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required. These waypoints may be assigned crossing
altitudes and speeds to optimize the descent and deceleration profiles. RNAV STARs often are designed,
coordinated, and approved by a joint effort between
air carriers, commercial operators, and the ATC facilities that have jurisdiction for the affected airspace.
"Piper 6319K, cross PENNS Intersection at 6,000, maintain 6,000."
If you are at RACKI Intersection at
12,000 feet MSL, you must adjust your
rate of descent so you can reach 6,000
feet MSL in the distance available. At a
groundspeed of 180 knots (3 NM per
minute), you will reach PENNS
Intersection in approximately 8 minutes
(23 3 = 7.6). You must descend at least
750 feet per minute to cross PENNS at
6,000 feet MSL (6,000 8 = 750).
You are at HAYED Intersection at 12,000 feet MSL. Your planned rate of descent is 500 feet per minute and
your groundspeed is approximately 180 knots (3 NM per minute). You should begin your descent no less
than 36 NM from PENNS Intersection ([6,000 500] x 3 = 36).
Figure 4-22. Altitude Restrictions.
• If you are cleared using the phrase “descend via,”
the controller expects you to use the equipment for
both lateral and vertical navigation, as published
on the chart.
• The controller may also clear you to use the arrival
with specific exceptions—for example, “Descend
via the Haris One arrival, except cross Bruno at
one three thousand then maintain one zero thousand.” In this case, the pilot should track the
arrival both laterally and vertically, descending so
as to comply with all altitude and airspeed restrictions until reaching Bruno, and then maintain
10,000 feet until cleared by ATC to continue to
descend.
• Pilots might also be given direct routing to
intercept a STAR and then use it for vertical
navigation. For example, “proceed direct
Mahem, descend via the Mahem Two arrival.”
[Figure 4-23 on page 4-24]
Figure 4-24 on page 4-25 depicts typical RNAV STAR
leg (segment) types you can expect to see when flying
these procedures.
RNAV STAR procedure design, such as minimum leg
length, maximum turn angles, obstacle assessment
criteria, including widths of the primary and secondary
areas, use the same design criteria as RNAV DPs.
Likewise, RNAV STAR procedures are designated as
either Type A or Type B, based on the aircraft navigation
equipment required, flight crew procedures, and the
process and criteria used to develop the STAR. The Type
A or Type B designation appears in the notes on the
chart. Type B STARs have higher equipment requirements and, often, tighter RNP tolerances than Type A.
For Type B STARS, pilots are required to use a
CDI/flight director, and/or autopilot in LNAV mode
while operating on RNAV courses. (These requirements
are detailed in Chapter 2 of this book, under “RNAV
Departure Procedures.”) Type B STARs are generally
designated for high-traffic areas. Controllers may clear
you to use an RNAV STAR in various ways.
If your clearance simply states, “cleared Hadly One
arrival,” you are to use the arrival for lateral routing only.
• A clearance such as “cleared Hadly One arrival,
descend and maintain flight level two four zero,”
clears you to descend only to the assigned altitude,
and you should maintain that altitude until cleared
for further vertical navigation.
4-23
4-24
Figure 4-23. The notes show that this is a Type B RNAV STAR.
4-25
Figure 4-24. RNAV STAR Leg (Segment) Types.
Fly-over WP
Fly-over WP
WP
WP
Direct to
Fix leg
Direct to
Fix leg
WP
Direct to
Fix leg
Descend to
altitude and turn
Turn begins when
altitude is reached
Fly-over WP
Fly-by WP
Track to Fix
Track to Fix
Example 1. Direct to Fix (DF) Legs Example 3. Heading to an Altitude (VA) Leg
Example 4. Track to Fix (TF) Legs
WP
Course 091°
WP
Constant
Radius
Example 2. Constant Radius to a
Fix (RF) Leg
Example 5. Course to Fix (CF) Legs
WP
Course 090°
WP
Heading 090°
VA Leg
CF Leg
Course 135°
Intercept at or above
the VA Leg altitude.
4-26
SPECIAL AIRPORT QUALIFICATION
It is important to note an example of additional
resources that are helpful for arrivals, especially into
unfamiliar airports requiring special pilot or navigation
qualifications. The operating rules governing domestic
and flag air carriers require pilots in command to be
　
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