Beechjet/FMS 5000 question

[doublepsych]

the aircraft is being upgraded from the 850 to the 5000. I have been studying up and the question I'm having is: for a dual 5000 installation, do you normally operate in sync mode, left side master? Are there any "gotchas" associated with the sync/indep modes?

Or any other tips, gotchas or things to look out for in a 850 to 5000 transition? I flew the 5000 for a couple of hundred hours back in '03, so just trying to get back up to speed. we're not going to training, just studying the manual, and I at least want to be able to get this thing back on the ground. (Not my decision...)

Thanks for any info you guys/gals can shoot my way....

 

[PHX767]

That's the way we do it...

Synched up with FMS 1 as the master. I don't have a feel for why you would want to operate with them unsynched. Maybe there is a good reason, but after about 1500 hrs of operating with them synched I am set in my ways.

You will enjoy the relief of a real keypad.

I see some guys havinga problem with using the radial intercept function. Like on a departure, ATC says turn to heading xxx, intcpt the xxx radial, resume the departure. Good to practice.

At airports without approaches, the visual app feature is very useful. I always extend the centerline (like some call it), providing a straight line course to the runway. If you want to get fancy, you can update the vnav path on the legs page if the papi/vasi glide path is different from the default.

 

[HawkerF/O]

the aircraft is being upgraded from the 850 to the 5000. I have been studying up and the question I'm having is: for a dual 5000 installation, do you normally operate in sync mode, left side master? Are there any "gotchas" associated with the sync/indep modes?

Or any other tips, gotchas or things to look out for in a 850 to 5000 transition? I flew the 5000 for a couple of hundred hours back in '03, so just trying to get back up to speed. we're not going to training, just studying the manual, and I at least want to be able to get this thing back on the ground. (Not my decision...)

Thanks for any info you guys/gals can shoot my way....

I've not used this unit, but I have used the NZ2000 by Honeywell, and we had the same options in terms of the different ways to operate them. For the most part, there are 2 ways that they are used:

1) Initiated Transfer
2) Dual

Initiated XFER is used when you are new to the unit. When making changes to the FLPlan enroute for example (ATC: Beechjet 3GS, cleared direct Little Rock). You can put that in the RH unit, and the other pilot can confirm it's been done properly, and then you can send it over to his side. That is just 1 way to keep yourself out of trouble while learning the new unit.

Dual is used when you have a fair/decent knowledge and you will be able to quickly correct any mistake you might make while using the unit. It sends/recieves the data as soon as it is executed in the other box.

 

[ultrarunner]

1) Initiated Transfer
2) Dual

Dual is used when you have a fair/decent knowledge and you will be able to quickly correct any mistake you might make while using the unit. It sends/recieves the data as soon as it is executed in the other box.

That's how we did it at the airlines...

The PNF would make any/all changes on their side then pushed it to the other side, at which point the PF would review the changes and if all correct, would press their EXEC button.

Worked real nice. I wish the UNS's worked that way as opposed to the 4 separate keystroks required to sync a change on the FPlan.

 

[doublepsych]

if flying from the right seat...

Synched up with FMS 1 as the master. I don't have a feel for why you would want to operate with them unsynched. Maybe there is a good reason, but after about 1500 hrs of operating with them synched I am set in my ways.

You will enjoy the relief of a real keypad.

I see some guys havinga problem with using the radial intercept function. Like on a departure, ATC says turn to heading xxx, intcpt the xxx radial, resume the departure. Good to practice.

At airports without approaches, the visual app feature is very useful. I always extend the centerline (like some call it), providing a straight line course to the runway. If you want to get fancy, you can update the vnav path on the legs page if the papi/vasi glide path is different from the default.

Thanks for the input.

One more question, if flying from the right seat, with the Autopilot selected to the right side, can you still sync w/FMS 1 as master, or do you have to sync with the onside FMS as master? In other words, is there any problem with the FMS1 being the nav source with the AP on the right? From what I'm reading, I think it should work fine...The only reason I ask is cuz we dont normally swap seats, but do alternate PF/PNF

Thanks again for your help

 

[PHX767]

Thanks for the input.

One more question, if flying from the right seat, with the Autopilot selected to the right side, can you still sync w/FMS 1 as master, or do you have to sync with the onside FMS as master? In other words, is there any problem with the FMS1 being the nav source with the AP on the right? From what I'm reading, I think it should work fine...The only reason I ask is cuz we dont normally swap seats, but do alternate PF/PNF

Thanks again for your help

The AP operation is the same when the FMs's are synched. Doesn't matter who the master is. The CP's nav display will show where the plane is going, set the CP's flight director to what you want, use the AP select button to the right side, and engage. The plane goes where the selected flight director is set.

If a course change is initiated on the left fms (with left fms as master), you will see a predictive track in dashed lines on the MFD before you execute - if you use the right fms to make the change, no predictive course line.