Page 25 - April 2016

In this example, ATC amended the top altitude to 17,000. We are still required to meet all of the remaining crossing restrictions but stop the climb at 17,000 until receiving further clearance. It’s also possible that a departure procedure does not have a published top altitude, although top altitudes are being added to most departure procedures when they are updated. Have a look at the KBREW SEVEN departure procedure for the Minneapolis airport below. You won’t find a published top altitude. For this reason, the ATC clearancerequirement after departing runway 35L: climb at 400 feet per nautical mile (NM) to 5,934, then climb at 260 feet per NM to 16,500. If we are able to satisfy this climb gradient requirement, we can accept this departure procedure.Finally, we should plan our departure and climb profile. In the BAYLR THREE example, we can reference the back side of the chart for a narrative of the takeoff requirements. Not all SIDs will include a detailed narrative, but if the chart has a narrative, you should read it carefully - it’s likely a complexprocedure that will require your attention. For our BAYLR THREE departure from 35L, we are required to climb on a runway heading until we reach 5,934, then turn left direct to CRAGR while continuing our climb. We have to be sure that we cross CRAGR at or below 10,000, then continue on to HAWPE intersection while we continue our climb to cross TUULO at or above 12,000. Next, we need to cross the HLTON intersection at or above 14,000, then MTSUI at or above 16,000. Finally, we continue our climb (at this point without any restrictions) up to our top altitude (FL230 unless amended by ATC) while navigating to BAYLR, then BOBBA, then on course. This departure procedure does not have any speed restrictions. If there are specific speed restrictions, you will be required to comply with these restrictions as well.There are a couple of more things you should be aware of regarding the climb via clearances. It’s possible that ATC will give you a temporary amendment to the climb via SID. If they are working you around traffic, they can vector you off ofaSIDoraskyoutolevelatan intermediate altitude. That would sound something like this:“Superjet 123, fly heading two two zero and maintain one four thousand. Expect to resume the SID”.In this case, you are required to comply with these new restrictions and temporarily disregard the charted restrictions of the SID. Once you are clear of the traffic, they will likely clear you back onto the SID (“proceed direct HAWPE, resume the BAYLR THREE”) and you will again be required to meet the lateral and vertical restrictions while climbing to the top altitude, FL230.I’ll end the climb via discussion with one tricky example. Let’s look at the EPKEE THREE departure at Denver.SW-1, 04 FEB 2016 to 03 MAR 2016NC-1, 04 FEB 2016 to 03 MAR 2016NC-1, 04 FEB 2016 to 03 MAR 2016SW-1, 04 FEB 2016 to 03 MAR 2016will include a top altitude in the initial clearance. I’ve underlined the top altitude in the transcript below.“Superjet 123 you are cleared to the Fargo airport, KBREW SEVEN departure, Fargo transition, climb via the SID except maintain one six thousand”.After we’ve identified our top altitude, we should familiarize ourselves with all applicable climb gradient requirements. Returning to the BAYLR THREE example, we see that there is an initial climbStep 1: Find the top altitude.In this case, it’s in the bottom right-hand corner of the chart.Step 2: Identify climb gradient requirements.Assuming we depart from runway 35 left we need to climb at 400 feet per NM to 5,934, then 230 feet per NM to 14,000.SW-1, 04 FEB 2016 to 03 MAR 2016SW-1, 04 FEB 2016 to 03 MAR 2016APRIL 2016TWIN & TURBINE • 23