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:
There are two types of IFR departure procedures:
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:
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:
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.
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.
Obstacles that penetrate the standard
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