STARs Explained: How Standard Terminal Arrivals Work, "Descend Via" Rules, Restrictions, and the Mistakes That Cause Altitude Deviations
Updated: 2 days ago
As IFR traffic density increases around major airports, ATC relies on structured arrival procedures to move aircraft safely, efficiently, and predictably from the en route environment into terminal airspace. These procedures are STARs — Standard Terminal Arrivals (the FAA’s official term; “Standard Terminal Arrival Route” is the everyday expansion, and both are understood). A STAR is the arrival-side mirror of a SID: a published route with altitude and speed restrictions that replaces a long string of radar vectors with one clearance. The procedure itself isn’t hard to fly. What causes altitude deviations and pilot-deviation filings is the clearance language around it — specifically “descend via,” what it does and doesn’t authorize, and what happens to the published restrictions when ATC vectors you off and then puts you back on.
This post covers STARs in practical depth: what a STAR is and why it exists, the chart components and how to read the altitude and speed depictions, the “descend via” clearance and its exact authorizations, the required check-in report, the “except” phraseology, the speed-restriction phrases, vectors off and rejoining, the bottom altitude, runway transitions, RNAV equipment and loading from the database, lost communications, how to decline a STAR, the common mistakes, and the checkride questions.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
What a STAR Is
The definition and the role.
The Pilot/Controller Glossary (closely paraphrased):
A preplanned IFR ATC arrival procedure, published in graphic and/or textual form
Provides the transition from the en route structure to an outer fix or to an instrument approach fix/arrival waypoint in the terminal area
It ends where the approach (or ATC vectoring to the approach) begins
It is a route, not an approach
What a STAR typically includes:
A lateral route defined by RNAV waypoints or ground-based navaids (VORs, radials, intersections)
Altitude restrictions at specific fixes (at, at-or-above, at-or-below, or a window)
Speed restrictions at specific fixes
Entry transitions from several directions that funnel onto a common route
Often runway transitions at the end that branch toward the active runway
What a STAR is NOT:
Not an approach — an approach clearance is always separate and must be explicitly issued
Not an altitude clearance by itself — the published altitudes become yours only with “descend via” or a specific crossing clearance
Not mandatory to accept — you may decline one (below)
Not a substitute for monitoring the airplane — automation flies it; you verify it
The SID analogy:
A SID gets you from the runway to the en route structure; a STAR gets you from the en route structure to the terminal area
“Climb via” belongs to SIDs; “descend via” belongs to STARs
The restriction logic (published altitudes become yours only with the “via” clearance) is the same in both directions
Learn one and you’ve mostly learned the other
Why STARs Exist
The purpose, from both seats.
For ATC:
Reduce radio congestion — one clearance replaces a dozen vectors and altitude assignments
Standardize arrival flows into a terminal area so sequencing is predictable
Keep arrivals and departures separated by design (arrival routes are built around departure routes)
Manage noise by routing arrivals over the same corridors
Allow continuous-descent, fuel-efficient profiles (OPDs — optimized profile descents — on RNAV STARs)
For pilots:
You know the route and the altitude profile well before top of descent, so you can plan the descent and the energy state
The FMS/GPS flies the lateral path and (with VNAV) the vertical profile
Fewer surprise vectors; better situational awareness
A briefable, repeatable arrival rather than a reactive one
The trade-off:
Structure reduces workload only if the clearance and the automation agree with each other
When they don’t — wrong transition loaded, a restriction missed, a “descend via” that wasn’t actually issued — the structure becomes the source of the deviation
Hence the emphasis on clearance language and verification below
The STAR is only as good as your setup
When STARs Are Used
Where they show up and how they’re assigned.
