Notes on SIDs and STARS – EB28 Training (FTEJerez)
STARs and SIDs – Comprehensive Study Notes (EB28 SIDs and STARs)
Objectives (from Page 2)
Define STAR and SID, in your own words, without documents at the end of the lesson.
Understand the purpose of SIDs and STARs.
Understand the coding and numbering system of SIDs & STARs.
Core Questions (Range, Page 3)
What is a STAR?
What is a SID?
What is the purpose of SIDs and STARs?
Case Study Context (Page 4-5)
Area: London airports (EGLL, EGKK, EGSS, EGGW, EGLC) with major daily traffic movements listed as numbers (example values):
1300, 636, 533, 300, 220 (for EGLL, EGKK, EGSS, EGGW, EGLC respectively – illustrative daily movements).
The LTMA (London Terminal Manoeuvring Area) and major fixes/airways around London are used to organize arrivals and departures.
The map shows: Heathrow (EGLL), Gatwick (EGKK), Stansted (EGSS), Luton (EGLL vicinity), Stansted, Biggin Hill, Northolt, Cranfield, etc., with various FL limits and LTMA sectors (e.g., LTMA-A, LTMA-18, LTMA-19A, LTMA-37, LTMA-1A, LTMA-21A).
Purpose: to illustrate how SIDs/STARs fit into a large terminal flow in a busy TMA with many points, sectors, and altitude layers.
Key Concepts: SIDs and STARS (Pages 7-18)
STANDARD INSTRUMENT ARRIVAL (STAR)
Permit transition from en-route phase to the approach phase.
Achieved by linking a significant point on an ATS route with a point near the aerodrome where a standard instrument approach procedure can begin.
Purpose: provide a predictable, safe, and efficient path into the terminal area.
STANDARD INSTRUMENT DEPARTURE (SID)
Notified route instructions that provide a link between a specified aerodrome/runway and a significant point where the en-route phase along a designated ATS route can commence.
At aerodromes with established SIDs, departing aircraft should normally be cleared to follow the appropriate SID. (Doc 4444 6.3.1.2)
Purposes of SIDs and STARS (Pages 11-18)
Segregate traffic operating along different routes and traffic in holding patterns.
Provide adequate terrain clearance.
Be compatible with Radio Telephony (RTF) procedures.
Be compatible with Noise Preferential Routes (NPRs).
Allow uninterrupted climb and descent.
Be compatible with aircraft performance requirements (to enable safe, efficient sequencing).
Reduce RTF loading for ATC and pilots.
NPRs (Noise Abatement Procedures) (Page 15)
NPRs are part of NPRs devised by the Airport Authority.
They detail the flight path to be followed by departing aircraft and are included in the appropriate SID.
All jet aircraft and aircraft with a MTOW ≥ 5700 kg are subject to NPRs.
Additional notes on SIDs/STARS (Pages 16-18)
NPRs enable an uninterrupted climb and descent sequence.
C-ISLE (likely a performance/designator) allows for performance aspects of the aircraft.
Reducing RTF workload is a practical benefit for ATC and pilots.
Composition of a STAR (Pages 20-23)
Basic Indicator: Name or name code of the point where the STAR ends (generally a holding facility).
Validity Indicator: A number from 1 to 9.
Route Indicator: One letter of the alphabet not I or O.
Example STAR codes and breakdowns:
OCK 2B = Basic Indicator: OCK (OCKHAM VOR/DME holding/approach end), Validity: 2, Route: B.
LAM 4M = Basic Indicator: LAM (Lambourne VOR/DME end/start of SID), Validity: 4, Route: M.
STAR Chart contents (general):
Frequency and identity coding of navigational aids used.
Descent gradients.
Level restrictions.
Speed limitations.
Transition altitude.
Holding patterns.
Key conventions:
Distances are in nautical miles.
Bearings, tracks, and radials are magnetic.
Altitudes and elevations are in feet.
Examples of STAR content (Pages 24-25)
UK AIP and STAR depiction for London Heathrow (OCKHAM STAR example)
End point: OCK VOR, then to STAR routes such as DOMUT, KATHY, HAZEL, OCK VOR, etc.
