the chart clinic– thirtieth in a seriesww1.jeppesen.com/download/aopa/jul00aopa.pdf · the chart...

ances by controllers turned into SIDs in thelate 70s, the idea caught on quite quickly.Eventually, most of the major airports in theUS developed standard departures withgraphics for printed publication. The ideaseemed so good that the standard arrivalclearances also started being published intext and graphic form. To develop anacronym similar to SIDs, the FAA named thenew procedures Standard Terminal ArrivalRoutes and came up with the name STARs.The name has stuck ever since (contrary toSIDs becoming DPs in the US.)The principal difference between SIDs (DPs)

and STARs is that the DPs start at the airportpavement and connect to the enroute struc-ture. STARs on the other hand, go the oppo-site direction and start in the enroute struc-ture but don't make it down to pavement;they end at a point where an instrumentapproach procedure takes you the rest of theway to the ground.

Heading and Border DataEach STAR has a reverse-type block in theupper right corner of the chart to indicate its

status as a standard arrivalchart. In the top center ofthe chart, the index num-ber is shown with the revi-sion date plus the effectivedate. The effective date isincluded only if the chartisn't effective when it firstgets into your hands. Theindex number for STARs is10-2 followed by letter suf-fixes for the succeedingSTARs. For example, thesecond STAR at Stockholmis 10-2A and the third chartis 10-2B. By using theindex number of 10-2, theSTARs are sequenced in themanual after the areacharts and before the SIDcharts.The heading includes theATIS frequency when one isavailable. At Stockholm,the ATIS can be received on119.0 MHz.In the US, Canada, andmany other countries, thecommon altitude forchanging to the standardaltimeter setting of 29.92inches of mercury (or1013.2 hectopascals ormillibars) when climbing tothe high altitude structureis 18,000 feet. Whendescending from high alti-tude, the altimeter shouldbe changed to the localaltimeter setting whenpassing through FL180. Inmost countries throughoutthe world, however, thechange to or from the stan-dard altimeter setting is not

done at the same altitude all the time. As anexample, at Stockholm the flight level whereyou change your altimeter setting to the localaltimeter setting is specified by ATC eachtime you arrive at Stockholm. This informa-tion is shown just below the ATIS frequencywith the words: TRANS LEVEL: BY ATC. Whendeparting from Stockholm, the altimetershould be set to the standard altimeter set-ting when passing through 5,000 feet. Thismeans that altimeter readings when flyingabove 5,000 feet will actually be flight levels,not feet. This is common for Europe, but verydifferent for pilots used to flying in the UnitedStates and Canada.Look at the minimum altitude for the holdingpattern at Eltok Intersection. Inside the hold-ing pattern symbol, the letters "FL" precedethe numbers "100." With a minimum alti-tude specified as a flight level instead of analtitude, you can assume the transition levelwill be at FL100 or lower.

Speed LimitIn many countries, there is a standard speedlimit of 250 knots IAS below 10,000 feet forthe entire country. But, in most countries,that standard does not exist for all locations.In Sweden, there is a speed limit of 250 knotswhen arriving in Stockholm. This speedrestriction is shown in the plan view portionof the STAR chart. In addition to the 250knot speed restriction, there is a speed restric-tion to maintain at least 160 knots IAS on theILS track until passing the outer marker(when using ILS Rwy 08, the 160-knot speedminimum should be used up to the ARL 3DME fix since ILS Rwy 08 does not have anOM). For both the maximum and minimumspeed limits, these can be changed by ATC.For the minimum speed limit, if you are flyingin an airplane that can't go as fast as 160knots IAS, you must inform ATC immediately.

