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Don Desfosse

New KBOS Procedures

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Effective 0901Z tomorrow, 15 Dec 2011, there will be some changes, deletions and additions to many KBOS instrument procedures.

 

Summary of major changes:

 

STARs:

 

INNDY2:  DELETED

 

GDM4:

- Aircraft expect clearance to cross LOBBY (vice BRONC)

- No expected speed restrictions

- No JFK transition

 

ORW4:

- Aircraft, after overlying PVD, will automatically fly to KRANN (vice INNDY)

 

KRANN1 (RNAV):  NEW

- New RNAV arrival that is useful for the same aircraft/routes that would formerly have used the ORW4, but as an RNAV arrival, provides detailed procedures to follow (fixes, altitudes and speeds) to get them set up for an approach clearance or vectors to an approach clearance

  - As such, significantly reduces reliance on vectors and radio transmissions -- gives pilots the responsibility to do a lot more on their own

    - As such, it's now much more critical that pilots listen to ATIS before checking on with approach, and/or know what runway they'll be landing on.  In configurations where we're using multiple landing runways and the pilot is on this STAR, it will be critical for the approach controller to assign an arrival runway prior to KRANN

 

OOSHN1 (RNAV):  NEW

- Brings aircraft from the SW around to SCUPP and then to OOSHN

- Provides clear transitions from the N and NE (ENE and AJJAY respectively)

- New RNAV arrival that is useful for the same aircraft/routes that would formerly have used the SCUPP4, but as an RNAV arrival, provides detailed procedures to follow (fixes, altitudes and speeds) to get them set up for an approach clearance or vectors to an approach clearance

  - As such, significantly reduces reliance on vectors and radio transmissions -- gives pilots the responsibility to do a lot more on their own

    - As such, it's now much more critical that pilots listen to ATIS before checking on with approach, and/or know what runway they'll be landing on.  In configurations where we're using multiple landing runways and the pilot is on this STAR, it will be critical for the approach controller to assign an arrival runway prior to TTERI, with a strong recommendation that the arrival runway assignment be made prior to OOSHN

- Honestly, I don't see us using this one much except for transatlantic arrivals

 

QUABN1 (RNAV):  NEW

- Brings aircraft from the SW around to SCUPP and then to OOSHN

- Provides clear transitions from the N and NE (ENE and AJJAY respectively)

- New RNAV arrival that is useful for the same aircraft/routes that would formerly have used the GDM4, but as an RNAV arrival, provides detailed procedures to follow (fixes, altitudes and speeds) to get them set up for an approach clearance or vectors to an approach clearance

  - As such, significantly reduces reliance on vectors and radio transmissions -- gives pilots the responsibility to do a lot more on their own

    - As such, it's now much more critical that pilots listen to ATIS before checking on with approach, and/or know what runway they'll be landing on.  In configurations where we're using multiple landing runways and the pilot is on this STAR, it will be critical for the approach controller to assign an arrival runway prior to QUABN, with a strong recommendation that the arrival runway assignment be made prior to LOBBY

 

 

IMPORTANT NOTE!:  Though the new RNAV procedures have mandatory altitudes and/or altitude blocks and speeds at KRANN, SCUPP and LOBBY/QUABN, and controllers, as long as they were sure the pilot had received a clearance to KBOS that included one of the new RNAV STARs as part of their clearance could issue a "descend via" clearance (i.e. Shamrock 125 Heavy, descend via the OOSHN1 arrival, Boston altimeter 2992), as the RW ZBW will not be using these at this time, neither will we.  Controllers shall continue the practice of issuing "Cross ___ at 11,000" clearances, as follows (unless operational advantage dictates otherwise):

 

KRANN:  Cross KRANN at 11000

OOSHN:  Cross SCUPP at 11000

QUABN:  Cross LOBBY at 11000

 

The reason RW ZBW is not using the "descend via" clearances at this time is that there are no defined procedures yet for a high altitude sector to issue such a clearance and have authorization directly into a low altitude sector.  Additionally, there is no data block indication yet to alert the low altitude or next sector that the pilot is descending via on the STAR.  Adding to the problem is one of the transitions will start in another facility, and no LOA update has been coordinated yet.

 

 

 

APPROACH PROCEDURES:

- Many minor changes

- For those of us old, reminiscent folks, another NDB loss -- the LQ (LYNDY, 382) NDB has now been removed from the ILS 33L approach plate as the alternate missed approach destination (and replaced with COTEE)

Don Desfosse (DO)

Vice President, VATSIM

Division Director Emeritus, VATUSA

Air Traffic Manager Emeritus, Boston ARTCC

Boston ARTCC - Where Excellence is Routine!

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IMPORTANT NOTE!:  Though the new RNAV procedures have mandatory altitudes and/or altitude blocks and speeds at KRANN, SCUPP and LOBBY/QUABN, and controllers, as long as they were sure the pilot had received a clearance to KBOS that included one of the new RNAV STARs as part of their clearance could issue a "descend via" clearance (i.e. Shamrock 125 Heavy, descend via the OOSHN1 arrival, Boston altimeter 2992), as the RW ZBW will not be using these at this time, neither will we.  Controllers shall continue the practice of issuing "Cross ___ at 11,000" clearances, as follows (unless operational advantage dictates otherwise):

 

KRANN:  Cross KRANN at 11000

OOSHN:  Cross SCUPP at 11000

QUABN:  Cross LOBBY at 11000

 

The reason RW ZBW is not using the "descend via" clearances at this time is that there are no defined procedures yet for a high altitude sector to issue such a clearance and have authorization directly into a low altitude sector.  Additionally, there is no data block indication yet to alert the low altitude or next sector that the pilot is descending via on the STAR.  Adding to the problem is one of the transitions will start in another facility, and no LOA update has been coordinated yet.

