Aribus/Boeing FMS different behaviour
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Aribus/Boeing FMS different behaviour
Hi, this is my first post on the forum.
Scenario:
Airbus A320 or Boeing 737 is cleared to enter a holding over a VOR which is also used for a racetrack holding in the approach procedure.
The aircraft is first cleared to enter the hold and after a while is cleared for the approach.
Questions:
How are both the different FMS going to deal with the pilot input when he inserts the holding?
I mean, is the Airbus FMS going to transform the "Holding to Fix" of the approach racetrack to a "HOLD at" so that the pilot, after being cleared for the approach, will have to select IMM EXIT and than press "DATABASE" on the right keys of the MCDU of the hold page to reload the data for the racetrack?
What about the Boeing 737 FMS? Same behaviour?
In short words: does inserting a holding over a waypoint which is already into the procedure as a racetrack holding, remove the data associated to the racetrack and transform it to a normal holding (with IMM EXIT required, 1min legs and so on)? How does a pilot deal with it (assuming he doesn't want to switch to heading mode
)
Thank you in advance for your replies. Hope the questions are clear.
Scenario:
Airbus A320 or Boeing 737 is cleared to enter a holding over a VOR which is also used for a racetrack holding in the approach procedure.
The aircraft is first cleared to enter the hold and after a while is cleared for the approach.
Questions:
How are both the different FMS going to deal with the pilot input when he inserts the holding?
I mean, is the Airbus FMS going to transform the "Holding to Fix" of the approach racetrack to a "HOLD at" so that the pilot, after being cleared for the approach, will have to select IMM EXIT and than press "DATABASE" on the right keys of the MCDU of the hold page to reload the data for the racetrack?
What about the Boeing 737 FMS? Same behaviour?
In short words: does inserting a holding over a waypoint which is already into the procedure as a racetrack holding, remove the data associated to the racetrack and transform it to a normal holding (with IMM EXIT required, 1min legs and so on)? How does a pilot deal with it (assuming he doesn't want to switch to heading mode
)Thank you in advance for your replies. Hope the questions are clear.
Thread Starter
Join Date: Sep 2012
Location: Europe
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Yes, I do have both FAA and JAA instrument ratings and I am current.
The question is pretty simple:
There's an approach procedure that starts at a VOR which is e.g. 6 nm from the runway threshold and over the same VOR you have a RACETRACK REVERSAL (e.g. 4nm inbound leg) that will let you descend to the required altitude for the approach.
Over the same VOR you have a HOLDING (with 1 minute inbound leg) and you are cleared to the HOLDING first and then after let's say 2 minutes you are cleared for the approach (so now you descend to minimum VOR altitude to join the RACETRACK REVERSAL and follow the approach procedure).
How do you do that on an Airbus FGMS and Boeing FMS?
On the ProLine 21, once you choose the approach and the racetrack is loaded, if you try to add a holding before the racetrack it automatically replaces the racetrack with the new holding you want to insert.
Thanks.
The question is pretty simple:
There's an approach procedure that starts at a VOR which is e.g. 6 nm from the runway threshold and over the same VOR you have a RACETRACK REVERSAL (e.g. 4nm inbound leg) that will let you descend to the required altitude for the approach.
Over the same VOR you have a HOLDING (with 1 minute inbound leg) and you are cleared to the HOLDING first and then after let's say 2 minutes you are cleared for the approach (so now you descend to minimum VOR altitude to join the RACETRACK REVERSAL and follow the approach procedure).
How do you do that on an Airbus FGMS and Boeing FMS?
On the ProLine 21, once you choose the approach and the racetrack is loaded, if you try to add a holding before the racetrack it automatically replaces the racetrack with the new holding you want to insert.
Thanks.
