References – 

 

http://www.clearanceunlimited.com – This great web site offers a wealth of information to the sim-pilot, including (at no charge) detailed Departure Procedures, Standard Terminal Arrival procedures, Instrument Approach Plates, Airport Taxiway Diagrams, Jet Route information (Jay- and Victor-airways), Standard Flight Plans between major airports, etc.  Check it out and bookmark the site for future reference.  Well worth it! 

 

http://edj.net/cgi-bin/echoplate.pl (Echo Flight)  -- This web site, like the above, offers a wealth of charts on US airports.  DPs, Facility Charts and IAPs are all listed under the airport’s ICAO code.  Enter KJFK to see an airport diagram, all the IAPs and DPs.  STARs are a bit more of  challenge to find – you have to access a list of STARs by name and choose the right one.  The best way to find out what STAR you need is to first visit the ARTCC and determine the STAR name you need.  Some ARTCCs will have links to STARs directly, some will not.

 

DPs, STARs, IAPs and Terminal Diagrams are available to flight-simmers from http://www.jeppesen.com.  The collections of charts are on CD-ROM and are available based on geographic location (worldwide).  The United States comprises three CD-ROMs at a total cost of about $70.00.  [There is an expanded CD-ROM set that also includes all Jay- and Victor-airways for a substantially higher cost.]

 

Departure Procedures –

 

There are two main methods for departing an airport while ATC is present

1. Following radar vectors to a departure point.  In this case the Tracon Controller will issue headings and altitude assignments (and possibly speeds) to follow as you are vectored to a departure point at which time you will be able to “…resume own navigation…” and proceed as filed.

2. Executing a Departure Procedure (DP).  In certain areas of the world these are also referred to as SIDs (Standard Instrument Departures).

For many people in our hobby, realism is the name of the game.  An additional sense of realism can be added to your flight-simming if you learn and use Departure Procedures (DPs).  A few items to note about DPs before we start –

1. Departure Procedures are not available for every airport.

2. Some Departure Procedures are restricted to certain types of aircraft (usually turboprop aircraft or turbojet aircraft, but not both).  Read the DP page carefully to make sure you have the right DP for your aircraft type.

3. Many major airports have more than one DP for each type of aircraft.  You might find one DP is suitable for westbound departures, while another covers eastbound and northbound departures, and yet a third covers southern departures.  Choose the right one for your direction of flight. 

The PANTHER FIVE Departure (for KCLT) we will be discussing covers departures along headings from about 090 up to about heading 240 for turbojets only.  [Note - The Panther 5 Departure has a second page containing a text description of the departure.]

 

The HORNET ONE Departure (for KCLT) covers departure headings from about heading 270 up to heading 360 and through heading 045 for turbojets only.

 

The HUGO FIVE Departure (for KCLT) covers departures for all headings for turboprop aircraft only.

Let’s first cover departure via radar vectors. [Note - The HUGO 5 Departure has a second page containing a text description of the departure.]

 

Example of What to Expect in a Radar-Vectored Airport Departure --

 

Imagine you are USA1207 and you’re holding short of runway 27R in a Boeing 737-400 at Atlanta’s Hartsfield Airport (KATL).  Imagine that the controller sends,

“USAir1207, winds 310 at 15 gust 21, fly heading 260 at MM, runway 27R cleared for takeoff…”  

Let’s analyze that takeoff clearance step-by-step.

1. “USAir1207,…” -- Well, you know your callsign – he’s talking to you!

2. “…winds 310 at 15 gust 21,…” – This is information regarding current surface winds.  Since the wind will be coming from your front-right during takeoff roll (you’ll be rolling at about heading 270 and winds are from 310), expect that you’ll need to apply some right rudder to keep your plane centered on the runway.

3. “…fly heading 260 at MM,…” –  This means you are to fly a heading of 260 degrees when you reach the middle marker of the runway. 
   
   Middle marker?  Should you set your NAV1 to the ILS frequency for 27R? 
   
   No!  If you were going to set your NAV1 you’d set it for the reciprocal runway, 9L since the middle marker you’ll be overflying is for runway 9L. 
   
   But setting the NAV1 is unnecessary here.  Almost all middle markers are about 0.5 miles from the runway’s end.
   
