Caveat I’m not a CFI but am at least a non- current instrument pilot, but this is option #3 of the possible SID types below and tends to be the least clear on the NACO govt charts:
1. Pilot Nav (own navigation from takeoff to transition).
2. Radar vectors (initial heading and climb, expect radar vectors to transition).
3. Hybrid (initial climb instructions, wait for radar vectors to rejoin a segment of the pilot nav portion and then resume own navigation).
The page 1 description and the page 2 description of the PEKNN transition also conflict with each other, because I think page 1 is telling you what to expect and page 2 is telling you what to do in case of lost comms.
Page 1 says: “Expect vectors to intercept CLT R-093 to GIPPR then SDZ R-272 to PEKNN.”
So raw data you would have CLT VOR tuned in NAV1 and CRS set to 093, heading bug set to 150. Take off, passing 400 Ft AGL turn left heading 150 and climb to your initially assigned altitude in your clearance (which should be greater than or equal to 2400 ft) and contact departure. Expect vectors for a left turn to intercept that 093 radial you have set up in NAV1.
If you’ve got an IFR GPS or ForeFlight for simplicity’s sake I’d make the route KJQF.CLT.GIPPR.PEKKN but expect to sequence the active route segment you’re intercepting to be the one between CLT and GIPPR. Then having done all this prep work expect ATC to throw it all out the window and give you direct anyway, but at least you’re prepared.
As far as the at or above 2400 vs 3000 ft top altitude thing that seems like kind of lazy SID design to me - they didn’t tie the at or above 2400 to a specific DME or fix like a regular crossing restriction, so I think this really goes back to page 2 and the lost comm procedure. If your radio dies before switching to departure and you’re in IMC, turn left heading 150 and climb to at least 2400 before making any other turns. At that point the page 2 thence maintain 3000 applies, so now your own to continue the left turn back to CLT VOR continuing your climb between 2400 and 3000. From over the top of CLT turn right and intercept the R-093 outbound observing the minimum altitude restrictions on each of the subsequent route segments, hopefully break out on top and get yourself to some VFR weather if possible and land.
Apologies to any CFIIs if I blew that, feel free to correct. I think
@ZapBrannigan is right that the Jepp charts are always more clear on these hybrid type SIDs and really do a better job showing your expected radar vector between your initial heading and where you pick up the pilot nav segment.
Edit: A more clear example of a hybrid radar vector then pilot nav SID is the Skyline 1 departure out of Oakland CA shown here:
Departing runway 30 fly heading 296 and climbing to cross the OAK 4 DME at or above 1400 but less than 2000 (this top altitude is so you don’t get smushed by SFO departures climbing above you), and then what isn’t super clear on the chart… pause and wait for radar vectors from norcal departure. Departure will give you a left turn and a climb to intercept the PYE R-135 outbound to PORTE and you’ll fly the rest of the SID pilot nav after that. If you’re lost comms with Norcal departure after that 4 dme restriction then the dotted line segment showing the heading 200 and at or above 3000 restriction is a lost comms procedure to get you back onto the pilot nav portion of the SID, because if you blindly fly heading 296 at 2000 ft you may crash into Mt Tam at 2600 ft elevation.