Hey guys,
All the charts are on our website under the "Chart" section.
Okay, had to fix this up a little and do some Copy & Paste as the board I was getting it from would not allow anyone who didn't have an account log in.
New controllers, maybe some of us old controllers that explains a little more about SIDS/STARS.
Thanks to Rick Butler one of our INS's here in Edmonton Airspace for the writeup.
Author Topic: SID's And STAR's - In Canada (Read 61 times)
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Rick Butler WJA1020
Moderator
Forum First Officer
SID's And STAR's - In Canada
« on: May 20, 2010, 06:22:55 PM » Quote
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So in our last lesson I mentioned SID's and STAR's. If you got a little panicky, panic no more, because here they are explained!
I will do a seperate topic for American SID's and STAR's
So let's start with the SID, because, after all, you need to use a SID before you need a STAR
SID stands for Standard Instrument Departure, I have attached the Stampede 4 Departure for Calgary above. (If you cannot read it very well, you can download it from here:
http://www.czeg.ca/CZEG_Charts.html It's the first on the list. The one on that link is a Jeppesen Chart, but they both say the same thing in essence)
So let's start with the top and work our way down shall we. Across the top we have SID (VECTOR) JET AIRCRAFT, which means that this SID is for Jet aircraft (Prop and Turboprop use the Calgary 2 Departure, and I will explain the Vector part farther down), then the name of the Chart, and directly underneath that we have airport freq. Remember, these are real world charts, so in Calgary they actually have all these freq.'s. Across to the right from that we have in big bold letters "CLIMB TO AND MAINTAIN 7000' ASL". This means exactly what is says, your altitude restriction when you take off is 7000 feet, so you can only climb to 7000 feet without being cleared any higher. So if you take off, and you hit 7000 feet before you get cleared any higher from ATC, that means you have to stay at 7000 feet.
Underneath that we have a picture with a VOR and a bunch of lines going off of it. This just tells you that this is what radial you need to intercept from the VOR to get to that intersection. Let's take for example a sample WJ flight plan between CYYC - CYEG, it goes as follows:
WESEX V112 DAGTY J537
The first point of that is what we are concerned about, which is WESEX, so if we go to our handy SID chart (above) we see that if we intercept the 338 radial from YYC VOR, and travel 23 nm (the tombstone with the arrow sticking out of it by the triangle with the 23 in it tells us our mileage) from YYC VOR we will intercept the WESEX Intersection, and are now at the start point of our flightplan of our flight to Edmonton. Pretty nifty hey?
Now that being said, WestJet flies RNAV capable aircraft with FMC's in them, so instead of being told to intercept the 338 radial etc., you will be given direct to WESEX on course.
Now, down along the bottom of the picture, we have "RWY HDGS" (Runway Headings) and "DEPARTURE CLIMB RATE V/V (FPM)". We will explain those here momentarily, they will make sense when we move down to the next section.
Next we move to the next box down titled "DEPARTURE ROUTE DESCRIPTION"
So first line we see here is:
ALL RWYS: Climb to and maintain 7000' ASL for vectors to assigned route or depicted fix.
So this re-iterates the climb and maintain 7000 (pretty persistent on that aren't they?)
After that line, it lists each runway separately and what to do. Depending where you are, different runways have different procedures because of things like obstacle clearances, noise abatement, weight restrictions, or anything else they can come up with. Don't wanna smash into a tower on takeoff, or go screaming over a house at 3 am
So runways 07, 10, 16, and 28 are pretty straight forward:
"Climb rwy hdg for vectors, No turns below 6500' ASL" This is where those "RWY HDGS" data from above come into play, it tells you what heading to fly Now these ARE off from the simulator, FS does not change as real world magnetic variation comes into effect. So I just wing it
But wait you said Climb and Maintain 7000' ASL, remember big bold letters across the top??? That is right, but ATC has the option of turning you out a little earlier than that, but what this is saying, don't expect it below 6500' ASL
So on rwy 25, we have as follows:
RWY 25: Auth for Jet acft with max gross take-off weight less than 44,100 lbs. Clb rwy hdg for vectors, no turns below 6500 ft ASL. Clb gradient of 260 FT/NM to 4900' required.
So the first part is self explanatory, you aren't gonna see a 747 coming off of rwy 25 in Calgary As well as the "Clb rwy hdg for vectors, no turns below 6500 ft ASL" we went through that already. But now we have a whole new animal, what's this "Clb gradient" you speak of?? Good question! You obviously won't have to deal with this in Calgary (because even the smallest 737 we have won't come in under that 44,100 pound weight restriction) but you may have to do it somewhere else, Kelowna comes to mind
So this is where that "DEPARTURE CLIMB RATE V/V (FPM)" chart comes into effect. We have 2 rows of information there, top row is "GROUND SPEED" and the bottom row is "260 FT/NM". So what this all means, is when you are doing the same groundspeed as listed on top, you have to be doing the fpm climb listed below. It's okay if you don't understand that, I kinda confused myself, so I will explain it.
So let's say we are doing 160 knots GROUND SPEED (Not indicated airspeed), we look in the little box below 160, and we see a 700. So we have to be climbing with a climb rate of at LEAST 700 feet per minute. If we are doing 140 knots GS, then w have to be climbing with at least 610 fpm climb rate, and so on and so forth. See nothing to it!
