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Do altitudes depicted in STARs mean MEA or expected altitudes that may be assigned?

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Instrument Rating

Regarding the subject above, the FAA TPP legend for STAR and DP charts says that the altitude depiction without any marks mean MEA.  In this case, the route in the STAR charts is deemed to be part of enroute, considering the name of minimum ENROUTE altitude?  Meanwhile, JEPPESEN textbook, page 6-14 says, “Establisha descent that puts you at 7,000 feet as you cross the Pulaski VOR.”  In this case, does this mean the preferred altitude, not an MEA?

Also there may be the description of “vertical navigation planning information” for turbine-powered airplanes in certain STAR charts.  Does this mean the altitude normally depicted in STAR charts mean the one for non-turbine-powered airplanes which I will fly in IR training?

Furthermore, I would like to know whether the altitude depicted between fixes/navaids  must have been established when we cross the beginning fix/navaid or the ending one.

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4 Answers



  1. John D Collins on Dec 16, 2018

    A MEA altitude is “The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes.”

    The example at the Pulaski VOR is a crossing altitude and is an altitude constraint.

    The Vertical Navigation Planning information is an expected altitude and or speed for that category of aircraft and is not a restriction without a controller issued instruction or clearance.

    Altitudes that are charted between fixes apply to the segment. Altitudes published at a fix with lines under, over, or both are restrictions and must be complied with.

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  2. Mark Kolber on Dec 16, 2018

    John is absolutely right on how these various depicted altitudes are used.

    But I will disagree on one item because, if you come across it yourself, you will be left scratching your head.

    Although, as yo found looking at the legend, the segment altitudes on a DP or STAR chart are referred to officially as MEAs, tthey are not “The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes.” They are segment altitudes which I am guessing are there for lost comm situations. SIDs and STARs are in busy airspace after all.

    For a specific example, look at the DRONE STAR into Norfolk VA. From RDU to TYI to CVI, you will see the published “MEA” of FL190.

    Now look at the exact same route on the low altitude chart, you will see the MEAs are 2,600′ from RDU to TYI, and 1,800′ from TYI to CVI.

    Both FL190 and 1,800 feet can’t both be the “lowest” altitude assuring obstacle clearance and communications on the exact same route.

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  3. John D Collins on Dec 16, 2018

    Mark is right, but this was pointed out by me at the Aeronautical Charting Forum some time ago and the charting standard for SID’s and STAR’s was changed to prohibit publishing MEA that did not meet the meaning of MEA under the regulations. So now the current guidance on the design of DP order (8260.46) reads as:

    2-1-1. Departure Procedure (DP) Guidelines.
    …
    e. Charting constraints. The following charting constraints apply:
    (1) Charting altitudes. Document altitudes for charting as follows:
    …
    (d) When ATC requests an altitude restriction for a fix located on a transition route, it must be at or above the specified minimum en route altitude (MEA) for the route [see note in paragraph 2-1-1.e(1)(b)]. Do not raise an MEA to support ATC operational requirements; use fix crossing altitudes where operationally needed.

    There is similar guidance for STARs. Not all SIDs and STARs meet the current guidance, but over time will be updated to comply.

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  4. coco on Dec 16, 2018

    Thank you John and Mark!
    For me, it is a little complicated because I probably do not understand what IFR is clearly but your answers and complements are very helpful, which encourages me to go forward. I am excited about the coming training.

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