Chapter 5 Arrival Charts

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Chapter 5 Arrival Charts Chapter 5 Arrival Charts §5.1 Introduction §5.2 The Layout & Information of STAR Charts §5.3 Example §5.1 Introduction Standard terminal arrival route (STAR) procedures provide a method for leaving the enroute structure and transitioning into a busy or congested terminal area. They typically terminate with an instrument or visual approach procedures. STAR propose: STARs are designed to simplify arrival procedures for pilots and air traffic controllers by streamlining ATC instructions for frequently used arrival patterns. For Example: To illustrate how arrival procedures can be used to simplify a complex clearance and reduce frequency congestion, consider the following clearance: Cessna 1732G, cleared to the Seattle/Tacoma International Airport as filed. Maintain 12,000. At the Ephrata VOR, intercept the 221° radial to CHINS intersection. Intercept the 284° radial of the Yakima VOR to SNOMY intersection. Cross SNOMY at 10,000. Continue via the Yakima 281° radial to AUBRN intersection. Expect radar vectors to the final approach course. If a STAR is published for this arrival procedure, look at what the clearance can become: Cessna 1732G, cleared to Seattle/Tacoma International Airport as filed, then CHINS TWO ARRIVAL, Ephrata Transition. Maintain 10,000 feet. This brief transmission conveys the same information as the longer example, while reducing the chance for misunderstanding, and freeing the frequency quicker. In most regions, "STAR" is the term used for arrival routes, but some charts use the term "ARRIVAL." In most cases, the terms are considered synonymous. §5.1.1 STAR vs ARRIVAL However, in a few regions, a distinction is made between a STAR and an arrival chart. Arrival charts represent preferred routes approaching the airport. There is no specific standardized arrival route that can be filed by name on a flight plan. ARRIVAL identifier STAR identifier Arrival charts are normally filed in the Jeppesen Airway Manual before the departure charts for the corresponding airport. A white-on-black box located on the upper right corner of the chart identifies the chart as a STAR. §5.1.2 Locating Arrival Charts How to find a arrival chart for a particular airport: • Look up the city in which the airport is located. • Look up the airport name. • The index number at the top of the chart ends in "0-2" for arrival charts. When more than one arrival chart exists for an airport, their index numbers are listed in alphabetic sequence. • One or several arrival procedures may be displayed on one chart, with the name of the arrival listed at the top of the plan view section. Some airports may use arrival procedures for another airport in the area. § 5.2 The Layout & Information of STAR Charts • The Heading • Plan View • Heading Border • Communications • Transition Altitude/Level • Restrictions §5.2.1.1 Heading Border The heading border data located at the top border of each Jeppesen arrival chart, contains standard information to help you quickly identify and retrieve the proper arrival procedure. Primary Airport Name Revised Dates Index Number Effective Dates Location Name Chart Procedure Identifier • STAR • ARRIVAL Chart procedure identifier Chart Procedure Identifier • LOST COMM STAR: A LOST COMM provides arrival procedures that address only lost communication procedures. Location Name Primary Airport Name Chart Index Number Dates §5.2.1.2 Communications • D-ATIS: This symbol indicates that digital ATIS (Automatic Terminal Informal Service) is available for those aircraft that have the equipment to receive it. • *ATIS §5.2.1.3 Transition Level and Altitude §5.2.1.4 Chart Restrictions In addition to the name of the arrival, the chart title may include any number of restrictions, such as: • Type of aircraft • Speed • Onboard Equipment • Ground-based Equipment • Abatement Procedure Some routes are designated specifically for jet, turboprop, or non-turbojet airplanes. Type of Aircraft Restrictions on speed are often noted in a reverse type box with several criteria for the pilot to follow. Speed Onboard Equipment Some arrivals are designed for aircraft with specific equipment; for example, DME, GPS, or RNAV. Equipment required may be specified in the title, or in this case, special procedures might be required if certain equipment is not available. Ground-based Equipment When an arrival is based on specific groundbased equipment, it may include restrictions if that equipment is not operative. For example, in this chart, you only use this chart when the Glasgow VOR is unserviceable. In this situation, primary navigation is conducted using the Glasgow NDB as an alternative navaid. Abatement Procedure §5.2.2 Plan View • Chart Naming and Numbering • Orientation • Airports • Navaids and Fixes • Flight Tracks • Navigation Planning §5.2.2.1 Chart Naming and Numbering Generally, arrival procedures are named after the first fix on the STAR . Sometimes a plan view displays more than one arrival procedures. When several arrivals are named from the same fix , they are distinguished numerically (if the procedure name does not include a number) or alphabetically (if the procedure name does include a number).