   So “…fly heading 260 at middle marker,…” means that when you are about 0.5 miles off the end of the runway you should turn and fly heading 260 until further advised.  At typical takeoff speeds that’s just about 10 seconds after clearing the end of the runway (not necessarily 10 seconds after becoming airborne).
    

4. “…runway 27R cleared for takeoff….” -- You know what that means.  It means get on the runway and take off.  This is not the time to set radios, chat with the attendants, go over checklists, etc.

But what if the controller said,

“USAir1207, winds 310 at 15 gust 21, fly heading 260 at 4 DME ATL, runway 27R cleared for takeoff…”

It’s essentially the same information with one difference –

“…fly heading 260 at 4 DME ATL,….” -- Instead of turning to heading 260 at about 0.5 miles past the end of the runway, you must wait until you are 4 miles from the ATL VOR before turning.  In this case you’d probably want to set your NAV2 radio (your NAV1 radio is probably preset to your first VOR waypoint in your flight plan) to 116.90 (the frequency for the ATLANTA (ATL) VORTAC, make sure you are monitoring DME2 on your flight panel and get going.  When the DME is increasing and reaches 4.0 miles, turn to heading 260 until further advised.

At this point, since you are being vectored to your departure point, you simply watch your speed and altitude, maintain heading assigned by ATC and follow instructions until told “…resume own navigation…,” at which time you’d proceed (direct unless otherwise instructed) to your next waypoint and proceed merrily on your way.

 

Departing an Airport Using a DP --

 

I won’t try to assume the full purpose of DPs but I can make a statement as to result.  They result in orderly traffic flow out of a terminal approach area and (in some cases) help with noise abatement (overflying residential communities at full thrust is a real drag for the residents). 

 

For this tutorial we shall examine the Panther Five Departure from Charlotte-Douglas Airport in Charlotte, NC.   You can see and print a copy of this DP by clicking the link above.   The Panther Five Departure also has a second page which contains some narrative.  Click here to access and print the second page of the Panther Five Departure plate.

 

The first thing you want to do is notice that this is a PILOT NAV departure procedure (look in the header or footer of the DP page).  This means that the pilot navigates the DP on their own.  [The alternative is a VECTOR departure procedure, where ATC guides you to the departure fix.]

 

Next, we locate the airport you are departing on the DP chart.  In this case the CLT VORTAC is in the same location (essentially) as Charlotte-Douglas Airport, so we’ll start there.  On most DPs it is easy to find the airport -- just look for the central point from which all the lines seem to emanate.

 

Now we need to determine in which direction we are flying. 

 

If our flight path was taking us to the south (let's assume it does), the COLUMBIA VOR (CAE VOR) would be a logical choice to include in our flight plan.  Columbia (CAE) is listed as a valid "transition" of the DP (see page two narrative).

A transition point can be thought of as a terminus (end) of one of the many paths out of the TRACON.  You should, wherever possible, choose a transition point and then begin your own navigation from that point.  In this example you would not choose SAVANNAH (SAV) or DUNKN as transition points -- according to the second page of the DP narrative, they are not valid transition points.

Look on the second page of the DP for the narrative.  Find the Panther Five Departure, Columbia (CAE) Transition.  You’ll find it listed starting with the words, “Columbia Transition (PAN5.CAE).”  It reads –

From over CLT VOR/DME via CLT R-180 to BUCKL INT then direct CAE VORTAC.  Thence as filed.

Let’s take that one step at a time –

1. From over CLT VOR/DME… -- You need to be tuned to the CLT VORTAC (frequency 115.00) and have your DME set to monitor the distance from the VOR.  [You can use NAV2 if your NAV2 can track a VOR (needle).  If not, you’ll need to use NAV1 so you can track the VOR using the needle.]

2. …via CLT R-180… -- Set your OBS for the selected NAV to 180.  You will be tracking the outbound 180 radial from CLT VOR.  [Note - Remember, when tracking a VOR radial outbound you set your OBS to the radial indicated and fly the that course with the needle centered.  Tracking a VOR radial inbound requires you to set the reciprocal of the radial indicated in your OBS and fly the reciprocal heading of the radial.]

