altitudes. The departure description outlines the particular  procedure for each runway. [Figure 1-22]  engine failure during takeoff and departure. During the  preflight planning, use the aircraft performance charts  to determine if the aircraft can still maintain the required  climb performance. For high performance aircraft, an  engine failure may not impact the ability to maintain the  prescribed climb gradients. Aircraft that are performance  limited may have diminished capability and may be unable  to maintain altitude, let alone complete a climb to altitude.  Based on the performance expectations for the aircraft,  construct an emergency plan of action that includes  emergency checklists and the actions to take to ensure  safety in this situation.  Transition Routes  Standard Instrument Departures (SIDs)  Charted transition routes allow pilots to transition from the  end of the basic SID to a location in the en route structure.  Typically, transition routes fan out in various directions  from the end of the basic SID to allow pilots to choose  the transition route that takes them in the direction of  intended departure. A transition route includes a course,  a minimum altitude, and distances between fixes on the  route. When filing a SID for a specific transition route,  include the transition in the flight plan, using the correct  departure and transition code. ATC also assigns transition  routes as a means of putting the flight on course to the  destination. In any case, the pilot must receive an ATC  clearance for the departure and the associated transition,  and the clearance from ATC will include both the departure  name and transition (e.g., Joe Pool Nine Departure, College  Station Transition). [Figure 1-23]  A SID is an ATC-requested and developed departure route,  typically used in busy terminal areas. It is designed at the  request of ATC in order to increase capacity of terminal  airspace, effectively control the flow of traffic with minimal  communication, and reduce environmental impact  through noise abatement procedures.  While obstacle protection is always considered in SID  routing, the primary goal is to reduce ATC/pilot workload  while providing seamless transitions to the en route  structure. ATC clearance must be received prior to flying  a SID. SIDs also provide additional benefits to both the  airspace capacity and the airspace users by reducing  radio congestion, allowing more efficient airspace use,  and simplifying departure clearances. All of the benefits  combine to provide effective, efficient terminal operations,  thereby increasing the overall capacity of the NAS.  The SID is designed to allow the pilot to provide his or  her own navigation with minimal radio communication.  This type of procedure usually contains an initial set of  departure instructions followed by one or more transition  routes. A SID may include an initial segment requiring  radar vectors to help the flight join the procedure, but the  majority of the navigation remains the pilot’s responsibility.  [Figure 1-24]  A radar SID usually requires ATC to provide radar vectors  from just after takeoff (ROC is based on a climb to 400 feet  above the DER elevation before making the initial turn)  until reaching the assigned route or a fix depicted on the  SID chart. Radar SIDs do not include departure routes or  transition routes because independent pilot navigation  is not involved. The procedure sets forth an initial set of  departure instructions that typically include an initial  heading and altitude. ATC must have radar contact with  the aircraft to be able to provide vectors. ATC expects  you to immediately comply with radar vectors, and they  expect you to notify them if you are unable to fulfill their  request. ATC also expects you to make contact immediately  if an instruction causes you to compromise safety due to  obstructions or traffic.  If you cannot comply with a SID, if you do not possess the  charted SID procedure, or if you simply do not wish to  use SIDs, include the statement “NO SIDs” in the remarks  section of your flight plan. Doing so notifies ATC that they  cannot issue you a clearance containing a SID, but instead  will clear you via your filed route to the extent possible,  or via a Preferential Departure Route (PDR). It should be  noted that SID usage not only decreases clearance delivery  time, but also greatly simplifies your departure, easing you  into the IFR structure at a desirable location and decreases  your flight management load. While you are not required  to depart using a SID, it may be more difficult to receive  an “as filed” clearance when departing busy airports that  frequently use SID routing.  It is prudent to review radar SID charts prior to use because  this type of procedure often includes nonstandard  lost communication procedures. If you were to lose  radio contact while being vectored by ATC, you would  be expected to comply with the lost communication  procedure as outlined on the chart, not necessarily those  procedures outlined in the AIM. [Figure 1-25]  SIDs are always charted graphically and are located in the  TPP after the last approach chart for an airport. The SID  may be one or two pages in length, depending on the size  of the graphic and the amount of space required for the  departure description. Each chart depicts the departure  route, navigational fixes, transition routes, and required  1-26 