Typically in the United States, transition routes guide pilots from the enroute structure to a specific fix in the STAR. In these cases, the STAR name is usually the same as the last fix on the enroute transitions where they come together to begin the STAR. A few arrival charts, such as the 10-2A chart for Warsaw, are simply named “ARRIVAL PROCEDURE,” followed by the designations of applicable runways for the route charted. These charts represent preferred arrival routes approaching the airport. With the arrival name, a number of other important data may be listed: • Computer code • Arrival type • Arrival direction • Runway designation Computer Code For airports that have computerized their route identification for flight planning/filing purposes, the computer code for a particular arrival procedure is displayed in parentheses following the route name. This is omitted when there are no computerized routes for an airport. The type of arrival is enclosed in parenthesis following the name of the arrival. Arrival types could be: PILOT NAV, RNAV, VECTOR, DME, GPS, or LOST COMMS. For more information about the different types of arrivals, see the Flying an Arrival lesson later in this course. Arrival Type Many large airports have an arrival covering each of primary directions that an aircraft might approach an airport, such as “FROM EAST” Arrival Direction If an arrival applies to specific runways, these will be listed just below the title. Otherwise , they are specified in the plan view of the chart. Runway Designation §5.2.2.2 Orientation North arrow Not To Scale Arrival charts may include any of the following types of boundaries: • Region borders between countries or states • Transition level boundaries • Special use airspace boundaries Region Borders Transition level boundaries When special use areas (SUAs) are referenced in the arrival procedure, they are charted on the plan view. In addition to the outlined depiction for the area, the following information may be included: • Identifier: The Identifier includes three items of information: the country code (on U.S. charts the country designation is omitted), the type of SUA — (P)rohibited, (D)anger, or (R)estricted — and a sequential number. Special Use Airspace Boundaries • Lower and upper limits • Time of operation When times of operation and limits are omitted, refer to the corresponding enroute chart for additional information. §5.2.2.3 Airports Most arrival charts are designed for one airport , referred to as the primary airport. The primary airport is displayed in the plan view by as a shaded circular area, centered on an outlined sketch of all active or temporarily closed runways.
When the procedure also serves other airports, a notation is included in the plan view lists the additional airports served. Also, the elevations and runway information are listed nearby the airports. §5.2.2.4 Navaids and Fixes Arrival routes are defined by various navigation facilities in the area. Typically, the arrival chart shows all the navaids that define the route within the plan view section of the chart. Also, along the route, there may be designated locations that provides a means for checking the progress of your flight .Again ,these fixes may be defined by their relative position to various navaids, as well as latitude and longitude positioning.
