included when they are assigned by ATC a majority  of the time. [Figure 3-12]  STARs usually are named according to the point at which  the procedure begins. In the United States, typically there  are en route transitions before the STAR itself. So the STAR  name is usually the same as the last fix on the en route  transitions where they come together to begin the basic  STAR procedure. A STAR that commences at the CHINS  Intersection becomes the CHINS SEVEN ARRIVAL. When a  significant portion of the arrival is revised, such as an altitude,  a route, or data concerning the NAVAID, the number of the  arrival changes. For example, the CHINS SEVEN ARRIVAL is  now the CHINS EIGHT ARRIVAL due to modifications in the  procedure.  Studying the STARs for an airport may allow pilots to perceive  the specific topography of the area. Note the initial fixes  and where they correspond to fixes on the Aeronautical  Information Services en route or area chart. Arrivals may  incorporate step-down fixes when necessary to keep aircraft  within airspace boundaries or for obstacle clearance. Routes  between fixes contain courses, distances, and minimum  altitudes, alerting aircrews to possible obstructions or terrain  under their arrival path. Airspeed restrictions also appear  where they aid in managing the traffic flow. In addition,  some STARs require that pilots use DME and/or ATC radar.  Aircrews can decode the symbology on the PAWLING TWO  ARRIVAL by referring to the legend at the beginning of the  TPP. [Figure 3-13]  Pilots may accept a STAR within a clearance or they may  file for one in their flight plan. As the aircraft nears its  destination airport, ATC may add a STAR procedure to  its original clearance. Keep in mind that ATC can assign  a STAR even if the aircrew has not requested one. Use of  a STAR requires pilot possession of at least the approved  chart. RNAV STARs must be retrievable by the procedure  name from the aircraft database and conform to charted  procedure. If an aircrew does not want to use a STAR, they  must specify “No STAR” in the remarks section of their flight  plan. Pilots may also refuse the STAR when it is given to  them verbally by ATC, but the system works better if the  aircrew advises ATC ahead of time.  As mentioned before, STARs include navigation fixes that  are used to provide transition and arrival routes from  the en route structure to the final approach course. They  also may lead to a fix where radar vectors are provided  to intercept the final approach course. Pilots may have  noticed that minimum crossing altitudes and airspeed  restrictions appear on some STARs. These expected  altitudes and airspeeds are not part of the clearance until  ATC includes them verbally. A STAR is simply a published  routing; it does not have the force of a clearance until  issued specifically by ATC. For example, minimum en route  altitude (MEAs) printed on STARs are not valid unless stated  within an ATC clearance or in cases of lost communication.  After receiving the arrival clearance, the aircrew should  review the assigned STAR procedure and ensure the FMS  has the appropriate procedure loaded (if so equipped).  Obtain the airport and weather information as early  as practical. It is recommended that pilots have this  information prior to flying the STAR. If you are landing at  an airport with approach control services that has two or  more published instrument approach procedures, you will  receive advance notice of which instrument approaches  to expect. This information is broadcast either by ATIS or  by a controller. [Figure 3-14] It may not be provided when  the visibility is 3 SM or better and the ceiling is at or above  the highest initial approach altitude established for any  instrument approach procedure for the airport.  For STAR procedures charted with radar vectors to the  final approach, look for routes from the STAR terminating  fixes to the IAF. If no route is depicted, you should have  a predetermined plan of action to fly from the STAR  terminating fix to the IAF in the event of a communication  failure.  Once the aircrew has determined which approach to  expect, review the approach chart thoroughly before  entering the terminal area. Aircrews should check fuel level  and make sure a prolonged hold or increased headwinds  have not cut into the aircraft’s fuel reserves because there is  always a chance the pilot has to make a missed approach or  go to an alternate. By completing landing checklists early,  aircrews can concentrate on the approach.  In setting up for the expected approach procedure when  using an RNAV, GPS, or FMS system, it is important to  understand how multiple approaches to the same runway  are coded in the database. When more than one RNAV  procedure is issued for the same runway, there must be a  way to differentiate between them within the equipment’s  database, as well as to select which procedure is to be  used. (Multiple procedures may exist to accommodate GPS  receivers and FMS, both with and without VNAV capability.)  Each procedure name incorporates a letter of the alphabet,  starting with Z and working backward through Y, X, W, and  so on. (Naming conventions for approaches are covered in  more depth in the next chapter). [Figure 3-15]  STAR Procedures  Reviewing the Approach  Preparing for the Arrival  3-16 