How to adhere to this obstacle departure procedure?

Roy Smith wrote:

It only gets interesting when heading south and you need to make sure
you clear the 2849 tower (conveniently located smack in the middle of
the airway). In that case, what I would do is set 166 on the OBS and
if I wasn't at the 2300 required by the DP when the flag flipped from
TO to FROM, I'd do one lap in a racetrack pattern (even easier with a
moving map GPS).

I was wondering that, too. 2,300 at the VOR for a southbound course (I
omitted this section of the DP in my original post) only leaves about 6nm
or so to climb the additional 500 feet to clear that tower. Do-able,
assuming the pilot of the single-engine piston was really paying attention
to flying the aircraft. I agree with you that another safe lap around
would be prudent.

--
Peter


















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Peter R. wrote:
Roy Smith wrote:

It only gets interesting when heading south and you need to make sure
you clear the 2849 tower (conveniently located smack in the middle of
the airway). In that case, what I would do is set 166 on the OBS and
if I wasn't at the 2300 required by the DP when the flag flipped from
TO to FROM, I'd do one lap in a racetrack pattern (even easier with a
moving map GPS).

I was wondering that, too. 2,300 at the VOR for a southbound course (I
omitted this section of the DP in my original post) only leaves about 6nm
or so to climb the additional 500 feet to clear that tower.

Only? That's a climb gradient of less than 100 feet per mile.

Do-able, assuming the pilot of the single-engine piston was really
paying attention to flying the aircraft.

I agree with you that another safe lap around would be prudent.

My comments about the shallow climb gradient notwithstanding, it's
more than prudent, it's required by the DP.

DEPARTURE PROCEDU Rwys 6, 15, climb runway
heading to 1200, then climbing left turn direct DKK
VORTAC before proceeding on course. Rwys 24, 33,
climb runway heading to 1200, then climbing right turn
direct DKK VORTAC before proceeding on course.
Southbound aircraft cross DKK VORTAC at or above
2300.

BTW, I think it's a little confusing the way this DP is worded. At
first glance, it looks like the requirement to cross DKK at or above
2300 only applies to 24 and 33 departures, but I'm pretty sure it
applies to all departures.

Roy Smith wrote:

Only? That's a climb gradient of less than 100 feet per mile.

OK, so that clears the tower by an inch or two, but I was thinking more of
the typical IFR obstacle clearance amount, which would be somewhere around
250 feet per mile.

--
Peter


















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"Peter R." wrote:

Roy Smith wrote:

Only? That's a climb gradient of less than 100 feet per mile.

OK, so that clears the tower by an inch or two, but I was thinking more of
the typical IFR obstacle clearance amount, which would be somewhere around
250 feet per mile.


If there is no climb gradient specified, a minimum of 200 feet is required. Anything
less than that and you are not protected. It's all in the AIM.

Roy Smith wrote:



DEPARTURE PROCEDU Rwys 6, 15, climb runway
heading to 1200, then climbing left turn direct DKK
VORTAC before proceeding on course. Rwys 24, 33,
climb runway heading to 1200, then climbing right turn
direct DKK VORTAC before proceeding on course.
Southbound aircraft cross DKK VORTAC at or above
2300.

BTW, I think it's a little confusing the way this DP is worded. At
first glance, it looks like the requirement to cross DKK at or above
2300 only applies to 24 and 33 departures, but I'm pretty sure it
applies to all departures.

How do you read that, at first glance it applies only to 24 and 33 into it?
It says "Southbound aircraft cross DKK VORTAC at or abouve 2300." That
sentence doesn't say anything about which runway.