Published at:
Medium and large airports with significant IFR arrival traffic
Satellite airports under a major terminal area (many STARs serve several airports)
Any airport where arrival flows benefit from structure
Not every airport — many smaller fields have no STAR, and arrivals there are vectors or direct to an IAF
How you get one:
In your initial clearance (the STAR is part of the route in a PDC or voice clearance)
As an amended route en route (“re-cleared via the GEENO arrival”)
Expected — you may file one if it fits your route; ATC assigns the transition and runway
If you file a STAR, file the transition too; ATC will confirm or amend
ATC may bypass or shorten it:
In light traffic, ATC may take you off the STAR early with vectors or a direct-to
The STAR is a tool for ATC, not an entitlement for the pilot
Be ready for either
Brief the STAR, expect the shortcut
Types of STARs
RNAV STARs (the majority today):
Defined by GPS/RNAV waypoints
Require RNAV 1 (or as noted on the chart) — see the equipment section below
Precise lateral and (with VNAV) vertical guidance
Commonly include altitude windows and speed restrictions designed for continuous descent
Must be loaded from the navigation database by name — not built waypoint by waypoint
Conventional STARs:
Defined by VORs, radials, DME fixes, and intersections
Less common but still published, especially where RNAV equipage can’t be assumed
Flyable with raw-data navigation
Still loadable in most GPS/FMS databases
The equipment note on the chart:
RNAV STARs carry an “RNAV 1” (sometimes “RNAV 2”) notation and may specify “GPS required” or “DME/DME/IRU”
If you don’t meet it, you can’t accept the STAR
Check before you file or accept
Say “unable” if you don’t qualify
STAR Structure and Chart Components
How to read the plate.
1. Entry (en route) transitions:
Named routes that join the STAR from different directions, each labeled with the fix or navaid it starts from
Example: the “FARMI transition” joins from FARMI; the “ABC VOR transition” joins from the ABC VOR
The transition name is part of the clearance: “cleared via the GEENO FIVE arrival, FARMI transition”
Loading the wrong transition is one of the most common STAR errors
2. Common route:
The shared portion where the transitions merge into one path
Usually carries the bulk of the altitude and speed restrictions
Everyone from every direction flies this part
The spine of the STAR
3. Runway transitions (on many RNAV STARs):
Branches at the end of the common route that lead toward a specific runway or landing direction
ATC assigns them (“landing south,” “runway 26 transition”) — usually with the descend via clearance
The published altitudes on each branch differ, so the correct branch matters
Verify the branch you loaded matches the one you were assigned
4. The end of the STAR:
Terminates at a fix from which ATC vectors you to final, or at an IAF/feeder fix of an approach
Some RNAV STARs connect directly to the initial segment of an RNAV approach
Either way, you still need the approach clearance
“Cleared for the ILS runway 26 approach” — separately
Altitude depictions (the bars):
Number with a line above AND below: mandatory — cross at exactly that altitude
Line above only: at or below
Line below only: at or above
Two numbers (upper over lower): a window — at or below the upper, at or above the lower
These are the restrictions that “descend via” makes yours
Speed depictions:
A speed at a fix (e.g., 250K) is a published restriction to be at that speed at the fix
Mandatory whenever you’re cleared on the STAR — with or without “descend via” — unless ATC modifies or deletes them
Can be cancelled only by ATC phraseology (below)
Independent of the altitude restrictions
“Expect” notes:
Text like “EXPECT 11,000” or “expect clearance to cross X at Y” is planning information, not a restriction
Not authorization to descend
Its purpose is descent planning. It is NOT a lost-communications altitude unless ATC verbally advised you to expect it (AIM 5-4-1)
Don’t fly an “expect” altitude without a clearance
Textual description:
The narrative of the route, transitions, and any special notes
Read it — some STARs carry notes that change how the chart is interpreted (e.g., turbojet-only altitudes, “expect vectors” points)
The picture doesn’t show everything
Brief the text
The “Descend Via” Clearance
The single most important phrase in STAR operations, from AIM 5-4-1.
