2.
In Example 4, the aircraft should track laterally and vertically on the Haris One arrival and should descend so as to comply with all speed and altitude restrictions until reaching Bruno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend.
3.1.2.2 Pilots cleared for vertical navigation using the phraseology “DESCEND VIA” shall inform ATC upon initial contact with a new frequency.
EXAMPLE.
“Delta One Twenty One leaving FL 240, descending via the Civit One arrival.”
3.1.2.3 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.
3.2 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.
3.3 STAR charts are published in the Terminal Procedures Publication (TPP) and are available on subscription from the National Aeronautical Chart-ing Office.
3.4 RNAV STAR.
3.4.1 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.
3.4.2
For procedures requiring GPS, if the naviga-tion system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation.
4.
Local Flow Traffic Management Program
4.1 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 are achieved in this program by minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more that 12,500 pounds and, by permitting departure aircraft to climb to high 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 environ-ment. 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.
4.2 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 of aircraft being served. This will generally result in a descent gradient window of 250.350 feet per nautical mile.
4.3 When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart, ATC will expect the pilot to descend first to the crossing altitude and then reduce speed. Verbal clearances for descent will normally permit an uninterrupted descent in accordance with the procedure as described in paragraph 4.2 above. Acceptance of a charted fuel efficient descent (Runway Profile Descent) clearance requires the pilot to adhere to the altitudes, speeds, and headings depicted on the charts unless otherwise instructed by ATC. PILOTS RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO ADVISE ATC IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR THAT AIRPORT OR ARE UNABLE TO COMPLY WITH THE CLEARANCE.
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