Of course, we still have large turbine aircraft landing short of the runway. I believe in LA the ILS was down when that occurred, maybe just lights out.

As the rookie turbojet pilot here we delegate to you to answer this question in the future when it comes up.

Mark: the parallel runway is always a challenge. Normally, they tell you what to expect, but I've had them change it at the last minute. I try to brief them both and write the localizer freqs on a note. The Garmin unit is nice because all I have to do is hit procedure and select the correct approach to change; then hit the button to put the loc on top. Still, a challenge. SP may be better than a copilot that gets the loc wrong and changes it after you which once happened to me

You mean Asiana 214 in SFO?

https://en.wikipedia.org/wiki/Asiana_Airlines_Flight_214

The NTSB found that the "Mismanagement of Approach and Inadequate Monitoring of Airspeed Led to Crash of Asiana flight 214". The NTSB determined that the flight crew mismanaged the initial approach and that the airplane was well above the desired glidepath. In response the captain selected an inappropriate autopilot mode, which without the captain's awareness, resulted in the autothrottle no longer controlling airspeed. The aircraft then descended below the desired glide path with the crew unaware of the decreasing airspeed. The attempted go-around was conducted below 100 ft by which time it was too late. Over-reliance on automation and lack of systems understanding by the pilots were cited as major factors contributing to the accident.[80]

The NTSB further determined that the pilot's faulty mental model of the airplane's automation logic led to his inadvertent deactivation of automatic airspeed control. In addition, Asiana's automation policy emphasized the full use of all automation and did not encourage manual flight during line operations. The flight crew's mismanagement of the airplane's vertical profile during the initial approach led to a period of increased workload that reduced the pilot monitoring's awareness of the pilot flying's actions around the time of the unintended deactivation of automatic airspeed control. Insufficient flight crew monitoring of airspeed indications during the approach likely resulted from expectancy, increased workload, fatigue, and automation reliance. Lack of compliance with standard operating procedures and crew resource management were cited as additional factors.[81]

The NTSB reached the following final conclusion:

The National Transportation Safety Board determines that the probable cause of this accident was the flight crew's mismanagement of the airplane's descent during the visual approach, the pilot flying's unintended deactivation of automatic airspeed control, the flight crew's inadequate monitoring of airspeed, and the flight crew's delayed execution of a go-around after they became aware that the airplane was below acceptable glidepath and airspeed tolerances. Contributing to the accident were (1) the complexities of the autothrottle and autopilot flight director systems that were inadequately described in Boeing's documentation and Asiana's pilot training, which increased the likelihood of mode error; (2) the flight crew's nonstandard communication and coordination regarding the use of the autothrottle and autopilot flight director systems; (3) the pilot flying's inadequate training on the planning and executing of visual approaches; (4) the pilot monitoring/instructor pilot's inadequate supervision of the pilot flying; and (5) flight crew fatigue, which likely degraded their performance.[1]:129

Yes, that's it. Clear day.

If all legacy jets had the Garmin suite they really would be easier to fly than a piston twin. The FMS is a huge complicating factor if, for no other reason, you have to look down. SP especially.

The ability to add it to the V is a big plus.

The II I fly has dual Garmins: I love it. The V has the Bendix FMS: always a challenge when one has to do something fast. Heading mode and tune the loc is first for me in that plane.

Those old FMS are human factors disasters. They were never designed for SP use.

A Collins FMS-3000 or even a UNS-1 FMS is easier to use with little heads down time if you fly the plane enough to get proficient at its use.

That would be the Collins FMS-3000 as found on Proline 21. Not terrible, but still absolutely not user friendly (i.e. compared to Garmin GNS/GTN/G1000/G3000).

It's like using DOS when you're a Mac user who's never used the Terminal window.

-Pascal

That would be the Collins FMS-3000 as found on Proline 21. Not terrible, but still absolutely not user friendly (i.e. compared to Garmin GNS/GTN/G1000/G3000).

It's like using DOS when you're a Mac user who's never used the Terminal window.

-Pascal

Don't all the traditional FMS require the pilot to look down and somewhat to the rear to enter data into the system?

Depends on the panel design. Citations with dual FMS-3000 have one in the center pedestal and one on the center panel below the RTUs.

Haven't played with Proline Fusion yet. Maybe Rockwell/Collins will have something I can play with at the AEA convention next month. Maybe I could bum a sim ride on Global 6000 sim here in Montreal ?

I have yet to see quoted price on the Proline Fusion upgrade for the King Air. I have to wonder what the marketing strategy is behind not being able to find any kind of ROM pricing on the Internet. I hate "secret pricing". Makes we want to recommend anything but such products.

-Pascal

Tonight's flight. Westbound. 2 knot headwind. Doh!

If an ILS is available I'll have it loaded; on parallel runways I'll load the runway I prefer (FBO Location) but also take a quick look at the names of the FAF and IAF fixes for the other runway(s). It is my experience that even when the ATIS is reporting visual approach in use the controllers will tell you to intercept the localizer or they'll give you direct to the IAF/FAF or some other point on the ILS approach. If you don't have it loaded you're scrambling trying to find the fix that doesn't exist otherwise. My home port of Charleston does this darn near every time.