What it authorizes (AIM 5-4-1 b, paraphrased):
Descend at pilot’s discretion to meet the published restrictions, and navigate laterally on the STAR
When cleared to a waypoint depicted on the STAR, descend from the previously assigned altitude at pilot’s discretion to the altitude depicted at that waypoint
Once established on the STAR, descend to meet all published or ATC-assigned altitude and speed restrictions
The example:
“N123AB, descend via the GEENO FIVE arrival”
You may now leave your assigned altitude and descend at your discretion, so long as you meet every published altitude and speed restriction, and you continue down to the STAR’s bottom altitude
Your readback: “Descend via the GEENO FIVE arrival, N123AB”
With a runway: “descend via the GEENO FIVE arrival, landing runway 26”
What it does NOT authorize:
Descending below the bottom altitude published on the STAR — you level there and wait
Deviating from the lateral path
Ignoring any published restriction
Descending below an MEA — MEAs aren’t “restrictions” on a STAR, but you must remain above them unless ATC specifically clears you below (AIM 5-4-1 note)
Flying the approach — that clearance is separate
Without “descend via”:
“Cleared via the GEENO FIVE arrival” (route only) or “maintain FL240” means the lateral route is yours but the published altitudes are NOT
You maintain your last assigned altitude until ATC gives you “descend via” or a specific altitude/crossing
Descending on the published altitudes without “descend via” is the classic STAR pilot deviation
The route and the altitudes are separate authorizations — but the published SPEEDS still apply on a route clearance (below)
The bottom altitude:
Every STAR ends at a lowest published altitude (the last restriction, or a “maintain” altitude in the text)
On a descend via, that’s where you stop — then maintain it until ATC clears you lower or issues the approach
Know what the bottom altitude is before you accept the clearance
The deviation-prevention number
“Descend via … except”:
ATC can modify one restriction while keeping the rest: “descend via the GEENO FIVE arrival, except cross JENNA at 12,000”
Comply with everything published, and the modified restriction in place of the published one at that fix
Another form: “descend via the GEENO FIVE arrival, except after JENNA, maintain 10,000” — the published restrictions apply up to JENNA, then the assigned altitude takes over
Read back the exception exactly
Crossing restriction instead of descend via:
“Cross JENNA at and maintain 12,000” authorizes a descent at your discretion to meet that one restriction — it is not “descend via” and doesn’t make the whole published profile yours
If you need the rest of the profile, expect “descend via” or further altitude clearances
It’s a single-point clearance
Don’t treat it as “descend via”
The Required Check-In on a Descend Via
AIM 5-4-1 adds a reporting obligation once you’re on a “descend via.”
On initial contact with each new frequency, report:
The altitude you’re leaving
“Descending via [procedure name]”
The runway transition or landing direction, if assigned
Any ATC-assigned restrictions not published on the procedure
Example:
“Approach, N123AB, leaving flight level one niner zero, descending via the GEENO FIVE arrival, landing south”
With an exception: “…descending via the GEENO FIVE arrival, landing south, except cross JENNA at one two thousand”
The next controller needs to know you’re on the profile and what’s been modified
Every frequency change until the STAR is done
Why it matters:
The receiving controller may not have the “descend via” and the exceptions in front of them
The report prevents the new controller from assuming you’re holding a hard altitude — or vice versa
It’s also where mismatches get caught (“negative, I show you cleared to maintain 15,000”)
A short transmission that prevents a deviation
Speed Restrictions: The Phrases That Change Them
Published vs. ATC-assigned, and the words that modify them (AIM 4-4-12 and 5-4-1).
