While that article is written for virtual pilots, is does have some pretty good info.
Departure procedures from a controlled airport can be as easy as “fly runway heading” or “turn right 320” before contacting departure; to difficult ones like one I do often, the Teterboro Five off of runways 19 or 24:
Climb runway heading until leaving 800 feet, then
turn right heading 280^. Maintain 1500 feet until crossing the TEB R-250 and
passing TEB 4.5 DME, then climb and maintain 2000 feet (non-DME aircraft
maintain 1500 feet until crossing PNJ NDB 015^ bearing, then climb and
maintain 2000 feet.) Thence . . . .
24 is similar.
Even more complicated are DPs in montainous terrian, like this one out of Aspen (KASE)
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
Out of uncontrolled airports the unaware could find themselves in a world of hurt. For instance, I was leaving an airport in West Virginia once, and the clearance I got over the phone with the release time was “Direct XYZ VOR.” That’s all well and good, but there’s a mountain between the airport and the VOR. You have to make sure you read the obstacle clearance departure and follow it; which was something like turn left to cross over the field and fly the 183 radial to ABC VOR, climb to 7000 before proceeding on course, if you’re not at 7000 before reaching ABC VOR, climb in holding pattern on the 183 radial… I did just that, and when we got in touch with the controller after takeoff he asked us where we were going. I told him we were following the departure procedure instructions so we don’t run into any cumulo-granite. (i didnt really) He was quiet after that. had I followed his instructions we would have run smack into the hillside. (it’s happened plenty of times before. one recent report I read was a lifeguard Lear finishing up a long day in the middle of the night and ran into a mountain after leaving… Palm springs maybe? I cant remember the airport, but they just flew out straight, didnt follow the procedures and killed themselves.)
It’s easier to miss if you’re using NOS charts, you have to see the little ‘alternate takeoff minimums’ symbol on the plate and flip to the front of the book. With Jepp charts theyre right there on the back of the airport diagram. (or on their own page).