Navaid On the STAR chart, the navaid has not the symbol of the magnetic north! Occasionally, a chart references a navaid that is not located on the chart . In lieu of the navaid symbol , the plan view provides the navaid identifier, frequency, and Morse code. §5.2.2.5 Flight Tracks • Arrival Tracks • Transition Routes • Radar Vectors • Holding Patterns • Visual Flight Tracks Arrivals Tracks An arrival track is depicted as bold, solid line with a prominent arrowhead at the end of the route segment. These tracks are typically annotated with the following information: • The magnetic course given as bearing from, or to, a specific navaid. On some routes, you fly a heading rather than receive positive course. In this case, the letter “hdg” are printed with the magnetic bearing. • The distance in nautical miles. Occasionally, the distance will also be given in DME. In such cases, the number is preceded by the letter D. • The expected altitude at which you will fly the segment. Altitudes are established above mean sea level in feet, or , when the altitude is preceded by the letters FL, as flight level. Altitudes may be given as either MEAs, MOCAs, or MAAs. The MEA is the minimum enroute altitude that guarantees navigation radio reception for the stations that define the route and least 1,000 feet obstacle clearance in non-mountainous terrain areas. For areas with mountainous terrain, the MEA guarantees 2,000 feet obstacle clearance. The MEA is the most common altitude shown on arrival charts. For example, the MEA between the JASON and GILBY intersections on Washington’s Jasen Three arrival is 5,000 feet. MEA The MOCA is the Minimum Obstruction Clearance Altitude. When this altitude is maintained, you are guaranteed obstacle clearance, but navigation radio reception is only assured within 22 nautical miles of the station. MOCA altitudes are shown in the same manner as MEA altitudes, except that the letter “T” follows the altitude limit. MOCA A maximum authorized altitude (MAA) is a ublished altitude representing the maximum usable altitude or flight level for an airspace structure or route segment. It is the highest altitude on a Federal airway, jet route, RNAV low or high route, or other direct route for which an MEA is designated at which adequate reception of navigation signals is assured. MAA
Transition Routes Transition routes provided guidance from the enroute structure to a common fix where the arrival route begins.( They are most commonly found in the USA) Transition routes are depicted in the plan view with bold , dashed line . An arrowhead located at the end of each route segment is added for emphasis to aid in the following the transition. Like arrival tracks, transition routes may be labeled with their name, distance, altitude, and bearing. Transitions are named with the navaid or fix that begins the transition, followed by the fix where the arrival route begins. Radar Vectors When ATC provides radar vectors in the arrival procedure, you will see a series of closely spaced arrowheads. These symbols are used only as a sample representation of the route that you will fly ,and therefore do not provide a specific course or heading. Instead, ATC assigns you the appropriate headings and courses as required.
Holding Patterns Hold altitude: • MHA: minimum holding altitude • MAX: maximum holding altitude Outbound Bearing Holding Fix Inbound Bearing Leg limit :When DME figures are associated with a holding course symbol, the first denotes the location of the holding fix. The second figure is the outbound limit. Time limit Holding speed limit §5.2.2.6 Navigation Planning • Routing information • Descent planning • Lost communications procedures • Speed limit procedures Routing Information Textual descriptions, when provided, give written details of each arrival route and transition. The text is separated and labeled in a manner that helps you clearly distinguish each flight track in the procedure. Descent Planning Lost Communications Procedures When communication with ATC are lost while on an IFR flight, you are expected to follow standard lost communications procedures unless you have been advised to expected a specific clearance, or when other instructions are published in a lost communications procedures. For many arrivals, lost communications procedures are published in the plan view section of arrival chart, within a crosshatched or “LOST COMMS” border. In some airport, lost communications procedures are published in the plan view section of arrival chart, within “ ” border. If there is a individual published lost communication procedure for a specific airport, the STAR is displayed individually . Meanwhile, “LOST COMMUNICATION” is labeled nearby the type of arrival procedures. Altitude & Speed Limits Arrival charts often include speed limit restrictions or procedures for all or parts of the arrival procedure. when the speed limits apply to the entire procedure, the limit is typically part of procedure title, as shown here. In this case, no matter where on the procedure you are, if you are below 10,000feet,you have a max IAS of 250 knots. FRANKFURT/MAIN Airport In other cases, speed limits may simply be annotated to the portion of procedure to which they apply.
Finally, some speed limits are included as a boxed procedure. §5.3 Example • Flight Planning for Arrivals • Flying a Standard Arrival • Flying an RNAV Arrival • Flying with Lost Communications • Flying a Visual Arrival §5.3.1 Flight Planning for Arrivals Flight planning for arrivals offers different scenarios that might occur at the flight planning stage and ways ATC might respond to a flight plan. An IFR flight plan plays an integral role in communicating your intentions to ATC. When planning an arrival at an airport with published STARs, you should usually specify your preferred STAR on the flight plan form with route of flight.
