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ATC upon initial contact with a new frequency.
EXAMPLE-
“Delta One Twenty One leaving FL 240, descending via
the Civit One arrival.”
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. RNAV STAR.
1. All public RNAV STARs are RNAV1. These
procedures require system performance currently
met by GPS or DME/DME/IRU RNAV systems that
satisfy the criteria discussed in AC 90-100A, U.S.
Terminal and En Route Area Navigation (RNAV)
Operations. RNAV1 procedures require the aircraft's
total system error remain bounded by +1 NM for 95%
of the total flight time.
(a) Type A. These procedures require system
performance currently met by GPS, DME/DME,
or DME/DME/IRU RNAV systems that satisfy the
criteria discussed in AC 90-100, U.S. Terminal and
En Route Area Navigation (RNAV) Operations. Type
A terminal procedures require the aircraft's track
keeping accuracy remain bounded by 2 NM for
95% of the total flight time.
NOTEIf
not equipped with GPS (or for multi-sensor systems with
GPS which do not alert upon loss of GPS), aircraft must be
capable of navigation system updating using DME/DME
or DME/DME/IRU for Type A STARs.
(b) Type B. These procedures require system
performance currently met by GPS or
DME/DME/IRU RNAV systems that satisfy the
criteria discussed in AC 90-100. Type B procedures
may require the aircraft's track keeping accuracy
remain bounded by 1 NM for 95% of the total flight
time.
NOTEIf
not equipped with GPS (or for multi-sensor systems with
GPS which do not alert upon loss of GPS), aircraft must be
capable of navigation system updating using DME/DME/
IRU for Type B STARs.
2. For procedures requiring GPS, if the
navigation system does not automatically alert the
flight crew of a loss of GPS, the operator must
develop procedures to verify correct GPS operation.
5-4-2. 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

　
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