Published speed restrictions:
Printed on the STAR at specific fixes
Mandatory whenever you’re cleared on the STAR — with OR without “descend via” — unless ATC modifies or deletes them (AIM 5-4-1)
Independent of the altitude restrictions: a route clearance that doesn’t authorize the published altitudes still obligates you to the published speeds
Part of the STAR’s design (sequencing and spacing)
How to fly them:
ATC expects you to begin adjusting speed the minimum distance necessary before the fix so you cross it at the published speed
Once at the published speed, maintain it until a further published or assigned speed, or as needed for 91.117
Don’t slow early and don’t blow through
Cross at the speed, not approaching it
ATC-assigned speeds:
“Maintain 250 knots,” “reduce speed to 210,” “maintain 280 or greater” — issued by voice, not printed
Separate from the published ones
An ATC-assigned speed supersedes a published speed where it applies, until cancelled
The original post’s “maintain 250 until further advised” is one of these — not a STAR restriction
“Resume normal speed”:
Cancels an ATC-assigned speed adjustment
Does NOT cancel the published speed restrictions on the STAR — those still apply
You go back to the published speeds (and your normal speed where none is published)
The one most pilots get wrong
“Resume published speed”:
Cancels an ATC-assigned speed adjustment and directs you to comply with the published speeds
Functionally the same result as “resume normal speed” on a STAR with published speeds, stated more explicitly
Fly the printed speeds
The clearer of the two
“Delete speed restrictions”:
Cancels BOTH ATC-assigned speeds AND the published speed restrictions on the STAR
The published ALTITUDE restrictions remain in force
Only the speeds are gone
The stronger phrase
“Comply with speed restrictions”:
Tells you the published speed restrictions are in effect (used when ATC previously deleted them, or to emphasize them)
Fly the printed speeds
Doesn’t by itself authorize descent
The regulatory floor:
91.117 still applies — no faster than 250 knots below 10,000 MSL regardless of STAR speeds or ATC assignments (ATC can’t waive that one), and the 200-knot limits near Class C/D primary airports and under Class B (ATC may authorize faster in the Class C/D case, never under Class B)
A STAR speed above 250 at a fix below 10,000 doesn’t exist — the charts are built to the regulation
The speed restrictions are in addition to the regulation, never in place of it
Know both
Vectors Off the STAR — and Rejoining
The scenario behind many altitude deviations.
When ATC vectors you off (or clears you direct off) the STAR:
The published altitude and speed restrictions are CANCELLED from that point
ATC will assign you an altitude (and a speed if needed) — fly those
You are no longer “descending via” anything
The STAR’s profile is suspended
Why:
The restrictions are tied to the lateral route; off the route, the fixes mean nothing
ATC has to control your altitude directly
Expect “descend and maintain” assignments
Standard radar vectoring
When ATC clears you back onto the STAR:
“Resume the GEENO FIVE arrival” (or “cleared direct JENNA, resume the arrival”)
This restores the LATERAL route only
The published ALTITUDES are NOT restored unless ATC also says “descend via” (or issues a new crossing restriction)
The published SPEED restrictions do apply again once you’re back on the route — they ride with the route, not with “descend via”
Maintain your last assigned altitude until you hear “descend via” or an altitude
The trap:
Pilot was on a descend via, got vectored off, got “resume the arrival,” and resumed descending on the published profile without a new “descend via”
That’s a deviation — the previous descend via was cancelled with the vector
Rejoining the route ≠ rejoining the descent profile
Ask if unsure: “Confirm descend via?”
“Descend via” issued while off the route:
ATC can combine them: “Cleared direct JENNA, descend via the GEENO FIVE arrival”
Now you may descend at your discretion to the altitude depicted at JENNA, then comply with the rest of the profile
If JENNA has no depicted altitude, ATC will assign a crossing altitude (AIM 5-4-1 note)
The combination restores both route and profile
Runway Transitions and Landing Direction
A feature of many RNAV STARs that changes the profile.
What they are:
Branches at the end of the STAR that lead toward a specific runway or landing direction, each with its own fixes and altitudes
Charted with runway labels or “landing north/south” notes
Assigned by ATC, typically with the descend via clearance
Example: “descend via the GEENO FIVE arrival, landing south”
Why they matter:
The altitudes on the “landing north” branch and the “landing south” branch differ
Load the wrong branch and the automation will fly the wrong altitudes — accurately
Confirm the runway assignment against what you loaded
If the landing direction changes, reload and re-brief
When ATC hasn’t assigned one yet:
Expect it before you reach the branch point; if you’re getting close, ask
Don’t guess from ATIS — ATIS tells you the active runway, but ATC assigns your transition
“Approach, N123AB, request runway transition”
Get it before the branch
RNAV Equipment and Loading the STAR
The setup rules.
