ODP and SID Departure Procedures // IFR Flying
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- Опубликовано: 2 дек 2021
- Learn, or brush up on your Obstacle Departure Procedures, and Standard Instrument Departures. Once mastered, they are a great way to safely start your IFR flight. View full course (Love it, or your money back): www.kingschools.com/instrumen...
Got a 92 on my Double-I written thanks to the excellent course from King Schools!!! Martha and John, you rock!!!!
Great job!
She still one of my favor Flight Instructor. In 2000 I passed my Private Pilot Oral and Practical Test with Their books and the good old days flappy discs. Now after 22 years flying in the Soup, it never gets old watching Her classes and explanation about aviation and She does it so beautifully. Thank You Martha and Mr. John for teaching the world about Flying and You all will always live in Our mind and souls. Gracias y Feliz and Año Nuevo.
Yep, I got their FE and ATP courses on 3.5 inch disk, got 100 on the FE and 99 on the ATP.
I was born in 2000 😂🤝
No way Martha is still teaching. I remember watching her on MS FS 2000 as an 11 year old child.. I caught the bug then and still fly on MS FS - but now with Vatsim with authentic cockpit hardware, always striving for maximum realism and safety. Thanks so much. Great oaks from little acorns grow. Forever grateful.
Martha still teaches.
This is wonderful! I love that an instructor is a woman, I have a lot of respect for her. Generally they are men who are dedicated to aviation. I hope she remains healthy and happy!
What a great instructor. Thanks for taking the time and effort to make this material.
Love how you help clarify approach plates and other systems. Thank You
Great Video. Thanks
Thank you - have a great weekend.
Thank you too
super helpful video, thanks!
She great with these videos mate
Great videos thank you
Thanks for watching!
Greetings King Schools,
Great article and video! I just have a couple of questions, I know that there are several IFR departure procedures including ODP, SID, Climb via, radar departure..etc
1. The ifr clearance/CRAFT mentioned including the craft at a non controlled airport, is the CRAFT part of the odp, Sid, or other ifr departure procedures? Or is it simply just a clearance or a “permission” from act to get into the skys from ATC.
2. Let’s just say I’m at a major busy controlled airport KLAX for example, and I’m using the SID or ODP for my departure, will I need to copy down the a whole bunch of stuff from ATC for the CRAFT as well for my clearance or “permission” to get into the skies from ATC? I assume flying the airlines have a much more easier way like just inputing down all the information in the flight computer system right? And only for general aviation like if I’m flying Cessna 172 part 91 where I have to write down all the bunch of stuff for the CRAFT info? Thank you! Meaning do I need to get an IFR clearance from either a controlled airport and a non-control airport as well?
3. I have heard from different sources including flight insight about the number of flight IFR departure procedures, I’m not sure if this is correct but I will just name the ones that I know below, Please correct me if there any mistakes or any overlaps, thank you.
IFR departure procedures
1. SID (3 kinds of SIDs including 1. Pilot-nav SIDs 2. Radar Vector SIDs 3. Hybrid SIDs)
2. OPD
3. CLIMB VIA…SID or ODP
4. Visual Climb over airport, (Not sure if it is the same as number three Climb via…)
5. Vectors Dep
6. Diverse Dep
7. Radar Dep
Thank you so much for your help!
What happens (Please cite any FARs) when my SID or ODP ends at an altitude lower than the MEA/MOCA of the airway I intend to join. Example, the North Town 5 at KVGT (NOTWN5.LAS) ends at 7000' and I want to continue on V394 southbound (MEA 9000'). {I know the procedure says at or above, but let us assume that the best climb I could get only got me to 7000'.} Bigger picture, how to get on an airway after takeoff with a really high MEA if the ODP and SID do not allow enough time to climb. An answer might be found in FAH 8083-16B at the bottom of page 2-35 (2-27 for VFR), but I would like something more official and clear. When does "Takeoff from an airport" end? 25 miles? 46 miles? Initial cruising altitude? Surprisingly, there is very little to no information about how to actually get onto an airway at the correct/legal altitude from takeoff. Might make a good video?
So what does the trouble T indicate on the SID? There are already takeoff mins on the SID; so why is there a trouble T?
Can someone please tell me how it works if there is no ODP or SID? When can you enter IMC when departing? Thanks.
My understanding: If your airport has an instrument approach, and no dp/odp then just 200ft/nm applies. If it doesn’t have an approach, it’s up to you - aka visibility /ceiling should be good enough to get to the MEA/MVA VFR.
This is a big misconception many pilots have about no published ODP/SID. The first thing to consider is why there is not a published ODP or SID. If the airport has no IAPs for any of the runways then no obstacle assessment was done at the airport. In that case it is 100% up to the pilot to see-and-avoid them. If there is at least 1 IAP, then it depends on which part you are operating under. If you are flying part 91 then you can legally takeoff in zero-zero conditions (i.e., dense fog). Other part operators have a visibility requirement to stay legal. Now what is legal is not always safest - so I don’t recommend that. The Initial Climb Area must be followed at all times for all flight. That is pilots are expected to maintain runway centerline (not heading) until 400’ above the DER elevation, before making any turns at all. This is to ensure pilots have a stabilized the aircraft and safely transitioned to being fully airborne. Then, if IFR (and only if IFR) can you make a turn in any direction you want on your way to the enroute altitude, which would be the MEA of your course, provided you maintain the ROC climb gradient of 200 FPNM. If the controller tells you to fly runway heading, you only do so after reaching 400’ above DER elevation. If you are instructed to “turn right to heading XYZ” you only do so after reaching 400’ above the DER elevation. The absence of a ODP or SID means there are no significant obstacles in the runway environment. Now pay particular attention to the use of “low, close-in obstacles” in the takeoff minimums publication. This is why it is the pilot’s responsibility to see-and-avoid all traffic terrain and obstacles when an ODP or SID is not published, even when IFR. Hence why leaving in zero visibility is not a good idea at all, even if legally permissible for part 91 operators. Hope this helps.
Clear as mud. But thank you anyway. I'm sure I'll get it in due time, but as of now I am officially stoopid.