Introduction. System requirements. Credits. Aerosoft AspenX 1.00

Transcription

1 Aerosoft AspenX Only one usable runway direction, Located at nearly 8,000 ft., surrounded by mountains, often prone to bad weather. Are you pilot enough to handle this airport?

2 Aerosoft AspenX 1.00 Introduction Aspen-Pitkin County Airport is listed as a dangerous airport. Not only is it surrounded by high and steep terrain on almost any side, it is also prone to severe weather, with strong winds and massive snow falls, and to make matters worse it is located at 7,280 ft. Even when the weather is warm and visibility is great, the combination of altitude and high Density Altitude (see appendix A will make departures and arrivals even more dangerous. As the runway is only usable in one direction (RWY15 for landing, RWY 33 for departure) you might be forced to land with unfavorable winds. A glance at the accident databases online shows how dangerous Aspen can be. The airport is mostly used by private jets Gulfstreams, Learjets and the likes are very common. Of course this is because Aspen has its fair share of rich and/or famous residents. The stunning scenery, (pun intended), the ski slopes and the relaxed feel of the small town (population 6,000) make it a popular place to relax and spend some time in semi-anonymity. It is rare that I can thank our CEO for his input into a product, but in this case I can. It was Winfried Diekmann who proposed the project. Of course it was programmed by Matthew Dalton who also did our successful Monaco 2005 and MonacoX scenery projects. System requirements Microsoft Flight Simulator FSX + SP1 2.0 GHz processor (Dual Core CPU highly recommended) 1 GB RAM internal memory (2 GB recommended) 128 MB graphic card (256 MB highly recommended) Adobe Acrobat Reader 6 minimal to read and print the manual ( 1 ) ( 1 ) Available for free, download at: Credits Concept: Programming: Project Management: Manual, documentation: Installer: Testing: Images: Matthew Dalton Matthew Dalton Mathijs Kok Mathijs Kok, Christoph Beck Andreas Mügge Several good folks who will all be getting a free copy Nick Churchill Page 2

3 Aerosoft AspenX 1.00 Index Introduction... 2 System requirements... 2 Credits... 2 Copyrights... 4 Contact support... 4 Special limitations KASE... 5 Which aircraft are suitable?... 5 Landing... 6 Missed approach... 6 Departure... 6 FAQ... 7 Flights... 7 Airport Operations... 8 Airport Communications... 8 Nearby radio navigation aids... 8 Runway Information... 9 Appendix A; High Density Altitude High Density Altitude High (Density) Altitude Operations Preparation Starting Takeoff Landing Demonstration flight How do I estimate the Density Altitude? Appendix B; Charts Page 3

4 Aerosoft AspenX 1.00 Copyrights The manual, documentation, video images, software, and all the related materials are copyrighted and cannot be copied, photocopied, translated or reduced to any electronic medium or machine legible form, neither completely nor in part, without the previous written consent of AEROSOFT. THE SOFTWARE IS FURNISHED «AS IS» AND IT DOES NOT COME FURNISHED WITH ANY GUARANTEE IMPLICIT OR EXPRESS. THE AUTHOR DECLINES EVERY RESPONSIBILITY FOR CONTINGENT MALFUNCTIONS, DECELERATION, AND ANY DRAWBACK THAT SHOULD ARISE, USING THIS SOFTWARE. Copyright 2007 AEROSOFT & Matthew Dalton. All rights reserved. Windows 2000, Windows XP and Flight Simulator X are either registered trademarks or trademarks of Microsoft Corporation in the United States and/or other countries. All trademarks and brand names are trademarks or registered trademarks of the respective owners. Copyrights are serious stuff. If you find any pirated copies of this software please notify us at info@aerosoft-shop. We will make sure reports of copyrights violation are rewarded. Aerosoft GmbH Lindberghring 12 D Büren, Germany Contact support Support for this product is offered by Aerosoft. We prefer to have a support forum for the simple reason that it is fast and efficient because customers help customers when we are sleeping. Aerosoft forums: We feel strongly about support. Buying one of our products gives you the right to waste our time with questions you feel might be silly. They are not. Page 4

5 Aerosoft AspenX 1.00 Special limitations KASE Terrain will not allow for normal traffic patterns. High rates of descent may be required due to terrain & local procedures. Operations during periods of reduced visibility are discouraged for pilots unfamiliar with the area. Airport is located in high mountain valley with mountainous terrain from 12,500 14,000 ft. msl in near proximity to airport Numerous unlighted obstructions. All adverse weather situations are magnified in mountains. Uncontrolled traffic on the terminal ramp; Aspen aviation ramp; south ramp. Runway 33 run-up area not visible from tower. Mountain flying is not recommended unless ceilings are at least 2,000 ft. above highest terrain & visibility is 15 miles or more. Do not take off on runway 15 unless authorized. Airport restricted to maximum aircraft wingspan of 95 ft. Due to poor visibility in valley, use landing lights in traffic pattern Review of airplane performance recommended including Density Altitude; weight & balance and climb performance. Hang gliders; paragliders; hot air balloon & glider operations on & in vicinity of airport up to 18,000 ft. msl. Noise abatement requirements o Fly ATC-assigned heading or standard departure procedure. If no heading or departure procedure is assigned: turn right noise abatement heading of 360 for 2 miles before proceeding on course. o Use of NBAA standard approach/departure procedures & manufacturers recommended noise abatement procedures is encouraged. Due to high approach minimums pilots may need an IFR alternate even though weather is forecast allows the VFR approach. Which aircraft are suitable? For starters you need an aircraft that has a maximum wingspan of 95 ft. The second and probably more important aspect is that you will need a powerful engine to be able to achieve the required climb rates (we will be starting at 8,000 ft.). If you want to take off on a hot moist summers day, you need to have a seriously powerful engine that is probably turbo-charged or you will have to wait till early morning for a safe takeoff. If you have never flown to/from a high altitude airport at high Density Altitudes, read appendix A but start by remembering that you might be at the airport altitude of nearly 8,000 ft. but your engine and wings might think they are at 12,000 ft. Page 5