 

The FAA finally caught up to our procedures....  ;)

 

  !FDC 1/2816 BOS FI/T STAR GENERAL EDWARD LAWRENCE LOGAN INTL

OOSHN ONE ARRIVAL. EFFECTIVE DECEMBER 15, 2011. IFR TURBOJET AIRCRAFT FILED VIA OOSHN ONE ARRIVAL. DESCEND VIA  CLEARANCE AND ASSOCIATED CROSSING RESTRICTIONS NOT AVAILABLE UNTIL THE SCUPP INTERSECTION.

 

  !FDC 1/2813 BOS FI/T STAR GENERAL EDWARD LAWRENCE LOGAN INTL

KRANN ONE ARRIVAL. EFFECTIVE DECEMBER 15, 2011. IFR TURBOJET AIRCRAFT FILED VIA KRANN ONE ARRIVAL. DESCEND VIA CLEARANCE AND ASSOCIATED CROSSING RESTRICTIONS NOT AVAILABLE BETWEEN THE JFK VORTAC AND THE PVD VORTAC.

 

  !FDC 1/2811 BOS FI/T STAR GENERAL EDWARD LAWRENCE LOGAN INTL

QUABN  ONE ARRIVAL. EFFECTIVE DECEMBER 15, 2011. IFR TURBOJET AIRCRAFT FILED VIA QUABN ONE ARRIVAL. DESCEND VIA  CLEARANCE AND ASSOCIATED CROSSING RESTRICTIONS NOT AVAILABLE BETWEEN THE ALB VORTAC AND THE GDM VORTAC.

 

Plus one more update:

 

  !FDC 1/5155 BOS FI/T STAR GENERAL EDWARD LAWRENCE LOGAN INTL

KRANN ONE ARRIVAL. DELETE ALTITUDE REQUIREMENT TO CROSS OUTTT WP AT OR ABOVE FL200.

Don Desfosse (DO)

Vice President, VATSIM

Division Director Emeritus, VATUSA

Air Traffic Manager Emeritus, Boston ARTCC

Boston ARTCC - Where Excellence is Routine!

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Guest Chris Mauro

Hopefully they can get their LOA's straightened out sooner or later!

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And folks, just to clarify my earlier post, for the time being, you won't get "descend via" clearances in New York or Boston Center airspace (unless a manual coordination is effected, which would be very rare), but aircraft flying the RNAV arrivals are quite likely to get "descend via" transitions once they are in Boston Approach airspace.  The terminology would sound like this:

 

Cactus 592, descend via the KRANN1 arrival, Runway 33L transition, Boston Altimeter 29.92

Don Desfosse (DO)

Vice President, VATSIM

Division Director Emeritus, VATUSA

Air Traffic Manager Emeritus, Boston ARTCC

Boston ARTCC - Where Excellence is Routine!

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All, looks like we've turned the crank all the way around on one of our DPs.  Announcing.....  The WYLYY ONE departure!

 

http://aeronav.faa.gov/d-tpp/1202/compa ... YY_CMP.PDF

 

As you can see, not too different from the WYLYY9....  I guess the FAA needs a reason to start charging us for their digital charts....

Don Desfosse (DO)

Vice President, VATSIM

Division Director Emeritus, VATUSA

Air Traffic Manager Emeritus, Boston ARTCC

Boston ARTCC - Where Excellence is Routine!

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Guest Mike Kaplan

All, looks like we've turned the crank all the way around on one of our DPs.  Announcing.....  The WYLYY ONE departure!

 

http://aeronav.faa.gov/d-tpp/1202/compa ... YY_CMP.PDF

 

As you can see, not too different from the WYLYY9....  I guess the FAA needs a reason to start charging us for their digital charts....

 

lol.. It's happening all over, especially in the northeast. Getting a little crazy. Newark 9 went to Newark 1 recently. La Guargia 2 went to 3 and 4 within a couple weeks practically. My Jepp revisions are each the size of a college textbook!!

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And again the changes come.  Effective 0901Z 20 Sep 2012, the KBOS arrivals will be changing again, as follows:

 

STAR KRANN (RNAV) TWO  BOSTON MA KBOS  GENERAL EDWARD LAWRENCE LOGAN INTL  BOS (KBOS)  BOSTON, MA  9/20/2012

STAR NORWICH FIVE BOSTON MA KBOS  GENERAL EDWARD LAWRENCE LOGAN INTL  BOS (KBOS)  BOSTON, MA  9/20/2012

STAR OOSHN (RNAV) TWO BOSTON MA KBOS  GENERAL EDWARD LAWRENCE LOGAN INTL  BOS (KBOS)  BOSTON, MA  9/20/2012

STAR QUABN (RNAV) TWO BOSTON MA KBOS  GENERAL EDWARD LAWRENCE LOGAN INTL  BOS (KBOS)  BOSTON, MA  9/20/2012

 

My plan was to just publish a quick summary of the changes associated with each.  Unfortunately, my loaner computer for when I'm on travel doesn't have Adobe Professional, so I can't convert the Adobe file to OCR and just paste the changes, so I provided links to the full FAA change document above.  That will actually help our Facilities Engineering team get the waypoints as well.

 

Some of these have waypoint location changes and waypoint additions; we'll need our Facilities Engineering team to assess the impact to our sector files, and publish new ones as appropriate.

 

More as I get it.

Don Desfosse (DO)

Vice President, VATSIM

Division Director Emeritus, VATUSA

Air Traffic Manager Emeritus, Boston ARTCC

Boston ARTCC - Where Excellence is Routine!

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