Narrative:

During our descent via routing on the roa.ALDAN1 arrival; we found a couple of issues. The route was entered over roa VOR and proceeded normally. We were assigned 'landing southwest' and programmed the required runway 23R transition and the 23R ILS approach.as we approached harsh; crossing it at 8000'; the next indicated target was butts at 6000'; all appeared normally. Now the fun began. As we crossed harsh; the uns-1Ew units in our airplane went right into approach mode; dumping the butts intersection out of the system and showing the leg from prstn (on the 23R approach) to the FAF of bodly. The airplane - on autopilot - moved to intercept the inbound ILS course. At this time we called rdu approach control and informed them of our issues in reestablishing butts intersection and meeting the altitude restriction. We were told; 'don't worry about it; ...' and were told to turn to a heading for vectors to final.in researching the transition from arrival to approach we; and with the help of the wichita teaching staff at universal avionics; found the following:1.)the government printed chart does not show butts intersection as a 'fly over' fix. The routing depicted after butts would lead one to believe a programmed vector would be followed automatically by the autopilot until ATC issued further instructions.2.)reference; now; the same arrival as depicted by jeppesen. The butts intersection is depicted as a 'fly over' fix and the programmed vector 151 degrees after butts is depicted.3.)returning to the uns-1Ew radio the next day; we reprogrammed the arrival and the 23R ILS transition into the flight plan page. We found the canned arrival did not indicate butts as a 'fly over' fix and the 151 degree programmed vector was not included.during programming; the uns-1 inserts a 'no link' (flashing) in between the different sections of the routing to alert the pilot to check their work. The instructors at [a flight training academy]; in teaching the uns-1 system; always recommend deleting the flashing 'no link' tags. This; coupled with the coding errors pointed out above; caused the uns-1 to 'turn anticipate' and run an intercept to the ILS 23R inbound.as we had the opportunity to speak with the teaching staff at the universal wichita facility on training discrepancies before; they mentioned the [flight training academy] instructors; although having access to all the material; staff; and nav simulators at the universal wichita facility; generally make no effort to continue their education with the universal staff. The [flight training academy] training scenarios are such that removal of the flashing 'no link' would never address a situation such as we found at rdu.and; looking at the charted routing for the ALDAN1; we see the route from the aldan intersection to the last fix; butts intersection; with short legs and speed changes bridging the 10;000 foot transition altitude. It would be easy to say; 'can't our pilots calculate descent rates given speeds anymore?' sure; while changing that speed at 10;000 feet; completing close in pre-landing checklists; working with ATC and the FBO for passenger accommodations; and keeping one set of eyes outside for the 'see and be seen' collision avoidance... I think my point is made...and while complaining about cartography; the FAA has made no movement on helping IFR pilots out while operating at satellite airports under class B airspace by printing the class B configuration on the enroute charts. This is the '200 knot' trap we all face as IFR pilots further complicating the 'descend via' arrivals; should automation fail us.

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Original NASA ASRS Text

Title: CE560XL First Officer; on the ALDAN1 arrival to RDU; states that as he crossed HARSH; the UNS-1Ew units in his airplane went right into approach mode; dumping the BUTTS intersection out of the system and showing the leg from PRSTN (on the 23R approach) to the FAF of BODLY. He believes this occurs because BUTTS is not a fly over waypoint in the UNS-1Ew units in his airplane nor on the government charts but is a fly over waypoint on the Jepp chart.

Narrative: During our descent via routing on the ROA.ALDAN1 arrival; we found a couple of issues. The route was entered over ROA VOR and proceeded normally. We were assigned 'landing southwest' and programmed the required runway 23R transition and the 23R ILS approach.As we approached HARSH; crossing it at 8000'; the next indicated target was BUTTS at 6000'; all appeared normally. Now the fun began. As we crossed HARSH; the UNS-1Ew units in our airplane went right into approach mode; dumping the BUTTS intersection out of the system and showing the leg from PRSTN (on the 23R approach) to the FAF of BODLY. The airplane - on autopilot - moved to intercept the inbound ILS course. At this time we called RDU approach control and informed them of our issues in reestablishing BUTTS intersection and meeting the altitude restriction. We were told; 'Don't worry about it; ...' and were told to turn to a heading for vectors to final.In researching the transition from arrival to approach we; and with the help of the Wichita teaching staff at Universal Avionics; found the following:1.)The Government printed chart does not show BUTTS intersection as a 'fly over' fix. The routing depicted after BUTTS would lead one to believe a programmed vector would be followed automatically by the autopilot until ATC issued further instructions.2.)Reference; now; the same arrival as depicted by Jeppesen. The BUTTS intersection is depicted as a 'fly over' fix and the programmed vector 151 degrees after BUTTS is depicted.3.)Returning to the UNS-1Ew radio the next day; we reprogrammed the arrival and the 23R ILS transition into the flight plan page. We found the canned arrival did not indicate BUTTS as a 'fly over' fix and the 151 degree programmed vector was not included.During programming; the UNS-1 inserts a 'No Link' (flashing) in between the different sections of the routing to alert the pilot to check their work. The Instructors at [a Flight Training academy]; in teaching the UNS-1 system; always recommend deleting the flashing 'No Link' tags. This; coupled with the coding errors pointed out above; caused the UNS-1 to 'turn anticipate' and run an intercept to the ILS 23R inbound.As we had the opportunity to speak with the teaching staff at the Universal Wichita facility on training discrepancies before; they mentioned the [Flight Training academy] instructors; although having access to all the material; staff; and nav simulators at the Universal Wichita facility; generally make no effort to continue their education with the Universal staff. The [Flight Training academy] training scenarios are such that removal of the flashing 'No Link' would never address a situation such as we found at RDU.And; looking at the charted routing for the ALDAN1; we see the route from the ALDAN intersection to the last fix; BUTTS intersection; with short legs and speed changes bridging the 10;000 foot transition altitude. It would be easy to say; 'Can't our pilots calculate descent rates given speeds anymore?' Sure; while changing that speed at 10;000 feet; completing close in pre-landing checklists; working with ATC and the FBO for passenger accommodations; and keeping one set of eyes outside for the 'See and Be Seen' collision avoidance... I think my point is made...And while complaining about cartography; the FAA has made no movement on helping IFR pilots out while operating at satellite airports under Class B airspace by printing the Class B configuration on the enroute charts. This is the '200 knot' trap we all face as IFR pilots further complicating the 'Descend Via' arrivals; should automation fail us.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.