New Jeppesen SIDS and STARS

Airspace redesign, increased use of RNAV and optimum climb/descent profiles complicate and clutter STARs and SIDs. Procedure complexity previously stemmed from complicated lateral paths. Course changes and cross-radials required frequencies to be tuned and OBS knobs spun like the man behind the curtain. (Im supposed to identify each of these stations too?) The HAARP arrival into LaGuardia is an example: tracking outbound on Kingston R-203, the number two radio is set on Deer Park R-338, then number one on the Pawling R-211 or Huguenot R-107 to identify BASYE intersection.

jmiller

Wednesday, January 25, 2017 at 12:00 AM ET

Verified

Key Takeaways:

Jeppesen is updating STAR and SID charts to combat increasing procedure complexity and common pilot errors, particularly with speed restrictions, aiming to improve situational awareness and compliance on EFBs.
Key charting enhancements include geo-referenced maps with terrain/water depiction, MSAs/MORAs, high-contrast colored constraints (blue for altitude, magenta for speed) using new visual notations, and EFB-friendly aligned notes.
The inherent complexity of modern RNAV procedures is driven by intricate airspace management and inter-facility agreements, underscoring the critical need for pilots to strictly adhere to all published constraints, especially often-missed speed limits.

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Airspace redesign, increased use of RNAV and optimum climb/descent profiles complicate and clutter STARs and SIDs. Procedure complexity previously stemmed from complicated lateral paths. Course changes and cross-radials required frequencies to be tuned and OBS knobs spun like the man behind the curtain. (I’m supposed to identify each of these stations too?) The HAARP arrival into LaGuardia is an example: tracking outbound on Kingston R-203, the number two radio is set on Deer Park R-338, then number one on the Pawling R-211 or Huguenot R-107 to identify BASYE intersection.

FMS and GPS magic wonder boxes eliminated lateral navigation complexity. Instead of tuning, identifying and twisting, a pilot could sit back and watch waypoints tick off in the box and the path neatly displayed on the MFD. A coupled autopilot could even fly the jagged line, further reducing pilot workload. But procedure complexity continued increasing, with a third dimension of altitude and a fourth dimension of speed.