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the pilot should select Heading Mode on the Flight
Guidance System prior to manually activating the
approach on the FMS.
When the correct intercept angle is established, the INTERCEPT
line select key on NAV page 1 must be pressed in order to allow
interception of the final approach course. Failure to activate
INTERCEPT mode will cause the aircraft to maintain current
heading and fly through the final approach course.
When the approach mode is activated, the FMS APPR annunciator
will illuminate and the following data will be supplied for flight
guidance.
• Bearing to the current active (TO) waypoint.
• Desired track or inbound course for the approach.
• Crosstrack error (lateral deviation) - The HSI course deviation
display will be similar to a localizer in that full scale (two dot)
deflection indicates a course error of 2 degrees to 0.3 nm.
• Lateral valid (NAV flag out of view) - When the lateral output is
valid, the HSI NAV flag will be out of view and the lateral
deviation signal may be used. The NAV flag will be out of
view when the approach navaid is tuned with a valid nav
signal, there are valid ADC inputs, and the system quality
factor (Q) is within tolerance. To be within tolerance, the Q
factor must be less than 5 for non-VFR approaches while
within 15 NM of the end-of-approach point, less than 10 for
terminal operations (VOR, RNV and TACAN approaches while
from 15 to 30 NM from the end-of-approach point), or less
than 28 for VFR approaches.
Section V
Operations
5-98 2423sv602
Change 1
• Glidepath (vertical deviation) - The HSI glideslope or vertical
deviation display will be similar to an ILS glideslope in that full
scale (2 dot) deviation indicates an angular deviation of 0.7°
(0.35° per dot). An exception is that on Honeywell EFIS, full
scale deviation (2 dot) is equal to 250 ft. On most systems full
scale deviation equals 200 ft.
• Vertical valid (Glideslope G/S flag out of view) - When the
vertical output is valid, the G/S flag will be out of view and the
vertical deviation signal may be used. The G/S flag will be out
of view when the lateral output is valid, the aircraft's position is
on the "TO" side of the approach, the pilot has programmed a
desired vertical path as part of the approach, and the aircraft's
position is within the system's vertical approach geometry
limits. (The geometry limits are similar to those limits imposed
while using an ILS glideslope, based upon distance and
altitude.)
NOTE: In some installation EFIS equipment may use the digital
deviation data, in which the display sensitivities will be
determined by the EFIS computer.
With some autopilots (such as FCC 850 or KFC 3100),
during an FMS approach the FGS must be in approach
mode (not NAV mode) to allow FGS VNAV mode to
couple.
Regardless of actual position, the waypoints will not sequence and
the TO waypoint will remain the same until the aircraft is within 5nm
of the inbound course and the intercept track is within 80° of the
inbound course. Once these conditions are satisfied and the aircraft
passes the TO waypoint, an automatic leg change to the next
approach waypoint will occur.
While outside the sequencing parameters (5 nm of course or 80° of
intercept), an aircraft position which is actually past the TO waypoint
will be reflected with a "FROM" flag on the HSI.
Section V
Operations
2423sv602 5-99
Change 1
The FMS approach definition can only include waypoints that are
within ±6° of the inbound final approach course as defined by the
Final Approach Fix and the end of the runway. Many approaches
include several Initial Approach Fixes as “feeder fixes”, depending
upon from what direction the aircraft approaches the airport. These
are coded as Approach Transitions in the data base, and the proper
one is selected at time of linking the approach to the flight plan.
If additional waypoints have been inserted into the flight plan among
the approach waypoints, the system will cancel (or not allow
activation of) approach mode. However, in the normal NAV mode,
the additional waypoints along with the approach waypoints will be
sequenced. If a missed approach is flown and the end-of-approach
point is passed, the system will continue to give left-right guidance
on an extension of the inbound course. The TO/FR flag will change
to FROM, and the distance-to-waypoint will increase.
If a missed approach is required, the pilot must press MISSD APPR
key on Nav page 1. This action removes the EOA gap from the
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