6 Aerosoft AspenX 1.00 Landing Before you attempt a low visibility (IFR) landing at KASE you will need to read the charts and prepare for some non-standard maneuvers. The aircraft also needs to be equipped with dual VHF receivers for a backup and to allow you to set up one for the missed approach procedure. Only runway 15 is available. The VOR/DME (or GPS-C) approach has a glide slope of nearly 10 and directs you at 164 to the 149 runway. The LOC/DME-E has an offset of only one degree but also has a steep glide slope of There are several Visual Approaches available (only to runway 15, of course) but they are only possible with Radar guidance, 6,000 ft. ceiling and 10 miles visibility. All of them are complex and need good local knowledge. You will find start situations (flights) for all published procedures. We strongly recommend you abort one landing to test the missed approach procedure. Please note that ALL published approaches are forbidden at night. In fact the airport is almost not used before sunrise -00:30 and after sunset +00:30. Missed approach As the airport has high mountains to the East, South and the West you will need to make a right turn towards 300 and intercept the back course of the localizer (108.5 radial 300) while climbing at max rate. It is a good idea to exercise this in good weather before getting caught in bad weather and with malfunctioning equipment. When you do try it you will learn value a co-pilot to take over some of your tasks. Departure First of all, your aircraft must be capable of a 460 climb rate (remember the airport altitude and possible issues with the Density Altitude) and remember: only runway 33 is available. Departures on runway 15 are rare and always need written permission. Standard departures climb out at heading 340 to 8,700 and then turn heading 270 while climbing to 16,000 [i.e. replace full stop by comma] to intercept the outbound back course 300 radial of localizer PKN (108.5). Please note that ALL published departures are forbidden at night. In fact the airport is almost not used before sunrise -00:30 and after sunset +00:30. Page 6

7 Aerosoft AspenX 1.00 FAQ Q: There are no shadows on the buildings of the airport A: Indeed, this is by design as the curved earth model of FSX led to flickering textures when ground shadows were added. A positive side-effect will of course be better framerates. Q: There are no lights at the airport at night. A: That s because the airport is closed at night, there are no published arrivals or departures that are allowed at night. Q: Why are there two ILS s? A: One is to arrive at the threshold of RWY15, the second is used for the missed approach and the departures. This is needed as slow-climbing aircraft only have a very limited flight path between the mountains. Q: I like to land on RWY 33 (or take off from RWY 15) A: You will need a VERY powerful aircraft (twin engine) and some luck. You have only very limited room to maneuver and when you get any kind of problem you are basically in deep trouble]. Basically only runway 15 is available for landing and runway 33 for takeoff. Flights There is an extended set of flights installed with this scenery. They can be recognized by the AspenX in front of the names. They start you on the approaches of the airport and would be the ideal way to experiment with the complexities of landing on this airport. Page 7

8 Aerosoft AspenX 1.00 Aspen-Pitkin County Airport Information FAA Identifier: ASE IATA Indentifier: KASE Lat/Long: N / W N / W / (estimated) Elevation: 7,820 ft. / 2,383.5 meters Variation: 12E (1990) From city: 3 miles NW of ASPEN, COLORADO Time zone: UTC -6 Airport Operations Airport use: Open to the public Sectional: DENVER Control tower: Available ARTCC: DENVER CENTER NOTAMs facility: ASE (NOTAM-D service available) Attendance: Pattern altitude: TPA FOR LIGHT ACFT 1185 AGL; TPA FOR HEAVY ACFT 1685 AGL. Lights: DUSK-2300 Fire and rescue: ARFF index B Airport Communications CTAF: UNICOM: ATIS: ASPEN GROUND: [ ] ASPEN TOWER: [ ] ASPEN APPROACH: [ ] ASPEN DEPARTURE: [ ] CLNC DEL: EMERG: PRIMARY RADAR NOT AVAILABLE RADAR TRAFFIC ADVISORIES & SERVICES AVAILABLE FOR TRANSPONDER-EQUIPPED AIRCRAFT ONLY. Nearby radio navigation aids VOR radial/distance VOR name Freq Var DBLr163/13.0 RED TABLE VOR/DME E SXWr155/25.0 NOW VOR/DME E Page 8

9 Aerosoft AspenX 1.00 Runway Information Runway 15/33 Dimensions: 7,006 x 100 ft. / 2,135 x 30 m Surface: asphalt/porous friction courses, in fair condition Single wheel: 80,000 lbs Double wheel: 100,000 lbs Double tandem: 160,000 lbs Runway edge lights: medium intensity RUNWAY 15 RUNWAY 33 Latitude: N N Longitude: W W Elevation: 7,679.8 ft. 7,819.9 ft. Gradient: Traffic pattern: left right Runway heading: 148 magnetic, 160 true 328 magnetic, 340 true Markings: non precision, in good condition non precision, in good condition Visual slope indicator: 4-light PAPI on left (3.5 glide path) none RY 15 PAPI UNUSABLE BYD 4 NM FM RY THLD & BYD 7 DEG RIGHT OF RY CNTRLN. Runway end lights: no yes Touchdown point: yes, no lights yes, no lights Instrument approach: LOC/DME none Obstructions: none 22 ft. road, 1,100 ft. from runway, 550 ft. left of centerline, 40:1 slope to clear Page 9

10 Aerosoft AspenX 1.00 Appendix A; High Density Altitude If there is one thing that makes this product special it is the high altitude of the airports. It is our experience that many sim pilots do not fully understand the effects of the resulting lower air pressure, so a full chapter on flying in these conditions is in order. High Density Altitude In this chapter we are going to use the Cessna 182RG as our base model, for all other aircraft the principle is the same, only the figures change. There is one complete factor that should be used when dealing with Density Altitude that we will not mention humidity. It is not a major factor and in FS it is not used. In case you re interested: high humidity will RAISE the Density Altitude. IMPORTANT: The ACTUAL altitude of an airport is of little or no consequence, the only aspect that matters is the DENSITY ALTITUDE of the airport. The only thing that ois of relevance is the AMOUNT of air molecules! Air is needed for many things (we will use the word air to describe the mixture of gasses we experience); to create lift to create a forward pushing force for jets or pulling force for propeller planes (props) to assist the combustion of the fuel to cool the propulsion system and of course, the pilot also needs something to breathe. If there is less air all of these aspects will not be as efficient as under optimal conditions. So what is the effect on the performance of the aircraft? And in particular on takeoff and landing? Well how does a takeoff run of 1,800 ft. sound to you? For a Cessna that is not loaded very heavy? Is that impressive or not? Look at the following table that shows the relation between altitude, temperature and pressure. The data for takeoff and landing are for a moderately loaded Cessna 182 RG. Altitude in ft. Temperature in degrees F Altimeter Setting in Inch Hg Resulting Density Altitude Required Runway Takeoff Required Runway Landing ft. 640 ft. 600 ft. 4, ,924 ft. 950 ft. 720 ft. 8, ,816 ft. 1,350 ft. 900 ft. 8, ,255 ft 1,850 ft.? 1,200 ft.? Where there are question marks they are there because the Cessna manual does not supply these numbers and they have been extrapolated from the other numbers. Keep in mind that a turbo- Page 10

