An obstacle departure procedure (ODP) is an instrument procedure you can fly to guarantee obstacle clearance when you're departing from an airport.
There are two types of ODPs: textual, and graphical, and we'll cover both types in this article.
Unlike a Standard Instrument Departure (SID), which optimizes traffic flow and provides obstacle clearance, an ODP is only designed to provide obstacle clearance.
ODPs can be simple headings to fly until a specific altitude, or more complex in their instructions, including courses or radials to track.
Does Your Airport Have An ODP?
Not all airports have ODPs, so how do you know if your airport does?
One of the quickest ways to determine if an ODP exists for your airport is to look at an approach chart.
If you see a black triangle with a reverse video T in the briefing strip, this means that an ODP, diverse vector area, and/or non-standard takeoff minimums are published for the airport.
From there, look at the Terminal Procedures Publication (TPP) to determine if there is an ODP published for your runway. Many EFBs list these under the departure procedures tab.
Textual ODP vs. Graphical ODP
Most ODPs are textual, meaning they have a text-only description of the procedure.
They are found in the FAA TPP, the "Departures" tab in many EFBs, and on the 10-9A page of Jeppesen charts.
Can I File a Textual ODP In My Flight Plan?
You can not file a textual ODP in your flight plan, and you don't need an ATC clearance to fly one. That being said, it's a good idea to let ATC know that you plan to fly the ODP so they're aware of your plans. (More on this in the example ODP later in this article)
Graphical ODPs
When an ODP is more complex, or if it's an RNAV-only procedure, the FAA will publish a graphical depiction of the ODP.
When are you required to fly an ODP?
The short answer is found in FAR 91.175: If your flight is operating under part 91, you have no legal obligation to fly an ODP.
With that said, it's obviously a very good idea to use the ODP when the airport is IFR, marginal, or any other time when visibility is limited, like at night. ODPs are created for a good reason: to keep you clear of terrain and obstacles.
ODP Example: Steamboat Springs
Let's take a look at a real example of an ODP.
You're departing Steamboat Springs, the weather is marginal VFR, with winds favoring Runway 32. During your preflight planning, you see that there are no SIDs, the field is non-towered, and an ODP is published for runway 32.
After you've completed your runup, you pick up your IFR clearance from Denver Center. You're told to hold for release, and to call when number 1 for departure.
As you're holding short of the runway, you call Denver Center back. You tell them that you're number 1, that you're ready to depart, and that you'll be flying the ODP. Again, you're not required to let ATC know you're flying the ODP when departing a non-towered field, but it's a good idea to let them know.
Denver Center calls back and says that you are "released for departure". You readback "released for departure", and you start your takeoff roll.
Following the textual ODP's instructions:
1) Once airborne, you'll climb on heading 323 degrees to 7,500'.
2) When you reach 7,500', you'll start a climbing left turn to 14,000' direct BQZ VOR/DME.
3) When you cross BQZ, you'll follow the 172 radial to SBURG.
4) When you reach SBURG, if you are not yet at 14,000', you'll continue your climb in the hold until you reach 14,000 feet, and then turn on course.
5) If you are already at 14,000' when you reach SBURG, you can immediately turn on course once you cross SBURG.
6) Once you leave SBURG, you've completed the ODP.
Have you ever flown an ODP? Leave a comment below with your experience.
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