Descent/altitude flow includes: FL270 by DOMUT, FL130 by HAZEL, etc.
General information points:
Standard routes may be varied at ATC discretion.
Cross SLPs 3 minutes before a holding facility at 250 KIAS or less.
En-route holding at specific fixes (BILNI, DOMUT, KATHY) as directed by ATC.
During congestion, BIGGIN hold via BIG 1G STAR as directed by ATC (not for flight planning purposes).
Example HAZARD/Holding notes and descent conditions for various routes.
Special note: when OCK VOR is out of service, route to TOMMO.
SID Composition and Examples (Pages 27-33)
Composition of a SID (similar to STAR):
Basic Indicator: Name/code of the point where the SID ends (usually a navigation aid).
Validity Indicator: 1 to 9.
Route Indicator: A letter (not I or O).
Example SID: LAMBOURNE SID (LAM 4M)
Basic Indicator: LAM (Lambourne VOR/DME) where ATS route commences; SID ends.
Validity Indicator: 4.
Route Indicator: M (runway from which the SID commences).
SID Chart contents (ICAO standard):
Departure route details, climb gradients, altitude restrictions, speed limits, transition altitude, etc.
Heathrow/Gatwick/London examples (Pages 31-33)
LAMBOURNE SID at EGKK (Gatwick) with specific frequencies:
ACC, TWR, ATIS, RAD etc., and transition altitude of 6000 ft.
Climb gradient and restrictions (e.g., “WARNING-STEPPED CLIMB” due to interaction with other routes).
Example route: straight ahead to intercept DET VOR R258, then proceed via LAM VOR to destination, with altitude constraints such as FL130, FL200, etc.
SIDs include notes like: “Do not climb above SID levels until instructed by ATC”; “Maximum 250 KIAS below FL100 unless otherwise authorised.”
Some SIDs require RNAV/RNAV1 clearance; in Gatwick, crews may request conventional SID clearance if not RNAV capable.
A second SID example: Brookmans Park SID (BPK) at EGLL (Heathrow area) showing runway-specific initial headings, QNH constraints, and track instructions.
Additional SID content (Pages 32-33):
Similar structure with “No turns below” constraints and step-down gradients.
Textual notes like “Callsign for RTF frequency used after take-off” and “En-route cruising levels issued after take-off by London Control.”
Iberian Peninsula SIDs (Pages 34-35)
Spanish-Portuguese SID formats (CARTA DE SALIDA NORMALIZADA, VUELO POR INSTRUMENTOS – RNAVI-OACI)
Includes multiple FIRs (FIR LISBOA, FIR MADRID, FIR BORDEAUX, FIR BARCELONA) with explicit RNAV requirements, restrictions, and notes.
Example features:
RNAV-required SIDs (RNAVI REQUERIDA).
SIDs indicate that associated DME/VOR/NAV fixes (e.g., LED, JRZ, OXACA, SANTA, etc.) are used in pathing.
Text blocks outline notes, restrictions, and obstacles near airports (e.g., Barcelona, Valencia corridor).
Important operational notes from the Spanish/Portuguese SID documentation:
Some SIDs require crossings at certain altitudes and speeds (e.g., BL700/BL707 at minimum 190 kt in some routes).
ATC clearance and frequency usage guidance when crossing certain points.
RNAV and non-RNAV procedure distinctions and notes about which SIDs can be used depending on RNAV capability.
Practical takeaways: chart features and navigation logic (Pages 31-36)
STAR and SID charts organize:
Nav aid frequencies and identity
Climb gradients and descent profiles
Altitude restrictions and speed limits
Transition altitude/level
Holding patterns and route sequencing
The charts explicitly include:
Warnings such as “WARNING-STEPPED CLIMB” to enforce compliance with climb profiles when there is potential interaction with other routes.
Notes about constraints and airspace boundaries (e.g., NPRs, noise abatement areas, restricted airspace like danger areas).
