Arrivals & Advanced Maneuvers

Standard Arrival Routes (STARs)

A STAR is the en-route-to-fix counterpart of a SID. Designed to simplify clearance delivery and structure the transition from the en-route environment into approach control.

• Depicted graphically in the TPPs (Terminal Procedures Publication)
• ATC will usually assign a STAR unless the pilot writes "NO STAR" in the flight plan remarks
• To accept a STAR, the pilot must have at least the textual description of the procedure
• RNAV STARs are functionally identical to conventional STARs but require IFR-approved GPS or other RNAV equipment
• Should be loaded directly from the GPS database — do not hand-fly waypoints
• SID vs STAR: a SID gets you from runway pavement to the en-route structure; a STAR gets you from the en-route structure to a fix that begins your approach

Pro tip: file SID + transition + en-route waypoint + STAR — increases your chance of "cleared as filed" with minimal amendment.

"Descend Via" Clearances

• "Descend via" means follow the published altitudes on the STAR — comply with each crossing restriction
• "Descend and maintain [altitude]" means leave the STAR's altitudes and descend to the assigned altitude — published altitudes no longer apply
• If ATC amends a STAR altitude, all other published altitudes are cancelled — wait for further instructions or read back to confirm what's still in effect
• Feeder routes are part of the approach when cleared for the approach (not part of the STAR)

Vertical Navigation — The Descent Math

Two questions every IFR pilot solves repeatedly during arrival: at what rate must I descend? and where do I start the descent?

Required rate of descent:

Rate (fpm) = (Altitude to lose ÷ Distance) × Groundspeed ÷ 60

Example: You're at 5,000 ft MSL, ATC says cross over the intersection at 3,000 ft MSL. The fix is 10 NM ahead. Groundspeed is 100 kts.

Required = (2,000 ÷ 10) × 100 ÷ 60 = 333 fpm ≈ 340 fpm

Where to start your descent (for a chosen rate):

Distance = (Altitude to lose ÷ Rate) × Groundspeed ÷ 60

Example: Same scenario but you want to descend at 500 fpm. How far out do you start?

Distance = (2,000 ÷ 500) × 100 ÷ 60 = 6.7 NM ≈ 7 NM before the fix

Quick rule of thumb: for a 3° glide path (typical), descend 300 ft per NM at any speed. For groundspeed in knots, use multiply by 5: 100 kts × 5 = 500 fpm for a 3° descent.

Preparing for the Arrival — IMARTHA

Arrival workload spikes hard. Front-load preparation in the en-route phase so you're not setting up frequencies at 1,500 AGL with terrain everywhere.

• Read the likely transition route and approach plates well before reaching them
• Review airspeeds, altitudes, missed approach procedures
• Listen to local ATIS / AWOS as soon as in range
• Set up frequencies and nav radios on the go (not on final)
• Determine hold and procedure-turn entries before reaching the IAF
• Review fuel reserves and lost-comm procedures
• Complete checklists in the cruise so you can fly the approach without distraction
• Brief the approach (INCRAM) — see the approaches page

Radar Vectors to Final

The most common arrival type at radar-equipped facilities. ATC vectors you to intercept the final approach course.

1. Review the approach chart — frequencies, courses, altitudes, missed approach procedure
2. Tune and identify the NAVAID before reaching the IAF
3. Verify the heading indicator is aligned with the magnetic compass
4. When within 30° of the final approach course, or 5 NM from the FAF: slow to approach speed, complete descent flows and checklists
5. When cleared for the approach, intercept the final approach course inbound

Steep Turns & Practice Maneuvers

A steep turn is 30° angle of bank or more — considered an unusual attitude in normal IFR flight. Practiced during training to develop coordination and scan technique.

To initiate a steep turn:

1. Apply lateral cyclic in the direction of the turn — attitude indicator is the primary instrument during entry
2. When the VSI begins to show a descent, apply collective pitch to maintain altitude (a steep turn requires more lift to overcome the increased load factor)
3. Lead the rollout by approximately half the bank angle to stop on the desired heading

Common errors: failure to lead the rollout, excessive load factor (over-banking), losing altitude through a turn, breaking from instrument scan.

Unusual Attitude Recovery — BANK PITCH POWER

When the aircraft is in an attitude that's not normal flight (typically because of inattention to the scan, vertigo, or an instrument failure), recovery follows a strict order:

1. BANK — correct the bank attitude using lateral cyclic. Wings level first.
2. PITCH — correct the pitch attitude using longitudinal cyclic. Nose to level.
3. POWER — correct power / collective for any altitude lost

Then trim and return to the intended heading.

