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AIM 

(b) 

Pilots cleared for vertical navigation using the phraseology “descend via” must inform ATC upon 

initial contact with a new frequency, of the altitude leaving, “descending via (procedure name),” the runway 

transition or landing direction if assigned, and any assigned restrictions not published on the procedure. 

EXAMPLE

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1. 

Delta 121 is cleared to descend via the Eagul Five arrival, runway 26 transition: “Delta One Twenty One leaving flight 

level one niner zero, descending via the Eagul Five arrival runway two-six transition.” 

2. 

Delta 121 is cleared to descend via the Eagul Five arrival, but ATC has changed the bottom altitude to 12,000: “Delta 

One Twenty One leaving flight level one niner zero for one two thousand, descending via the Eagul Five arrival, runway 
two-six transition.” 

3. 

(JetBlue 602 is cleared to descend via the Ivane Two arrival, landing south): “JetBlue six zero two leaving flight level 

two one zero descending via the Ivane Two arrival landing south.” 

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

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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

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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

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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. 

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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

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350 feet 

per nautical mile. 

Arrival Procedures 

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