Need help with STARS

[BeechPapa 32]

Welcome to the future RNAV (GPS) rwy 7  ……OBCIN transition. (IAF)

 

Hehe, I guess I'm a little old school. If it doesn't have morse code, how can I trust it?  :ph34r:  ILS 7 also has lower minimums. I might give RNAV 7 a shot next time around though. 

[edetroit 933]

Hehe, I guess I'm a little old school. If it doesn't have morse code, how can I trust it?  :ph34r:  ILS 7 also has lower minimums. I might give RNAV 7 a shot next time around though. 

 

I am very much old school as to the aircraft I like to fly, but I do think the new RNAV RNP approaches are a great aid to RW flight safety (I fly these with the IFLY 737) 

[JRBarrett 3,034]

Hi there are two stars I need help with to understand. One is the Lynnx eight arrival into KBUR. It says after VNY got to expect vectors. Now I don't really understand this since from VNY got to KBUR is like 7 miles. I've seen a few other stars like this where it takes you to a got or ndb near the airport that is only a few miles away and then to either turn final or expect vectors. I don't see how this is possible. I'm also using radar contact to fly this star. Thanks in advance.

About three years ago, I flew into KBUR while riding in the jumpseat of a GIV. It was via the Lynnx Eight arrival. As you probably know, that STAR serves both VNY and BUR. The weather was clear, and aircraft landing on KBUR runway 08 were conducting visual approaches. Once we cleared the mountains to the north, SoCal approach had the aircraft descend to 3000 feet, direct VNY VOR "report the field in sight". The Burbank airport was clearly visible even before we overflew VanNuys. The pilot had configured the aircraft at flaps 20, gear down before arriving at VNY.

 

We did make a 90 degree left turn, directly onto the KBUR runway 08 final approach course right over the BUDDE intersection, descending via the PAPI visual approach slope. In fact, we were handed over from approach to KBUR tower for landing clearance as soon as the pilot had visual contact with the airport.

 

The 5.5 distance from VNY to the KBUR runway threshold, with a 90-degree turn to final may not seem like a lot, but it is more than adequate for even for a jet aircraft, as long as the crew is familiar with the approach, has configured the aircraft properly, and (most importantly) the approach is being conducted in visual conditions.

 

Now if the weather conditions had required the full ILS, then I'd assume that would indeed involve vectors to the west to come back around for the localizer intercept somewhere around SILEX or TOAKS.

 

If you want to get a good idea how vectors work on a STAR in real-world ops, download the Flightradar24 app (if you have a smartphone or tablet) or visit the Flightradar24.com web site, and watch ADS-B equipped aircraft arriving into KJFK via the LENDY SIX arrival. LENDY is only 23 nm from KJFK, yet arrivals will cross this fix while still at FL190. By following a specific aircraft on the arrival (and displaying the ground track) you will get a good idea of the many and varied ways that aircraft will be vectored to whatever runway(s) are active at KJFK, descending and slowing all the while. If traffic is heavy, you will often see that no two LENDY arrivals are vectored quite the same... the controllers do whatever they have to do to fit everyone in to the flow.

 

Flightradar24 is even better if used in conjunction with LiveATC.net tuned to the facilities of whatever airport you are monitoring.

[ap1 16]

Jim thanks for that answer.  So I guess it is possible to do that lol.  I guess the planes that use the ils in there do get vectored back west.  Interesting to know.  Thanks again.