B767 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Distraction; Communication Breakdown; Time Pressure; Situational Awareness; Confusion; Human-Machine Interface
ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Procedure; Chart Or Publication; Human Factors
While on a trip to CYHM; Detroit center cleared us to (YQO) AYLMER and sometime after that had switch us over to Toronto center. As we approach TIKUM on the TIKUM ONE ARRIVAL the Controller cleared us for TIKUM ONE STAR [and] LOC 30 Approach which we read back. After receiving the clearance all 3 of us started questioning the clearance between ourselves as to how the arrival and the approach linked together; we believed at the time we were cleared for the star as published which at KEDBU was a turn to 117 [heading] and then vectors to the LOC 30 after KEDBU. Toronto Center passed us to Hamilton tower after TIKUM. When we checked in with Hamilton tower we told them we were descending on the TIKUM1 STAR down to 3000/200kt at KEDBU as it was programmed in the FMC. The Tower then cleared us for the LOC 30 Approach at which time we inquired with the tower how are we to connect the TIKUM1 STAR to the approach when after KEDBU it was vectors on a 117 [heading.] After the Inquiry prior to KEDBU the tower told us to turn to a heading of 330 to join the LOC 30 approach and cleared us for the approach. We Joined the LOC 30 approach and landed with no problems. At no time during the star or approach was there any violation of altitude or heading as we received a new clearance to join LOC 30 prior to KEDBU. After landing and taxing into the ramp ground said to us that the approach control cleared us for TIKUM ONE STAR [and] LOC 30 Approach and said to us there were no problems. After shutting down the airplane running the checklist we questioned what we missed on the arrival and approach.After further discussion between us looking at the star and approach plates; we noticed in the routing text a reference to a Downwind Termination Waypoint (DTW). Depending on the time you received the clearance for the star and the approach determined how the star and the approach connected together. After understanding the note the connection from star to the approach would be the connection of the route after KEDBU direct DELVA. If no approach clearance was received prior to DTW then we were to fly after KEDBU the 117 [heading] and vectors.The way to avoid this from happening again in the future would be; when a clearance is not understood 100% at the first issuance an inquiry should be made to clarify it better. Also a more thorough review of the notes and routing boxes would have made this clearer.
[Report narrative contained no additional information.]
Confusion reigned when a B767 flight crew was 'cleared for the LOC 30 Approach via the TIKUM STAR' to CYHM shortly after passing YQO some 50 NM from the airport. A contributing factor to the confusion was the FMC database display of the STAR which included a route discontinuity between KEDBU on the STAR and DELVA a fix aligned with the approach but not a part of the approach procedure.