References to national/international publications (AIP, ENR, AD 2-EGLL-7-8, etc.).
Some operational phrases found in notes:
“Cross SLPs or 3 min before holding facility at 250 KIAS or less.”
“En-route holding at BILNI (FL200+), DOMUT (FL200+) or KATHY (FL160+) as directed by ATC.”
“During congestion in the LTMA, traffic may be routed to BIGGIN hold via SIG 1G STAR as directed by ATC.”
Summary and Key Questions (Page 37-38)
Summary prompts:
What is a STAR?
What is a SID?
What is the purpose of SIDs and STARs?
Final slide invites questions or comments to clarify concepts.
Quick reference: practical numbers and rules to remember
Transition Altitude (LT MA examples):
Maximum holding speed (LTMA) rules:
Up to and including FL140: (KIAS)
Above FL150: standard ICAO holding speeds apply (no fixed number here; apply ICAO rules for speeds at altitude)
SID/S TAR composition rules:
Basic Indicator: name/code of end point
Validity Indicator: $1 \,\leq \, n \,\leq \, 9$
Route Indicator: one letter, not I or O
Distances and navigation:
Distances are in nautical miles (NM).
Bearings, tracks, and radials are magnetic.
Altitudes and elevations are in feet (ft).
NPRs applicability:
NPRs apply to jet aircraft and aircraft with MTOW ≥ 5700 kg.
Cross-references:
SIDs reflect NPRs; Noise Abatement Procedures are integral to published SIDs.
Connections to foundational and real-world relevance
SIDs and STARs are essential for safe integration of high-density traffic into major airports (e.g., London TMA).
They support terrain clearance, noise abatement, and radio-communication efficiency.
They provide standardized procedures that facilitate ATC handoffs, sequencing, and conflict avoidance.
The examples from the slides (OCKHAM STAR, LAMBOURNE SID, BROOKMANS PARK SID, and Iberian RNAV SIDs) illustrate how different regions implement SIDs/STARS with local variations in format, frequencies, and required navigation capabilities.
Ethical, philosophical, and practical implications
NPRs highlight the balance between operational efficiency and environmental impact (noise abatement) and how airspace design prioritizes community considerations.
The need for precise adherence to climb/descent gradients and transition levels ties to safety and collision avoidance in congested airspace.
Compatibility with RTF procedures and reduced controller workload underscores the human factors aspect of air traffic management.
Notable examples to remember
STAR: OCKHAM STAR at EGLL (OCK 2B example: OCK Basic Indicator, Validity 2, Route B)
SID: LAMBOURNE SID at EGKK (LAM 4M: LAM Basic Indicator, Validity 4, Route M)
SID example with detailed route: Brookmans Park SID (BPK) – runway-specific routing from Heathrow area with QNH constraints and obstacle clearance notes.
UK AIP STAR chart notes include: cross SLPs before holding, contingency routes (BIG 1G STAR), and RNAV vs conventional SID usage.
Iberian RNAV/SID: RNAVI required, cross FIRs (LISBOA, MADRID, BORDEAUX, BARCELONA), and descriptive textual notes about procedures and restrictions.
What to study for the exam
Definitions and purposes of SIDs and STARs.
How to read STAR and SID charts (Basic Indicator, Validity Indicator, Route Indicator).
Key chart contents: nav frequencies, descent gradients, level restrictions, transitions, holding patterns.
Examples of STAR and SID codes and their breakdown (OCK 2B, LAM 4M).
Typical holding speeds and transition altitude/level rules in a regional context (LTMA/ICAO rules).
NPRs and Noise Abatement Procedures: their role in SIDs and NPR compliance.
Real-world case studies: London area SIDs/STARS, and RNAV SIDs in Iberia (Spain/Portugal).
Final practical takeaway
SIDs and STARs are designed to manage traffic flow, protect terrain/airspace, and minimize RTF load while accommodating environmental considerations. Understanding the coding, chart content, and example routes helps in both exam questions and real-world aviation operations.
Any questions?
The slide deck ends with a prompt for questions or comments to clarify any points.