Standard Terminal Arrival Route (STAR) [DELETE]

A STAR is an ATC IFR arrival procedure published in the CAP for use by aircraft with the appropriate navigation capabilities and is coded in many GNSS and FMS databases. STARs provide the following benefits:

1. Predictability for flight crews: As opposed to radar vectors, STARs allow pilots to be aware in advance of arrival routings and plan more optimum descent profiles.
2. Facilitation of clearances and radiotelephony exchanges: Published STARs reduce the need to communicate detailed descent, speed, and track instructions.
3. Increased predictability for ATC: Controllers observe more consistent aircraft track-keeping and turn performance on STARs due to published speed and altitude restrictions.

Conventional Standard Terminal Arrival (STAR)

A conventional STAR can be flown using ground-based NAVAIDs and/or charted headings and traditionally ends with ATC providing radar vectors. Pilots who request a conventional STAR are expected to have sufficient navigation equipment to fly the procedure. Canadian conventional STARs are gradually being replaced with PBN STARs.

Performance Based Navigation (PBN) Standard Terminal Arrival (STAR)

With the widespread deployment of PBN, even greater benefits are now possible in STAR design. PBN STARs thus permit an increase in-flight safety as well as potential fuel savings. When used by qualified aircraft and operators, a PBN STAR can result in greater reliability, repeatability, and predictability of aircraft flight paths. A PBN STAR is titled “STAR (RNAV)” and is a performance-based operation in which the performance requirements are specified by the publication of a navigation specification (such as RNAV 1 or RNP 1) on the chart in the PBN requirements box.

Closed Standard Terminal Arrival (STAR) Procedures

A closed STAR procedure provides a continuous path from the en route structure and automatically joins up with the final approach course. A closed STAR terminates at the FACF. On a closed STAR, when an approach clearance is received, the pilot will continue to comply with all published altitude and speed restrictions, fly the charted track to the FACF, intercept the final approach course, and fly the straight-in approach. A closed STAR procedure is normally used when the inbound track is within plus or minus 90° of the final approach course to the runway.

ATC always strives to issue approach clearances before aircraft reach the end of closed STARs, but in very rare cases (such as a distress call in progress on the frequency, frequency congestion, or high ATC workload), this may not always be possible. In order to assure obstacle clearance throughout the STAR and the approach lateral tracks, if an aircraft were to reach the end of a closed STAR prior to the issuance of an approach clearance, the pilot would be expected to safely intercept the final approach course and fly inbound maintaining the last assigned altitude. In the extremely remote case in which the aircraft reaches the end of the final approach track and further clearance has still not been obtained, the pilot would be expected to track the lateral position of the missed approach procedure for what would have been the anticipated approach, and maintain the last assigned altitude or climb to the anticipated missed approach altitude if the missed approach altitude is higher.

Open Standard Terminal Arrival (STAR) Procedures

Similar to a closed STAR, an open STAR procedure also provides a continuous path from the en route structure but does not automatically join up with the final approach course. Open STARs are charted with an expectation of radar vectors and essentially place aircraft in a downwind to simplify approach sequencing. A STAR can be linked to an approach once ATC has issued an approach clearance. Unless ATC issues an approach clearance, aircraft must continue on the STAR procedure while awaiting ATC instructions. Once an approach clearance is issued, the pilot is expected to comply with any remaining STAR charted altitude and speed restrictions, intercept the final approach course using the assigned transition (or the assigned radar vectors), and conduct a straight-in approach. If an approach clearance is not received prior to the transition that is expected by the pilot, the aircraft will maintain the STAR as charted, and ATC will provide vectors to a point from which the aircraft can fly the straight-in approach.

The open STAR procedure normally offers the pilot an option to link the lateral profile of the STAR procedure to the lateral profile of the approach procedure through the use of a variety of approach transitions. A STAR can connect to some ILS approach procedures by using “GNSS REQUIRED” transitions published on the approach procedure. A STAR can connect to some RNP APCH (bearing the chart title “RNAV (GNSS)”) when the approach IAWP is also published on the STAR. Similarly, a STAR can connect to an RNP AR APCH (bearing the chart title “RNAV (RNP)”) when the approach IWPs are published on the STAR. When a waypoint is published on both a STAR and an approach, it is referred to as a STAR/approach interface waypoint.

NOTE: While it may still exist at a few airports, the connection between STAR DTW and FACF is gradually being phased out.

Radar Vectors to Final

Sometimes, depending on traffic and options for ATC to sequence aircraft, the published transition may not be available, and radar vectors will be provided to join the final approach course. If this occurs, and a clearance for the transition is not possible, pilots will not be expected to re-configure for a new transition or for another approach. ATC will state that they are unable to provide a particular transition and that the aircraft should expect radar vectors.

Amending Routes

ATC may amend STAR routes by clearing the aircraft direct to a waypoint depicted within the STAR. ATC will confirm what to expect if they intend for the aircraft to rejoin the STAR procedure when initiating radar vectors. When an aircraft is cleared direct to a STAR/approach interface waypoint, unless it is cleared for an approach, the pilot shall proceed direct to the STAR waypoint, and not to the approach waypoint, to re-intercept the STAR profile.

REFERENCES
AIM RAC 9.2.3 Standard Terminal Arrival (STAR)