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area navigation.” The subject of AC 20-130A is
Airworthiness Approval of Navigation or Flight
Management Systems Integrating Multiple Navigation
Sensors.
STANDARD TERMINAL ARRIVAL
ROUTES
A standard terminal arrival route (STAR) provides a critical form of communication between pilots and ATC.
Once a flight crew has accepted a clearance for a STAR,
they have communicated with the controller what route,
and in some cases what altitude and airspeed, they will
fly during the arrival, depending on the type of clearance. The STAR provides a common method for leaving
the en route structure and navigating to your destination.
It is a preplanned instrument flight rule ATC arrival procedure published for pilot use in graphic and textual
form that simplifies clearance delivery procedures.
When the repetitive complex departure clearances by
controllers turned into standard instrument departures
(SIDs) in the late 1970s, the idea caught on quickly.
Eventually, most of the major airports in the U.S.
developed standard departures with graphics for
printed publication. The idea seemed so good that the
standard arrival clearances also started being published
in text and graphic form. The new procedures were
named standard terminal arrival routes, or STARs.
The principal difference between SIDs or departure
procedures (DPs) and STARs is that the DPs start at the
airport pavement and connect to the en route structure.
STARs on the other hand, start at the en route structure
but don’t make it down to the pavement; they end at a
fix or NAVAID designated by ATC, where radar vectors
commonly take over. This is primarily because STARs
serve multiple airports. STARs greatly help to facilitate
the transition between the en route and approach phases
of flight. The objective when connecting a STAR to an
instrument approach procedure is to ensure a seamless
lateral and vertical transition. The STAR and approach
procedure should connect to one another in such a way
as to maintain the overall descent and deceleration
profiles. This often results in a seamless transition
between the en route, arrival, and approach phases of
flight, and serves as a preferred route into high volume
terminal areas. [Figure 4-14 on page 4-16]
STARs provide a transition from the en route structure
to an approach gate, outer fix, instrument approach fix,
or arrival waypoint in the terminal area, and they usually
terminate with an instrument or visual approach procedure. STARs are included at the front of each Terminal
Procedures Publication regional booklet.
For STARs based on conventional NAVAIDs, the
procedure design and obstacle clearance criteria are
essentially the same as that for en route criteria,
covered in Chapter 3, En Route Operations. STAR
procedures typically include a standardized descent
gradient at and above 10,000 feet MSL of 318 feet
per NM, or 3 degrees. Below 10,000 feet MSL the
maximum descent rate is 330 feet per NM, or approximately 3.1 degrees. In addition to standardized
descent gradients, STARs allow for deceleration segments at any waypoint that has a speed restriction.
As a general guideline, deceleration considerations
typically add 1 NM of distance for each ten knots of
speed reduction required.
INTERPRETING THE STAR
STARs use much of the same symbology as departure
and approach charts. In fact, a STAR may at first appear
identical to a similar graphic DP, except the direction of
flight is reversed and the procedure ends at an approach
fix. The STAR officially begins at the common
NAVAID, intersection, or fix where all the various transitions to the arrival come together. A STAR transition
is a published segment used to connect one or more en
route airways, jet routes, or RNAV routes to the basic
STAR procedure. It is one of several routes that bring
traffic from different directions into one STAR. This
way, arrivals from several directions can be accommodated on the same chart, and traffic flow is routed
appropriately within the congested airspace.
To illustrate how STARs can be used to simplify a
complex clearance and reduce frequency congestion,
consider the following arrival clearance issued to a pilot
flying to Seattle, Washington, depicted in Figure 4-15
on page 4-17: “Cessna 32G, cleared to the
Seattle/Tacoma International Airport as filed. Maintain
12,000. At the Ephrata VOR intercept the 221° radial to
CHINS Intersection. Intercept the 284° radial of the
Yakima VOR to RADDY Intersection. Cross RADDY at
10,000. Continue via the Yakima 284° radial to AUBRN
　
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