What's In a Name?The international naming standard for STARsstates that they will be given a name that isthe same as the first fix on the STAR. In theUS, typically there are enroute transitionsbefore the STAR itself. So the STAR name isusually the same as the last fix on the enroutetransitions where they come together tobegin the body of the STAR.At Arlanda Airport in Stockholm, Sweden, theEltok Two STAR begins to the west of the air-port and splits into a number of routesdesigned to go to initial approach fixes onapproaches into the airport. In the US, theseseparate routes would be considered runwaytransitions from the STAR, but at Stockholm,each route has a unique name to distinguishit from the other routes. Each of these routesuses a phonetic letter of the alphabet.If you plan to use the STAR to transition to theILS Rwy 01 approach, you would file for andreceive a clearance for the Eltok Two TangoArrival. Eltok Two Tango proceeds from theEltok Intersection and follows a course of 144ºtoward the Lena (LNA) NDB. The route fromthe Eltok Intersection shows the route identi-

The Chart Clinic – Thirtieth in a Series

Communications — it’s probably themost important thing we havebetween pilot and controller. Whether

it's via voice or some of the new digital tech-nology, there still is the need for pilot and con-troller to be on the same wavelength. STARsreally represent part of that communication —once you have accepted clearance for a STAR,you have just communicated with the con-troller what route you will be flying, what alti-tudes, and what airspeeds on some STARs.When the repetitive complex departure clear-

BY JAMES E. TERPSTRA

SR. CORPORATE VICE PRESIDENT, JEPPESEN

James E. Terpstra is seniorcorporate vice president,aviation affairs at Jeppesen. Hisratings include ATP, single andmulti-engine, airplane andinstrument flight instructor. His6,000+ hours include 3,200instructing. For comments, please Email:JimTerps@jeppesen.com

purposes, but those words are not includedon US charts.This concludes the Chart Clinic series of arti-cles. It has been a pleasure writing the arti-cles and receiving all the feedback many ofyou have given. Your responses tell me youall have a sincere desire to learn as much aspossible about the airspace system in whichwe fly and to understand how that informa-tion is shown on charts. Thank you.

fiers of Eltok 2F and Eltok 2T adjacent to theflight track. After turning left at the 249º radi-al, the STAR goes to the Tebby VOR. Above theVOR facility box, there is a note that states thatTebby is the IAF for Runways 01 and 26.At the bottom of the page, detailed informa-tion in text form is provided. The narrativeinformation has a ballflag number 1 under thetitle, pointing to the note at the very bottomwhich states that the Eltok Two Tango Arrival isnormally for piston and turboprop airplanes.In the text, the routing is specified as follow-ing the 144 bearing toward the LNA NDB. Atthe ARL 249º radial, you should turn left andintercept the TEB 268º radial inbound to theTEB VOR\DME. When you are close to theTEB VOR, you can expect radar vectors to thefinal approach. If you look at the ILS Rwy 01approach, you will notice there are no speci-fied routes from the TEB VOR — so what doyou do if you have a communication failure?It's a question with no specific answer.In the ELTOK 2T text, notice it states "at ARLR-249 turn LEFT..." In computer talk, thismeans the fix formed by the 249º radial is afly-over fix. ATC expects you to fly over theradial and then begin the turn. If this were aGPS approach, a circle would be around thefix to indicate its fly-over status. The fixformed by the 249º radial and the 144º bear-ing is included in the GPS and FMS databas-es with the identifier of D249S. On theJeppesen charts, the database identifiers aregradually being added to the SID and STARcharts. They are being depicted withinbrackets to indicate they are computer navi-gation fixes.

Altitude AssignmentsMany STARs include altitude restrictions. AtStockholm, there are three different altitudeassignments at the Eltok Intersection depend-ing on which route is followed after Eltok.For the Eltok Two Tango Arrival, the altitudeover Eltok is a maximum altitude of FL110.Sometimes the altitudes are "hard” altitudesspecified as "at" altitudes, and sometimes thealtitudes are minimum altitudes and are spec-ified as "at or above" altitudes. These differ-ences in how the altitudes are stated meansyou need to pay close attention to how thewords are written.On the Eltok Two Tango Arrival, the last fix isthe Tebby VOR. If a clearance for theapproach hasn't been received by the timeyou are at Tebby, there is a holding patternsouth of the VOR. Inside the holding patternsymbol, the number "2500" is included. Thisis another piece of altitude information. Theminimum altitude for holding south of Tebbyis 2,500 feet (notice the altitude is feet, notFL; therefore you would have been given thelocal altimeter setting by the time youreached Tebby for holding).

Noise AbatementAt the bottom of the plan view, there arewords that state this STAR is designed fornoise abatement. If the routes are strictlyadhered to, there will be no unnecessarynoise disturbance. In the US, many SIDs andSTARs are also designed for noise abatement

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