Hello,
I am no longer attending UND but I am currently working on my instrument rating and have many questions. These may sound confusing as I write them but I will try to explain what I am asking.
Question #1. My main concern has to deal with when you are required to climb at which gradient. I know the standard gradient is 200 feet per nm based off of nothing penetrating the 152 feet per nm gradient. At the airport I fly out of, we have a vector SID. It is a published SID on a chart. There is no specified climb gradient on the chart. Am I expected to climb at 200 feet per nautical mile?
Question #2. On the bottom of the airport diagram for Jeppesen charts, many airports have the textual OBSTACLE DP: When do you fly that published route to get to the MEA? Is it for when you are not in radar contact and need a safe way to get up to your MEA?
Question #3. In the TAKE-OFF and OBSTACLE DEPARTURE PROCEDURE section of the airport diagram, many runways have their own special climb gradient such as runway 35 "with min climb of 240 feet/NM to 400 feet". Is that gradient for the textual OBSTACLE DP only?? What if you are on the ground at that airport and are taking off of runway 35 and are assigned a 250 heading and maintain 5000 feet as your ifr clearance and the airport is at sea level. I know that you must climb to 400 AGL before commencing your turn to the heading of 250. But in this case, what are you expected to climb at? 200 feet per nm? 240 feet/nm to 400 which is shown in the textual OBSTACLE DP and then passing 400, 200 feet per nm?
Question #4. After looking over many Jeppesen Charts, I can not figure out what the difference between a published SID and DP is? Both the graphical DP's or SID's can have a gradient higher than 200 feet per nm , so why not call them all DP's?
Question #5. There are vector and pilot nav DP's. The Portland Five departure out of KPDX says neither. Why is this? It is a SID and has climb gradients greater than the standard 200 feet per nm so why is it a SID and not a DP? The KELYY ONE RNAV DEPARTURE out of Portland is a DP that says OBSTACLE on the top of it in bold letters. What makes it qualify as an OBSTACLE DP? If the portland five departure has a higher gradient than standard, aren't you clearing an obstacle which would make the chart read OBSTACLE at the top?
Question #6. Why can you take off with 1/4 visiblity with adequate visual reference with jeppesen charts if you are 121, 135, or 129 and your company allows you to but it says nothing of this on NOS plates?
Thank you if you have made it this far. I know that this may make no sense but I just want to get these thoughts cleared up in my head because it seems a bit confusing. I analyze a lot and believe there is a definite answer to these questions and please ask for your help. I know that I should buy the Instrument Procedures Handbook. Thank you so much!
I am no longer attending UND but I am currently working on my instrument rating and have many questions. These may sound confusing as I write them but I will try to explain what I am asking.
Question #1. My main concern has to deal with when you are required to climb at which gradient. I know the standard gradient is 200 feet per nm based off of nothing penetrating the 152 feet per nm gradient. At the airport I fly out of, we have a vector SID. It is a published SID on a chart. There is no specified climb gradient on the chart. Am I expected to climb at 200 feet per nautical mile?
Question #2. On the bottom of the airport diagram for Jeppesen charts, many airports have the textual OBSTACLE DP: When do you fly that published route to get to the MEA? Is it for when you are not in radar contact and need a safe way to get up to your MEA?
Question #3. In the TAKE-OFF and OBSTACLE DEPARTURE PROCEDURE section of the airport diagram, many runways have their own special climb gradient such as runway 35 "with min climb of 240 feet/NM to 400 feet". Is that gradient for the textual OBSTACLE DP only?? What if you are on the ground at that airport and are taking off of runway 35 and are assigned a 250 heading and maintain 5000 feet as your ifr clearance and the airport is at sea level. I know that you must climb to 400 AGL before commencing your turn to the heading of 250. But in this case, what are you expected to climb at? 200 feet per nm? 240 feet/nm to 400 which is shown in the textual OBSTACLE DP and then passing 400, 200 feet per nm?
Question #4. After looking over many Jeppesen Charts, I can not figure out what the difference between a published SID and DP is? Both the graphical DP's or SID's can have a gradient higher than 200 feet per nm , so why not call them all DP's?
Question #5. There are vector and pilot nav DP's. The Portland Five departure out of KPDX says neither. Why is this? It is a SID and has climb gradients greater than the standard 200 feet per nm so why is it a SID and not a DP? The KELYY ONE RNAV DEPARTURE out of Portland is a DP that says OBSTACLE on the top of it in bold letters. What makes it qualify as an OBSTACLE DP? If the portland five departure has a higher gradient than standard, aren't you clearing an obstacle which would make the chart read OBSTACLE at the top?
Question #6. Why can you take off with 1/4 visiblity with adequate visual reference with jeppesen charts if you are 121, 135, or 129 and your company allows you to but it says nothing of this on NOS plates?
Thank you if you have made it this far. I know that this may make no sense but I just want to get these thoughts cleared up in my head because it seems a bit confusing. I analyze a lot and believe there is a definite answer to these questions and please ask for your help. I know that I should buy the Instrument Procedures Handbook. Thank you so much!