11 Aerosoft AspenX 1.00 charged aircraft like the 182 is built to operate at higher altitudes and that it will perform much better than a non turbo-charged aircraft. If you try to take off with a Piper Cub meant for a Density Altitude of 1,300 you ll probably never reach takeoff speed before running out of runway and landings will have to be done at speeds ABOVE cruise speed. In the last row of the example the aircraft is located at 8,000 feet but for all logical and practical purposes it is 5,000 higher. Density Altitude is the altitude that the aircraft THINKS it is at. Also it is not only performance that suffers; your engine will also overheat MUCH faster because there is less air to cool the engine. And when winter comes and Density Altitude becomes less of an issue you run into another problem. It s very easy to run into very cold layers of air only minutes after takeoff and icing is a real danger. One thing to keep in mind your air speed indicator is always corrected for the density altitude, it shows what it feels. High (Density) Altitude Operations Flying from high altitude airports is something that is inherently more dangerous than flying from airports located nearer to sea level. But the major issue is that it is different and that the problems escalate much faster into real dangers. Preparation Reduce your load; kick out those six-packs and your mother-in-law. Better leave them behind than scatter them all over the last few feet of the runway. Don t fly with more fuel than is needed. Rule of thumb, for every 10% under max gross weight, performance increases 20%. Keep in mind that an aircraft like a Cessna 175 only delivers 50% of its rated power at 8,000 ft. Above all, make sure your aircraft CAN fly in the current conditions. A Piper Cub with a ceiling of 11,500 feet simply will not fly if the density altitude is 12,000 feet. It simply will not be able to take off even if the runway is 20 miles long. If the ceiling of your aircraft and the Density Altitude come close together your margins of safety decrease. You might need to wait for cooler conditions to fly! Starting Depending on the aircraft starting procedures will be different. In the Cessna 182 you will need to pre-lean the engine and give a bit of throttle to get the engine started. Do not run at high power settings for a long time because the engine might overheat. However, it is a very good idea to briefly try high power settings just before entering the runway to make sure the engine will rev up without problems. Under these marginal conditions you do not want to have an engine that does not spool up fast and smoothly. But keep an eye on the temperature! For some aircraft the FSX Auto Start function ([CONTROL]-[E]) will NOT work to start the engine at this altitude! You will have to start the engine manually with the mixture leaned and a bit of throttle set. Takeoff The first thing to remember is to trust your instruments and above all your airspeed indicator. Visual impressions might be misleading and the point where you normally take off might not be the point where you have enough airspeed in a high Density Altitude situation! Do not use Short Field flap settings as this most likely increases your takeoff run. Always lean your engine for max performance before starting your takeoff. Page 11

12 Aerosoft AspenX 1.00 Make sure you understand that not only your takeoff run will be longer as Density Altitude increases but also that your climb performance will be affected. Landing Again, do NOT rely on your eyes but on your airspeed indicator. The INDICATED airspeed is the only thing that keeps you aloft. But in the end it is only the groundspeed that is different. The landing itself is actually surprisingly normal -- as long as you use your engine to keep the correct speed. The only real surprise might be the lack of any ground effect as that seems to drop off over 5,000. Be prepared to see everything go a LOT faster than you might be used to and be prepared to use a lot more ground than normal. That is not a major issue most of the time as mountain runways are often rather long. The real problems start when things go wrong. At a normal landing you have almost all of your power to get you out of a problem, but at high Density Altitudes you might not have much to use, and in the thin air the difference between max speed and stall speed is very small. If you ve never flown at a high altitude airport before, you run a major risk when you do so for the first time because on your standard checklist there will be the item [Full Rich Mixture]. Now if you do that at 8,000 you run a high risk of the engine stalling on you. If you are lucky this will not happen before the engines slows down on the rollout, but if you are not it will die on you before you hit the next item on your checklist. Make sure you keep high rpm on the prop but it is easy to over-rev the prop shaft so keep the needle just below the red line. Demonstration flight If you like to get some good feel for the problems of High Altitude combined with High Density Altitude load the AspenX High Density Altitude - Summer flight. it start you on the runway of KASE in most unfavorable conditions. Temperature is high, wind is wrong and your aircraft is heavy. When you load this flight you won t be able to start the aircraft with the [Control]-[E] command. You will need to lean the engine a bit, open the throttle a bit and then start using the key. When it runs lean a bit more, pull the prop lever back a few inches, set take off flaps, and run the engine to max before releasing the brakes. It might be possible to take off, but it would be unsafe as you would never have enough runway to abort around Vr. Density Altitude at this moment is about feet!! and your aircraft just won t have enough engine to make a safe take off. Either wait till the temperature gone down (like at early dawn) or you will need to lose around half of your fuel and passengers. Now load the AspenX High Density Altitude - Winter. Same runway, same aircraft configuration, and still some wind from the back. But [Control]-[E]now does start the aircraft and you will be able to make a safe take off, with enough runway to abort at Vr. Still tricky but possible. Page 12

13 Aerosoft AspenX 1.00 How do I estimate the Density Altitude? Actually the correct calculation is very complex and involves tables and many variables, but as always in aviation there is a rule of thumb that is close enough for almost any purpose. Set your altimeter to (1013). Read the altitude indicated. This is your Pressure Altitude (pa) Now find the closest figure in the first column. In the correct temperature column you can read a good approximation of the current Density Altitude. 41 F / 5 C 50 F / 10 C 59 F/ 15 C 68 F/20 C 77 F/25 C 85 F/30 C 94 F/34 C 104 F/40 C ,750 4,350 4,900 5,450 6,000 6,550 7,100 7, ,400 5,000 5,500 6,050 6,600 7,150 7,700 8, ,990 5,550 6,100 6,650 7,200 7,750 8,300 8, ,600 6,200 6,700 7,250 7,800 8,350 8,900 9, ,200 6,800 7,300 7,850 8,400 8,950 9,500 10, ,850 7,400 7,950 8,500 9,050 9,600 10,150 10, ,500 8,000 8,550 9,100 9,650 10,200 10,750 11, ,100 8,650 9,150 9,700 10,250 10,800 11,350 11, ,700 9,250 9,750 10,300 10,850 11,400 11,950 12, ,300 9,900 10,350 10,900 11,450 12,000 12,550 13,000 Note the italic numbers actually give a Density Altitude BELOW your actual altitude. If the temperature is below 50 you can almost always assume Density Altitude will not be an issue, just as it will almost never be at an airport near sea level. Page 13

14 Aerosoft AspenX 1.00 Appendix B; Charts These charts are the official charts for Aspen-Pitkin County / Sardy Field. However it would be silly and irresponsible to use them for actual navigation and are intended for simulator use only. Included are: Airport Diagram Aspen Two Departure Lindz Four Departure (chart) Lindz Four Departure (description) Roaring Fork Visual RWY 15 LOC/DME-E VOR/DME (GPS-C) Page 14

