More GPS Approach and KASE Approach
- Thread starter Bman.
- Start date
Hmm - I wish FAA would put "straight in" and then "none" in the minimums column. Not indicating it seems ambiguous to me but I guess that's what I get for not knowing what I am doing, talking about ... or for not reading the Instrument Procedures Handbook.
I would have had these questions if ATC would have approved a rwy 15 landing !
I would have had these questions if ATC would have approved a rwy 15 landing !
dispatchguy
Well-Known Member
I've dispatched FAR 121 planes into ASE, so here goes...
A. Land on 15, depart 33 only. For performance purposes, you simply have no other options. If you have to blast off with a tailwind, so be it. Yes, you do leave people behind when you do that, no way around it. I had one airplane that had a 15kt tailwind restriction, and I have had to use it several times at ASE, and yes, you do leave about 1/2 empty when you do that!
B. CRJs must configure flaps 30 and gear over DBL, so as to allow the crew the ability to devote complete attention to the approach. You set final landing flaps about 5 miles past DBL.
C. With the Special to 15, 121 approach minimums are 3 miles, with an MDA of 1043'/8780. The Special to 15 provides straight-in minimums. The visual requires 6000-6.
D. During the winter, unless it is SEVERE clear, you always carry an alternate to ASE - either GJT or DEN, but you always carry an alternate, with additional hold fuel for holding over DBL since ASE gets busy in the winter.
E. The missed approach point is 2.5nm prior to the arrival end of the runway.
F. The missed approaches are hairy, requiring specific bank angles, and speeds. Exceed the banks or speeds, and your bird will hit the cumulogranite.
A. Land on 15, depart 33 only. For performance purposes, you simply have no other options. If you have to blast off with a tailwind, so be it. Yes, you do leave people behind when you do that, no way around it. I had one airplane that had a 15kt tailwind restriction, and I have had to use it several times at ASE, and yes, you do leave about 1/2 empty when you do that!
B. CRJs must configure flaps 30 and gear over DBL, so as to allow the crew the ability to devote complete attention to the approach. You set final landing flaps about 5 miles past DBL.
C. With the Special to 15, 121 approach minimums are 3 miles, with an MDA of 1043'/8780. The Special to 15 provides straight-in minimums. The visual requires 6000-6.
D. During the winter, unless it is SEVERE clear, you always carry an alternate to ASE - either GJT or DEN, but you always carry an alternate, with additional hold fuel for holding over DBL since ASE gets busy in the winter.
E. The missed approach point is 2.5nm prior to the arrival end of the runway.
F. The missed approaches are hairy, requiring specific bank angles, and speeds. Exceed the banks or speeds, and your bird will hit the cumulogranite.
I fly into ASE VFR on a fairly regular basis. I have never seen a CRJ or jet circle to land on rwy 33, in fact I have never seen anyone land 33 in my experience there.
It is quite the experience being on a 4 mile final for 15 with a Skywest CRJ departing 33 right at you! They sidestep the departing traffic and you end up passing a CRJ on 2 mile final with a 300kt closure.
-Jason
It is quite the experience being on a 4 mile final for 15 with a Skywest CRJ departing 33 right at you! They sidestep the departing traffic and you end up passing a CRJ on 2 mile final with a 300kt closure.
-Jason