CAA Coordination Requirements for RNAV/STAR Use at Busy International Airports

Modern busy airports rely increasingly on the operational impact of Performance-Based Navigation (PBN). Under ICAO standards and national regs, RNAV STARs (area navigation Standard Terminal Arrival Routes) are designed to RNAV 1 (lateral ±1 NM) or higher accuracy. For example, the U.S. FAA notes that published PBN STARs are normally RNAV‑1 or RNP‑1 procedures (using GPS or DME/DME/IRU) and must meet a 1 NM accuracy 95% of the time.

 

Likewise, Europe’s PBN Implementation Regulation mandates RNAV‑1 (or RNP‑1) SID/STAR procedures at instrument runways by 2024–2030. Major airports (Heathrow, Frankfurt, etc.) are phasing out purely conventional SIDs/STARs in favor of RNAV-based arrivals. Operators must therefore comply with PBN rules: the aircraft and crew must be certified for RNAV‑1 (or RNP) and the operator’s CAA must authorize those operations (often as part of the Air Operator Certificate or Ops Specs).

What Are RNAV and STAR Procedures & Why Are They Important?

RNAV (Area Navigation) is a navigation method that allows aircraft to fly any desired flight path within the coverage of ground- or satellite-based navigation aids, rather than following only conventional ground-based routes. RNAV increases flexibility and efficiency by enabling more direct routing, reduced congestion, and predictable traffic flows. For business aviation operators, RNAV is critical because it supports optimized fuel usage, precise scheduling, and safer integration into busy terminal airspaces.

 

STAR (Standard Terminal Arrival Route) is a published route designed to safely guide aircraft from enroute airspace into an airport’s terminal area and final approach. STARs are structured with specific waypoints, altitude restrictions, and transitions, allowing ATC to manage high-density arrival flows efficiently. For operators, STAR procedures provide predictability, compliance with noise/environmental restrictions, and clear coordination with ATC, which is essential for planning business flights into busy international airports.

 

Why it matters for business operators:

• Ensures compliance with CAA and ICAO PBN regulations.
• Enables precise flight planning and effective slot coordination.
• Minimizes delays by allowing smooth integration into congested airspace.
• Supports safety and operational efficiency through standardized arrival paths.

 

In short, understanding RNAV and STARs from an operational perspective allows business flight operators to plan flights efficiently, avoid delays, and ensure regulatory compliance, even in the busiest international airports.

State-of-Operator Approval

International rules require that a foreign operator hold PBN approvals from its home authority before using RNAV STARs abroad. For instance, U.S. FAA OpSpec C063 will not issue RNAV STAR clearance to a foreign airline unless the airline’s home CAA has approved RNAV‑1/RNP‑1 procedures.

 

Similarly, some states explicitly require an “RNAV‑1 approval” (or the older P‑RNAV) from the operator’s CAA. In the Netherlands, for example, all aircraft flying IFR in the Amsterdam/Schiphol TMA must hold an RNAV‑1 (P‑RNAV) operational approval from their State of Registry. UAE regulations likewise mandate RNAV‑1 capability and state approval for heavy IFR flights: any commercial IFR flight (MTOW ≥5,700 kg) in UAE airspace must have RNAV‑1 (GNSS) equipment and an operator approval from its home CAA.

Aircraft Equipment and Database

Operators must ensure aircraft are RNAV‑1 capable (autonomous lateral navigation, e.g. GPS, DME/DME/IRU). The navigation database must contain the full RNAV STAR (and connected SIDs/approaches) by name. For example, UAE rules explicitly require that “the entire departure, arrival and approach procedure shall be loadable by name from the navigation database”.

“RNAV STARsATC

This means updating FMS charts every AIRAC cycle and never flying a STAR via manually entered coordinates. The FAA similarly notes that “RNAV STARs must be retrievable by the procedure name from the aircraft database and conform to the charted procedure”. Operators should also verify RAIM/GNSS integrity for GNSS-based procedures. Where required, notes in the AIP warn that GPS is mandatory (e.g. “RNAV‑1 (GNSS) required” on Singapore charts.

Flight Planning and ATS Coordination

When submitting flight plans into busy airports, RNAV STARs are filed by name (e.g. *.STAR). Operators must include appropriate PBN/RNAV codes in the ICAO flight plan. For example, a typical filing might include “NAV/RNVD1E2” or “PBN/L1” to indicate RNAV‑1 and DME/DME capabilities. (FAA guidance shows RNAV1 STARs require an “Item 10a” code of GR and PBN equipment code D1/D2).

 

In countries with slot or flow control, use of a particular STAR may be assigned by ATC on departure or via ATFM booking. Operators should also be ready to “cancel” or decline RNAV STARs if unable: per FAA rules, pilots can refuse a STAR clearance by filing “NO STAR” in remarks.

Local Coordination Practices

Some busy airports add procedural coordination steps. For instance, radar vectors are often used off the published STAR. At London Heathrow, arrivals often “request RNAV approach” on first contact, after which ATC expects to vector them onto the final approach rather than fly full STAR legs. Operators should read AIP / ATC bulletins for each destination.

 

In general, once a STAR is assigned by ATC, the operator’s dispatcher should ensure the crew is ready for “descend via STAR” phraseology and to advise ATC immediately if the RNAV system cannot meet the path. During congested periods, ATC may substitute direct routing or holding fixes, so dispatchers must coordinate any significant deviations (e.g. ensure enough fuel if the STAR ends earlier than charted, or that holding fixes are legal if reached).

