IFR Takeoffs [DELETE]

The minimum visibility for take-off shall be determined by the pilot-in-command consistent with runway level of service as published in the CFS and CAP, runway requirements for RVR 1200 (1⁄4 SM) or 600 OPS SPEC, aircraft performance, navigation equipment limitations and the requirement for the pilot to ensure obstacle clearance.

Notwithstanding, and unless otherwise authorized in accordance with CAR 602, IFR take-offs for all aircraft are prohibited when the visibility is below the applicable minimum visibility published in the Canada Air Pilot (CAP), or the level of service published in the CFS and CAP for the runway being used.

Take-off visibility, in order of precedence, is defined as:

  1. The reported RVR of the runway to be used (unless the RVR is fluctuating above and below the minimum or less than the minimum because of a localized phenomena); or
  2. The reported ground visibility of the aerodrome (if the RVR is unavailable, fluctuating above and below the minimum or less than the minimum because of localized phenomena. A local phenomenon is deemed to be occurring if the RVR readout is less than the reported ground visibility); or
  3. When neither (1) nor (2) above is available, the visibility for the runway of departure as observed by the pilot-in-command.

Obstacle and Terrain Clearance

There are two types of IFR departure procedures:

  1. The Standard Instrument Departure (SID) 
  2. The Obstacle Departure Procedure (ODP).

SIDs are developed to establish a traffic flow while ODPs are pilot initiated. Both types meet obstacle and terrain clearance requirements.

IFR departure procedures are expressed in the form of take-off minima on an aerodrome chart. These procedures are based on the premise that, on departure, an aircraft will:

  1. Cross at least 35 ft above the departure end of the runway;
  2. Climb straight ahead to 400 ft above aerodrome elevation (AAE) before turning; and
  3. Maintain a climb gradient of at least 200 ft/NM throughout the climb to a minimum IFR altitude for en route operations.

Climb gradients greater than 200 ft/NM may be published. In this case, the aircraft is expected to achieve and maintain the published gradient to the specified altitude or fix, then continue climbing at a minimum of 200 ft/NM until reaching a minimum IFR altitude for en route operations. For flight planning purposes, IFR departure procedures assume normal aircraft performance in all cases.

ODPs in the take-off minima box are shown as either:

  • 1⁄2 – (e.g. Rwy 02: 1⁄2) IFR departures from the specified runway(s) will be assured of obstacle clearance in any direction if the aircraft complies with the above departure premises.
  • * – The asterisk (*) following all or specific runways (e.g. Rwy 02: *) refers the pilot to the applicable minimum take-off visibility ( 1⁄2 or SPEC VIS ) and corresponding procedures which, if followed, will ensure obstacle clearance. Procedures may include specific climb gradients, routings, visual climb requirements or combinations thereof. All altitudes specified in these procedures are ASL. Where visual climb or manoeuvring is stated in the departure procedure, pilots must comply with the Specified Take-off Minimum Visibility (SPEC VIS) corresponding to the appropriate aircraft category listed below.
  • NOT ASSESSED – IFR departures have not been assessed for obstacles. Pilots-in-command are responsible for determining minimum climb gradients and/or routings for obstacle and terrain avoidance during an IMC departure from that particular runway(s). In the absence of a published visibility for a particular runway, a pilot may depart IFR by using a take-off visibility that will allow avoidance of obstacles on departure. In no case should the take-off visibility be less than 1⁄2 SM.

Where aircraft limitations or other factors preclude the pilot from following the published procedure, it is the pilot-in-command’s responsibility to determine alternative procedures which will take into account obstacle avoidance. Where departure procedures do not have a rate of climb matrix published, the following conversion table may be used to determine the required rate of climb.

Visual Climb Over The Airport (VCOA)

VCOA, sometimes referred to as “climb visual” or “visual climb” in the CAP—was developed to provide an alternate IFR departure procedure for aircraft that cannot meet the greater-than-standard climb gradient specified in the primary instrument departure procedure. Occasionally, VCOA may be the only available departure procedure developed for an aerodrome. VCOA differs from other instrument departure procedures in that the pilot must maintain certain visual references with the ground and obstacles until reaching a given altitude over the aerodrome.

NOTE: Even though the aircraft is being operated with visual references to the ground, it is still departing on an IFR clearance.

The VCOA text includes a SPEC VIS and a climb-to altitude in feet above sea level. The SPEC VIS is the minimum visibility in statute miles that a pilot requires to manoeuvre the aircraft while climbing. The climb-to altitude is the minimum altitude above the aerodrome that the aircraft must reach before departing en route. It is the pilot’s responsibility to see and avoid obstacles while climbing visually. The pilot should be familiar with the local terrain and the obstacles that surround the aerodrome and plan the climb appropriately. Taking local traffic and obstacles into consideration, it is advisable that the pilot keep the aerodrome in sight while climbing. The visual climb segment ends when the aircraft crosses the aerodrome at or above the required minimum altitude. From this point on, obstacles will be cleared if the aircraft maintains a minimum climb gradient of 200 ft/ NM to the en-route structure. The PIC should ensure that the reported ceiling is above the climb-to altitude and that the local prevailing visibility is equal to or greater than that required in the procedure. Additionally, before taxiing for departure, the PIC should inform ATC of the intention to perform a VCOA so that the appropriate coordination can be ensured. If ATC services are not available, then intentions should be broadcast on the ATF.

Low, Close-in Obstacles

Obstacles that penetrate the standard Obstacle Clearance Surface. (OCS) require the publication of a climb gradient. However, certain close-in obstacles (within 1 NM of the departure end of a runway) may be exempt from this requirement. Instead, a note is published on the departure procedure and/or on the aerodrome chart. The note alerts the pilot to the nature of the close-in obstacle and gives its height and location so that it may be avoided.

If the obstacle(s) cannot be visually acquired during departure, pre-flight planning should take into account the turns or other manoeuvres that may be necessary immediately after takeoff to avoid the obstacle(s). These obstacles are especially critical to aircraft that do not lift off until close to the departure end of the runway or that climb at the minimum rate.

REFERENCES
CAP GEN - IFR Takeoffs
AIM RAC 7.5 Standard Instrument Departure Procedures
AIM RAC 7.7 Obstacle and Terrain Clearance
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