15 2.0% UP A1 A A A4 A A6 A VAR 10.6 E AIRPORT DIAGRAM AL-5889 (FAA) ASPEN-PITKIN COUNTY/SARDY FIELD ASPEN, COLORADO (ASE) ATIS ASPEN TOWER GND CON CLNC DEL ELEV ^ 14 N HANGARS "SHADE" JANUARY 2005 ANNUAL RATE OF CHANGE 0.1^W CONTROL TOWER 7795 SW-1, 10 MAY 2007 to 07 JUN 2007 ARFF/SRE BLDG 149.0^ 329.0^ 7006 X 100 A2 FBO HANGARS 39^ 13.5 N SW-1, 10 MAY 2007 to 07 JUN 2007 TERMINAL A5 CAUTION: BE ALERT TO RUNWAY CROSSING CLEARANCES. READBACK OF ALL RUNWAY HOLDING INSTRUCTIONS IS REQUIRED. 39^ 13 N RWY S80, D100, DT160 A7 A8 FIELD ELEV ^ 52.5 W 106^ 52 W AIRPORT DIAGRAM ASPEN-PITKIN COUNTY/SARDY FIELD ASPEN, COLORADO (ASE)

16 A T EKR A L L N M min (3) R ^ ,000 ASPEN, COLORADO AL-5889 (FAA) VOR/DME DBL Chan 77 APP CRS 164^ Rwy Idg TDZE Apt Elev N/A N/A 7820 ASPEN-PITKIN COUNTY/SARDY FIELD VOR/DME or GPS-C (ASE) NA Obtain local altimeter setting on CTAF. When not received, procedure not authorized. Procedure not authorized at night. MISSED APPROACH: Climbing right turn to via heading 300^ to intercept and proceed via I-PKN northwest course (300^) and DBL VOR/DME R-244 to GLENO Int/DBL 22.7 DME and hold ATIS ASPEN APP CON ASPEN TOWER (CTAF) L GND CON CLNC DEL UNICOM M S A D B SXW NoPT for arrivals on DBL VOR/DME airway radials 297 clockwise 046. R-196 Chan DBL RED TABLE Chan 77 IAF DBL Chan 99 SW-1, 10 MAY 2007 to 07 JUN DBL 22.7 GLENO 064 DUAL VHF NAVIGATION RECEIVERS REQUIRED R-134 LINDZ DBL , ^ R CROWS INT 10 NM BACK COURSE R-205 (CFEJP) DBL ALLIX DBL DBL 9.5 (MAFMU) , , SW-1, 10 MAY 2007 to 07 JUN 2007 ELEV % UP P , ,000 LOCALIZER I-PKN IPKN X One Minute Holding Pattern VOR/DME 164^ (CFEJP) DBL ALLIX DBL ^ I-PKN DBL NW CRS R DBL 9.5 (MAFMU) DBL 11 GLENO REIL Rwy 33 MIRL Rwy VGSI and descent angles not coincident NM NM 3.5 NM 9.67 TCH CATEGORY A B C D Knots Min:Sec CIRCLING (2400-2) 2380 (2400-3) NA ASPEN, COLORADO Amdt 4E ^ 13 N - 106^ 52 W ASPEN-PITKIN COUNTY/SARDY FIELD VOR/DME or GPS-C (ASE)

17 Orig AL-5889 (FAA) ROARING FORK VISUAL RWY 15 ATIS ASPEN APP CON ASPEN TOWER (CTAF) GND CON CLNC DEL UNICOM ROA R I N G Recommended RED TABLE DBL Chan 77 DBL ASPEN-PITKIN COUNTY/SARDY FIELD (ASE) ASPEN, COLORADO MOUNT OF THE HOLY CROSS CARBONDALE FO RK R I VE R BASALT Recommended Recommended R-163 RUEDI RESERVOIR FRY I N G P AN SW-1, 10 MAY 2007 to 07 JUN 2007 MT. SOPRIS NOISE SENSITIVE Recommended CAPITAL PEAK CHART NOT TO SCALE AREA VERTICAL GUIDANCE NAVAID: PAPI Rwy 15 (3.55^) Recommended CASTLE PEAK ASPEN ASPEN RIDGE MOUNTAIN STARWOOD RO AR I N G F O R K Recommended NOISE SENSITIVE R I V E R AREA R I V E R HAGERMAN PASS INDEPENDENCE PASS Recommended RADAR REQUIRED Weather Minimums: 6000 foot ceiling and 10 mile visibility. SW-1, 10 MAY 2007 to 07 JUN 2007 ROARING FORK VISUAL RWY 15 Procedure not authorized at night. When visual approaches to Runway 15 are in progress, clearances will be given utilizing in part the following phraseology: "(IDENT) cleared for a ROARING FORK VISUAL Approach to Runway 15." ROARING FORK VISUAL RWY 15 Orig ^13 N-106^52 W ASPEN, COLORADO ASPEN-PITKIN COUNTY/SARDY FIELD (ASE)

18 (LINDZ4.LINDZ) LINDZ FOUR DEPARTURE ASPEN-PITKIN COUNTY/SARDY FIELD (ASE) SL-5889 (FAA) ASPEN, COLORADO T DEPARTURE ROUTE DESCRIPTION SW-1, 10 MAY 2007 to 07 JUN 2007 TAKE-OFF RUNWAY 15: Not authorized. TAKE-OFF RUNWAY 33: Climb heading 340^ to 8700, then climbing left turn to 16,000 heading 270^ to intercept and proceed via I-PKN NW course (outbound on backcourse) and DBL R-244 outbound to GLENO INT/DBL 22.7 DME. Climb in GLENO holding pattern (SW, LT, 064^ inbound) to cross GLENO at 16,000, then via assigned Route/Transition. All aircraft maintain 16,000, expect filed altitude 10 minutes after departure. LOST COMMUNICATIONS: If no transmissions are received for 1 minute after departure, climb in GLENO holding pattern to 16,000, then via assigned route/ transition. GRAND JUNCTION TRANSITION (LINDZ4.JNC): From over GLENO INT via DBL R-244 and JNC R-060 to JNC VORTAC. KREMMLING TRANSITION (LINDZ4.RLG): From over GLENO INT via DBL R-244 and SXW R-196 to SXW VOR/DME; then via SXW R-001 and RLG R-260 to RLG VOR/DME. MEEKER TRANSITION (LINDZ4.EKR): From over GLENO INT via DBL R-244 and RIL R-151 to RIL VOR/DME; then via RIL R-331 and EKR R-148 to EKR VOR/DME. RED TABLE TRANSITION (LINDZ4.DBL): From over GLENO INT via DBL R-244 to DBL VOR/DME. RIFLE TRANSITION (LINDZ4.RIL): From over GLENO INT via DBL R-244 and RIL R-151 to RIL VOR/DME. SW-1, 10 MAY 2007 to 07 JUN 2007 LINDZ FOUR DEPARTURE (LINDZ4.LINDZ) ASPEN-PITKIN COUNTY/SARDY FIELD ASPEN, COLORADO (ASE)

