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Standard Aero
published guidance. If a pilot intends to pick up his clear- ance in the air (a very risky strategy under these condi- tions), it’s doubly important to remain in visual conditions and fly the published ODP.
To depart KRHP under IFR, ATC will likely assume the pilot will follow published ODP and will not include that ODP when issuing a clearance. If an ODP is included in a clearance, it is mandatory that it be flown. This is usually to deconflict the departing airplane with other IFR traffic in the area, not for terrain clearance. If ATC cleared the pilot “direct” to his destination (or by any other route), the clearance automatically grants the pilot authority to fly the ODP first, and when at the place and altitude where the ODP ends, then fly the cleared route. The actual departure would look very different from taking off and turning direct on course.
Instead of flying the ODP, according to NTSB’s prelimi- nary data, the pilot departed Runway 8, made a slight left turn northeast almost “GPS direct”-ly toward his destination in dark, rainy conditions. The airplane climbed through scattered clouds toward a higher, broken layer and flew more or less directly into terrain shortly afterward.
Of course, as the NTSB preliminary report points out, none of this is authorized at night. It was officially night- time when the pilot departed on his short, final flight. According to Title 14 of the Code of Federal Regulations (14 CFR) Part 1, Definitions and Abbreviations, night is defined as the time between the end of evening civil twilight and the beginning of morning civil twilight. The end of civil twilight was seven minutes before the crash.
Getting Out
A twin or a turbine-powered airplane may have had the climb capability to safely take off and turn directly on course – perhaps. That does not remove the need to read the charts and check for ODPs, and deliberately decide whether to fly the ODP or fly a planned alternative that works at least as well. And if that twin loses an engine or a cargo door pops open, or a priority passenger announces right after takeoff that an important item was left in the FBO or rental car – or any other reason a sudden need to return to the airport occurs, the pilot needs to know how to avoid colliding with terrain.
Whether you believe it should be or not (and I believe it should, as a crosscheck), ATC is not responsible for monitoring whether a particular instrument procedure is authorized or not authorized (NA). It’s your responsibility as pilot-in-command to determine how to safely depart under IFR and whether a procedure you request or use is authorized at the time. To get out of a nontowered airport under IFR, read the charts and the ODPs.
Thomas P. Turner is an ATP CFII/MEI, holds a master's Degree in Aviation Safety, and was the 2010 Na- tional FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.
December 2021 / TWIN & TURBINE • 7