Well, in Europe, there isn't one common standard for these stuff. In Germany they make it in their own way, in Switzerland they say - that's cr*p we're gonna do it in our own way. Than in UK they say - you two do not know anything, our way is the best....

For example in UK you will find something similar to US: There is a STAR named with the last waypoint in sequence, and then, there is transition from STAR to app phase.

 

At the other side, if you fly to continental Europe, situation is a little bit different:

For example EHAM (Netherlands): A STAR is named with first waypoint in sequence, and there is transition from STAR to APP.

 

Second example is LSZH (Switzerland): Same as in EHAM, STAR is named with first waypoint, but before STAR there is transition, and after STAR one more transition to app (this is similar to US).

 

Next, you will also find different stars for different runways.

I use FSC, which makes choosing SIDS and STARS a lot easier as you can select and superimpose one or all of them over the departing/arriving airport and work out which suits your flight plan best.

I guess at the end of the day it depends how close you wish to copy RW procedures. But it's certainly a science all of it's own.

 

For example in UK you will find something similar to US: There is a STAR named with the last waypoint in sequence, and then, there is transition from STAR to app phase.

 

UK STARS end a waypoint defining a hold from which an approach can be made to any runway. So, in the earlier example, inbound  flights to EGLL from airway L10 will use the BNN 4A STAR regardless of the runway in use.

 

At major UK airports, aircraft are generally radar vectored onto the final approach. Some, though not all, have published Initial Approach Procedures (Without Radar Control) from the end of the STAR to the FAP/FAF. I don't believe the term transition is used

 

I don't believe the term transition is used

 

Indeed, the term "Initial Approach" is used, but that's actually a transition. 

Hey guys, this may be a commonly asked topic but I can't seem to find the answer to it.

Firstly I've used the PMDG 737 NGX for about 6 months now and have slowly been going through the manuals learning as I go. But the main problem im having is knowing which STAR to use when planning my route on the FMC. I can do the SIDS and the rest of the route fine with the route plan I made pre flight (with the fsx planner) but when I get up to the STARS it just seems like its a 'pot luck' of choices. I never seem to get the right one and It all gets very messy very quickly when I do choose one. I also don't understand the transitions properly. I've seen people say just use the last point on the flight plan before the airport listed, but this just doesn't seem relevant at all. To give you guys an example of of what im on about I planned a route from KSFO to KSLC. The last point before the airport is TCH (116.80) (VOR) but there is nothing in the STARS for KSLC even slightly relevant to that, please help.

 

Thanks a bunch

I use flightaware (which is free) to obtain real world routes flown for any areas within the U.S. and Vataware (also free) for planning routes anywhere else. Many times, I'll simply fly directly to the 1st nav fix for whatever approach I plan on flying once I get to my transition and manually manage my descent from there. Skyvector.com is a great site for printing out various STARS/SIDS and approach plates for any airport you wish to land at. In real life, pilots usually never know their final runway or approach ahead of time and are usually vectored by ATC to the approach. In other words, they might have a particular STAR programmed for a FMS managed descent but switch to HDG/VS mode once being vectored by ATC. Approach procedures vary quite a bit from country to country and may get quite complicated if operating into an airport like KSLC with high terrain. I've learned by trial and error over the years. The age old adage holds true which is "stay ahead of the airplane" There is nothing wrong with abandoning the STAR you've chosen if it doesn't make sense once you get to it. I have a filing cabinet of various approaches/STARS/SIDS that I have printed up from Skyvector to help me choose the right one.

 

In real life, pilots usually never know their final runway or approach ahead of time and are usually vectored by ATC to the approach. In other words, they might have a particular STAR programmed for a FMS managed descent but switch to HDG/VS mode once being vectored by ATC.

 

While what you've written is mostly true, I felt the need to clarify for either yourself or others who happen by:

 

-In real life, pilots usually don't know their final runway or approach ahead of time, though they will have a general idea from the forecast and dispatch information.  What you should take from this is that, if you wish to add an approach and runway selection prior to departure (as is the case with Ryan's fuel planning method, mentioned in Tutorial #2), realize that your runway and approach may change due to weather, or other reasons.

