 26 AUG 2010
Precise runway direction
•
Runway slope
Longitude and latitude
•
•
•
Both flight and ground crews, Part 121 and 135 operators, are
required to comply with SMGCS plans when implemented
at their specific airport. All airport tenants are responsible
for disseminating information to their employees and
conducting training in low visibility operating procedures.
Anyone operating in conjunction with the SMGCS plan
must have a copy of the low visibility taxi route chart for
their given airport as these charts outline the taxi routes
and other detailed information concerning low visibility
operations. These charts are available from private sources
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Figure 1-3.
Excerpts from the Airport Facility Directory of Naples Muni, Naples, Florida.
outside of the FAA. Government sources for SMGCS
charts may be available in the future. Part 91 operators
are expected to comply with the guidelines listed in AC
120-57, and should expect “Follow Me” service (when
available) when low visibility operations are in use. Any
SMGCS outage that would adversely affect operations at
the airport is issued as a Notice to Airmen (NOTAM).
decreases the potential of collisions on airport runways
and taxiways.
Additional information concerning airport lighting,
markings, and signs can be found in the Aeronautical
Information Manual (AIM), Chapter 14, “Runway Incursion
Avoidance” in the Pilot’s Handbook of Aeronautical
Knowledge as well as on the FAA’s website at
http://www.
faa.gov/airports/runway_safety/.
Advanced Surface Movement Guidance Control
System (A-SMGCS)
With the increasing demand for airports to accommodate
higher levels of aircraft movements, it is becoming more
and more difficult for the existing infrastructure to safely
handle greater capacities of traffic in all weather conditions.
As a result, the FAA is implementing runway safety systems,
such as Airport Surface Detection Equipment-Model X
(ASDE-X) and Advanced Surface Movement Guidance and
Control System (A-SMGCS) at various airports. The data that
these systems use comes from surface movement radar
and aircraft transponders. The combination of these data
sources allows the systems to determine the position and
identification of aircraft on the airport movement area and
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Airport Signs, Lighting, and Markings
Flight crews use airport lighting, markings, and signs to
help maintain situational awareness. These visual aids
provide information concerning the aircraft’s location on
the airport, the taxiway in use, and the runway entrance
being used. Overlooking this information can lead to
ground accidents that are entirely preventable. If you
encounter unfamiliar markings or lighting, contact ATC
for clarification and, if necessary, request progressive taxi
instructions. Pilots are encouraged to notify the appropriate
authorities of erroneous, misleading, or decaying signs or
lighting that would contribute to the failure of safe ground
operations.
In-pavement runway guard lights
18
Centerline/lead-on lights
Runway holding position marking and lights for land and hold short operations (LAHSO)
Figure 1-4.
Key airport lighting and markings.
Runway Incursions
On any given day, the NAS may handle almost 200,000
takeoffs and landings. Due to the complex nature of the
airport environment and the intricacies of the network of
people that make it operate efficiently, the FAA is constantly
looking to maintain the high standard of safety that exists
at airports today. Runway safety is one of its top priorities.
Beginning FY 2008, the FAA defines a runway incursion as:
A
18
A
Painted
holding
position
sign
Stop bar at instrument landing system hold position
Broken taxiway edge markings may be crossed
Vehicle lanes
Reporting points
Low
visibility
hold
point
Under ATC
control
Not under ATC control
Taxiway centerline marking
Taxiway edge marking (do not cross)
Painted taxiway location sign
Painted taxiway direction sign
“Any occurrence at an aerodrome involving the incorrect
presence of an aircraft, vehicle, or person on the protected
area of a surface designated for the landing and takeoff of
aircraft.”
The four categories of runway incursions are listed below:
•
Category A—a serious incident in which a collision
was narrowly avoided.
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