An efficient visual pattern that arrives at 1000', stabilized on final approach requires precise flying. The following is a dive into the FMS manuals among other sources for best practices using the FMS on a visual approach.
Turning involves three variables, where to begin a turn, roll rate, and bank angle.
Roll rate is fixed at 3° per second.
From the FMS manual, "The bank angle is limited to 25°, but in some cases bank angle may be increased to 30°." Bank angle is continuously computed during the turn to account for changing TAS and wind conditions. The FMS does not always turn at 25°. Later it also states, "For small turns, the amount of bank angle is small. The larger the turn, the greater the bank angle."
Unless the fix is designated as a fly-over waypoint. The FMS initiates a turn before reaching the fix. This is called 'Turn Anticipation'. Turn anticipation avoids overshoots and best maintains the centerline of the course.
FMS 4.1 pg. 14-14 and FMS 4200 pg. 15-12
It is best practice to load and monitor an instrument approach when conducting a visual approach. The benefits are as follows:
There are three common options for approach guidance backing up a visual: an ILS, the FMS using a published approach, and the FMS visual.
The ILS is preferred because it is the only type that provides lateral and vertical guidance to be coupled to the autopilot. The guidance is angular and becomes more accurate approaching the antennas.
Loading a published approach on the FMS is versatile because any type of approach can be used. Lateral guidance can be coupled to the autopilot, however vertical guidance is only advisory. Altitude is managed using vertical speed mode or flying by hand.
The third option is programming an FMS visual approach. FMS visual approaches can be generated for any runway, and fixes placed at any distance and any altitude. Suppose the only published approach is an RNAV, with a challenging lateral offset, and steep 3.8° glidepath. Using an FMS visual, you program a long straight-in with a comfortable 3° glidepath. The downside is there is no chart for your situational awareness. Your custom approach was never surveyed for obstacles or terrain. You don't realize your magenta is about to lead you right into a giant radio tower.
My company requires visual approaches be backed up by an "appropriate instrument procedure" when available. I interpret this to mean, I better have a good reason not to use a published procedure before using an FMS visual approach, but when planned well, an FMS visual approach is an effective option.
Intercepting in green needles means selecting heading mode, selecting LOC as the active nav source, selecting approach mode, and then pointing the aircraft to intercept the localizer course below the glideslope intercept.
In the mid 2010s, Bombardier and Rockwell Collins were approached about localizer capture anomalies. Rockwell Collins said they were working on a fix at the time, but Bombardier's position was, the aircraft met all applicable standards when certified and so nothing is wrong.
Bombardier might be right, Air Traffic Control is not allowed to vector us to intercept the localizer steeper than 30° for an instrument approach. Therefore, if I am intercepting at an angle greater than 30° I consider myself in an 'uncertified regime'.
Lets review the localizer service volume. Coverage is provided within 10nm of the antenna and within 35° either side of final. Note the glideslope antenna is a completely different system with a different service volume. Glideslope antenna service volume is no published, but know the FMS will not capture a GS intercept unless the localizer is already captured.
In order to get the advisory VNAV, the FMS must sequence to approach mode, indicated by the 'GPS APPR' annunciation on the PFD. FMS v4.1 pg 14-44 states the transition occurs when 2nm from the FAF and intercept angle ≤45°. Lateral scaling will then be ±0.30nm and vertical scaling ±250 feet.
If the FMS doesn't enter approach mode, that's okay, it is a visual after all. You would be going missed on a real RNAV. You might wish you had programmed an FMS visual however, the FMS visual will provide vertical guidance no matter how tight a pattern you fly. Lateral guidance on an FMS visual is 1.0nm full scale sensitivity and 500 feet full scale vertically. Not as good as the RNAV, but plenty good for a visual.
The format is FFIXXxxx/yy where FFIXX is the fix, xxx is the bearing in degrees and yy is the distance in nm. For example, a visual to runway 18 at KFAR backed up by the ILS; final approach fix KENIE, the base fix is created by entering KENIE270/03.