Narrative:

Upon encountering stronger than expected headwinds while enroute to the west coast, I and the first officer agreed to ask for an amended clearance to refuel in ogd. This became a night approach to an airport at which neither of us had ever lnded. After the short fuel stop, the first officer called S56 and stated that we would be ready for departure in ten minutes from runway 3. S56 came back with a clearance to our destination via slc, bvl, then direct, climb and maintenance FL350. Finding no departure procedure behind the airport diagram. The first officer briefed the departure from the ILS runway 3 nos plate. The takeoff procedure in front of the nos book textually describes a left hand turn after departure to ogd VOR, and then on course. Noting our initial turn was to the west, the first officer looked over the nos plate for a terrain description and noticed the high spot elev to the southeast, with couple of other points to the north. After takeoff, we began to climb and I called for the after takeoff checklist when we both noticed the rising terrain in the distance. I then executed the prescribed takeoff procedure and the first officer contacted S56, who cleared us to the bvl VOR and on course, for an uneventful flight. Please consider amending the prescribed takeoff procedure for this airport. It would be great to have a graphical description of the obstacle clearance departure procedure, or at least consider placing a numerical DME value to the textual takeoff procedure.

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Original NASA ASRS Text

Title: FA-20. DEPARTING OGD. THE CREW FOUND THE DEP DEPICTION AND TERRAIN AWARENESS PROVIDED BY THE DOD FLIP CHART INADEQUATE.

Narrative: UPON ENCOUNTERING STRONGER THAN EXPECTED HEADWINDS WHILE ENROUTE TO THE W COAST, I AND THE FO AGREED TO ASK FOR AN AMENDED CLRNC TO REFUEL IN OGD. THIS BECAME A NIGHT APCH TO AN ARPT AT WHICH NEITHER OF US HAD EVER LNDED. AFTER THE SHORT FUEL STOP, THE FO CALLED S56 AND STATED THAT WE WOULD BE READY FOR DEP IN TEN MINUTES FROM RWY 3. S56 CAME BACK WITH A CLRNC TO OUR DESTINATION VIA SLC, BVL, THEN DIRECT, CLB AND MAINT FL350. FINDING NO DEP PROC BEHIND THE ARPT DIAGRAM. THE FO BRIEFED THE DEP FROM THE ILS RWY 3 NOS PLATE. THE TKOF PROC IN FRONT OF THE NOS BOOK TEXTUALLY DESCRIBES A L HAND TURN AFTER DEP TO OGD VOR, AND THEN ON COURSE. NOTING OUR INITIAL TURN WAS TO THE W, THE FO LOOKED OVER THE NOS PLATE FOR A TERRAIN DESCRIPTION AND NOTICED THE HIGH SPOT ELEV TO THE SE, WITH COUPLE OF OTHER POINTS TO THE N. AFTER TKOF, WE BEGAN TO CLB AND I CALLED FOR THE AFTER TKOF CHKLIST WHEN WE BOTH NOTICED THE RISING TERRAIN IN THE DISTANCE. I THEN EXECUTED THE PRESCRIBED TKOF PROC AND THE FO CONTACTED S56, WHO CLRED US TO THE BVL VOR AND ON COURSE, FOR AN UNEVENTFUL FLIGHT. PLEASE CONSIDER AMENDING THE PRESCRIBED TKOF PROC FOR THIS ARPT. IT WOULD BE GREAT TO HAVE A GRAPHICAL DESCRIPTION OF THE OBSTACLE CLRNC DEP PROC, OR AT LEAST CONSIDER PLACING A NUMERICAL DME VALUE TO THE TEXTUAL TKOF PROC.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.