Learn how to transition from a STAR to an approach and runway, choose the correct VIA, handle vectors and fix FMC route discontinuities.
To transition from a STAR to an approach in a general flight simulator, confirm the landing runway and approach, select the correct approach transition or expect radar vectors, then verify that the final STAR fix connects logically to the approach’s initial fix. Brief the chart, honour restrictions, and arm the correct final-approach guidance.
Does a STAR take you all the way to the runway?
No: a STAR normally delivers the aircraft from the en-route structure to an arrival fix, approach transition, holding fix or radar-vectoring point. The instrument or visual approach is a separate procedure leading from there towards the runway.
The word transition can describe several different route sections. An arrival transition joins the en-route route to a STAR, a runway transition branches from the end of a STAR towards a particular runway area, and an approach transition or VIA leads to an initial approach fix. Selecting the wrong one is a common cause of route loops and gaps.
| What the procedure shows | How to continue |
|---|---|
| STAR and approach share a named fix | Select the approach transition beginning at that fix and verify the track is continuous. |
| STAR terminates with vectors | Expect ATC headings to intercept the approach. Do not create an unapproved direct leg to final. |
| STAR has a runway transition | Fly that branch, but still load and brief the separate approach procedure. |
| STAR ends before any approach fix | Use the published feeder route, holding procedure, ATC vectors or a direct clearance as applicable. |
Charts reveal which of these connections is intended. Our explanation of how to identify STAR endpoints and transitions on the chart covers the relevant symbols and route structure.
How do you transition from the STAR to the approach?
The correct method is to build the connection before descent, verify every leg against the charts, and then fly either the published transition or the vectors assigned by ATC.
- Confirm the landing runway. Use the ATIS and ATC clearance when available. When flying offline, consider wind, available approaches and airport operating direction rather than automatically choosing the nearest or longest runway. See our guidance on matching the STAR and runway to the arrival route.
- Select the approach. Choose the ILS, RNAV, VOR, visual or other procedure for that runway. Check its initial approach fixes and determine which one connects to your arrival direction.
- Select the correct approach transition or VIA. Use the transition that starts at, or sensibly follows, the STAR’s final fix. Choose vectors only when ATC is expected to position the aircraft for final.
- Enter the complete arrival. In an airliner FMS this normally means selecting the STAR, runway, approach and VIA on the arrival page. A GPS navigator uses its procedure-selection controls instead. Interface details vary, but the checks in our FMC procedure-loading workflow apply across most simulated systems.
- Inspect every leg. Step through the flight plan and compare fix names, courses and altitude constraints with the charts. A continuous magenta line is not proof that the route is correct.
- Fly the assigned connection. Follow published legs when cleared for them. If the STAR ends in vectors, use heading mode and wait for an intercept heading. Use direct-to only when cleared, or when deliberately managing an offline flight without ATC.
- Configure for final approach. Set minima, frequencies, courses and the appropriate navigation source. Reduce speed early enough to meet approach restrictions and reach final in a stabilised configuration.
Loading or activating an approach is not itself permission to descend. Under ATC, maintain the assigned altitude until cleared; once established and cleared for the approach, follow the applicable published profile and local procedure.
Should you delete the route discontinuity?
Delete a route discontinuity only when the charts and clearance show that the fixes should be connected directly. Some discontinuities deliberately represent radar vectors, manual legs or a section that ATC must authorise.
Before closing one, compare the STAR’s last fix with the approach’s first active fix. If the new leg cuts across the airport, bypasses an initial approach fix, produces a sharp reversal or joins final close to the runway, it is probably the wrong connection.
Duplicate fixes are a separate problem. If the same fix appears at the end of the STAR and start of the approach, the FMS may produce a harmless duplicate, a route discontinuity or a loop. Remove only the redundant leg after confirming that the published track remains unchanged.
When should approach mode be armed?
Arm final-approach guidance only after the route and intercept geometry are correct; loading an approach and pressing the autopilot’s approach button are not the same action.
For an ILS, verify the localiser frequency, inbound course and navigation source, then intercept the localiser from a sensible angle while at or below the published glideslope-intercept altitude. Our detailed ILS intercept and capture sequence explains the mode changes to monitor.
For an RNAV approach, make sure the desired approach leg is active and the navigator is sequencing normally. Activating vectors-to-final too early can remove or bypass feeder and initial approach legs on some avionics. If you intend to fly a full published transition, load that transition rather than vectors.
What if ATC changes the runway?
A runway change requires the STAR branch, approach, transition, constraints and final-approach setup to be checked again. Keep flying the present clearance while editing rather than following an unverified replacement route.
- Replace the runway-specific STAR branch if the arrival contains one.
- Load the new runway’s approach and an appropriate transition or vectors option.
- Check for new discontinuities, duplicate fixes and large course reversals.
- Restore any altitude or speed constraints lost during the change.
- Update frequencies, inbound course, minima and missed-approach details.
A late change may leave too little time to reprogramme safely. In that case, use vectors, request extra track miles or discontinue the approach rather than forcing an unstable intercept.
Why does the aircraft fail to capture the approach?
Failed capture usually comes from incorrect geometry, altitude, navigation source or active-leg selection rather than from the STAR itself.
- Localiser captured but no glideslope: the aircraft may be above the glideslope or outside its capture conditions. Descend only as cleared and re-establish at the published intercept altitude.
- Aircraft turns away from final: check for a duplicate fix, wrong VIA, procedure turn or active missed-approach leg.
- Approach mode remains armed: verify the frequency, course, navigation source and intercept angle.
- RNAV guidance does not sequence: confirm that the intended approach leg is active and that the aircraft has not been left in heading mode past the fix.
- Chart and FMS disagree: the simulator’s navigation database and chart may represent different procedure revisions. Do not improvise a hybrid route; use matching data or fly vectors.
Built-in simulator ATC can also issue late or awkward vectors that conflict with the loaded route. Decide whether ATC or your self-managed published procedure is controlling the flight, then follow one coherent plan rather than chasing both sets of guidance.