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AIM

10/12/17

5−4−3

Arrival Procedures

satisfy the criteria discussed in AC 90−100A, U.S.

Terminal and En Route Area Navigation (RNAV)

Operations. These procedures, using RNAV 1 and

RNP 1 NavSpecs, must maintain a total system error

of not more than 1 NM for 95% of the total flight time.

Minimum values for A−RNP procedures will be

charted in the PBN box (for example, 1.00 or 0.30).

2. In the U.S., a specific procedure’s PBN

requirements will be prominently displayed in

separate, standardized notes boxes. For procedures

with PBN elements, the “PBN box” will contain the

procedure’s NavSpec(s); and, if required: specific

sensors or infrastructure needed for the navigation

solution, any additional or advanced functional

requirements, the minimum RNP value, and any

amplifying remarks. Items listed in this PBN box are

REQUIRED for the procedure’s PBN elements.

5−4−2. Local Flow Traffic Management Pro-

gram

a. 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 is achieved in this

program by minimizing low altitude maneuvering of

arriving turbojet and turboprop aircraft weighing

more than 12,500 pounds and, by permitting

departure aircraft to climb to higher 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

environment. 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.

b. 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.

c. 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 b 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.

5−4−3. Approach Control

a. Approach control is responsible for controlling

all instrument flight operating within its area of

responsibility. Approach control may serve one or

more airfields, and control is exercised primarily by

direct pilot and controller communications. Prior to

arriving at the destination radio facility, instructions

will be received from ARTCC to contact approach

control on a specified frequency.

b. Radar Approach Control.

1. Where radar is approved for approach control

service, it is used not only for radar approaches

(Airport Surveillance Radar [ASR] and Precision

Approach Radar [PAR]) but is also used to provide

vectors in conjunction with published nonradar

approaches based on radio NAVAIDs (ILS, VOR,

NDB, TACAN). Radar vectors can provide course

guidance and expedite traffic to the final approach

course of any established IAP or to the traffic pattern

for a visual approach. Approach control facilities that

provide this radar service will operate in the

following manner:

(a) Arriving aircraft are either cleared to an

outer fix most appropriate to the route being flown

with vertical separation and, if required, given

holding information or, when radar handoffs are

effected between the ARTCC and approach control,

or between two approach control facilities, aircraft

are cleared to the airport or to a fix so located that the

handoff will be completed prior to the time the

aircraft reaches the fix. When radar handoffs are

2/28/19

AIM