19 270 (LINDZ4.LINDZ) LINDZ FOUR DEPARTURE ASPEN-PITKIN COUNTY/SARDY FIELD (ASE) SL-5889 (FAA) ASPEN, COLORADO 14, (20) R ATIS CLNC DEL GND CON ASPEN TOWER (CTAF) ASPEN DEP CON DENVER CENTER UNICOM N R , (24) 11, (34) NOTE: I-PKN Back Course outbound is normal sensing. NOTE: Take-off Runway 15 not authorized. NOTE: Take-off Runway or with a minimum climb of 460 per NM to 14,000. NOTE: 8179 MSL Tree 2447 from departure end of runway, 1379 left of centerline ,000 EKR R-134 R-151 (16) V591 R ,000 14, (10) (13) R (31) V134 V220 12, (14) 14,000 EKR R-182 GRAND JUNCTION 23 (10) JNC Chan 71 PACES N39^09.95 SLOLM N39^17.81 W107^ (12) N39^03.57 W108^47.55 W108^16.73 MEEKER EKR Chan 99 RIFLE Chan 43 N39^31.68 W107^42.97 SNOW SXW GLENO LINDZ N39^23.32 W107^09.49 JESIE N40^01.41 W106^52.53 V BACK COURSE L-5, H-3 JNC L-5-8, H-3 EKR N40^04.05 W107^55.49 RIL L-5, H-3 R-060 V N39^20.86 W107^22.13 Chan 29 SXW N39^37.77 W106^59.47 KREMMLING Chan 85 RLG N40^00.16 W106^26.55 RED TABLE DBL Chan 77 DBL N39^26.36 W106^53.68 L-6-8, H-3 LOCALIZER I-PKN IPKN (25) 13, RIL 35 (Continued on next page) NOTE: Chart not to scale RLG L-6-8, H-3-5 SW-1, 10 MAY 2007 to 07 JUN 2007 SW-1, 10 MAY 2007 to 07 JUN 2007 LINDZ FOUR DEPARTURE (LINDZ4.LINDZ) ASPEN-PITKIN COUNTY/SARDY FIELD ASPEN, COLORADO (ASE)

20 T A L 4 L N M 328^ 7 11,000 ASPEN, COLORADO AL-5889 (FAA) LOC/DME I-ASE Chan 48 (Y) APP CRS 148^ Rwy Idg TDZE Apt Elev N/A N/A 7820 ASPEN-PITKIN COUNTY/SARDY FIELD LOC/DME-E (ASE) MISSED APPROACH: Climbing right turn to via heading 300^ A NA Procedure not authorized at night. to intercept and proceed via I-PKN northwest course (300^) and DBL VOR/DME R-244 to GLENO INT/DBL 22.7 DME and hold ATIS ASPEN APP CON ASPEN TOWER (CTAF) L GND CON CLNC DEL UNICOM Procedure NA for arrival on DBL VOR/DME airway radials 093^ CW 297^. M S A D B DBL RED TABLE Chan 77 IAF DBL EKR Chan ^ (3.4) ,000 SW-1, 10 MAY 2007 to 07 JUN ELEV 244^ 064^ GLENO DBL % UP P R R , ^ 13,000 BACK COURSE JARGU INT I-ASE 13 R-232 (IF) 11, (2.3) I-ASE 7 DOYPE ^ (3.7) CEYAG I-ASE LOCALIZER I-ASE 10.7 I-PKN KICER 9339 NM 9539 INKP ^ 2.6 NM Fly Visual LOCALIZER I-ASE Chan 48 (Y) IEAS , SW-1, 10 MAY 2007 to 07 JUN X 100 JARGU INT I-ASE 13 KICER I-ASE 10.7 DOYPE I-ASE ^ NW CRS I-PKN R DBL GLENO REIL Rwy 33 MIRL Rwy Procedure Turn NA ^ NM 3.7 NM 3.1 NM 2.6 NM 6.59 TCH 55 CEYAG I-ASE 3.9 VGSI and descent angles not coincident 148^ 2.6 NM Fly Visual CATEGORY A B C D Knots Min:Sec CIRCLING 2020 (2100-3) (2200-3) (2400-3) NA ASPEN, COLORADO Orig ^13 N-106^52 W ASPEN-PITKIN COUNTY/SARDY FIELD LOC/DME-E (ASE)

21 SW-1, 10 MAY 2007 to 07 JUN 2007 (ASPE2.ASPE) ASPEN TWO DEPARTURE ATIS CLNC DEL GND CON ASPEN TOWER (CTAF) ASPEN DEP CON DENVER CENTER UNICOM RIFLE RIL MEEKER EKR Chan 99 Chan 43 N39^31.68 W107^42.97 L-5, H-3 RIL GRAND JUNCTION JNC Chan 71 N39^03.57 W108^47.55 L-5, H-3 N40^04.05 W107^55.49 L-5-8, H-3 JNC EKR 244^ 064^ MONTROSE MTJ Chan 118 N38^30.21 W107^53.72 L-5, H-3 R-134 GLENO N39^20.86 W107^22.13 L-5, H-3 MTJ NOTE: This is a radar vector departure to assigned route/fix. Route depicted is for Lost communications procedure only. NOTE: This SID requires a minimum climb of 950 per mile to 12,000 or 5000 ceiling and 5 miles visibility (Not authorized at night). MILE HIGH NOTE: Transponder required DVV SNOW SXW Chan ^ N39^37.77 W106^59.47 L R ^ 270^ 345^ BACK COURSE SL-5889 (FAA) SXW BLUE MESA HBU Chan 96 N38^27.13 W107^02.38 L-5-6, H-3 HBU ASPEN-PITKIN COUNTY/ SARDY FIELD (ASE) KREMMLING RLG Chan 85 RLG N40^00.16 W106^26.46 L-6-8, H-3-5 RED TABLE DBL Chan 77 N39^26.36 W106^53.68 BLACK FOREST BRK Chan 72 N38^56.67 W104^38.01 LOCALIZER I-PKN ALAMOSA ALS Chan 86 N37^20.95 W105^48.93 Chan 94 DV N39^53.68 W104^37.46 DBL BRK L-5-6, H-3 L-6, H-3-5 IPKN A LS L-6, H-4-5 L-6-8, H-3-5 ASPEN, COLORADO FALCON FQF Chan 110 N39^41.41 W104^37.26 L-6-8, H PUB PUEBLOPUB Chan 114 N38^17.66 W104^25.77 L-6, H-5 FQF SW-1, 10 MAY 2007 to 07 JUN 2007 T DEPARTURE ROUTE DESCRIPTION Aircraft departing Runway 33 fly heading 345^ for radar vectors to filed/assigned fix/route. Maintain 16,000 or assigned altitude. Expect clearance to filed altitude 10 minutes after departure. LOST COMMUNICATIONS: If no transmissions are received for one minute after departure, turn left heading 270^ to intercept and proceed via the I-PKN NW course (outbound) and DBL R-244 to GLENO INT/DBL 22.7 DME. Climb in the GLENO holding pattern to MEA for assigned route, thence via assigned fix/route. ASPEN TWO DEPARTURE (ASPE2.ASPE) ASPEN, COLORADO ASPEN-PITKIN COUNTY/ SARDY FIELD (ASE)