The table below summarizes RNAV/STAR requirements at several major airports. These examples illustrate how different authorities handle RNAV STAR usage.

 

Airport (ICAO)	RNAV/STAR Requirement	Notes / CAA Guidance
London Heathrow (EGLL)	RNAV‑1 STAR mandated (PBN‑IR)	UK CAA requires at least one RNAV1 STAR per runway by 2024; all remaining STARs to RNAV1/RNP1 by 2030.
Amsterdam Schiphol (EHAM)	RNAV‑1 (P‑RNAV) approval required	Dutch AIP: All IFR arrivals/departures in EHAM TMA require RNAV1 ops approval (P‑RNAV) from the State of Registry.
Dubai (OMDB)	RNAV‑1 (GNSS) mandatory for all jets	UAE ROA: IFR aircraft ≥5700 kg must have RNAV1/GNSS and home CAA approval. The entire STAR must be loadable by name.
Singapore Changi (WSSS)	RNAV‑1 STAR (GNSS) required	AIP chart notes: “RNAV‑1 (GNSS) required” for Changi STARs. Operators must file STAR names in flight plans and equip RNAV1.
Los Angeles (KLAX)	RNAV‑1 STARs in service	FAA AIM: Public RNAV STARs use RNAV1/RNP1 navspec. Major U.S. airports (e.g. LAX, JFK) regularly assign RNAV‑1 STARs via flight plan.

 

Precise RNAV and STAR coordination is critical for maintaining flow management, reducing vectoring workload, and ensuring compliance with international PBN frameworks. In high-density terminal areas, even minor deviations in navigation accuracy or coordination timing can impact sequencing efficiency and ATFM slot integrity. Just Aviation supports business flight operators by providing expert operational guidance and regulatory insight, helping them navigate complex CAA requirements and achieve seamless integration into global air traffic systems.

FAQs about RNAV/STAR

1. What is required for RNAV?

To operate under RNAV procedures, an aircraft must be equipped with approved area navigation systems (typically GNSS, DME/DME/IRU, or INS) capable of maintaining the required accuracy (e.g., RNAV-1 or RNP-1). The operator must hold formal PBN operational approval from its State of Registry or State of the Operator, as defined by ICAO Doc 9613. This includes CAA validation of equipment, operational procedures, and crew training programs. Additionally, the navigation database must be current, verified, and capable of retrieving procedures by name (no manual waypoint entry allowed).

2. Is an aircraft approved for an RNP specification automatically approved for all RNAV specifications?

No. While RNP (Required Navigation Performance) includes on-board performance monitoring and alerting, RNAV does not. Therefore, RNP approval does not automatically grant RNAV authority. Each specification (RNAV-1, RNAV-2, RNP-1, etc.) must be approved separately per ICAO Doc 9613 and validated by the relevant CAA. For example, an aircraft approved for RNP-1 operations in terminal areas may still need additional verification to conduct RNAV-5 enroute operations in another FIR.

3. What are the requirements for communication when operating from a non-towered satellite airport in Class C airspace?

Operators must establish two-way radio communication with the Class C approach control facility before entering or operating within the controlled airspace. This coordination must occur even if the departure or arrival point itself is non-towered. From an operational standpoint, the dispatcher should ensure that the filed flight plan specifies the communication sequence (e.g., initial contact point and backup frequency) and that the crew maintains compliance with ATC instructions until radar identification is confirmed.

4. What criteria must an airport meet to be considered a commercial service airport?

Under ICAO Annex 14 and FAA Part 139 definitions, a commercial service airport must have scheduled passenger service and at least 2,500 annual passenger boardings. These airports must maintain specific infrastructure and safety standards, such as firefighting categories, runway lighting systems, and certified ARFF (Aircraft Rescue and Firefighting) services. From an operator’s perspective, this designation affects PBN data publication, slot coordination, and ground handling certification requirements.

5. How does CAA coordination differ between domestic and international RNAV/STAR operations?

Domestic operations follow the operator’s home CAA rules directly, while international operations require mutual recognition or validation under ICAO frameworks. For example, a European business jet operator with EASA-issued RNAV-1 approval must ensure that approval is recognized by the destination state’s CAA (such as the FAA or GCAA) before operating RNAV STARs abroad. Dispatchers should verify bilateral agreements or operational specifications (Ops Specs / Letter of Authorization) in advance to avoid denial of clearances on arrival.

6. What operational factors must be reviewed before filing an RNAV STAR flight plan into a congested international airport?

Before flight plan submission, dispatch must confirm:

• The aircraft’s PBN capability codes (RNAV-1, RNP-1, etc.) are included correctly in the ICAO flight plan (Items 10a and 18).
• The navigation database includes current STAR procedures for the airport.
• The operator’s CAA approval letter or Ops Spec covers RNAV operations in terminal airspace.
• Any ATFM slot or coordination requirement is met (especially at coordinated airports like Heathrow or Frankfurt).
• Contingency procedures are defined in case of RNAV degradation or ATC vectoring outside the STAR path.

 

Sources

• https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_4.html
• https://www.caa.co.uk/commercial-industry/airspace/communication-navigation-and-surveillance/performance-based-navigation/policies-and-regulations-for-performance-based-navigation/#:~:text=Where%20SID%20or%20STARs%20have,Fix%20can%20be%20used%20in
• https://www.easa.europa.eu/en/domains/air-traffic-management/transition-pbn-operations#:~:text=Depending%20on%20the%20local%20performance,3%20specification%20may