I forgot to ask this in my previous post.On the app charts i use from navaid.com there is on set of numbers I haven

http://flightaware.com/resources/airport/K...STAR/SUNSS+FIVEis where I found your chart. I did not see any charts on navaid.com.At SSO 10,000 is the minimum enroute altitude unless 9,900 is allowed by ATC and those altitude limits apply to the leg portion between SSO and the break at 57 miles from SSO just before ITEMM where the minimum enroute altitude remains at 10,000 but changes to 8,300 if commanded by ATC. You will be descending to commanded altitudes as specified by ATC but at no point are you to go below these minimums. Do not confuse minimums with crossing restrictions.At ITEMM notice it states "expect to cross at or below FL240" giving you an idea that ATC will want at that or lower altitude but not below the altitude of 9,900 feet which would not be safe.Also note that the common to both transitions waypoint BBALL has an expected crossing restriction of fixed value depending on aircraft type. BBALL is 37 dme out from PXR on the airport. I mention this because charted or not, this is typical of the crossing restriction RC gives you with the admonition "30 miles or less". We generally state for RC users to be at the crossing restriction 40 nm from destination so you can see this is very close. In this case with a default aircraft you could use you nav2 radio tuned to PXR to establish 40 nm from the airport fairly closely to insure you are down by there. You can get to that altitude early since the MEAs along the legs are at 9,000 but don't get down later than that. If you are taking vectors you will probably start getting them at about SUNSS. Make sure that in your plan SSO, SLAMN, BBALL, SUNSS, AND HOOPS are included to establish the SSO entry you've chosen for the STAR path "recommended" to RC until vectoring starts.

If I am not mistaken those are for different type of aircraft, jet vs turboprop. ie 10000/6800T for turboprop.

I stand corrected, according to the airway manual text an altitude followed by T indicates MOCA (Minimum Obstruction Clearance Altitude) been a while since I was a dispatcher. The mind is the second thing to go.Sorry for the mis-information.

Thanks Ronzie and prdant!This cleared things up a bit. =)I have followed the charts as accuratly as possible andit seemes that RC does as well! i use FSBuild and sure enogh RC gives the correct altitudes as per the FP =))Its very rewarding!However I dont know how this works in real aviation? For how long and to what extent the captain follows the used chart before being vectored "off course" from the charts directions?I guess they use the charts all the way when landing with RNAV? If Im not completly mistaken RNAV is designed to let pilots perform their own approach and landing with minimum commands from atc?Wont this cause unsafe conditions at a busy airport? Having 20 planes using RNAV and landing at their own discretion?RegardsLiam

Aircraft do not enter an approach until cleared by ATC. They are not at their own discretion to maintain separation although if in VMC they are responsible to look out for VFR aircraft if the pattern is shared. Most of the time VFR aircraft are required to be under ATC control or in some areas in a VFR corridor but still are required to have a transponder active so ATC can be aware of potential conflicts. Transponders can also locate aircraft on a TCAS display in the cockpit. Usually Mode C transponders are required in busy areas of all aircraft which display as position and absolute or relative altitude on the cockpit display. TCAS displays also will show if aircraft in the area are climbing or descending as well so pilots have a good idea of traffic trends.At a non-controlled airfield when the ATC authority (it might be center or a nearby TRACON depending on radar coverage) clears an aircraft for the approach, they have priority in the entire approach (starting at an IAP) but if in VFR conditions must be aware of other aircraft that are not being controlled and still report their status and position on UNICOM or CTAF frequencies with other aircraft monitoring.Generally if one pilot has his head into the panel the other when appropriate maintains visual scanning of the area when appropriate. Aircraft given a visual approach report on the tower frequency on entering each leg of the approach. Where there is no active tower they report their position on a CTAF (Common Traffic Advisory Frequency) as they enter each leg/phase. This applies in IMC to uncontrolled airports as well. In this instance they are self-regulating following within established rules of priority based on position and aircraft maneuverability.

Hi Ronzie!Thanks for that explination =)RegardsWilliam

William,One BIG thing that wasn't clarified here for you, and I think you have a misunderstanding about it yet.The chart you referenced is NOT an "Approach" chart. An "Approach" chart is a different chart for a specific RUNWAY approach, like "ILS Runway 25L" or "VOR/DME Runway 9".The chart you referenced is a STAR ("Standard Instrument Arrival") chart. Note the word "Arrival" instead of "Approach" for this type of chart. These charts (routes) are used to transition an aircraft from an en-route segment of their flight (like a J-Route...a Jet Airway) and get the airplane closer to the airport...in this case, Phoenix Sky Harbor airport. THEN is when the pilot will be issued an "approach" to the airport, and the approach is for a specific runway at the airport. Look at the bottom of the chart you referenced. The aircraft will fly either the San Simon or Tucson "Transition". Which one depends on where the aircraft is coming from. The chart lists how the pilot should fly both of those. But at the end of each of them is the word, "Thence..." Now you read the very bottom line, and it says, "...from over SUNSS via PXR R-127 to PXR VORTAC, expect radar vectors after HOOPS." This means that ATC will have to provide radar vectors to the pilot to get him to an APPROACH to a RUNWAY at the airport. ATC may vector the pilot for any one of several different approaches to different runways from HOOPS...an ILS approach, a Visual Approach, etc. That is when the pilot needs the appropriate "Approach Chart" for that runway/approach. Like if after HOOPS, ATC vectored the pilot for the ILS Runway 25L approach at Sky Harbor, the pilot would then need THIS Approach Chart to fly the "ILS Runway 25L Approach".http://204.108.4.16/d-tpp/0712/00322I25L.PDF