Refer to the 70-3 JEDIL 2 RNAV DEPARTURE for KJRB/JRB (Downtown Manhattan Heliport, New York NY) when necessary to answer the following questions:
2. Select the item(s) required to fly this SID.
b Teterboro altimeter setting.
c Autopilot in lateral navigation mode.
d GPS equipment with a cross-track error/deviation limited to .5 nm.
e GPS equipment with a total system error of not more than .5 nm for 95% of the total flight time.
3. A flight may “proceed visually” from takeoff to JORBA.
4. From KJRB to JORBA, VFR cloud clearance and visibility minimums for the applicable airspace must be maintained.
5. The MORAs on this chart _____
a are designated for 20 nm square grids.
b provide obstacle/terrain clearance of 1000 ft.
c provide obstacle/terrain clearance of 2000 ft.
d only apply to the to-scale portions of the chart.
6. Which airports/heliports are also served by this SID?
7. Select all that apply.
a 7 ft MSL – airport elevation at KJRB.
b 2000 ft – maximum altitude at JEDIL.
c 1000 ft – minimum altitude at JORBA.
d 700 ft MSL – airport elevation at KJRA.
e 1806 ft MSL – maximum charted obstacle.
8. A “climb via” clearance is issued for the SID. Upon initial contact with ATC after takeoff, the pilot should state that the flight is “on the JEDIL Two RNAV Departure.”
9. A flight receives a “climb via” pre-departure clearance. After takeoff, ATC issues the clearance “Climb and maintain 1500.” The flight should comply with the minimum altitude of 2000 ft MSL at JEDIL.
10. After takeoff, ATC issues a clearance to fly a heading of 050°. The route should be modified in the RNAV system and the pilot should be prepared to rejoin the SID at JORBA.
Answers to TC 3/21 questions
1. b Although FAR Part 91 does not impose an IFR takeoff minimum on helicopters, the initial climb instructions indicate that a VFR climb should be performed to JORBA. In this case, the aircraft must comply with the minimum ceiling and visibility requirements that are applicable to the airspace.
2. b, d Procedural notes in the Briefing Strip indicate that GPS is required, as is use of the Teterboro altimeter setting. The navigation equipment (in this case, GPS) must meet RNAV 1 requirements. AC 90-100A, US Terminal and En Route Area Navigation (RNAV) Operations, states that “pilots must use a lateral deviation indicator (or equivalent navigation map display), flight director and/or autopilot in lateral navigation mode on RNAV 1 routes.” In addition, aircraft operating on RNAV 1 STARs and SIDs must maintain a total system error of not more than 1 nm for 95% of the total flight time. Cross-track error/deviation must be limited to 0.5 nm with brief deviations from this standard during and immediately after procedure/route turns, up to a maximum of 1 nm.
3. b According to the Federal Register: Helicopter Air Ambulance, Commercial Helicopter, and Part 91 Helicopter Operations; Clarification, in the case of the “proceed visually” transition, the minimum required visibility will be indicated on the published procedure. In this case, the departure has a VFR and an IFR segment – the phrase “proceed visually” and a minimum required visibility are not indicated on the procedure chart.
4. a According to the Federal Register: Helicopter Air Ambulance, Commercial Helicopter, and Part 91 Helicopter Operations; Clarification, if the flight is operated under Part 135 and the departure involves a VFR to IFR transition and does not meet the requirements of § 135.613(b)(1) – there is no obstacle departure procedure (ODP), and/or the initial departure fix (IDF) is more than 1 nm from the point of lift- off – the VFR weather minimums required by the class of airspace apply. If the flight is within Class G airspace, refer to § 135.609; if it is within Class B, C, D, or E airspace, refer to § 135.205. If the flight is operated under Part 91, the VFR weather minimums required under FAR 91.155 apply.
5. b, d Grid MORAs (minimum off-route altitudes) are shown as the thousands figures plus the first hundred figure in smaller character and are only charted for the to-scale portion of the chart. The absence of a Grid MORA and a chart note would indicate that a portion of the chart is not to scale. MORAs that are 6000 ft or lower have an obstacle clearance of 1000 ft, while those that are 7000 ft or higher have an obstacle clearance of 2000 ft. Grid MORAs are based on grids formed by 30 minutes or 1 degree of latitude/longitude.
6. a, b Neighboring IFR airports are gray, and airports that are also served by the departure are blue. West 30th St Heliport (KJRA) and East 34th St Heliport (6N5) are also served by this departure, and specific RNAV SID charts are issued for these heliports.
7. a, c, e Altitude restrictions are depicted according to ICAO standards. A line below the altitude shows the lower limit (minimum). A line above the altitude shows the upper limit (maximum). “At” is depicted by a line above and below the altitude value (mandatory). The airport elevation at KJRB and KJRA is 7 ft MSL, and at 6N5 is 10 ft MSL. The highest charted obstacle is indicated with the Highest Arrow on the plan view. Some, but not all, terrain high points and man-made structures are depicted with their elevations. These references cannot be relied on for terrain or obstruction avoidance because there may be higher uncharted terrain or obstructions within the same vicinity.
8. b If the flight has received a “climb via SID” clearance from the tower or in a pre-departure clearance (PDC), upon initial contact, the pilot should report the flight number or aircraft identification, followed by the current altitude, then state “Climbing via the (SID name) departure.” FAA Information for Operators 14003 states that phrases such as “on the” or “climbing on” a procedure are not acceptable and can create miscommunication and additional workload with unnecessary controller queries.
9. b According to AIM 5-2-8, if an altitude restriction is issued by ATC prior to or after takeoff, all previously issued “ATC” altitude restrictions are canceled, including those published on a SID. Pilots must still comply with all speed restrictions and lateral path requirements published on the SID, unless canceled by ATC.
10. b According to the AIM 5-2-8, if vectored or cleared to deviate off of a SID, pilots must consider the SID canceled, unless the controller adds “Expect to resume SID.” The pilot should not modify the route in the RNAV system until a clearance is received to rejoin the procedure or the controller confirms a new route clearance. When not on the published procedure, the specified accuracy requirements (in this case RNAV 1) do not apply.