22 07130 C1 TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES 10 MAY 2007 to 07 JUN 2007 INSTRUMENT APPROACH PROCEDURE CHARTS IFR TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES Civil Airports and Selected Military Airports ALL USERS: Airports that have Departure Procedures (DPs) designed specifically to assist pilots in avoiding obstacles during the climb to the minimum enroute altitude, and/or airports that have civil IFR take-off minimums other than standard, are listed below. Take-off Minimums and Departure Procedures apply to all runways unless otherwise specified. Altitudes, unless otherwise indicated, are minimum altitudes in MSL. DPs specifically designed for obstacle avoidance are described below in text, or published separately as a graphic procedure. If the (Obstacle) DP is published as a graphic procedure, its name will be listed below, and it can be found in either this volume (civil), or a separate Departure Procedure volume (military), as appropriate. Users will recognize graphic obstacle DPs by the term "(OBSTACLE)" included in the procedure title; e.g., TETON TWO (OBSTACLE). If not assigned another DP or radar vector by ATC, this procedure may be flown to ensure obstacle clearance. Graphic DPs designed by ATC to standardize traffic flows, ensure aircraft separation and enhance capacity are referred to as "Standard Instrument Departures (SIDs)". SIDs also provide obstacle clearance and are published under the appropriate airport section. ATC clearance must be received prior to flying a SID. CIVIL USERS NOTE: FAR 91 prescribes standard take-off rules and establishes take-off minimums for certain operators as follows: (1) Aircraft having two engines or less - one statute mile. (2) Aircraft having more than two engines - one-half statute mile. These standard minima apply in the absence of any different minima listed below. MILITARY USERS NOTE: Civil (nonstandard) take-off minima are published below. For military takeoff minima, refer to appropriate service directives. NAME TAKE-OFF MINIMUMS NAME TAKE-OFF MINIMUMS ALAMOGORDO, NM ALAMOGORDO-WHITE SANDS REGIONAL TAKE-OFF MINIMUMS: Rwy 16,21,34, NA DEPARTURE PROCEDURE: Use CORONA ONE Departure. ALAMOSA, CO SAN LUIS VALLEY REGIONAL-BERGMAN FIELD TAKE-OFF MINIMUMS: Rwys 6, 24, NA. DEPARTURE PROCEDURE: Rwy 2, turn right. Rwy 20, turn left. Climb direct ALS VORTAC, continue climb in ALS VORTAC holding pattern (SE, right turns, 301 inbound) to depart ALS VORTAC at airway MEA/MCA, all others climb to ALBUQUERQUE, NM ALBUQUERQUE/DOUBLE EAGLE II DEPARTURE PROCEDURE: Comply with radar vectors or; all runways turn left/right as assigned direct ABQ VORTAC. Aircraft departing on ABQ VORTAC R-090 CW R-023 climb on course. Departures on ABQ VORTAC R-024 CW R-089 climb in ABQ VORTAC holding pattern (W, left turns, 077 inbound) to cross ABQ VORTAC at or above airway MEA/MCA. ALBUQUERQUE, NM (CON'T) ALBUQUERQUE INTL SUNPORT TAKE-OFF MINIMUMS: Rwy 8, right turn. CAT A,B or std. with a min. climb of 400' per NM until CAT C,D,E or std. with a min. climb of 400' per NM until. Rwy 8, left turn. CAT A,B or std. with a min. climb of 220' per NM until CAT C,D,E or std. with a min. climb of 470' per NM until. DEPARTURE PROCEDURE: Comply with RADAR vectors, or; Rwy 8, upon passing 5750 turn left/right as assigned direct ABQ VORTAC. Rwys 12,17,21, turn right. Rwys 3,30,35, turn left. All aircraft climb direct ABQ VORTAC. Departures on ABQ R-147 CW R-023 climb on course. Departures on ABQ R-024 CW R-146 climb in ABQ VORTAC holding pattern (W, left turns, 077 inbound) to cross ABQ VORTAC at or above airway MEA/MCA. ANGEL FIRE, NM ANGEL FIRE TAKE-OFF MINIMUMS: Rwy 35, NA-obstacles. Rwy 17, CAT A, B, C std. with a min. climb of 420' per NM to MSL. CAT D NA. DEPARTURE PROCEDURE: Rwy 17, use ANEKE RNAV DEPARTURE. NOTE: Rwy 17, road 1540' from departure end of runway, on centerline, 8455' MSL. 10 MAY 2007 to 07 JUN TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES C1 SW-1