Critical rule: the rate of descent cannot be stopped before bank and pitch are corrected. Trying to pull collective to stop the descent while still banked just tightens a graveyard spiral.

Common errors:

• Improper pitch correction (too much / too little)
• Improper bank correction
• Improper power correction
• Over-controlling pitch or bank
• Over-controlling power
• Excessive loss of altitude

Training procedure: instructor takes controls while student closes eyes (hands resting on controls). Instructor manipulates smoothly and slowly to confuse vestibular sense. Student looks over the shoulder to amplify disorientation. Instructor returns aircraft to an unusual attitude and student recovers using the BANK-PITCH-POWER sequence.

Timed Turns

If the heading indicator fails, you can still make precise turns using the clock and the turn coordinator.

• Standard rate: 3°/second → 360° in 2 minutes
• Half-standard rate: 1.5°/second → 360° in 4 minutes
• Steep (rate 2): 6°/second → 360° in 1 minute

Quick check: a standard-rate turn covers 90° in 30 seconds. Split a 360° turn into four 30-second checkpoints to monitor progress.

Compass Turns (Heading Indicator Failure)

If the DG fails entirely, you must turn using the magnetic compass directly — and the magnetic compass lies during turns.

Acceleration error — ANDS: Accelerate North, Decelerate South. Affects east/west headings.

Turning error — UNOS:

• Undershoot turning to North — roll out early by 15° + (latitude / 2)
• Overshoot turning to South — roll out late by the same amount
• No turning error on east or west headings
• Errors reverse in the southern hemisphere

Example: at latitude 30°N, turning from west to north — undershoot by 15 + 15 = 30°. Begin rollout at heading 030° to stop on heading 360°.

Quicker than computing each time: use timed turns based on the turn coordinator instead, and verify with the magnetic compass once stabilized.

Partial Panel Flying

Flying with the attitude indicator and/or heading indicator failed or unserviceable. The remaining instruments are reorganized into pitch / bank / power roles.

Pitch instruments (partial panel):

• Altimeter
• Airspeed Indicator
• Vertical Speed Indicator

Bank instruments (partial panel):

• Turn Coordinator
• Magnetic Compass

Power instruments (partial panel):

• Airspeed Indicator
• Engine instruments (manifold pressure, torque)
• Tachometer (rotor / engine RPM)

The skill: pick a primary instrument from each category and ignore (or cover) the failed ones. The scan changes from "AI-centric" to a rectangular pattern hitting the new primaries.

IFR Autorotation

An autorotation entered in IMC. Combines the constant-attitude technique (no flare — see emergencies) with maximum use of available navigation equipment.

• If equipped, use a radar altimeter — gives true height above the surface, not pressure altitude
• During preflight, identify nearest suitable landing areas via the GPS (airports) or ForeFlight (pre-determined off-airport sites)
• Pick the closest area within glide range immediately after entry — don't shop while losing altitude
• Cabri G2 practical glide ratio: 2:1 to 3:1 (about 0.7 to 1.0 NM per 2,000 ft AGL — depends on wind)
• Maintain 35–40 KIAS plus half the windspeed, into the wind, all the way to ground contact
• Begin pulling collective when the radar altimeter or landing light first shows the surface — slowly at first, then as needed
• Accept the slight forward speed at touchdown — do not flare

Airspeed Restrictions on Approach

The FAA expects pilots to begin adjusting speed the minimum distance necessary prior to a published speed restriction so as to cross the waypoint at the published speed.

Common limits:

• Class B: 250 KIAS at and below 10,000 MSL; 200 KIAS underneath the shelf
• Class C/D within 4 NM and 2,500 AGL of the primary: 200 KIAS
• Holding: Maximum 175 KIAS for prop aircraft (helicopter holding speeds are well below this)
• STAR-published speed: ±10 KIAS expected
• ATC-assigned airspeed: ±10 KIAS expected, report any change > 10 kts (or 5%, whichever is greater)

Lost Communications During Arrival

Per § 91.185 — same rules as covered in IFR Emergencies:

• Route — AVE F: Assigned → Vectored direct → Expected → Filed
• Altitude — MEA: Highest of MEA, Expected, Assigned for each segment
• Squawk 7600. Begin the approach as close as possible to your filed/expected ETA. Land. Call ATC by phone after arrival.