Equipment:
RNAV STARs require the RNAV capability noted on the chart (RNAV 1 for most; GPS or DME/DME/IRU as specified)
Your aircraft’s AFM/equipment list, not the chart, tells you whether you qualify
If you don’t, say “unable RNAV STAR” and expect a conventional STAR or vectors
File the right equipment code so ATC isn’t surprised
Load it by name from the database:
Select the STAR, the transition, and the runway transition exactly as cleared
Do NOT build the STAR waypoint by waypoint — manually entered waypoints lose the leg types, the fly-over/fly-by coding, and the restrictions
The database version is the certified one
Then verify
Verify against the chart:
Fix names, in order
Each altitude restriction and its type (at / at-or-above / at-or-below / window)
Each speed restriction
The bottom altitude
The transition and runway branch loaded match the clearance
VNAV:
With VNAV, the system computes a descent path that meets the restrictions
Set the altitude selector to the bottom altitude (or the next hard altitude, depending on your SOP) so the autopilot can’t descend below the clearance
Monitor the path — VNAV can be fooled by winds, a late descent start, or a changed restriction
The altitude selector is your last line of defense
Loss of RNAV:
If you lose RNAV capability on an RNAV STAR, advise ATC immediately: “N123AB, unable RNAV, request vectors”
Expect vectors or a conventional route
Maintain your last assigned altitude until ATC assigns another
Don’t keep flying a route you can’t navigate
Lost Communications on a STAR
How 91.185 interacts.
Route:
You continue on the cleared route — the STAR — to the clearance limit (normally the destination), then to a fix from which an approach begins
The STAR is part of the assigned route, so fly it to its end
If the STAR ends at an IAF, proceed with the approach; if it ends at a vector point, proceed to an IAF from there
The AVEF route logic applies
Altitude:
The highest of: the last assigned altitude, the minimum IFR altitude for the segment, and an altitude ATC verbally told you to EXPECT in a further clearance
The “EXPECT” notes printed on the STAR do NOT count for this — AIM 5-4-1 states they must not be used for lost communications unless ATC specifically advised you to expect them
On a descend via, you were cleared to the published profile — fly it to the bottom altitude, then hold the highest of the applicable altitudes until the approach
Only a verbal “expect” from ATC becomes a lost-comms altitude
Timing and approach:
Start the approach at the ETA (or the EFC if one was given) per 91.185(c)(3)
Squawk 7600
Fly the approach for the runway you expected
Land
Declining a STAR
You don’t have to accept one.
How:
Enter “NO STAR” in the remarks section of your flight plan
Or tell ATC verbally when the STAR is issued (this may cause delays)
You’ll be routed by vectors or airways instead
AIM 5-4-1 permits this
Why you might:
You don’t have the chart (you must have at least the approved chart to accept a STAR)
Your equipment doesn’t meet the RNAV requirement
The STAR adds unreasonable distance for your route or performance
You’re not comfortable flying it
The cost:
Expect a less efficient arrival and possibly delays in busy terminal areas
ATC accommodates it, but you’re outside the standard flow
Declining mid-arrival is harder than declining on the flight plan
Decide before you file
STARs vs. Approaches
The boundary pilots blur.
A STAR:
Brings you from the en route structure to the terminal area
Ends at a fix from which ATC vectors you or the approach begins
Carries no approach authorization
Is a route clearance (plus, with “descend via,” an altitude clearance)
An approach:
Begins at an IAF (or on vectors to final)
Requires its own explicit clearance: “cleared for the ___ approach”
Carries its own altitudes and minimums
Is a separate procedure with its own plate
The handoff:
STAR ends → vectors or direct to an IAF → approach clearance → approach
Sometimes the STAR’s last fix is an IAF and the clearance comes as “descend via the arrival, cleared ILS runway 26 approach” — two clearances in one transmission
Don’t begin the approach’s descent profile on STAR authority alone
Two procedures, two clearances
Common Pilot Mistakes
Descending on the published altitudes without a “descend via” (route clearance ≠ altitude clearance)
Descending below the bottom altitude of the STAR
Resuming the published profile after a vector off and a “resume the arrival” without a new “descend via”
Ignoring published speed restrictions on a plain route clearance (they apply with or without “descend via”)
Loading the wrong entry transition or runway transition
Treating “resume normal speed” as cancelling published speed restrictions (it doesn’t — “delete speed restrictions” does)
Flying an “EXPECT” altitude as if it were a clearance — or using it as a lost-comms altitude without ATC having verbally advised it
Forgetting the initial-contact report (altitude leaving, “descending via,” runway transition, unpublished restrictions)
Building the STAR manually instead of loading it from the database
Setting the altitude selector below the clearance and letting VNAV take it there
Assuming the STAR includes the approach
Accepting an RNAV STAR without the required RNAV capability
Not briefing the textual notes
Checkride Questions — With Answers
“What is a STAR?”