23 07130 C2 TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES 10 MAY 2007 to 07 JUN 2007 ASPEN, CO ASPEN-PITKIN COUNTY/SARDY FIELD TAKE-OFF MINIMUMS: Rwy 15, NA. Rwy 33, or with a min. climb of 460' per NM to DEPARTURE PROCEDURE: Climb heading 340 to 8700, then climbing left turn to heading 270 to intercept and proceed via I-PKN northwest course outbound on backcourse and DBL R-244 outbound to GLENO Int/DBL 22.7 DME. Climb in GLENO holding pattern (SW, left turns, 064 inbound) to cross GLENO at before proceeding in route. NOTE: Rwy 33, 8179' tree 3447' from departure end of runway, 1379' left of centerline. BELEN, NM ALEXANDER MUNI TAKE-OFF MINIMUMS: Rwys 3,21, std. with min. climb of 326' per NM to 11700, or for climb in visual conditions. DEPARTURE PROCEDURE: Rwys 3, 21, for climb in visual conditions: cross Alexander Municipal Airport at or above BUCKLEY AFB (KBKF) AURORA, CO Rwy 14, 700-1* * Or standard with minimum climb of 240/NM to TAKE-OFF OBSTACLES: Rwy 14: Rising Terrain 5685 to 5700 MSL from departure end of rwy, right of centerline. BUENA VISTA, CO CENTRAL COLORADO REGIONAL TAKE-OFF MINIMUMS: Rwy 15, std. with a min. climb of 400' per NM to 8200 then 340' per NM to Rwy 33, NA-due to terrain. DEPARTURE PROCEDURE: Rwy 15, use PUEBLO RNAV DEPARTURE. Rwy 33, NA-due to terrain. NOTE: Rwy 15, tree 4468' from departure end of runway, 659' right of centerline, 60' AGL/8159' MSL. BUTTS AAF (KFCS) FORT CARSON, CO Rwy 31, 400-1* * Or standard with a minimum climb of 210/NM to Rwy 13 climbing left turn heading 080 within 1 mile. Rwy 3l climbing right turn heading 80 within 1 mile. All aircraft continue climb via hdg 080 until joining V-81. CANON CITY, CO FREMONT COUNTY TAKE-OFF MINIMUMS: Rwy 29, or std. with a min. climb of 450' per NM to DEPARTURE PROCEDURE: Rwy 11, climb runway heading. Rwy 29, turn left heading 115. All aircraft intercept and climb via PUB VORTAC R-262 (V244) PUB VORTAC before proceeding on course. CLAYTON, NM CLAYTON MUNI TAKE-OFF MINIMUMS: Rwy 30, or std. with a min. climb of 244' per NM until COLORADO SPRINGS, CO CITY OF COLORADO SPRINGS MUNI TAKE-OFF MINIMUMS: Rwy 30, or std. with a min. climb of 220' per NM to DEPARTURE PROCEDURE: Rwys 12,17L,17R, turn left. Rwys 30,35L,35R, turn right. All aircraft climb direct BRK VORTAC. Aircraft departing on BRK R-325 CW R-153 climb on course. Aircraft departing BRK R-154 CW R-324 climb in BRK holding pattern (NW, left turns, 154 inbound) to cross BRK VORTAC at or above CORTEZ, CO CORTEZ MUNI TAKE-OFF MINIMUMS: Rwy 21, DEPARTURE PROCEDURE: Rwy 3, left turn. Rwy 21, right turn, climbing direct to CEZ VOR. Aircraft northwestbound V391 continue climb on course to 9800 or above; southeastbound V391, V211, and direct HBU VOR/DME, continue climb on R-295 to 8000, left climbing turn to recross CEZ VOR at or above Aircraft enroute HBU VOR/DME and able to climb 230' per NM to may climb on course (CEZ R-034) to or above. CRAIG, CO CRAIG-MOFFAT TAKE-OFF MINIMUMS: Rwys 7,25, 800-1¼, or std. with a min. climb of 400' per NM to DEPARTURE PROCEDURE: Rwys 7,25, climb direct CHE VOR/DME and hold (W, right turns, 108 inbound) climbing to: aircraft departing CHE R-213 CW R-296 depart on course; all others continue climbing to cross CHE at or above; CHE R-076 CW R , R-115 CW R , and R-297 CW R DEMING, NM DEMING MUNI TAKE-OFF MINIMUMS: Rwy 4, NA. DEPARTURE PROCEDURE: WESTBOUND: Rwy 8, climbing left turn heading 214 ; Rwy 22, climbing right turn heading 302 ; Rwy 26, climbing right turn heading 275 ; intercept DMN VORTAC R-258 then via V94 on course. EASTBOUND: Rwy 8, climb direct DMN VORTAC; Rwys 22, 26, climbing right turn direct DMN VORTAC; then via V94 on course. NORTHBOUND: Rwy 8, climb direct DMN VORTAC; Rwys 22, 26, climbing right turn direct DMN VORTAC; then via V110 on course. 10 MAY 2007 to 07 JUN TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES C2 SW-1

24 07130 C3 TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES DENVER, CO CENTENNIAL TAKE-OFF MINIMUMS: Rwys 17L,17R, or std. with a min. climb 240' per NM to DEPARTURE PROCEDURE: Comply with SID or RADAR vectors, or: Rwys 10,17L,17R, turn left. Rwys 28, 35L, 35R turn right. All aircraft climb direct DEN VOR/DME. Departures on DEN R-313 CW R-178, climb on course. All others continue climbing in DEN VOR/DME holding pattern (S, right turns, 340 inbound) to cross. DEN VOR/DME at or above: R-179 CW R ; R-234 CW R ,500. DENVER INTL DEPARTURE PROCEDURE: Rwys 17R,35L, turn left/ right. Rwys 16L,16R,25,26, turn left. Rwys 7, 8, 17L, 34L,34R, 35R, turn right. All aircraft climb direct DEN VOR/DME. Departures on DEN R-313 CW R-178, climb on course. All others continue climbing in DEN VOR/DME holding pattern (S, right turns, 340 inbound) to cross DEN VOR/DME at or above: R-179 CW R ,000; R-234 CW R ,500. EAGLE, CO EAGLE COUNTY REGIONAL TAKE-OFF MINIMUMS: Rwy 7, , or with a min. climb of 480' per NM to Rwy 25, or with a min. climb of 750' per NM to DEPARTURE PROCEDURE: Rwys 7, 25, use GYPSUM DEPARTURE. NOTE: Rwy 7, 7139' MSL tree 7200' from departure end of runway, 2200' right of centerline. Rwy 25, 7739' MSL tree 12100' from departure end of runway, 2250' right of centerline. ERIE, CO ERIE MUNI TAKE-OFF MINIMUMS: Rwy 15, or std. with a min. climb gradient of 270' per NM to DEPARTURE PROCEDURE: Rwys 9,15, turn right; Rwys 27,33, turn left; climb direct BJC VOR/DME. Departures on BJC R-340 CW R-150 climb on course. All others climb in BJC holding pattern (NE, left turns 203 inbound) to cross BJC VOR/DME at or above 13300, or comply with RADAR vectors. 10 MAY 2007 to 07 JUN 2007 FRONT RANGE DEPARTURE PROCEDURE: Comply with SID or radar vectors, or: Rwys 8, 17, 18, 26 turn right. Rwys 35, 36, turn left. All aircraft climb direct DEN VOR/DME. Departures on DEN R-313 CW R-178 climb on course. All others continue climbing in DEN VOR/DME holding pattern (S, right turns, 340 inbound) to cross DEN VOR/DME at or above: R-179 CW R ; R-234 CW R-312, ROCKY MOUNTAIN METROPOLITAN DEPARTURE PROCEDURE: Comply with SID or RADAR vectors, or: Rwys 11L,11R,20, turn left climb direct DEN VOR/DME. Rwys 2,29L,29R, turn right climb direct DEN VOR/DME. Departures on DEN R-313 CW R-178 climb on course. All others continue climbing in DEN VOR/DME holding pattern (hold south, right turn, 340 inbound) to cross DEN VOR/DME at or above: R-179 CW R-233, 10000; R-234 CW R-312, DURANGO, CO DURANGO-LA PLATA COUNTY TAKE-OFF MINIMUMS: Rwy 2, DEPARTURE PROCEDURE: Rwy 2, turn right. Climb direct DRO VOR/DME, continue climb via DRO R-204 to 8000, then climbing right turn direct DRO VOR/DME. Rwy 20, climb via I-DRO SW course to 8000 then climb right turn direct DRO VOR/DME. eastbound through westbound (090 CW 272 ) climb on course. Westbound through eastbound (273 CW 089 ), continue climb in DRO VOR/DME holding pattern (SW left turns, 030 inbound) to before proceeding on course. FARMINGTON, NM FOUR CORNERS REGIONAL TAKE-OFF MINIMUMS: Rwys 11, 29, NA. DEPARTURE PROCEDURE: Rwy 5, climb runway heading to 6300 before turning left. Rwy 23, climb runway heading to 6500 before turning left. FORT COLLINS, CO FORT COLLINS-LOVELAND MUNI TAKE-OFF MININMUMS: Rwys 6,24, NA. DEPARTURE PROCEDURE: Rwy 15, turn left. Rwy 33, turn right. All aircraft climb direct GLL VORTAC. Departures on GLL R-301 CW R-212 climb on course. All others continue climbing in GLL holding pattern (NE, right turns, 205 inbound) to cross GLL VORTAC at or above: R-213 CW R-257, 11200; R-258 CW R-300, ; or comply with SID or RADAR vectors. GALLUP, NM GALLUP MUNI TAKE-OFF MINIMUMS: Rwy 6, CAT A,B or std. with a min. climb of 300' per NM until passing CAT C,D or std. with a min. climb of 320' per NM until passing Rwy 24, or std. with a min. climb of 370' per NM until passing DEPARTURE PROCEDURE: Rwy 6, turn left. All aircraft climb direct GUP VORTAC. Departures via GUP R-190 CW R-242 climb on course. Departures via GUP R-243 CW R-189 climb in GUP holding pattern (SW, right turns, 047 inbound) to cross GUP at or above. 10 MAY 2007 to 07 JUN TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES C3 SW-1

