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:

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 NumberEffective 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 EquipmentSome 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 EquipmentWhen an arrival is based on specific ground-

based 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

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 cross-hatched 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

When flying a visual arrival, you want to note the minimum safe altitude (MSA).