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Intersection. Expect radar vectors to the final approach
course.”
Now consider how this same clearance is issued when a
STAR exists for this terminal area. “Cessna 32G,
4-16
cleared to Seattle/Tacoma International Airport as filed,
then CHINS FOUR ARRIVAL, Ephrata Transition.
Maintain 10,000 feet.” A shorter transmission conveys
the same information.
Safety is enhanced when both pilots and controllers
know what to expect. Effective communication
increases with the reduction of repetitive clearances,
decreasing congestion on control frequencies. To
accomplish this, STARs are developed according to the
following criteria:
• STARs must be simple, easily understood and, if possible,
limited to one page.
• A STAR transition should be able to accommodate
as many different types of aircraft as possible.
• VORTACs are used wherever possible, with some
exceptions on RNAV STARs, so that military and
civilian aircraft can use the same arrival.
• DME arcs within a STAR should be avoided since
not all aircraft in the IFR environment are so
equipped.
• Altitude crossing and airspeed restrictions are
included when they are assigned by ATC a majority of the time. [Figure 4-16 on page 4-18]
Figure 4-14. Arrival Charts.
4-17
STARs usually are named according to the point at
which the procedure begins. In the U.S., typically there
are en route transitions before the STAR itself. So the
STAR name is usually the same as the last fix on the en
route transitions where they come together to begin the
basic STAR procedure. A STAR that commences at the
CHINS Intersection becomes the CHINS ONE
ARRIVAL. When a significant portion of the arrival is
revised, such as an altitude, a route, or data concerning
the NAVAID, the number of the arrival changes. For
example, the CHINS ONE ARRIVAL is now the CHINS
FOUR ARRIVAL due to modifications in the procedure.
Studying the STARs for an airport may allow you to perceive the specific topography of the area. Note the initial
fixes and where they correspond to fixes on the NACO
en route or area chart. Arrivals may incorporate stepdown fixes when necessary to keep aircraft within
airspace boundaries, or for obstacle clearance.
Routes between fixes contain courses, distances, and
minimum altitudes, alerting you to possible obstructions or terrain under your arrival path. Airspeed
restrictions also appear where they aid in managing
the traffic flow. In addition, some STARs require that
you use DME and/or ATC radar. You can decode the
symbology on the PAWLING TWO ARRIVAL
depicted in Figure 4-17 on page 4-18 by referring to
the legend at the beginning of the NACO Terminal
Procedures Publication.
The CHINS FOUR
ARRIVAL starts at
CHINS Intersection.
RADDY
CHINS
The primary arrival airport is Seattle-
Tacoma International. Other airports
may be served by the procedure, such as
Boeing Field/King County International.
Lost communication procedures
are included when needed for
obstacle clearance. Otherwise,
follow the standard lost communication procedure.
Radar vectors lead from the arrival
to either a north or south final
approach course.
The STAR helps controllers manage
the flow of traffic into a busy terminal
area during periods of delays due to
weather. The hold at RADDY Intersection often serves this purpose.
STARs include the name
of the procedure title.
If the en route portion of your flight
ends at the Kimberly VOR, you
should add the Kimberly Transition
to the end of the route description
of your flight plan.
The STAR does not depict terrain
information. You must look at World
Aeronautical Charts (WACs) or
sectional charts to get a feel for the
underlying topography.
Figure 4-15. STAR Interpretation.
VERTICAL NAVIGATION
PLANNING
Included within certain STARs
is information on vertical
navigation planning. This
information is provided to
reduce the amount of low
altitude flying time for high
performance airplanes, like
jets and turboprops. An
expected altitude is given for
a key fix along the route. By
knowing an intermediate altitude in advance when flying a
high performance airplane,
you can plan the power or
thrust settings and airplane
configurations that result in
the most efficient descent in
terms of time and fuel
requirements. Pilots of high
performance airplanes use the
vertical navigation planning
information from the RAMMS
　
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