25 MAY 2007 to 07 JUN C4 TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES GRAND JUNCTION, CO WALKER FIELD TAKE-OFF MINIMUMS: Rwy 4, NA-Obstacles. Rwy 11, std. w/ a min. climb of 321' per NM to 8500, or for climb in visual conditions. Rwy 22, NA-Obstacles, facility reception (JNC VORTAC). Rwy 29, std. w/ a min. climb of 357' per NM to 8500, or for climb in visual conditions. DEPARTURE PROCEDURE: Rwy 11, climb via heading 112 to 6000, then climbing right turn via heading 300 until receiving JNC VORTAC, then direct to JNC VORTAC, or for climb in visual conditions: cross Walker Field westbound at or above 7300, then proceed direct JNC VORTAC, thence... Rwy 29, climb via heading 292 to 6000, then climbing left turn via heading 205 until receiving JNC VORTAC, then direct to JNC VORTAC, or for climb in visual conditions: cross walker field westbound at or above 7300 then proceed direct JNC VORTAC, thence......climb in JNC VORTAC holding pattern (hold West, left turn, 075 inbound) to cross JNC VORTAC at or above (10300 southbound) for route of flight before proceeding on course. NOTE: Rwy 11, multiple poles, obstruction lighting and trees beginning 253' from departure end of runway, 266' left of centerline, up to 100' AGL/4949' MSL. GRANTS, NM GRANTS-MILAN MUNI TAKE-OFF MINIMUMS: Rwy 13, or std. with a min. climb of 420' per NM to Rwy 31, NA. DEPARTURE PROCEDURE: Rwy 13, climb runway heading to join V12 at or above before proceeding on course. GREELEY, CO GREELEY-WELD COUNTY DEPARTURE PROCEDURE: Rwys 9,16,17, climbing left turn; Rwys 27, 34, 35, climbing right turn. All aircraft climb direct GLL VORTAC. Then climb in GLL VORTAC holding pattern (NE, right turns, 205 inbound) to cross GLL VORTAC at or above MEA/MCA for direction of flight, or comply with DP or RADAR vectors. GUNNISON, CO GUNNISON-CRESTED BUTTE REGIONAL TAKE-OFF MINIMUMS: Rwy 6, or with a min. climb of 550' per NM to Rwy 24, or with a min. climb of 350' per NM to Rwys 17, 35, NA. DEPARTURE PROCEDURE: Rwy 6, at departure end of runway, climb heading 072 to 9500 then climbing right turn direct HBU VOR/DME. Aircraft unable to maintain 550' per NM must maneuver visually to depart the 11 DME fix inbound to the HBU VOR/DME on the HBU R-062 at or above Rwy 24, climb runway heading to 8400 then climbing left turn direct HBU VOR/DME. Aircraft unable to maintain 350' per NM must maneuver visually to depart the 4 DME fix inbound to the HBU VOR/DME on the HBU R-010 at or above All aircraft continue climbing in HBU holding pattern (SW, left turns, 031 inbound) to depart HBU VOR/DME at or above: R-261 CW R-280, 10800; R-281 CW R-189 and R-191 CW R-260, 13000; R-190, TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES C4 HAYDEN, CO YAMPA VALLEY TAKE-OFF MINIMUMS: Rwy 10, or std. with a min. climb of 325' per NM to Rwy 28, or std. with a min. climb of 300' per NM to DEPARTURE PROCEDURE: Rwy 10, climbing right turn direct CHE. Rwy 28, climb direct CHE. Aircraft departing on CHE R-252 CW R-296 depart on course. All other aircraft continue climbing on CHE holding pattern (W, right turns, 108 inbound) to cross CHE at or above: R-076 CW R-114, 10000; R-115 CW R-212 and R-297 CW R-075, 11300; R-213 CW R-251, HOBBS, NM LEA COUNTY RGNL TAKE-OFF MINIMUMS: Rwy 8, std. w/ a min. climb of 218' per NM to 4300, or alternatively, with standard takeoff minimums and a normal 200'/NM climb gradient, takeoff must occur no later than 1600' prior to departure end of runway. NOTE: Rwy 3, multiple trees beginning 546' from departure end of runway, 811' right of centerline, up to 40' AGL/3700' MSL. Sign 822' from departure end of runway, 694' left of centerline, 38' AGL/3676' MSL. Rwy 8, tower 3 NM from departure end of runway, 2587' right of centerline, 515' AGL/4120' MSL. Rwy 12, road at departure end of runway, 112' right of centerline, 15' AGL/3654' MSL. Rwy 17, obstruction light on glideslope, 1014' from departure end of runway, 486' rightof centerline, 37' AGL/3687' MSL. Rwy 21, tree 1304' from departure end of runway, 726' right of centerline, 46' AGL/3690' MSL. Rwy 26, road 253' from departure end of runway, across centerline, 15' AGL/ 3669' MSL. Rwy 30, wind sock 103' from departure end of runway, 280' left of centerline, 16' AGL/3675' MSL, pole 1035' from departure end of runway, 540' right of centerline, 25' AGL/3689' MSL. Rwy 35, multiple fences, roads and poles beginning 103' from departure end of runway, across centerline, up to 37' AGL/3696' MSL, pole 299' from departure end of runway, 495' left of centerline, 25' AGL/ 3689' MSL, pole 293' from departure end of runway, 94' right of centerline, 25' AGL/ 3682' MSL. HOLLOMAN AFB (KHMN) ALAMOGORDO, NM Rwy 7, NA Rwy 16, 22, 25, 34, Radar Vectors Required. HOLYOKE, CO HOLYOKE NOTE: Rwy 14, trees 2012' from departure end of runway, 29' left of centerline, 100' AGL/3829' MSL. Rwy 32, trees 1009' from departure end of runway, 697' left of centerline, 100' AGL/3839' MSL. SW-1 10 MAY 2007 to 07 JUN 2007