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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