Collins 5000 Questions...

[Luftpost]

Well, I arrived in Cody a few hours ago. Once up to altitude, I had plenty of time to fool around with the system. I discovered the "Intc Course" on the bottom right with the little/big numbers mentioned above. I can't believe I did not notice that before...anyway, I was able to incorporate that into the flight plan and it worked very well.

I noted are that with both Visual and GPS approaches, the intercept course must be manually inserted. ILS approaches are automatically inserted. Don't know why that is, just a minor inconvienience.

Please explain to me the significance of the little/big numbers before and after the execution for intercepting. What do I get if I leave them little, or vice versa. How does each play into approach mode.

Again thanks for all the great help!

L

 

[capt_zman]

When you leave the intercept in small numbers, upon going to NAV or APPR, the plane is going to track to the TO waypoint (it's going to start turning ASAP). When you select the larger numbers, upon going to NAV or APPR, the plane is going to stay in HDG mode (note both lights on the MCP) until the intercept of that larger number radial, then automatically go to NAV or APPR (start the turn to track the course). It's like drawing an extended centerline and intercepting that tangent.Keep playing with it, you'll see that box is awesome.

 

[Luftpost]

When you leave the intercept in small numbers, upon going to NAV or APPR, the plane is going to track to the TO waypoint (it's going to start turning ASAP). When you select the larger numbers, upon going to NAV or APPR, the plane is going to stay in HDG mode (note both lights on the MCP) until the intercept of that larger number radial, then automatically go to NAV or APPR (start the turn to track the course). It's like drawing an extended centerline and intercepting that tangent.Keep playing with it, you'll see that box is awesome.

Got it!!! I'll play with it today again on our way home.

L

 

[PHX767]

What may have been missed in the intial discussion is the importance of the active waypoint (the purple one at 2L). If the destination is the active waypoint, any approaches selected (visual or instrument) will result in a discontinuity. This is to keep the plane from going somewhere it has not been cleared to.

When in the terminal area being vectored or manuevering visually, a technique is to move the first waypoint of the approach up to the active waypoint, and then entering the inbound course (hint: it is the course to the following waypoint) in the course box at the lower right. If you overwrite the numbers in the course box and then enter, you get an extended centerline to the runway. If you do not overwrite you will get a course to the approach waypoint. A matter of preference, but the extended centerline seems more useful.

 

[Luftpost]

I successfully flew the visual 8R this eve into KSUS, using the FMS. I inserted the intercept course, punched Heading and Approach mode, and it led me right on course. Slick!

I was however unscuccessful in obtaining vertical navigation from the Flight Director while on the visual approach. The FD maintained its altitude of 2000 feet. Thinking about it, the altitude hold may have been set, but would not the APP mode cancel that out?? Where and how do I get this infamous snowflake.

When joining the artificial glide slope on a visual, the intercept altitude can be anywhere. So when you do intercept, how does it determine the descent angle?? Is it based on 50' (or what ever value you set for Height Above Threshold)?

One other question..... we often get 30 miles West of KSUS at 5000'. I got it tonight, so I inserted the 30 mile fix in the Legs page. Then attached the altitude restriction on the right side. Then I hit Direct, selected the 30 mile waypoint on the right side (altitude), and Execute. Nothing happened. Again, shouldn't the snowflake appear? I was set in Nav mode at the time, not Approach. I normally use the pink arc, but I would like to have some sort of GS as I do on the Honeywell GNS/XLS. Again the snowflake??

Thanks guys!!

L

 

[capt_zman]

Ok, here goes a short discussion on VNAV. Let's start with the crossing restriction. "Nxxxx, cross 30 miles west of KSUS at 5000'." Let's say you are currently at 15000'. Also, I'm assuming you are currently direct to KSUS.

In the box, you create a waypoint, KSUS/-30, and you put that on 2L, then you put 5000' on 2R and then execute. Now, most important, you have to select the altitude you are going to, whether it's an intermediate altitude or the final altitude (5000') on the altitude preselector (which always overrides the VNAV alt). You'll now notice that there is a 5000 alt on the right side of the PFD in blue color. That is the VNAV altitude that the FMS is calculating a path angle for. (This all assumes you have VNAV selected on the MCP).

Now here's where we get into a couple of different options, first, the FMS is going to calculate a TOD (top of descent) for a 3 degree angle to 5000' (this VPA, vertical path angle, is setup as a 3 degree default in the FMS). Assuming that you are not past the calculated TOD point, you'll see the calculated TOD on the MFD. You also see the snowflake scale appear on the right side of the ADI, as well as a white donut on the VSI (forecasted vertical speed to make the restriction). As you approach 1 minute before the TOD, you'll see a VTA (vertical track alert), you'll notice a white TOD show up on the top left side of the HSI (message line). Five seconds before reaching the TOD, the aforementioned TOD message will blink and you'll hear a chime. The plane will then begin to descend and you'll see the VPATH mode selected as your vertical mode.

The second option is the vertical direct-to. Same setup as above, but before reaching the calculated TOD, you can press DIRECT, and then select the 5000' restriction (2R). What this does in initiates an immediate descent at the current VPA (something less than 3 degrees).

Believe me, there are a bunch of different variables here that you can do, my discussion is very brief and I'm sure others will provide feedback as well. I would definitely advise you to read chapter 15 in the AMS-5000 pilot's guide for a better understanding of VNAV, especially if shooting approaches.

I'm out of time now, later we can discuss the VGP mode, which is pretty important when flying approaches.

Z-

 

[Luftpost]

Z,

Ok, I understand what you are saying. I am not sure when I will fly in the 400A again. Schedule shows a few days off for me, then I jump into a MU-300. I can always hook up a cart and fly in the hanger.

Thanks for the great info!!!!!!!!! I will let you know how it works out.

L

 

[Luftpost]

Capt Z,

Put a few more hours in the 400A today. I think I have this VNAV pretty much licked. I was given a crossing restriction with an offset waypoint, VNAV brought me down smoothly. Visual approaches with vertical nav...works great.

Thanks for all the info guys!!

L