I've noticed they're doing this at SDF now for just about everyone. When cleared for takeoff most everyone gets "RNAV to XXXXX, cleared for takeoff" but I never see any of the waypoints or departure procedures listed in the releases. Is there a last minute scramble to load this waypoint into the FMS or are they told what DP to expect when they call clearance?
RNAV departures
- Thread starter JordanD
- Start date
Autothrust Blue
”…trusting ze process…”
You are (or should be) told what to expect from Clearance Delivery or your PDC. DFW has this as well (and I think LAX is running some too as I now hear the "RNAV to (____), runway 25R, cleared for takeoff" phraseology, but the Brasilia isn't equipped). ATL too. Based on where you're going directionally and your first enroute fix, you can guess, but you will get it in the clearance.
One gotcha on this is having the WRONG runway loaded into the FMS, since the initial climb is dependent on your departure runway, and you might get a turn you don't bargain for (and consequent loss of separation during simultaneous parallel departure operations) as a result. At Eagle, we had an item on the Taxi checklist that was "FMS - SET, (RUNWAY), (FIRST FIX)" to make sure we got it right.
Autothrust Blue
”…trusting ze process…”
Or when the NAV flag suddenly pops up at 400'..."Hey can we get a heading?"
Nark
Macho Superpilot
As what Blue said, you will get the RNAV SID assigned when you get your clearance.
However having the wrong runway in the FMS is just as dumb as having the wrong VOR or ILS tuned. It's the same principle.
We have to verify:
1) correct runway on the FMS flight plan.
2) Needle is centered. (HSI)
3) RNP 1.0 is displayed.
This was a pet project of the FAA in recent months. Having a handful of our airplanes depart 17L and veer to follow 17R RNAV SID gets the wrong people's attention.
It also irritates me when people advocate the autopilot fly the route instead of me hand flying.
However having the wrong runway in the FMS is just as dumb as having the wrong VOR or ILS tuned. It's the same principle.
We have to verify:
1) correct runway on the FMS flight plan.
2) Needle is centered. (HSI)
3) RNP 1.0 is displayed.
This was a pet project of the FAA in recent months. Having a handful of our airplanes depart 17L and veer to follow 17R RNAV SID gets the wrong people's attention.
It also irritates me when people advocate the autopilot fly the route instead of me hand flying.
Autothrust Blue
”…trusting ze process…”
Yeah, well, even smart people do stupid things from time to time. Apparently folks were and still are doing it.
CDI displaced is sort of a "Hey, Buckwheat, you have it set up wrong" obvious thing, but apparently not obvious enough. Not all is gold that is a gizmo.
You mean, the official position of most airline Flight Standards departments?
(Me too, by the way—I was never happy with our airplane's tracking performance or smoothness with the autopilot on.)
Nark
Macho Superpilot
I'm still dumbfounded that I can fly the airplane in some regimes better than the autopilot can. Intercepting a LOC, and even glide slope at times.
Our flight standards department is a large source of making already poor pilots, bad pilots. Over use of automation has killed the skills that were barely their in the first place. Case in point RNAV SID's and visual approaches.
Our flight standards department is a large source of making already poor pilots, bad pilots. Over use of automation has killed the skills that were barely their in the first place. Case in point RNAV SID's and visual approaches.
89-LX
Well-Known Member
I know on the CRJ-700/900, the autopilot will intercept and overshoot the LOC everytime, even on a 10 degree intercept. I've learned to just hand fly it from that point.
Our company is saying the use of autopilot is mandatory on RNAV SID's, but then they say it will BE mandatory soon. So until its in the manual, I will still hand fly the turd up to the FL's.
dasleben
That's just, like, your opinion, man
I like to hand fly as much as possible, but if you follow the F/D while hand flying an RNAV SID in my whip, you'll overshoot the line in a turn. You have to lead the F/D, but it can be messy if you turn in too early or too late.
Agreed about visual approaches, though. I flew with a guy a while back who had a "gouge" for flying visual approaches, all printed out and handy for himself. It involved LNAV/VNAV/autopilot, much in the same manner as you'd fly a non-precision approach. Lo and behold, both guys up front were heads down much of the approach, and when I said "field in sight" from the genius seat (as the IRO), both heads simultaneously popped up for a moment, then went back down into the box. Beautiful VFR day. Can't make this stuff up.