How to Read Aviation Charts
A guide for VATSIM pilots and controllers covering the most common chart types used in real-world and simulated IFR operations.
Table of Contents
- Types of Aviation Charts
- SID Charts (Standard Instrument Departure)
- STAR Charts (Standard Terminal Arrival Route)
- Approach Charts
- Airport/Ground Charts
- En-Route Charts
- Common Symbols & Conventions
- Reading a Chart Step-by-Step
- Chart Providers
Types of Aviation Charts
| Chart Type | Purpose | Who Uses It Most |
|---|---|---|
| SID | Departure routing from airport | Pilots, Delivery/Ground ATC |
| STAR | Arrival routing to an airport area | Pilots, Approach/Centre ATC |
| Approach (IAP) | Final approach to a runway | Pilots, Approach/Tower ATC |
| Airport/Ground | Taxiways, runways, aprons | Pilots, Ground/Tower ATC |
| En-Route (Low/High) | Cruise navigation on airways | Pilots, Centre ATC |
1. SID Charts
A Standard Instrument Departure (SID) is a pre-planned IFR routing from the departure end of a runway to a fix or waypoint where the en-route phase begins.
Anatomy of a SID Chart
┌─────────────────────────────────────────────────────────┐
│ HEADER BLOCK │
│ Airport name / ICAO | Chart name | Chart index number │
│ Effective date | Variation | Transition altitude │
└─────────────────────────────────────────────────────────┘
┌─────────────────────────────────────────────────────────┐
│ PLAN VIEW (top-down map) │
│ • Airport symbol at centre │
│ • Departure runways highlighted │
│ • Route lines with arrows showing direction of travel │
│ • Waypoints (named fixes) along the route │
│ • Minimum Obstacle Clearance Altitude (MOCA) arcs │
│ • Terrain or obstacle shading if relevant │
└─────────────────────────────────────────────────────────┘
┌─────────────────────────────────────────────────────────┐
│ TEXTUAL/TABULAR SECTION │
│ • Takeoff minimums (visibility, ceiling) │
│ • Climb gradients required │
│ • Routing instructions per runway │
│ • Transition routes to specific en-route fixes │
└─────────────────────────────────────────────────────────┘
Key Things to Read on a SID
Name and applicability — the SID name includes a code and a number, e.g. RAGUL3A. The letter suffix often denotes a revision. Check it applies to your departure runway.
Climb gradient — many SIDs have a required climb gradient (e.g. 400 ft/NM). If your aircraft cannot meet this, you may not be able to use the SID or will need to advise ATC.
Altitude constraints — shown on waypoints as:
- FL150 = cross AT that altitude
- +FL110 = cross AT OR ABOVE
- -8000 = cross AT OR BELOW
- 8000A and FL130B together = cross BETWEEN those altitudes
Speed restrictions — often shown as 250KT or 210KT at specific waypoints. In a lot of Africa, you may see MAX 210KT, which is a Speed limit point. If you are unable to fly slower than 210, you must advise ATC and fly your slowest speed. On the side of a typical arrival chart, you may see a MAX below a certain altitude. Be advised that this is usually a suggestion and may be overrid by ATC (unless you are in USA where 250 is common below 10,000 ft.)
Transitions — a SID may have multiple named transitions that branch off to different en-route fixes. ATC will specify which one to fly, e.g. MERIT2A BOLNO TRANSITION.
2. STAR Charts
A Standard Terminal Arrival Route (STAR) is a pre-planned IFR routing from an en-route fix down to the initial approach fix (IAF) or a point where you are vectored for the approach.
Anatomy of a STAR Chart
The layout mirrors the SID, but the direction of flight is inbound to the airport. Key differences:
Entry transitions — multiple fixes where aircraft can join the STAR from different directions (east, west, etc.). ATC assigns the transition, e.g. NEEKO2A NEEKO TRANSITION.
Altitude constraints — same notation as SIDs. On a STAR these are typically descend-to altitudes and are critical for vertical spacing with other traffic.
Speed restrictions — very common on STARs, especially near busy airports. Expect 250KT or lower at various points. In South Africa, speed restrictions are the following: 250KTs within 50 DME of the airport and 210KTs within 15DME of the airport.
Published holding patterns — some STARs have holding fixes where ATC can stack traffic. These are shown as racetrack ovals on the chart.
The IAF (Initial Approach Fix) — where the STAR ends and the approach begins. Usually shown as a named waypoint with a thicker symbol.
STAR vs Radar Vectors
On VATSIM and in real operations, ATC may issue radar vectors instead of the full published STAR, or may shorten ("direct to") a waypoint mid-STAR. Always listen to ATC instructions — published procedures are the default, but ATC clearances take precedence.
3. Approach Charts
Approach charts (formally Instrument Approach Procedures, or IAPs) are the most information-dense charts you will encounter. They describe the lateral and vertical path to land on a specific runway.
