RNAV ODPs are issued in graphical form.  All ODPs are listed in the front of the Aeronautical  Information Services approach chart booklets under  the heading Takeoff Minimums and Obstacle Departure  Procedures. Each procedure is listed in alphabetical order  by city and state. The ODP listing in the front of the booklet  includes a reference to the graphic chart located in the main  body of the booklet if one exists. [Figure 1-21]  ODPs are not assigned by ATC unless absolutely necessary  to achieve aircraft separation. It is the pilot’s responsibility  to determine if there is an ODP published for that airport. If a  Part 91 pilot is not given a clearance containing an ODP, SID,  or radar vectors and an ODP exists, compliance with such  a procedure is the pilot’s choice. A graphic ODP may also  be filed in an instrument flight plan by using the computer  code included in the procedure title. As a technique, the  pilot may enter “will depart (airport) (runway) via textual  ODP” in the remarks section of the flight plan. Providing  this information to the controller clarifies the intentions  of the pilot and helps prevent a potential pilot/controller  misunderstanding. If the ODP is not included in the pilot’s  clearance, the pilot should inform ATC when an ODP is  used for departure from a runway so that ATC can ensure  appropriate traffic separation.  During planning, pilots need to determine whether or  not the departure airport has an ODP. Remember, an ODP  can only be established at an airport that has instrument  approach procedures (IAPs). An ODP may drastically affect  the initial part of the flight plan. Pilots may have to depart  at a higher than normal climb rate, or depart in a direction  opposite the intended heading and maintain that for a  period of time, any of which would require an alteration in  the flight plan and initial headings. Considering the forecast  weather, departure runways, and existing ODP, plan the  flight route, climb performance, and fuel burn accordingly  to compensate for the departure procedure.  Additionally, when close-in obstacles are noted in the  Takeoff Minimums and (Obstacle) Departure Procedures  section, it may require the pilot to take action to avoid these  obstacles. Consideration must be given to decreased climb  performance from an inoperative engine or to the amount  of runway used for takeoff. Aircraft requiring a short takeoff  roll on a long runway may have little concern. On the other  hand, airplanes that use most of the available runway for  takeoff may not have the standard ROC when climbing at  the normal 200 ft/NM.  1-23  An ODP must be developed when obstructions penetrate  the 40:1 departure OCS, as described in FAA Order 8260.3.  Only one ODP will be established for a particular runway.  This is considered the default IFR departure procedure for  a given runway and is intended for pilot awareness and  use in the absence of ATC radar vectors or SID assignment.  Text is not published to allow an option to use a SID or  alternate maneuver assigned by ATC (e.g., “Climb heading  330 to 1200 before turning or use Manchester Departure”  or “Turn right, climb direct ABC very high frequency (VHF)  omnidirectional range (VOR) or as assigned by ATC.”). ODPs  are textual in nature. However, due to the complex nature  of some procedures, a visual presentation may be necessary  for clarification and understanding. If the ODP is charted  graphically, the chart itself includes the word “Obstacle” in  parentheses in the title. Additionally, all newly-developed  The term ODP is used to define procedures that simply  provide obstacle clearance. ODPs are only used for  obstruction clearance and do not include ATC-related  climb requirements. In fact, the primary emphasis of ODP  design is to use the least restrictive route of flight to the  en route structure or to facilitate a climb to an altitude  that allows random (diverse) IFR flight, while attempting  to accommodate typical departure routes.  It must be understood that the airport/runway analysis  assesses obstacle clearance using the OEI net takeoff flight  path data provided in the Airplane Flight Manual and the  selected lateral obstacle assessment area. A takeoff weight  limit provided on the analysis does not necessarily ensure  compliance with the all-engines-operating climb gradient  published on an IFR departure procedure even if the  track of the OEI special procedure and the IFR departure  procedure are identical.  otherwise onerous obstacles and thereby maximize the  allowable takeoff weight and payload. Graphic depiction  of the OEI procedure is often available to give the pilot a  pictorial representation of the special OEI procedure. An  engine failure during takeoff is a non-normal condition;  therefore, the actions taken by the pilot including the use  of an OEI turn procedure takes precedence over noise  abatement, air traffic, SIDs, DPs, and other normal operating  considerations.  ODP Flight Planning Considerations  Obstacle Departure Procedures (ODPs)  Categories of Departure Procedures  Another factor to consider is the possibility of an  There are two types of DPs: those developed to assist  pilots in obstruction avoidance, known as ODPs, printed  either textually or graphically, and those developed  to communicate ATC clearances, SIDs, always printed  graphically. 