Now this is done for obstacle clearance, if you are taking off rwy 25, they don't care how loud you are, they want best rate of climb, cuz no matter how loud your engines are, it's gotta be quieter than the fireball that will follow and all the sirens from the fire trucks and ambulances. So the last part of that says "to 4900' required". So once you get to 4900 feet, you can relax a bit and climb normally because now you are clear of the obstacle!
Now, we have Runway 34, which states:
Rwy 34: Clb rwy hdg or as assigned for vectors, No left turns below 6500' south of 'SARCEE' NDB. This basically states the same as above, but it gives you a fix not to turn before (SARCEE NDB). Not really SURE why they do this to be honest, why they can't just make it the same as all the others, but I guess the chart changing guy needs a job to But all these procedures (besides the rwy 25 procedure) are done for noise abatement reasons. CYYC is very close to the city of Calgary.
It also has a note below this:
NOTE: Refer to Noise Abatement Procedures for additional requirements.
When you download the CAP 3 charts at the above link I sent you for the STAM4, it lists off the noise abatement procedures, these are preferred runways for time of day, stuff like that. Gotta keep those virtual citizens happy!
Underneath this we have "COMMUNICATION FAILURE" This is what you are supposed to do if you have a communication failure after takeoff. On VATSIM, this can't really happen, text, private messages, etc. But we will go through it quickly anyway.
So basically squawk 7600, upon reaching last assigned altitude (which is 7000 feet as per the SID) proceed directly on course. So we would hit 7000 feet, turn dct to WESEX, and then maintain 7000 feet until we get to WESEX and then we can climb to flight planned altitude.
Where it says West and Southwest bound flights.......... It says the same thing, except that it says hit your first waypoint (say CANOP for the sake of argument) and shuttle climb (make circles to climb over CANOP) to the MEA (Minimum Enroute Altitude) BPOC (Before Proceeding On Course). This is to avoid the mountains (once again with the fireballs, they are discouraged).
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Rick Butler
CYOP
Rick Butler WJA1020
Moderator
Re: SID's And STAR's - In Canada
« Reply #1 on: May 20, 2010, 06:58:15 PM » Quote
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So now onto a STAR
STAR stands for Standard Terminal Arrival. STAR's are put into place at busy airports so that when aircraft are coming in, ATC can get more traffic in, without having to move them all over the sky for separation. Very handy little tool!
There are 2 types of STAR's, a RNAV STAR (which is what we will be looking at) and a STAR (I like to call them a regular STAR ) A "regular" STAR has more input from ATC, vectors, altitudes, etc.
So again, we will look at the top of the page, this is where it says "STAR (RNAV)" indicating it is an RNAV STAR. If it wasn't a RNAV STAR, it would just say "STAR" there. ANd of course underneath that it has the procedure name "SATUL TWO ARR" Now the stuff in the brackets (VUCAN.SATUL 2) is what you would put into your flight plan. That tells the ATC you are gonna go to VUCAN intersection, and start the SATUL 2 arrival from there.
So of course this one is flipped on it's side, so we will flip it on it's side now as well (print it out, much easier on the neck). So along the right at the top we have our frequencies again. Underneath that we have:
WHEN A LOWER ALTITUDE IS ISSUED, PILOTS SHALL DESCEND ON THE STAR PROFILE TO THE ATC ASSIGNED ALTITUDE. CHARTED RESTRICTIONS ABOVE THE ASSIGNED ALTITUDE REMAIN MANDATORY.
So what does that mean?? Well let's say we are on the STAR for runway 16. We have just crossed VUCAN at 12,000 feet. The ATC Unit clears us down to 10,000 feet. What the above statement says is that although we were cleared down to 10,000 feet by ATC, the Chart says you have to cross SATUL at 12,000 feet. So therefore we cannot descend to 10,000 until AFTER SATUL intersection. How can we tell we have to cross SATUL at 12,000? If you look at the little box underneath SATUL, it says 12,000. That is our crossing altitude for that intersection
So back to the boxes along the right. Underneath the above statement it says:
If RNAV STAR includes a DTW, the following procedures apply................
I won't type it all out, but I will explain it (fingers are gettin sore )
So the first part, if RNAV STAR includes a DTW (Downwind Termination Waypoint), "If approach clearance is NOT RECEIVED prior to DTW fly depicted heading, and expect radar vectors to final.
So let's use rwy 16 as an example again. We can see VOBAR has (DTW) above it, with the goofy arrow pointing up. So this is the DTW for rwy 16. So if we are are cruising along from YYC VOR, heading to VOBAR intersection, and ATC and ATC says "WJA123, cleared for the rwy 16 approach via SATUL 2 arrival (or some variation there of, depending on the controller of course) then when we hit VOBAR we can turn left to ELERO and turn to final.
If we DON'T get that clearance when we hit VOBAR, we have to fly the depicted heading (the funny arrow with "Hdg 343") of 343 and we will expect ATC to vector us to ELERO to join the final approach.
Now if we look at a runway like 34, it does not have a DTW so when we get to GABOL intersection, we can turn final, and proceed with our approach.
And that is how to fly a Canadian STAR, pretty simple stuff hey. At any point during the star, if the ATC unit gives you vectors, he is now CANCELING the STAR, and you are now under his control. If they ever give you vectors, then expect you to fly the STAR after (which has happened to me once, but it shouldn't) you can deny it with the reasoning that he canceled the STAR by giving you vectors, or you can try and get back on the STAR.
