STARS and Altitude/Speed Restrictions
Posted: Sun Jan 29, 2012 5:26 pm
I'm practicing for I5 and have few of questions:
First, I'm going to be flying a Citation Mustang for the route. The instruction for the rating says to fly the KLAS CLARR2 arrival for jets and to fly CRESO3 for turboprops. The Citation Mustang is a jet, but it cannot meet the crossing speed restriction of "at 250K" at CLARR -- the Mustang redlines at 250 Kts IAS, and normal cruise is about 235 Kts IAS. Does this mean I cannot fly the CLARR2 STAR?
Second, the CRESO3 calls for an altitude crossing restriction of "at FL240" for JOKUR intersection. Does this imply that I cannot file a flight plan for lower than FL250 enroute from KBUR (since the direction of flight requires an odd altitude). Said another way, does this restriction mean that a pilot cannot fly the CRESO3 arrival with an enroute altitude of, say, FL230 ft? (or does it mean that I could file a flight plan with an enroute altitude of FL230, but would then have to climb 1,000 feet in time to meet the JOKUR restriction?
Finally, flying the published ILS 25L approach at KLAS takes you from BLD VOR at 8000' out to PRINO intersection as the IAF (requiring a more than 300 degree left turn at PRINO to the final approach course!) then requires a relatively rapid descent down to 6500' for LARRE and 4900' for SHAND before intercepting the GS at the final approach fix at 3800' at RELIN. As if this wasn't crazy enough, the Flight1 Citation Mustang absolutely cannot capture the glideslope for an autopilot-coupled approach from above the GS -- it has to capture from below. The depicted descent profile on the approach chart never seems to give me the opportunity to be below the GS for a capture -- I've flown the approach a half-dozen times now (from BLD) and just don't see how to avoid needing to hand-fly the approach all the way to the FAF (at least), then hoping to get GS capture inbound from RELIN. For the PE I5 checkride, am I going to have to deal with this, or is it more common to be vectored to the final approach course after crossing BLD at a reasonable altitude that allows a below-glideslope capture?
Thanks!
-M.
First, I'm going to be flying a Citation Mustang for the route. The instruction for the rating says to fly the KLAS CLARR2 arrival for jets and to fly CRESO3 for turboprops. The Citation Mustang is a jet, but it cannot meet the crossing speed restriction of "at 250K" at CLARR -- the Mustang redlines at 250 Kts IAS, and normal cruise is about 235 Kts IAS. Does this mean I cannot fly the CLARR2 STAR?
Second, the CRESO3 calls for an altitude crossing restriction of "at FL240" for JOKUR intersection. Does this imply that I cannot file a flight plan for lower than FL250 enroute from KBUR (since the direction of flight requires an odd altitude). Said another way, does this restriction mean that a pilot cannot fly the CRESO3 arrival with an enroute altitude of, say, FL230 ft? (or does it mean that I could file a flight plan with an enroute altitude of FL230, but would then have to climb 1,000 feet in time to meet the JOKUR restriction?
Finally, flying the published ILS 25L approach at KLAS takes you from BLD VOR at 8000' out to PRINO intersection as the IAF (requiring a more than 300 degree left turn at PRINO to the final approach course!) then requires a relatively rapid descent down to 6500' for LARRE and 4900' for SHAND before intercepting the GS at the final approach fix at 3800' at RELIN. As if this wasn't crazy enough, the Flight1 Citation Mustang absolutely cannot capture the glideslope for an autopilot-coupled approach from above the GS -- it has to capture from below. The depicted descent profile on the approach chart never seems to give me the opportunity to be below the GS for a capture -- I've flown the approach a half-dozen times now (from BLD) and just don't see how to avoid needing to hand-fly the approach all the way to the FAF (at least), then hoping to get GS capture inbound from RELIN. For the PE I5 checkride, am I going to have to deal with this, or is it more common to be vectored to the final approach course after crossing BLD at a reasonable altitude that allows a below-glideslope capture?
Thanks!
-M.