I was flying LSZH-EHAM in the FENIX A320 via the HELE2A arrival and then onto the ILS RWY 18R Approach via the RIV1D transition. When pulling up the charts, there were several things that confused me:
On 10-2A, there is a FL070-FL100 constraint in place at RIVER, indicated in blue with respective bars above and below. On 11-0E however, the constraint is FL100-FL140 at RIVER, indicated in black with Max and Min abbreviations. Does one chart override the other in this case? Are the markings on 11-0E just concerning a hold at RIVER? (I marked all of this blue in my images)
As 11-0E shows a Night Transition, I thought the higher altitudes could have to do something with noise abatement procedures. But I could not find a matching STAR chart for night procedures.
Or does it simply mean I have to respect both charts and be at FL100 at RIVER? Are there maybe some other STARs or procedures that allow you to be at up to FL140 at RIVER, but not HELE2A?
The FENIX A320 MCDU “chose” the FL100-FL140 constraint though, and the FL070-FL100 constraint did not seem to be taken into account.
When I enter the approach I open 11-0E. Different Waypoints have different altitudes written next to them. Example: AM627 FL100. It is written in black and there are no bars above or below the print. In the FENIX A320 MCDU as well as in a chart from Chartfox and real LIDO charts used by an airline, it is indicated as FL100 or above at AM627. I do not quite understand the markings here? (I marked all of this green in my image)
10-2A has a different layout and design than 11-0E; are these the older vs newer style of Jeppesen charts?
As I am already asking: What is the difference between 2000 and 2000’ in Jeppesen Charts?
Thanks for any help. I do not consider myself as advanced, so I might have missed something crucial here.
I took an interest in your post and whilst I’m in no way an expert, I believe the difference is between daytime and nightime arrivals.
During the day, ILS arrivals to RWY 18R have you flying over the airport, which explains the lower altitude constraints depicted on the HELE2A plate 10-2A, corresponding to the airspace surrounding the airport for approaches. This then links up with 11-3/A for the approach.
The nighttime transition plate for ILS arrivals to RWY 18R would be 11-0E. This has you flying a different course over the North Sea before turning inland for your approach. I assume the constraints differ due to the types of airspaces involved.
Constraints without a line above or below are At constraints, meaning you have to be at that altitude when crossing the waypoint. I believe Jeppesen updated their charts, and altitude constraints are now shown in blue to make them easier to locate. This may confirm your suggestion that 11-0E is an older chart, which is still in use.
11-2A is specific to RWY 18C. I believe your flight plan has you landing at RWY 18R, which is 11-3/A.
As to your comment on the difference in layout, I can only attribute this to how best to present the information contained in each chart.
They’re the same as far as I know.
I hope someone with more expertise than I can point out anything I may have misunderstood, as, like yourself, I’m keen to learn the idiosyncrasies in greater depth.
First of all, thanks for the answer. I’m gonna respond to the questions separately again as I think it makes the most sense:
I also think it is the difference between daytime and nighttime operations. But then, shouldn’t there be an additional Arrival plate to connect to the nighttime Approach, replacing HELE2A 10-2A, with a FL100-FL140 constraint at RIVER, or is the pilot expected to respect one, the other or both constraints?
What do you mean by the different airspaces? I didn’t quite catch that.
That further makes it confusing, because in all other sources of charts (including the real world LIDO ones) these constraints were depicted as “at or above” (with a line under the print).
My bad. I meant the 11-0E and not 11-2A. I mixed them up. Too many thoughts im my head…
You are both correct in that the difference between the two is due to the night transition procedure. However it is more nuanced than that.
The two notes on the top right of the STAR chart help explain.
1. Navigation in the initial and intermediate approach is primarily based on RADAR vectors provided by ATC
2. Night procedure 2230-0630LT;
Altitude at IAF at ATC discretion. See applicable NIGHT TRANSITION (11-0) chart. When instructed to descent at pilots discretion air for a continuous descent operation (CDO).
This means that from RIVER (between FL100 & FL070) expect vectors. Typically this would be via a right downwind to join the ILS. Whilst the ILS chart has a transition route from RIVER, this would rarely be used, and would mainly be for a lost comms scenario. I’d expect radar tracking to keep you just off the coast, something similar to RIVER>AM241>AM242 etc, etc.
If flying the night procedure, plan to cross RIVER between FL140 & FL100.
In a nutshell, by day the arrival chart altitude constraints apply, and expect vectors. By night the night transition altitude constraints apply, and fly the night procedure.
Okey. Now the constraints at the IAF do make sense to me. The notes on the STAR really help explain it, just as you’re saying.
What is still a mystery to me though, is why the waypoints on the transition route from RIVER to the ILS have their altitudes indicated as “at” when every other source indicates them as “at or above”. Maybe it has something to do with the CDO? Is that not a thing on other types of charts?
