Vector4fun
Well-known member
- Joined
- Jul 25, 2003
- Posts
- 796
I'm a controller trying to figure out a problem which seems to crop up with CRJs from time to time. Please refer to the CENTEX 2 departure, http://www.airnav.com/depart?http://204.108.4.16/d-tpp/0501/00556CENTEX.PDF
Now, take the Navasota transition for example. Normal ops used to be a vector of somewhere between 60-70 degrees to intercept the outbound 088R. Then some of the Boeing drivers told me it was a bit easier for them to go direct a fix on the departure than intercept the radial on a heading. Just simply a matter of a few less buttons to push. No big deal to me, so some of us started using direct HOOKK. Works well for both of us, and gets you established on the transition before leaving our airspace, and out of the way of the BITER arrivals.
Now, what happens with CRJs from time to time, is the crew advises they don't "see" HOOKK or JAYJO on the FMS. Is that "normal", or operator error, or something else? (I'm not trying to flame anyone here, just trying to understand the problem.) Issue #2 is that, especially with CRJs it seems, a vector of, say 060 to intercept the 088R will sometimes result in a left turn of app 010 deg direct CWK. This is BAD because it puts the aircraft in the face of the BLEWE arrivals, or some other traffic.
So my question is, shouldn't the fixes HOOKK and JAYJO be displayed on the FMS if the departure was programmed correctly? Or are there "modes" where they might not be? I have been told that the FMS will try to turn the aircraft towards CWK if not managed properly when on a vector to intercept the radial.
I'm also curious if you guys have to look up the initial altitude and dep freq and set that up manually, or if either of those is automatically set for you when you load the departure?
Thanks in advance for any insightful replies. The problems are not frequent, but when they do crop up, seem to happen with CRJs much more than any other type.
Now, take the Navasota transition for example. Normal ops used to be a vector of somewhere between 60-70 degrees to intercept the outbound 088R. Then some of the Boeing drivers told me it was a bit easier for them to go direct a fix on the departure than intercept the radial on a heading. Just simply a matter of a few less buttons to push. No big deal to me, so some of us started using direct HOOKK. Works well for both of us, and gets you established on the transition before leaving our airspace, and out of the way of the BITER arrivals.
Now, what happens with CRJs from time to time, is the crew advises they don't "see" HOOKK or JAYJO on the FMS. Is that "normal", or operator error, or something else? (I'm not trying to flame anyone here, just trying to understand the problem.) Issue #2 is that, especially with CRJs it seems, a vector of, say 060 to intercept the 088R will sometimes result in a left turn of app 010 deg direct CWK. This is BAD because it puts the aircraft in the face of the BLEWE arrivals, or some other traffic.
So my question is, shouldn't the fixes HOOKK and JAYJO be displayed on the FMS if the departure was programmed correctly? Or are there "modes" where they might not be? I have been told that the FMS will try to turn the aircraft towards CWK if not managed properly when on a vector to intercept the radial.
I'm also curious if you guys have to look up the initial altitude and dep freq and set that up manually, or if either of those is automatically set for you when you load the departure?
Thanks in advance for any insightful replies. The problems are not frequent, but when they do crop up, seem to happen with CRJs much more than any other type.