Date: 201410
Local time of day: 0001-0600
Location: BDN.Airport, OR
Flight conditions: VMC
Light: Night
Aircraft: Embraer Legacy 450/500
Operator: Fractional
Flight phase: Initial Approach
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Dark night flight into BDN. Due to terrain; dark night conditions and unfamiliarity with airport we elected to fly the RNAV Z RWY16 approach. This would be a full approach starting from the FOMBO fix which required a course reversal. We were cleared direct FOMBO and cleared for the approach. The flight progressed normally regarding course; configuration and speeds with the autopilot engaged and in FMS mode. We were instructed to maintain 8000 until FOMBO IAF. Upon reaching FOMBO I descended to 7000 per the procedure and we tracked outbound on the parallel hold entry for the course reversal. All good so far. I noted the Garmin drawn course reversal arrows and monitored the progress waiting for the turn to begin. We were flaps 1 and about 165 kias at this point with a tailwind. As the plane began to turn inbound ATC queried and advised we should not have gone past 7 nm from FOMBO. We were 10 nm. ATC asked that we climb to 7100 feet. I immediately disengaged the autopilot; climbed to 7100; and turned the plane promptly to an inbound intercept heading. ATC recleared us for the approach and we flew the balance of the approach and landed normally. Our displays were set up with the approach plates displayed on the PFDs and the MFD split with TAWS and MAP displayed. No terrain alerts were given. This event disturbed me on two accounts. First based on training and past experience i assumed that when flying the approach as loaded from the Garmin FMS it would keep us within the protected distance during the procedure turn. WRONG! I am going to look into this more. Second and more pointedly I allowed myself to become a 'child of the magenta'. I saw and knew about the 7 nm procedure turn limitation but did not monitor timing and did not register going beyond the 7 nm limit. I will not trust this avionics suite to do my job again.


Second narrative: We were in our procedural turn in the holding pattern for the RNAV (GPS) Z Rwy 16 at Bend; Oregon; when Seattle Center radioed questioning why we had gone out 10 miles from FOMBO in our procedural outbound leg instead of 7 miles. We were flying and watching the autopilot in FMS mode on the magenta dotted line thinking that the programmed chart selected from the GARMIN was keeping us on the proper profile [track].GARMIN could put the correct procedural length turn charts in the system. Flight Safety and the company could tell the Phenom pilots about this glitch in the GARMIN chart system.


Synopsis: EMB505 flight crew is cleared for the RNAV Z Runway 16 at BDN from over FOMBO at 8;000 FT. The Garmin FMS is programmed and the autopilot is allowed to fly the procedure. The autopilot starts to turn back to FOMBO at about the same time ATC informs the crew that they have gone well past the 7 NM allowed for the turn. The flight turns in bound for a normal landing.