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.