Steve: Nice to hear from you. Usable but the controller isn't always best for us
This one's not bad, but I've had them bring me in high and fast. I can get down or slow down. When they ask for both, I usually ask which they would like first since I can't always do both.

Not necessarily. Altitudes are the most critical, and that's what will get you busted. Sometimes ATC will ask if I can accept a RNAV arrival with speeds in excess of my Vmo. I'll tell them I have a max indicated of 250kts. Sometimes they'll just say, "Descend via the XYZ123 arrival. Maintain max forward speed to ABCDE." It happened to me at KLAX, for example. Speeds usually depend on how many they have on the arrival at the time. If it starts to get crowded, they slow you down further out.

I have found most controllers are concerned about your speed and will give relief on altitude restrictions if asked.

So you can be at any altitude in the window at each waypoint?

Yes. On the RNAV arrivals (mainly used for turbo-jets), there are published altitude windows at various waypoints. The newer avionics systems such as the G1000 will calculate the crossing altitudes for you, keeping you within the parameters of the arrival. It can be a challenge in a jet without the VNAV capability, but it's a piece of cake for those that have it.

Well that is sweet. Now I know why I have about 300 hours behind a G1000. Looks to be the perfect entry plane for me. I've noticed on citation flyers as it looks like a lot of people get in with the 500 and then upgrade later. What's your (and any others, paging Mike C) take on buying a used plane with engines NOT on a maintenance plan?

A 3 degree idle power descent is 2000 FPM in my 2+. The PL21 VNAV will try to fly a 3 degree path on stepdowns.

If I get a slam dunk and need more then 2000 FPM I can pop the speed brakes and easily get 4000 fpm. Or use the speed brakes to slow down as I descend at 2000 fpm.

My VMO is a bit above 270 kts, so maintaining 290 would be a problem.

All depends how lucky you are and if you have the bank account to fix or replace an engine if necessary.

First rule of airplane ownership is don't buy an airplane that you can't afford to replace the engine.

When you load an arrival or approach from the database the altitude constraints by the waypoints will be loaded. If you enable VNAV then the autopilot will fly a vertical navigation path to meet the altitude constraints.

The pic below shows a screen from the Collins FMS-3000. You can see the FMS will cross AMORE above 2000 and ISOZO at 580. And the arrows on the right show the AP will descend since you can also use VNAV on climbs.

So you add about $400/hour in fuel and you have a DOC of $1,200/hour. About $3.50/nm. Plus your fixed costs of training, insurance, hangar, Cescom, DB subscriptions, reserve for P&I, and capital costs.

[youtube]https://youtu.be/CaKgzgltANU[/youtube]

Here is a video of the conversation that took place on the SEEVR3 arrival. In all my flying I have never flown a STAR with an altitude window (that I can remember) It confused me. I tried to get clarity from ATC but he didn't really know either. We were at 260 knots IMC dodging convective activity. If I had been single pilot it would have been a bit more complex. Not my finest moment. Hopefully this will be helpful to one of you guys at some point.

I am suprised that my Eclipse with a Vmo of 285 will run away from all the Ciations posted here at 10k feet where it will do 282 at ISA

Sweet

Well make that walk away anyway

We can average TAS at 10K and FL410 and see who wins.

We can average TAS at 10K and FL410 and see who wins.

If you buggers would get your hands of the glare shield, fly like professionals and demand attention from ATC........then you can call yourself professional pilots........until then........well carry on