b. Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance
containing a STAR whenever ATC deems it appropriate.
c. Use of STARs requires pilot possession of at least the approved chart. RNAV STARs must be retrievable
by the procedure name from the aircraft database and conform to charted procedure. As with any ATC clearance
or portion thereof, it is the responsibility of each pilot to accept or refuse an issued STAR. Pilots should notify
ATC if they do not wish to use a STAR by placing "NO STAR" in the remarks section of the flight plan or by
the less desirable method of verbally stating the same to ATC.
d. STAR charts are published in the Terminal Procedures Publications (TPP) and are available on subscription
from the National Aeronautical Charting Office.
e. PBN STAR.
1. Public PBN STARs are normally designed using RNAV 1, RNP 1, or A-RNP NavSpecs. These
procedures require system performance currently met by GPS or DME/DME/IRU PBN systems that satisfy the
criteria discussed in AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. These
procedures, using RNAV 1 and RNP 1 NavSpecs, must maintain a total system error of not more than 1 NM for
95% of the total flight time. Minimum values for A-RNP procedures will be charted in the PBN box (for
example, 1.00 or 0.30).
2. In the U.S., a specific procedure"s PBN requirements will be prominently displayed in separate,
standardized notes boxes. For procedures with PBN elements, the "PBN box" will contain the procedure"s
NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional
or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Items listed in this
PBN box are REQUIRED for the procedure"s PBN elements.
5-4-2. Local Flow Traffic Management Program
a. This program is a continuing effort by the FAA to enhance safety, minimize the impact of aircraft noise and
conserve aviation fuel. The enhancement of safety and reduction of noise is achieved in this program by
minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more than 12,500
pounds and, by permitting departure aircraft to climb to higher altitudes sooner, as arrivals are operating at higher
altitudes at the points where their flight paths cross. The application of these procedures also reduces exposure
time between controlled aircraft and uncontrolled aircraft at the lower altitudes in and around the terminal
environment. Fuel conservation is accomplished by absorbing any necessary arrival delays for aircraft included
in this program operating at the higher and more fuel efficient altitudes.
b. A fuel efficient descent is basically an uninterrupted descent (except where level flight is required for speed
adjustment) from cruising altitude to the point when level flight is necessary for the pilot to stabilize the aircraft
on final approach. The procedure for a fuel efficient descent is based on an altitude loss which is most efficient
for the majority of aircraft being served. This will generally result in a descent gradient window of 250-350 feet
per nautical mile.
c. When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart, ATC will
expect the pilot to descend first to the crossing altitude and then reduce speed. Verbal clearances for descent will
normally permit an uninterrupted descent in accordance with the procedure as described in paragraph b above.
Acceptance of a charted fuel efficient descent (Runway Profile Descent) clearance requires the pilot to adhere
to the altitudes, speeds, and headings depicted on the charts unless otherwise instructed by ATC. PILOTS
RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO ADVISE ATC
IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR THAT AIRPORT
OR ARE UNABLE TO COMPLY WITH THE CLEARANCE.
5-4-3. Approach Control
a. Approach control is responsible for controlling all instrument flight operating within its area of
responsibility. Approach control may serve one or more airfields, and control is exercised primarily by direct

Arrival Procedures

5-4-3