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FIVE ARRIVAL at Denver,
Colorado, to plan their descents. [Figure 4-18]
Figure 4-16. Reducing Pilot/Controller Workload.
All altitudes on the chart are
MSL, and distances are in
nautical miles. The MEA for this
route segment is 6,000 feet MSL,
and its length is 35 nautical miles.
From the Albany VOR the transition
follows the 194° radial to the ATHOS
Intersection. From ATHOS, the transition
follows the 354° radial to the Pawling
VOR, where it joins the STAR.
Frequency data is given in
a corner of the chart. Note
that ATIS frequencies for all
airports served are shown.
Each transition is named for its
point of origin. All transitions
come together at Pawling VOR,
the beginning of the actual STAR.
If the enroute portion of your flight ends
at Rockdale VOR, you enter this
transition on your IFR flight plan as
RKA.PWL2. Notice that, as opposed to a
DP, the transition name is stated first,
then the arrival name.
Arrival charts are most often not to
scale, due to the distribution of
important fixes along the route.
You need not fly into JFK to use
this STAR. Republic Airport in
Farmingdale is also served.
Figure 4-17. STAR Symbology.
4-18
4-19
ARRIVAL PROCEDURES
You may accept a STAR within a clearance or you may
file for one in your flight plan. As you near your destination airport, ATC may add a STAR procedure to your
original clearance. Keep in mind that ATC can assign a
STAR even if you have not requested one. If you accept
the clearance, you must have at least a textual description of the procedure in your possession. If you do not
want to use a STAR, you must specify “No STAR” in
the remarks section of your flight plan. You may also
refuse the STAR when it is given to you verbally by
ATC, but the system works better if you advise ATC
ahead of time.
PREPARING FOR THE ARRIVAL
As mentioned before, STARs include navigation fixes
that are used to provide transition and arrival routes from
the en route structure to the final approach course.
They also may lead to a fix where radar vectors will be
provided to intercept the final approach course. You
may have noticed that minimum crossing altitudes and
airspeed restrictions appear on some STARs. These
expected altitudes and airspeeds are not part of your
clearance until ATC includes them verbally. A STAR
is simply a published routing; it does not have the
force of a clearance until issued specifically by ATC.
For example, MEAs printed on STARs are not valid
unless stated within an ATC clearance or in cases of
lost communication. After receiving your arrival clearance, you should review the assigned STAR procedure.
Obtain the airport and weather information as early as
practical. It is recommended that you have this information prior to flying the STAR. If you are landing at an
airport with approach control services that has two or
more published instrument approach procedures, you
will receive advance notice of which instrument
approaches to expect. This information is broadcast
either by ATIS or by a controller. It may not be provided when the visibility is 3 statute miles (SM) or
better and the ceiling is at or above the highest initial
approach altitude established for any instrument
approach procedure for the airport. [Figure 4-19 on
page 4-20]
For STAR procedures charted with radar vectors to the
final approach, look for routes from the STAR terminating fixes to the IAF. If no route is depicted, you should
have a predetermined plan of action to fly from the
STAR terminating fix to the IAF in the event of a communication failure.
REVIEWING THE APPROACH
Once you have determined which approach to expect,
review the approach chart thoroughly before you enter
the terminal area. Check your fuel level and make sure
Figure 4-18. Vertical Navigation Planning.
the same runway are coded in the database. When more
than one RNAV procedure is issued for the same runway, there must be a way to differentiate between them
within the equipment’s database, as well as to select
which procedure you want to use. (Multiple procedures
may exist to accommodate GPS receivers and FMSs,
both with and without VNAV capability.) Each procedure name incorporates a letter of the alphabet, starting
with Z and working backward through Y, X, W, and so
4-20
a prolonged hold or increased headwinds have not cut
into your fuel reserves because there is always a chance
you will have to make a missed approach or go to an
alternate. By completing landing checklists early, you
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Instrument Procedures Handbook (IPH)仪表程序手册上(100)
