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to the location of the NAVAID is a primary factor in determining OSV range.
Route 1. Your aircraft navigating from A to B is conducting Class I navigation because you remain within the OSV
of ICAO standard NAVAIDs during your entire flight.
Route 2. Your aircraft navigating from A to B is conducting Class I navigation while within the OSV of the NAVAIDs. You are
conducting Class II navigation during the portion of your route outside the OSV of the NAVAIDs. Because the duration of the
Class II navigation is 1 hour or less, long-range navigation equipment or a flight navigator may not be required.
Route 3. Your aircraft navigating from A to B is conducting Class I navigation while within the OSV of the NAVAIDs. You are
conducting Class II navigation when outside the OSV of the NAVAIDs. The duration of the Class II navigation is more than
1 hour. Therefore, long-range navigation equipment or a flight navigator is required.
4-14
4-15
conventional NAVAIDs. Class II navigation includes
transoceanic operations and operations in desolate
and remote land areas such as the Arctic. The primary
types of specialized navigational systems approved
for Class II operations include inertial navigation system (INS), Doppler, and global positioning system
(GPS). Figure 4-13 provides several examples of
Class I and II navigation.
A typical limitations entry in a commercial operator’s
pilot handbook states, “The area navigation system used
for IFR Class I navigation meets the performance/accuracy criteria of AC 20-130A for en route and terminal
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.
　
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