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The following points regarding STARs are important to remember: 

1. All STARs are contained in the Terminal Procedures Publication (TPP), along with the IAP charts for the destination airport. The AIM also describes STAR procedures. 

2. If the destination is a location for which STARs have been published, a pilot may be issued a clearance containing a STAR whenever ATC deems it appropriate. To accept the clearance, a pilot must possess at least the approved textual description. 

3. It is the pilot’s responsibility to either accept or refuse an issued STAR. If a STAR will not or cannot be used, advise ATC by placing “NO STAR” in the remarks section of the filed flight plan or by advising ATC. 

4. If a STAR is accepted in a clearance, compliance is mandatory. 

## Substitutes for Inoperative or Unusable Components 

The basic ground components of an ILS are the localizer, glideslope, outer marker, middle marker, and inner marker (when installed). A compass locator or precision radar may be substituted for the outer or middle marker. Distance measuring equipment (DME), VOR, or nondirectional beacon (NDB) fixes authorized in the standard IAP or surveillance radar may be substituted for the outer marker. 

Additionally, IFR-certified GPS equipment, operated in accordance with Advisory Circular (AC) 90-94, Guidelines for Using Global Positioning System Equipment for IFR En Route and Terminal Operations and for Nonprecision Instrument Approaches in the United States National Airspace System, may be substituted for ADF and DME equipment, except when flying NDB IAP. Specifically, GPS can be substituted for ADF and DME equipment when: 

1. Flying a DME arc; 

2. Navigating TO/FROM an NDB; 

3. Determining the aircraft position over an NDB; 

4. Determining the aircraft position over a fix made up of a crossing NDB bearing; 

5. Holding over an NDB; 

6. Determining aircraft position over a DME fix. 

## Holding Procedures 

Depending upon traffic and weather conditions, holding may be required. Holding is a predetermined maneuver that keeps aircraft within a specified airspace while awaiting further clearance from ATC. A standard holding pattern uses right 

turns, and a nonstandard holding pattern uses left turns. The ATC clearance always specifies left turns when a nonstandard pattern is to be flown. 

## Standard Holding Pattern (No Wind) 

In a standard holding pattern with no winds [Figure 10-4], the aircraft follows the specified course inbound to the holding fix, turns 180° to the right, flies a parallel straight course outbound for 1 minute, turns 180° to the right, and flies the inbound course to the fix. 

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## Standard Holding Pattern (With Wind) 

A standard symmetrical holding pattern cannot be flown when winds exist. In those situations, the pilot is expected to: 

1. Compensate for the effect of a known wind except when turning. 

2. Adjust outbound timing to achieve a 1-minute (1 1 ⁄2 minutes above 14,000 feet) inbound leg. 

Figure 10-5  illustrates the holding track followed with a left crosswind. The effect of wind is counteracted by applying drift corrections to the inbound and outbound legs and by applying time allowances to the outbound leg. 

## Holding Instructions 

If an aircraft arrives at a clearance limit before receiving clearance beyond the fix, ATC expects the pilot to maintain the last assigned altitude and begin holding in accordance with the charted holding pattern. If no holding pattern is charted and holding instructions have not been issued, enter a standard holding pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible. Normally, when no delay is anticipated, ATC issues holding instructions at least 5 minutes before the estimated arrival at the fix. Where a holding pattern is not charted, the ATC clearance specifies the following: 

1. Direction of holding from the fix in terms of the eight cardinal compass points (N, NE, E, SE, etc.) 