A Standard Terminal Arrival: a published IFR arrival procedure that provides the transition from the en route structure to an outer fix or an approach fix in the terminal area. It’s a route with altitude and speed restrictions — not an approach.
“What does ‘descend via’ authorize?”
To descend at pilot’s discretion to meet the published altitude and speed restrictions while navigating laterally on the STAR; when cleared to a waypoint on the STAR, to descend to the altitude depicted at that waypoint; and once established, to comply with all published or assigned restrictions — down to the STAR’s bottom altitude, where you level and wait.
“If you’re cleared via a STAR but not ‘descend via,’ what altitude do you fly?”
Your last assigned altitude. The published altitudes aren’t yours until ATC issues “descend via” or a specific crossing/altitude clearance. The published speed restrictions, however, still apply.
“What do you report on initial contact when on a descend via?”
The altitude leaving, “descending via [procedure],” the runway transition or landing direction if assigned, and any assigned restrictions not published on the procedure (AIM 5-4-1).
“ATC vectors you off the STAR, then says ‘resume the arrival.’ Can you descend on the published profile?”
No. The vector cancelled the published restrictions; “resume the arrival” restores only the lateral route (and with it the published speeds). You maintain your last assigned altitude until ATC issues a new “descend via” or an altitude.
“What’s the difference between ‘resume normal speed’ and ‘delete speed restrictions’?”
“Resume normal speed” cancels ATC-assigned speed adjustments only — published STAR speeds still apply. “Delete speed restrictions” cancels both ATC-assigned and published speeds; the published altitudes remain.
“How do you read the altitude bars on a STAR?”
Line above and below: mandatory. Line above only: at or below. Line below only: at or above. Two numbers: a window.
“What does an ‘EXPECT’ altitude on a STAR mean?”
Planning information only — not a restriction and not authorization to descend. And per AIM 5-4-1, it’s not a lost-communications altitude either, unless ATC verbally advised you to expect it.
“Does a STAR authorize an approach?”
No. An approach clearance is always separate and must be explicitly issued.
“Can you decline a STAR?”
Yes — “NO STAR” in the flight plan remarks, or verbally to ATC. You must also decline if you lack the approved chart or the required RNAV capability.
Final Thoughts
STARs are a cornerstone of modern IFR operations, especially in high-density terminal environments. Flown correctly, they make arrivals smoother, quieter, more fuel-efficient, and more predictable for pilots and controllers alike. The procedure is not the hard part; the clearance language is. Almost every STAR deviation traces back to one of a handful of confusions — descending on a route clearance that wasn’t an altitude clearance, resuming a profile after a vector without a new “descend via,” misreading a speed-cancellation phrase, or loading the wrong transition and letting the automation fly it faithfully.
The disciplines to carry: load it from the database exactly as cleared and verify it against the chart; know the bottom altitude before you accept “descend via”; make the check-in report on every new frequency; treat “resume the arrival” as route-only until you hear “descend via” again; keep the published speeds — on any clearance — until you hear “delete speed restrictions”; never fly an “EXPECT” altitude; set the altitude selector so the autopilot can’t bust the clearance; and remember the approach is a separate clearance. Do that and arrivals become one of the most structured, manageable parts of IFR flight.