 

-In the United States, you file your STAR as part of the flight plan, and you are expected to execute (fly) it as filed.  ATC rarely vectors aircraft off of the STAR unless it is necessary (for sequencing mostly, and even then, they'll likely just place you back on it at a later point), and many of the US STARs end in vector legs so that the aircraft can be sequenced through vectoring.

 

-The STAR should make sense to do before you depart.  That's part of staying ahead of the aircraft.  If you don't know how to select STARs, take a look at the first link in my signature.  You want to choose a STAR that makes sense for your direction of arrival, for your aircraft type (note that some STARs are ATC-assigned only, often for traffic management; or for specific aircraft types, like turboprops/turbojets).  If you're getting your route from FlightAware, then the STAR should be just fine.  If you're consistently having trouble flying the STARs in routes from FlightAware, you should have a look at your descent planning knowledge (also discussed in Tutorial #2).

^Just to add to that, if you can't find your route on either flightaware,vatware or edi-gla.co.uk then you should generate one using:

 

http://rfinder.asalink.net/free/

 

It will route using a SID/STAR.

http://rfinder.asalink.net/free/  not putting SID and STAR....

http://rfinder.asalink.net/free/  not putting SID and STAR....

 

Which route are you inputting?

Hello,

 

I was planning EIDW to EHRD  (FL330)

 

Does this tool takes consideration of STAR with winds direction ?

 

thanks,
Regis

No, rfinder does not give you a SID/STAR at all. But it does make planning easier for you as it consider published entry/exit points so you can easily attach SID/STAR to your route. Of course, as any other generic planner, it's not perfect tool.

^{OK thank you. Is there any tutorial on STAR ?  My problems are with STAR}

 

^Thanks

Cannot find anything useful for European standards. Essentially it's same like SID: Pick a runway you want to land and pick entry point you want to use (usually last waypoint of your enroute section). Open chart set for that airport and find STAR that match your needs. When you finish STAR, you can proceed to transition (if necessary) or directly to approach. You can see approach and transition at approach chart for runway you want to use.

While what you've written is mostly true, I felt the need to clarify for either yourself or others who happen by:

 

-In real life, pilots usually don't know their final runway or approach ahead of time, though they will have a general idea from the forecast and dispatch information.  What you should take from this is that, if you wish to add an approach and runway selection prior to departure (as is the case with Ryan's fuel planning method, mentioned in Tutorial #2), realize that your runway and approach may change due to weather, or other reasons.

 

-In the United States, you file your STAR as part of the flight plan, and you are expected to execute (fly) it as filed.  ATC rarely vectors aircraft off of the STAR unless it is necessary (for sequencing mostly, and even then, they'll likely just place you back on it at a later point), and many of the US STARs end in vector legs so that the aircraft can be sequenced through vectoring.

 

-The STAR should make sense to do before you depart.  That's part of staying ahead of the aircraft.  If you don't know how to select STARs, take a look at the first link in my signature.  You want to choose a STAR that makes sense for your direction of arrival, for your aircraft type (note that some STARs are ATC-assigned only, often for traffic management; or for specific aircraft types, like turboprops/turbojets).  If you're getting your route from FlightAware, then the STAR should be just fine.  If you're consistently having trouble flying the STARs in routes from FlightAware, you should have a look at your descent planning knowledge (also discussed in Tutorial #2).

These are all good points and yes, pilots do have a general idea of what approach they'll be using and STARS are always programmed ahead of time for fuel planning and other purposes. Having ridden cockpit jumpseat on many flights, mostly into KORD and KMDW, ATC routinely vectors you off the STAR (and yes back on it) in many cases. I suspect that this would not be the case at a less congested airport. As has been posted earlier, you should program a STAR that makes sense for your direction of arrival. Skyvector and Flightaware are great resources in this regard (for flights within the USA).