That's why the APG is so important for ops in places like Aspen IMO...

 

APG is the difference for go/no-go for us on alot of departures out of ASE, EGE and some non-mountainous, short runways. Its only $75 a quarter for each type of aircraft, and well worth it.

 

Here are a few recommended operational limitations. They are the same limits imposed by EJM and many other commercial operations flying into ASE.
Night operations should be absolutely prohibited. For departure, our minimums for the Aspen 3 are 5000' and 5 miles, and for the LINDZ 5 it is 3100' and 3.
If inbound on the VOR/DME-C, most pilots will not continue descending on the approach if the field is not in sight upon reaching ALLIX (4400' AFE.) Just continue inbound to the MAP without descending and execute a missed approach.

A note regarding APG: as others have said, APG is well worth every penny you spend on it. However, in fairness, APG is not some "magical" tool that allows you to depart heavier than you normally could. With every gain there are also consequences; namely, you must have a very good understanding
of how the system works. APG's procedures evaluate a much narrower flight path corridor than TERPS. That is how they are able to keep you away from terrain in an engine-out situation, and consequently allow you to depart at a heavier weight (or, depending on how you look at it, with a lower required single-engine climb gradient.)

The bottom line is you need to fly APG's procedures TO THE LETTER in the event you lose an engine on departure. In the case of Aspen, the special DP is not that difficult or much different than the normal DP, but at other airports they can be completely different and require a thorough briefing.

 

I fly a Mustang into GUC and let me tell you the performance is not there. I insist on taking off VERY light and stopping for fuel. The Mustang just doesn't have the performance for high altitude airport. Especially this time of year. It's a little warm. I'm going to GUC late next week and spending the night so I won't have to takeoff with the temp up.

Check your performance calculator. Our Mustang won't meet 2nd stage climb unless it real cold.

 

I notice approach Category D operations are not allowed for any approach into Aspen (all approaches are circling, no straight in mins listed).
Many most midsize and larger corporate jets fall into circling CAT D-per certification.
How are people shooting this approach legally?

 

From AIM 5-4-20 2. c;

>>Straight‐in Minimums are shown on the IAP when the final approach course is within 30 degrees of the runway alignment (15 degrees for GPS IAPs) and a normal descent can be made from the IFR altitude shown on the IAP to the runway surface. When either the normal rate of descent or the runway alignment factor of 30 degrees (15 degrees for GPS IAPs) is exceeded, a straight-in minimum is not published and a circling minimum applies. The fact that a straight‐in minimum is not published does not preclude pilots from landing straight-in if they have the active runway in sight and have sufficient time to make a normal approach for landing. Under such conditions and when ATC has cleared them for landing on that runway, pilots are not expected to circle even though only circling minimums are published. If they desire to circle, they should advise ATC.<<

Many operators use "ALLIX" (on the VOR/DME or GPS C approach) as their minimums as a best practice. Using ALLIX allows for a 1500 foot per minute descent (assuming a ground speed of 130 knots) to get down and lock on to the PAPI. Our company uses a ceiling of 3000 feet and 5 miles visibility as minimums to fly in to ASE.

 

I understand straight in/circling etc.
The question is how can a CAT D aircraft legally even start the approach?
Even ALLIX is a point on the published procedure.





n going to LLIX as a CAT D aircraft doe

 

Straight-in approach speeds would be used; meaning your aircraft approach speed for a given weight/configuration would have to be below 140 knots to execute the straight-in maneuver and remain within CAT C minima. For example, a Learjet 60 would be a CAT C aircraft on a straight-in approach, and a CAT D aircraft when circling (vRef +10 put you at 145-149 knots, depending on weight).

You ask a very good question, this came up all the time during our Aspen training sessions at FlightSafety Atlanta in the LR60.