Roy,

1) Thanks for the update. I hadn't realized that the DP had changed.

2) I'm based at KCNH, and had the same thought. Even with the old DP
(no altitude requirement for turn), I never had to climb in the holding
pattern. (Granted that I'm usually flying a C172 with two people and
180 HP up front.) I presume that this is a safeguard for an aircraft
with an anemic climb rate (hot summer, heavily loaded, etc.). Even so,
there would have to be a pretty strong headwind (if I did the math
right, about 50kt head wind if you assume 80kt TAS and 500 fpm climb
rate) to keep you close enough to the airport to require a climb in the
holding pattern.

Actually, upon closer inspection (anyone please correct me if I'm
missing something), it seems that, due to the requirement that you fly
the specified heading to 2500' before the turn, the climb rate doesn't
really matter, just the headwind, no?

Dan

Roy Smith wrote:
I was in Claremont NH (KCNH) today. The DP reads (per a recent FDC
notam; it's different from what's published):

DEPARTURE PROCEDU
RWY 11: CLIMB VIA HEADING 109 TO 2500 THEN CLIMBING RIGHT
TURN DIRECT CNH NDB, CLIMB IN HOLDING TO 3000 BEFORE
PROCEEDING ON COURSE.
RWY 29: CLIMB VIA HEADING 289 TO 2500 THEN CLIMBING LEFT TURN
DIRECT CNH NDB, CLIMB IN HOLDING TO 3000 BEFORE PROCEEDING ON
COURSE.

What's strange is the climb in the holding pattern. The airport
elevation is 545. You climb about 2000 feet on runway heading, then
turn around and head back to the airport while still climbing. I'm
having a hard time envisioning any scenario where you would get back to
CNH NDB (which is on the field) and not be at 3000 yet.

Is there something I'm missing?


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