3. …to BUCKL INT… -- After being established on the R-180 from the CLT VOR you need to track your DME for 40 miles to the BUCKL intersection.  According to the chart if you remain centered on the outbound (FROM flag on the NAV display) R-180 of CLT VOR for 40 miles you will be at BUCKL intersection.

4. …then direct CAE VORTAC. – As soon as your DME reads 40 miles, initiate a turn to heading 194 (again, see the heading indicated on the line from BUCKL to CAE VORTAC), retune your NAV (if necessary) to 114.70 (the frequency for the CAE VORTAC) and then adjust the OBS to 194 (the reciprocal of the R-014 indicated as the radial to the CAE VORTAC).  Adjust your heading to the course indicated on the OBS (that keeps the needle centered) and fly that heading to the CAE VORTAC.

5. Thence as filed. – After reaching CAE VORTAC you are ready to resume your own navigation to your next waypoint.

Now, let’s say you will be taking off from runway 36R at Charlotte-Douglas Airport.  ATC tells you,

“USAir1207, winds 310 at 15 gust 21, fly heading 090 at CLT 4 DME, runway 36R cleared for takeoff…”

Well, you know what to do on takeoff – set your NAV to 115.00, make sure you are tracking the DME for CLT VOR and turn to heading 090 when you reach 4 miles from CLT VOR.

 

The next question is how do you get to intercept the CLT R-180 to track down to BUCKL intersection.  Easy  -- ATC should, if they know their stuff, vector you to intercept the radial.  After turning to heading 090 you might hear,

“USAir1207, turn right heading 180, climb and maintain 13,000…”

and later,

"USAir1207 turn right heading 210 to join the CLT 1-8-0 radial, cleared for the Panther Five departure, Columbia transition…”

This allows you to turn to heading 210, wait for the needle to center (probably the FROM flag will be showing by the time you intercept) and then turn onto the 180 radial outbound to track your course and execute your DP all the way to CAE VORTAC (as mentioned above).

 

If your IFR clearance did not include altitude restrictions (“…cleared to KJAX via the Panther Five Columbia departure then as filed, departure frequency…”) you need to observe the Minimum En Route Altitude Restrictions posted in the DP.  Note that while on the R-180 to BUCKL you should be at a minimum of 8000 feet MSL (see the “8000” indication along the route from CLT VOR to BUCKL).

 

If your IFR clearance did include altitude restrictions (“…cleared to KJAX via the Panther Five Columbia departure then as filed, climb and maintain 10,000, expect…”) then you must wait for ATC to clear you to higher altitudes.

 

If the controller is busy (for example, say CTR is controlling alone and has multiple airports to control), he may release you for departure and clear you to execute the Panther Five Departure, Columbia transition on your own.  In this case you would take off and execute standard turns on your own (watch out for traffic – but if there’s busy skies he probably will vector you to the transition) to intercept the radial.  Essentially you want to be familiar with how you would intercept the radial on your own before you taxi to the runway – just in case.

 

[Note – Some narratives end with the word “Thence…”  In this case you need to look further down the page for the generic departure sequence to be followed after that point.  For example, you might see something like this…

OSCAR TRANSITION (SESAME1.OSCAR) – From over BGB VOR/DME via R-180 to OSCAR INT, thence…

COUNT TRANSITION (SESAME1.COUNT) – From over BGB VOR/DME via R-110 to COUNT INT, thence…

ERNIE TRANSITION (SESAME1.ERNIE) – From over BGB VOR/DME via R-350 to ERNIE INT, thence…

BERTS TRANSITION (SESAME1.BERTS) – From over BGB VOR/DME via R-260 to BERTS INT, thence…

…via radar vectors to assigned departure fix.

In this case, you would read the COUNT TRANSITION instructions as

COUNT TRANSITION (SESAME1.COUNT) – From over BGB VOR/DME via R-110 to COUNT INT, thence via radar vectors to assigned departure fix.

 

In other words, get onto the outbound R-110 outbound from BGB VOR (remember, you might be vectored to that radial by ATC) and proceed to COUNT intersection on your own (using your DME to judge the distance) and then expect ATC to vector you to your departure fix.  You will then (probably) be instructed to “…resume own navigation….”

Happy flying to all.  You can e-mail me here.