Types of Approaches
| Type | Lateral Guidance | Vertical Guidance | Notes |
|---|---|---|---|
| ILS | Localiser (LOC) | Glideslope | Most precise; used to low minimums |
| LPV | GNSS (GPS) | SBAS glidepath | GPS precision approach; similar to ILS, common in the US and Europe |
| VOR | VOR radial | None (or step-down) | Older; non-precision |
| NDB | NDB bearing | None | Rare; mostly legacy |
| RNAV (GPS) | GNSS/RNP | None (LNAV) or with SBAS (LPV/LNAV+V) | Common at smaller airports |
| Visual | ATC / pilot | Pilot | Not a published instrument approach |
Anatomy of an Approach Chart
┌──────────────────────────────────────────────────────────────────┐
│ HEADER BLOCK │
│ Airport ICAO | Runway | Approach type | Chart number │
│ Transition altitude | MSA (Minimum Safe Altitude) circle │
└──────────────────────────────────────────────────────────────────┘
┌──────────────────────────────────────────────────────────────────┐
│ PLAN VIEW (top-down) │
│ • Inbound course/localiser/VOR radial │
│ • IAF, IF (Intermediate Fix), FAF (Final Approach Fix) │
│ • Missed Approach Point (MAP) and missed approach routing │
│ • Minimum Safe Altitude (MSA) arcs by sector │
│ • Significant terrain/obstacles │
└──────────────────────────────────────────────────────────────────┘
┌──────────────────────────────────────────────────────────────────┐
│ PROFILE VIEW (side elevation) │
│ • Glideslope or step-down altitudes along the approach path │
│ • FAF altitude | Decision Altitude or MDA │
│ • Threshold Crossing Height (TCH) │
│ • Missed approach climb gradient │
└──────────────────────────────────────────────────────────────────┘
┌──────────────────────────────────────────────────────────────────┐
│ MINIMUMS TABLE │
│ • By aircraft category (A/B/C/D) and approach type │
│ • DA/H or MDA/H (Decision Altitude/Height or Minimum Descent │
│ Altitude/Height) │
│ • Required Visibility (RVR or Horizontal in Meters │
└──────────────────────────────────────────────────────────────────┘
The Minimums Table in Detail
CAT │ ILS/LOC │ CIRCLE │
────────┼─────────────────┼────────────┤
A │ DA(H) 287 (200) │ MDA 460 │
B │ DA(H) 287 (200) │ MDA 500 │
C │ DA(H) 287 (200) │ MDA 560 │
D │ DA(H) 287 (200) │ MDA 660 │
- DA (Decision Altitude) — altitude at which you must have visual references or execute the missed approach. Used for precision approaches (ILS, LPV).
- MDA (Minimum Descent Altitude) — lowest altitude you may descend to without visual reference. You continue at MDA until the MAP, then go missed. Used for non-precision approaches.
- The number in brackets (e.g.
(200)) is the height relative to the airport, so in this case, it is 200 AAL. - Aircraft category is based on approach speed (Vref × 1.3): Cat A < 91 kt, Cat B 91–120 kt, Cat C 121–140 kt, Cat D 141–165 kt. Most airliners are Cat C or D.
The Profile View
The profile view is read left to right (inbound). Key items:
- Glideslope/path angle — for an ILS, typically 3.00°. Non-standard glideslopes (e.g. 3.5°) are clearly marked.
- FAF (Final Approach Fix) — the point where you are established on the final approach course at the correct altitude to begin descent. Shown as a Maltese cross (✖) on the profile.
- Step-down fixes — on non-precision approaches, intermediate fixes where you can descend to progressively lower altitudes after crossing them.
- DA or MDA — shown as a dashed horizontal line near the runway end.
- Missed approach — the profile shows the initial climb of the missed approach procedure, including the climb gradient required.
4. Airport/Ground Charts
Airport charts show the surface layout including runways, taxiways, aprons, terminals, and hotspots.
Key Elements
Runways — thick dark bars labelled with their magnetic heading in tens of degrees (e.g. runway 03L, 03R, 21R, 21L).
Taxiways — labelled with letters (Alpha, Bravo, etc.) or letter-number combinations (B1, B2). These match the phonetic names used by ground/tower ATC.
Holding positions — dashed yellow lines across taxiways. Do not cross these without ATC clearance. On a chart these are shown as a thick line perpendicular to the taxiway.
Hot spots — numbered circles (HS 1, HS 2) marking areas of known collision or incursion risk. The chart legend explains each one.
Apron/gate areas — typically shaded. Gate numbering matches the aerodrome's real layout.
Frequencies — ground and tower frequencies are often printed in the chart header for quick reference.
Reading a Taxi Clearance Against the Chart
When ground issues "Taxi to holding point B runway 03L via Delta and Alpha", trace the path on the chart: from your gate, find taxiway D (Delta), follow it to A (Alpha) toward the holding point B runway 03L.
5. En-Route Charts
En-route charts (also called airway charts) cover the cruise phase of flight. They come in two types: Low Altitude (below FL180 in the US, generally below FL245 in ICAO regions) and High Altitude (above those levels).
