Does the same problem apply in a SETP? Are you getting killed on burn and getting a low routing hundreds of miles out?

Yes, it can happen to any plane, whether single or multi engine. Many of the newer RNAV arrivals and departures are designed for jet traffic. As long as everyone hits their speeds and crossing altitudes, things tend to keep moving along pretty well. The turboprops are often given other procedures appropriate for performance.

No. High vs. Low is maybe 100PPH.

Search the routes on Flightaware. The jets aren't getting dunked "some times". It's "every" time. That's why I bought the PC12 over the Phenom 100 back in 2013. I took a 100 demo flight from Miami to NYC. I was told we'd have 6 on board..... we had 3 on board.

Going into TEB everyone is told to "slow down" too. In my experience.... Nobody is flying "high speed" into TEB. We're all stacked up. Same with OPF and PDK.

TEB has three arrivals with no speed restrictions other than in a hold. Slowing down isn't a bad thing, it can save fuel. The STARS that have crossing speeds of 250kts at low altitudes are the ones that use more fuel in a small jet. The arrival at TEB for jets is the JAIKE3. It comes in above the turboprop arrival. It's first crossing restriction is FL240 around 100nm out. That's early, but not ridiculous.

The chart says one thing. Reality is different.

Atlanta (PDK) to TEB
Phenom 300
It took him almost 30 minutes to climb above 30k' and he descended below 30k' with 40 minutes of flight left. 1:44 flight and 1:10 of it was below 30k'.
http://flightaware.com/live/flight/EJA4 ... B/tracklog

Jason, What is your point? I see what you are saying, but I don't get what point you are trying to make. I agree that ATC absolutely will screw up a perfectly good flight and put you on the OPEC1 arrival. You just do not want to plan on arriving with only 45 minutes of fuel when going into these areas.

I'm surprised you're asking. I think my point is clear.

Minijets spend 51% of their flying life below 30k'. One cannot calculate a trip based on direct climb and direct descent. You won't get it. I've posted several examples. For more just hop on Flightaware.

You're NOT "flying above the weather" in a Mustang. If the storm system you want to hurdle is at the midway point in your flight great. But when does that happen?

As long as you have a big enough jet that can hold enough fuel it doesn't matter. But I don't believe a Mustang is routinely flying 1000NM+ flights with full seats.

Ok, I guess I just got confused with the mentions of Lear 60s and Phenoms. I honestly don't know much about the Mustang, but I would be surprised and impressed if it was able to do 1000+ nm with full seats and bags on any kind of regular basis.

I bring up the Lear 60 as an example of a very fast airplane that is still brought down low with 40 minutes of flight left.... It has been suggested that PC12 is brought low because it slower than the jets but that's not true. Everyone is brought low. It's not about "speed". It's about having you "out of the way" of commercial traffic crossing on front of you.

Delta doesn't land at TEB, PDK, OPF. Delta does land at the airport "next door" though and their runways were built in different directions than those at the smaller airports.

A Mustang doesn't do 1,000 miles with six onboard. But it does do it with four.

As Jason says, the TP has less dramatic fuel burns between high and low routing. They are actually reasonably efficient down low. The problem with flight planning long routes into and out of busy airspace, is that you never know what you are going to get. You can run the same city pair 10 times and get 6 different handling experiences. The only time I flew out of NY airspace in my Meridian, I got a little step climb, but was cleared higher each time before I got three, so was really an unrestricted climb, didn't expect that. But going in, even though it was late at night, I was dropped down on the arrival 100 nm out. Other times flying into middle Florida, I have been pushed down in Georgia. Makes fuel planning challenging sometimes. Especially if there is weather to deal with. I am really a fan of range as a safety and utility factor.