The placement of "Lower Than Standard Takeoff Minimums If Authorized" notes on Jeppesen SID charts versus airport taxi charts reflects a distinction in charting methodology rather than a difference in regulatory authority. Takeoff minimums at airports like KMIA are tied to the runway and airport environment — not to a specific departure procedure — and are formally published in the FAA's Terminal Procedures Publication under the Takeoff Minimums and Obstacle Departure Procedures section, which Jeppesen renders on its 10-9 series pages. The Jeppesen 20-9A taxi chart aggregates runway-by-runway minimums in one location, making it the natural home for a note indicating that lower-than-standard minimums exist and are available to authorized operators. Individual SID charts are not required to repeat that note in order for the authorization to apply, which explains the apparent inconsistency between the Miami 2 Departure and the GWADA SID.
The governing regulatory question is whether an operator holds the appropriate authorization to use those lower minimums — not whether the specific SID chart carries the note. For Part 121 and Part 135 operators, that authorization comes through OpSpec C059, which lists specific airports and runways where lower-than-standard takeoff minimums are approved for that certificate holder. Part 91 Subpart K (fractional) operators require a corresponding MSpec authorization. A pure Part 91 operator has no avenue to use lower-than-standard takeoff minimums through OpSpec or MSpec, since those instruments are exclusive to commercial certificate holders; absent a specific regulatory authorization, Part 91 operators are held to standard minimums per 14 CFR 91.175(f). If KMIA has published lower-than-standard minimums for specific runways in the FAA TPP — which the taxi chart note confirms — an OpSpec C059-authorized Part 135 or 121 operator can use those minimums on any departure from those runways, including the Miami 2, provided the aircraft category and runway meet the published criteria.
The reason the GWADA SID carries the note while the Miami 2 Departure does not is most likely a charting currency and editorial decision by Jeppesen, not a regulatory demarcation. Jeppesen revises charts on staggered cycles, and not all SID plates at a given airport are necessarily updated simultaneously. Some chart revisions trigger a review of all embedded notes and cross-references, causing newer or recently revised plates to carry updated annotations while older, unchanged plates may omit them. It is also possible the GWADA SID was constructed or revised at a time when Jeppesen's editorial standard called for explicit repetition of the lower-minimums note on procedure charts, while the Miami 2 Dep predates or postdates that practice. Neither the presence nor absence of the note on a SID chart alters the underlying regulatory authorization structure.
For professional pilots operating under Part 135 or 121, the operationally correct approach is to consult both the 10-9 series airport minimums page and the specific OpSpec authorization before dispatching below standard minimums, rather than relying on the presence or absence of a note on the SID plate. The source of truth for lower-than-standard takeoff minimums is the FAA TPP Takeoff Minimums section for the airport, cross-referenced against the operator's OpSpec. SID charts reflect procedure-specific climb gradient requirements, obstacle clearance notes, and ATC routing constraints — their failure to repeat a minimums note does not constitute a prohibition. Crews operating into KMIA regularly should be aware that the Miami area SID inventory is large and charted across multiple Jeppesen revision cycles, making inter-chart note consistency an ongoing issue that rewards direct reference to the 10-9 source page before each departure.