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Guest jlm

real SIDS/STARS

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Hi, are SIDS/STARS as they are called up on a real life 737/747 etc. as complete as we know them from the PMDG simulated FMCs ? meaning are thet complete with altitude constraints or is their editing required the crew with reference to charts.john

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From what I've seen it's sorted out at the preflight stage as to the routing, etc as it involves weather/notams and available slots. Clearance delivery specifies what sid is to be used and then atc will alter that as necessary for safety and spacing.The arrivals are much the same - preplanned but subject to alteration by atc.Most routes are company routes with 'company specific waypoints' added though the pilots still have to follow instructions from atc... just the routing and departure/arrivals give the controllers a bit of a breather so they don't have to direct the whole arrival.I believe they do double check with charts, just in case of a glitch or alteration required though; makes good sense.Gleaned this from all the videos I have seen as not a flyer. No doubt real pilots on here will fill in more details.It's a case of pilots look after the flying and atc advise where to go.Tis a fascinating subject though. (Barely scrathed the surface here lol)John Ellison - Numpty Flyer :(

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Hi John,A lot of STAR charts contain "descent planning" remarks which are altitute restrictions which are often given by ATC but are not actually part of the STAR and so are not coded into the FMC. EG FL200 level by TOBIT on a BNN3A at Heathrow. These are normally entered into the FMC by crews manually,normally as for example FL200B (or below) to allow for a constant descent if cleared lower.The logic being its easier to type these in during the quiet cruise and then not have to use them, than having to type them in once issued when crews are busy.CheersJon B

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If a restriction is listed as mandatory on a chart it will be pre-programmed when you insert the procedure. Real pilots ALWAYS verify what gets loaded into the FMC with what's on the charts though.

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