Will there be a good explanation as to the use of these new FMC features? I know you guys will have an updated PDF, but will it thoroughly explain the FMC?For example, what's the difference between soft and hard constraints? Chris

An example soft constraint is "at or above 3000" and/or "at or below 5000," and an example hard constraint is "at 3000".Lee Hetherington, PP-ASEL (KBED)

I will (probably) be publishing a new tutorial to help out with the new features. Don't know if that will interest you, but I thought I would throw it out there ;)Hard constraints say that the aircraft WILL be at a specified altitude and speed at a given point in the air. Soft constraints say that the aircraft will be any altitude below a certain altitude, above a certain altitude, or above x alt and below y alt. For instance, if I said DCA 12000A, that means that the VNAV descent will calculate the descent to make sure that the plane is any altitude above 12000 feet as it crosses DCA.I confused myself with that working :-lol

Okay, that makes sense. Can either of you tell me why use one mode versus another. The hard constraint seems logical, but I'm not sure why the soft would be used, unless just to prevent steep angles. Is it really just a pilots calculation on where he wants to be based on the route and plan?Also, does anyone have a method or calculator that will provide me with the information necessary to know when to descend if I wanted to descend at 1100 fpm into 10,000 ft then slow to 240 and continue to descend slowly +/- 1000 until established on the G/S. I know the basic rule of alt. x 3 for when to descend, but it doesn't help with speed or FPM. EDIT: Nevermind. I found a page with some math formulas and calculators. Here's the link (loads slow, even on cable): http://www.indoavis.com/Thanks,Chris

Well, the answer would be 'the chart says so.' Take a look at some of the STAR charts(for instance I think CIVET4 at KLAX), and you will see that the STAR calls for those kinds of crossing restrictions. I imagine that it is so that the ATC can control your verticle profile without too much restrictions when too many restrictions aren't necessary.

>Okay, that makes sense. Can either of you tell me why use>one mode versus another. The hard constraint seems logical,>but I'm not sure why the soft would be used, unless just to>prevent steep angles. Is it really just a pilots calculation>on where he wants to be based on the route and plan?Normally, the use of hard or soft constraints is based on either procedural constraints in SID/STARS, or ATC instructions.For instance, a SID may have a requirement to cross a certain waypoint at or above 6000 feet. The reason for this constraint may be that approach traffic will be at 5000 or less at that point. The SID (or ATC) could just require to to cross the fix at 6000, but the one-size-fits-all is generally not a good idea. As an example, if I'm in my Caravan with a full load of packages, I can probably cross the waypoint at 6000 or even 7000 at a "best rate" climb. A 737 could probably cross it at FL190 or higher. Since the goal here is to make sure departing traffic is at 6000 or higher, and to not delay the climb of more powerful aircraft, the restriction is given as "6000 or above".Hope that makes sense.And (by the way) I will add a couple of lessons for the new FMC features to my tutorial sometime after the product is released. I think when I do that the add-on lessons will be free, but if someone wants the entire package I'm going to charge for it - less than fifty people (out of thousands of downloads) donated for the last one, and it's hard to justify taking the time away from my family at that rate of return.

Thanks for that. I understand it much better as to why it's used. I can't wait this new bird. It will be nice for sure. Tim - only fifty people donated? Was there an average donation fee? I looked at your tutorial and thought it was real helpful. Only questions I had were about the use of the MCP. Do most airlines always switch to using the MCP rather than the FMC for approach? I realize that the ATC will give vectors and they usually deviate from what might be in the FMC, but do they still use the AP at that point or hand-fly? Myself, I use the FMC until prior to calculated T/D, then I switch to MCP for a slower descent profile 1000-2000 fpm until a certain altitude (depends on the approach and other factors). Most of the time, I'm off the AP and A/T at 5000' AGL. I know that certain carriers have funny restrictions on what modes can be used and so on. For example, Southwest doesn't allow autobrakes, they must use manual only. Kinda strange. How do I donate by the way? I would like to see an update for this new NG. More than one tutorial is good for learning.My last question for anyone, where's the best place to get plates? Is there a program with good U.S. plates? I don't want to have to print them from the net (no printer on my computer) and the book of them at the airpark is $30.00, which is a lot for plates I might never use. Any ideas?Chris

>Only questions I had were about the use of the>MCP. Do most airlines always switch to using the MCP rather>than the FMC for approach? I realize that the ATC will give>vectors and they usually deviate from what might be in the>FMC, but do they still use the AP at that point or hand-fly? >Being out of VNAV and LNAV and "off the FMC" does NOT mean you're not still on the autopilot. It just means that you're manually entering heading/nav/altitude data for the autopilot to follow instead of using the FMC to derive the flight path.I normally stay in LNAV until intercepting the localizer, unless I get ATC vectors. VNAV is also used unless ATC objects. But regardless of when I have to change to HDG/VOR-LOC or LVLCHG/VS, the autopilot stays engaged until short final.>My last question for anyone, where's the best place to get>plates? Is there a program with good U.S. plates? I don't>want to have to print them from the net (no printer on my>computer) and the book of them at the airpark is $30.00, which>is a lot for plates I might never use. Any ideas?Jepp's SimPlates (www.jeppesen.com) is probably the best product, but it ain't cheap at 80 bucks or so for the entire US.Before you all start groaning - my Jepp subscription for real-life flying for just the eastern US (east of the Mississippi) is 500.00 per year.

>>ChrisForgot to address your donation questions - the suggested donation was $5.00 US via paypal, and most folks donated that, although some were very generous (one person donated $25!).There is a link in the tutorial itself in the intro/about the author section to the paypal donation site.Thanks for your interest.

Okay, thanks. I'm a skimmer, so I missed the donation part, sorry.By using the MCP, I meant overriding the FMC, since you can alter speed, direction, and altitude as you wish despite what the FMC says. I usually disengage both LNAV and VNAV once I'm established on final. I don't use LOC or G/S to line up. I guess it seems boring and not much of a challenge to wait until the last minute to hand fly. I like to try and hand fly as early as possible for this reason. What makes the sim so difficult is the fact that the ATC is so limited and unrealistic in it's application of IFR handles. Also, not knowing what runway is in use and having to get this information when it's often too late for a real approach makes the FMC hard to rely on sometimes. My only real problem with the FMC is how the descent is rather steep, which makes it difficult to slow down below 10,000 for proper speed transitions. The speedbrake (spoiler) doesn't slow this plane down at all, and from what I've read, the real NG one is pretty bad as well for this purpose. It seems as though the NG pilots actually use an extended descent so they can slow properly.Chris

Hello Tim, I regard your tutorials on the NG series as valuable assests to the flying experience and would indeed like to contribute my share for the privilege of obtaining and using them. I do have a question though. I only used PayPal once and I ran into quite a bit of difficulty dealing with them and wonder if there is another route, snail-mail or what have you, that I could use to pay my fair share?Thanks Tim Regards

Man. I must have 200+ hours into TCAS and never made $0.01. I must be doing something wrong. Then again, I didn't try.Lee Hetherington, PP-ASEL (KBED)

LOL I know what you mean Lee ;) but as you have, my contributions were to the 737NG users and a certain pride that came with it. This of course is in no way putting down anyone who desires to be compensated for thier work.[h4]Best Wishes,Randy J. Smithhttp://www.precisionmanuals.com/images/forum/betaimg.jpg

I joined Paypal and will donate Tim, he has done an excellent job, learning a lot for some weeks now with his tutorial.Rene FeijenakaPH-DOK on IVAO