If you plan to use a transition, include the transition code in your flight plan. In most cases, the transition identifier codes are found on STAR charts. If you do not specify a STAR in your flight plan, one may be assigned by ATC in your clearance. You're not required to accept a STAR, but you should let ATC know ahead of time if you choose not to use one .In the United States, you can do this by entering “NO STAR” in the remarks section of the flight plan .TO fly a STAR, you must have the charted procedure, or at least the textual description, in your aircraft. Generally, ATC responds to an IFR clearance request in one of two ways: • When ATC agrees to accommodate the routing filed with little or no change, the controller responds with an abbreviated IFR departure clearance and the phrase “cleared as tiled”. • When traffic congestion, weather, or other conditions warrant, the controller may specify a different STAR, route, or altitude than what you Requested. When you accept a clearance with a STAR, it assures the controllers that you are capable of complying with the requirements and restrictions of the STAR as published. It is your responsibility to review each STAR and refuse any procedure that is beyond the limits of your aircraft. Some charts indicate that you may request a deviation if you cannot comply with a published arrival procedure. Pilots unable to comply with this published arrival procedure may make a request to ATC for a non-standard arrival. §5.3.2 Flying a Standard Arrival §5.3.3 Flying an RNAV Arrival RNAV, also referred to as area navigation, is an all-encompassing term used to describe flight utilizing navigation by GPS, FMS, VOR/DME, LORAN, and INS systems. Using RNAV routes designed around waypoints, pilots can fly efficient, direct routes to their destinations. Each waypoint has a predetermined, unchanging, geographical position and is defined by longitude and latitude coordinates, or by position relative to a VOR/DME or VORTAC. On most STAR charts, even for those not designated as RNAV arrivals, navaids and intersections are identified with their geographical coordinates to accommodate GPS and FMS navigation equipment.
When a fix has been designed exclusively for use with RNAV equipment , Jeppesen charts identify it with a fourpointed star symbol. On some older charts, like in Lyon, some fixes are marked with both a star and triangle symbol, indicating they can be used for both RNAV- and VOR/DMEequipped aircraft. Newer chart formatting eliminates this dual symbology, leaving the star symbol exclusively for RNAV-only waypoints and the triangle for VOR/DME-identified intersections, which may also be accessed with RNAV equipment.
Although many arrivals can be flown using onboard RNAV navigation equipment, only those routes that use RNAV as the primary means of navigation are labeled as "RNAV“ arrivals. Usually these charts are identified under the title text. §5.3.4 Flying with Lost Communications Loss of communications while arriving in a congested airport environment is a serious concern for pilots on an IFR flight plan. However, procedures have been established to preclude extended IFR operations within the ATC system, since these operations may adversely affect other users of the airspace. In the event of two-way radio communications failure while operating on an IFR clearance in the United States, you should: • Set the transponder to 7600, which notifies ATC of a lost communications situation. • Continue the arrival under VFR (if possible) and land as soon as practicable. If a STAR must be continued under IFR conditions, handle last communications in one of the following ways: • Follow the procedures published on the LOST COMM STAR chart, if there is one for the airport. • Follow the special lost communication procedures included on your standard arrival charts. LOST COMM STAR For some arrival charts, like in Cape Town, lost communication procedures are published on a separate page. Upon losing communications while flying either of the Greyton Two Arrivals, you should refer to the LOST COMM STAR (10- 2A).You’ll follow the arrival directions on this chart the same way as you would for any STAR. When special lost communications procedures have been established for an instrument arrival, a textual description of the instructions are displayed on the chart. The format for these instructions can vary. Often, lost communication procedures are enclosed with a hatched line or as shown on the Perth chart. The Special Lost Communication Procedures If no special procedures are listed for a particular STAR, comply with standard lost communications procedures for the area in which you are flying. The aviation authorities in other parts of the world may require different procedures, so be sure you are thoroughly familiar with the relevant regulations in any area you fly. §5.3.5 Flying a Visual Arrival Some arrival charts include textual and graphic instructions for visual arrival routes.
When flying a visual arrival, you want to note the minimum safe altitude (MSA).

coindong 发表于 2011-10-9 16:43:13

Chapter 8
Differences Between
Jeppesen Database & Charts

thunderland 发表于 2013-11-11 23:58:27

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信恒毅 发表于 2013-12-16 13:54:39

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Chapter 5 Arrival Charts