On the Written Test and Checkride
STARs appear on instrument writtens and orals. The most commonly tested topics:
The definition (en route structure → terminal area; a route, not an approach)
“Descend via” — what it authorizes, the bottom altitude, the initial-contact report
Route clearance vs. altitude clearance (no descent without “descend via”; published speeds apply regardless)
Vectors off cancel restrictions; “resume the arrival” restores route (and speeds) only
Altitude bar depictions (mandatory / at-or-above / at-or-below / window)
Speed phraseology: resume normal/published speed vs. delete speed restrictions
“EXPECT” altitudes — planning only; not a lost-comms altitude unless ATC verbally advised it
NO STAR in remarks; chart and equipment requirements
STAR vs. approach clearance
Quick Reference
STAR:
Standard Terminal Arrival (official) / Standard Terminal Arrival Route (common) — a published IFR route from the en route structure to an outer fix or approach fix in the terminal area
Components: entry transitions → common route → (runway transitions) → end fix (vectors or IAF)
A route with restrictions — NOT an approach; the approach clearance is separate
Altitude Bars:
Line above + below = mandatory
Line above only = at or below
Line below only = at or above
Two numbers = window (at/below upper, at/above lower)
“EXPECT” text = planning information only — NOT a clearance, and NOT a lost-comms altitude unless ATC verbally said to expect it
“Descend Via” (AIM 5-4-1):
Authorizes: descent at pilot’s discretion to meet published restrictions + lateral navigation on the STAR; when cleared to a STAR waypoint, descent to that waypoint’s depicted altitude; once established, compliance with all published/assigned restrictions
Down to the bottom altitude — then level and wait for ATC
Stay above MEAs unless specifically cleared below
“Descend via … except cross X at Y” → comply with all restrictions, with the modified one substituted
Readback: “Descend via the ___ arrival [landing runway ], N_”
On initial contact with each new frequency: altitude leaving, “descending via ___,” runway transition/landing direction, and any unpublished assigned restrictions
Route Clearance Alone:
“Cleared via the ___ arrival” / “maintain FL___” = lateral route only
Published ALTITUDES are NOT yours — maintain last assigned altitude; descending on them = pilot deviation
Published SPEEDS still apply
Vectors Off / Rejoining:
Vector or direct off the STAR → published altitude and speed restrictions CANCELLED; fly ATC’s altitude
“Resume the ___ arrival” → restores the LATERAL route (and the published speeds) only
Need a new “descend via” (or an altitude/crossing) to descend again
“Cleared direct X, descend via ___” → restores both
Speed Phraseology:
Published speeds: mandatory whenever you’re on the STAR, with or without “descend via,” unless ATC modifies/deletes them
ATC-assigned speeds: separate; supersede published where they apply
“Resume normal speed” / “Resume published speed” → cancel ATC-assigned only; published speeds still apply
“Delete speed restrictions” → cancels ATC-assigned AND published speeds; altitudes remain
“Comply with speed restrictions” → published speeds in effect
91.117 always applies
Runway Transitions:
Branches with different altitudes; assigned by ATC (usually with “descend via”)
Verify the loaded branch matches the assignment; ask if not assigned before the branch point
Equipment & Loading:
RNAV STAR → RNAV 1 (or as charted); GPS or DME/DME/IRU as specified; “unable” if you don’t qualify
Load by name from the database (STAR + transition + runway transition) — never build manually
Verify fixes, each restriction and its type, speeds, bottom altitude
Altitude selector at the bottom (or next hard) altitude so VNAV can’t bust it
Loss of RNAV → advise ATC, request vectors, maintain last assigned altitude
Lost Comms (91.185):
Route: fly the STAR to its end, then to an IAF, then the approach
Altitude: highest of last assigned / minimum IFR / an altitude ATC verbally told you to expect — the chart’s printed EXPECT notes don’t count on their own
Start the approach at ETA or EFC; squawk 7600
Declining:
“NO STAR” in flight plan remarks, or verbally (may cause delays)
Must decline if you lack the approved chart or the required RNAV capability
Key Principle:
A STAR is a route with restrictions, not an altitude clearance and not an approach. The published altitudes become yours only with “descend via” (or a specific crossing clearance); the published speeds apply whenever you’re on the route. Vectors off cancel everything; “resume the arrival” brings back the route and the speeds but not the altitudes until you hear “descend via” again. Load it from the database exactly as cleared, verify it against the chart, know the bottom altitude, make the check-in report on every frequency, keep the published speeds until “delete speed restrictions,” never fly an “EXPECT” altitude, and get the approach clearance separately.
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Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.