Key Elements
Airways — named routes connecting VORs, NDBs, or waypoints. Low-altitude airways are prefixed V (VOR airways, US) or L (ICAO). High-altitude airways use J (US) or UN, UL (ICAO).
MEA (Minimum En-Route Altitude) — the lowest altitude ensuring obstacle clearance and navigation signal reception along an airway segment. Printed above the airway line.
MOCA (Minimum Obstacle Clearance Altitude) — provides obstacle clearance but only guarantees nav signal within 22 NM of a VOR. Shown with an asterisk (*).
Distance — mileage between fixes is printed along the airway.
Compulsory vs non-compulsory reporting points — solid triangles (▲) are compulsory position reports; open triangles (△) are non-compulsory.
ADIZ / FIR boundaries — shown as thick dashed lines, denoting airspace boundaries.
Common Symbols & Conventions
| Symbol | Meaning |
|---|---|
| ✖ (Maltese cross) | Final Approach Fix (FAF) |
| ⊕ | Waypoint / named fix |
| ◆ | Compulsory reporting point |
| ◇ | Non-compulsory reporting point |
| ▽ (downward triangle) | DME fix |
| Circle with arrows | Holding pattern |
| Dashed oval | Terminal holding fix |
| MSA circle | Minimum Safe Altitude by sector (usually 25 NM radius) |
| D- prefix | DME arc (e.g. D16 = 16 DME arc) |
| T- prefix | TACAN |
C in a circle |
Circle-to-land procedure available |
| Bold X | Missed approach point (non-precision) |
Altitude Notation
| Notation | Meaning |
|---|---|
12000 |
12,000 ft MSL |
FL120 |
Flight Level 120 (12,000 ft, using standard pressure 1013.25 hPa) |
+12000 or 12000A |
At or above 12,000 ft |
-8000 or 8000B |
At or below 8,000 ft |
8000A / FL130B |
Between 8,000 and FL130 |
Speed Notation
Speeds on charts are always indicated airspeed (KIAS) unless annotated otherwise. 210KT means 210 knots indicated.
Reading a Chart Step-by-Step
Before Departure
- Pull the SID for your departure runway and read the full procedure name and applicable runways.
- Check the climb gradient — can your aircraft meet it?
- Note the initial heading/course and first altitude restriction.
- Identify which transition ATC has assigned (or request clarification on departure).
- Brief the missed approach on the approach chart for your destination.
On Arrival
- Load the STAR and identify your entry transition fix.
- Note all altitude constraints — programme them into your FMS.
- Confirm the speed restrictions and plan your deceleration profile.
- Identify the IAF where the STAR ends and the approach begins.
- Brief the approach:
- Course and glideslope/path angle
- FAF altitude
- DA or MDA
- Missed approach procedure (first heading, altitude, then routing)
- Required visibility
During the Approach
- At the FAF, call out the altitude and confirm you are established on the approach course.
- Cross-check your altitude against the profile view at step-down fixes or during glideslope descent.
- At DA/MDA, have the required visual references or fly the missed approach — no exceptions.
Chart Providers
| Provider | Coverage | Free? | Notes |
|---|---|---|---|
| Navigraph | Worldwide (Jeppesen-based) | Subscription | Most popular on VATSIM; integrates with MSFS, X-Plane, P3D |
| Chartfox | Worldwide (official AIP charts) | Free (VATSIM login) | Uses government-published charts; free for VATSIM members |
| SkyVector | FAA charts (US/Canada primary) | Free | Great for en-route planning; includes IFR low/high charts |
| AIP (national providers) | Country-specific | Often free | Each country publishes its own AIP; quality varies |
VATSIM tip: Chartfox is the recommended free option for VATSIM members. It pulls directly from official government AIPs and is accessible at chartfox.org after logging in with your VATSIM account.
Quick Reference: Approach Minimums Decoded
ILS RWY 03L
────────────────────────────────────────────────────────
CATEGORY A B C D
DA(H) 287(200) 287(200) 287(200) 287(200)
VIS R550M R550M R550M R550M
────────────────────────────────────────────────────────
CIRCLING
MDA(H) 460(373) 500(413) 560(473) 660(573)
VIS (M) V1500M V1600M V2400M V3600M
────────────────────────────────────────────────────────
- DA 287 means descend to 287 ft MSL, then decide: land or go missed.
- (200) is the height above the runway threshold elevation (HAT), useful for a quick sanity check.
- VIS R550M means you need 550M of runway visual range reported by the airport sensors.
- Circling MDA applies if you need to circle to land on a different runway than the one the approach is designed for.
- VIS V1500M means you need 1500M of horizontal visibility to perform the approach. Notice how it increases with Aircraft category.
For VATSIM use, always cross-check your charts with current NOTAMs and confirm procedures with ATC. Chart effective dates matter — always use the current AIRAC cycle (updated every 28 days).