I use Radar Contact and the other day (I use the 737-900) they told me to slow to 250 (my current FL 110) from about 265. Just wondering if I need to disconnect from LNAV and manually slow to that speed or if I can input that speed into the FMC and have it do the same. Also to note is that I was between waypoints when issued that speed restriction so I couldn't just input that speed to my next waypoint. Another question regarding using Radar Contact. Every flight around 100nm from my destination airport I'm told to descend to either FL110 or 100 and I'm told to be at that level within 30nm from the airport. I'm just wondering if real ATC always issue this "be at FL ___ within 30nm from airport" or if this is just unique to Radar Contact.Thanks, Chris

For the 737NG at least, I use the MCP to control speed and V/S descents; although LNAV can be used. I will rely on the VNAV vertical deviation indicator as one source of information. Then when ATC starts issuing headings it is time to leave LNAV.Be at 10000 30nm from airport is not irregular and I have heard it in the air in the US, but ATC will usually have a fix or DME in the clearance rather than a distance from airport. The reason for the altitude constraint is to get you down into approach airspace, which is usually about 40nm and 10000 and below. Once you are near the approach airspace, center will want to hand you off to them but if you are too high then approach can't take the hand-off (again US airspace). I don't recall RC doing handoffs between sectors, centers and approaches.

Sorry, when I wrote "Just wondering if I need to disconnect from LNAV and manually slow to that speed or if I can input that speed into the FMC and have it do the same" I meant to say disconnect from VNAV not LNAV.Thanks,Chris

For the 737NG at least, I use the MCP to control speed and V/S descents; although LNAV can be used. I will rely on the VNAV vertical deviation indicator as one source of information. Then when ATC starts issuing headings it is time to leave LNAV.Be at 10000 30nm from airport is not irregular and I have heard it in the air in the US, but ATC will usually have a fix or DME in the clearance rather than a distance from airport. The reason for the altitude constraint is to get you down into approach airspace, which is usually about 40nm and 10000 and below. Once you are near the approach airspace, center will want to hand you off to them but if you are too high then approach can't take the hand-off (again US airspace). I don't recall RC doing handoffs between sectors, centers and approaches.

Yeah, having them issue an altitude restraint at a certain Fix would seem more acurate than just telling me to be at a certain FL within 30 miles from the airport. I understand the need to be at a certain altitude within so many miles of the airport but with every flight getting this same message every single flight...? Due to this my last couple flights I have just been creating a waypoint along my route that is within 30 miles of the airport so when I get the message to start descending all I have to do is enter in the altitude next to that fix in the FMC.thanks,Chris

I'm just wondering if real ATC always issue this "be at FL ___ within 30nm from airport" or if this is just unique to Radar Contact.

Remember that Radar Contact is just a software that would never be able to replicate all the nuances of a real world ATC. In real life ATC would simply keep issuing you descent instructions if they wanted to enforce certain vertical profile.

The fix called the "approach gate" in r/w ATC does not have to be at a NAVAID. According to jd's response to your query in the RC forum here at AVSIM it would be different if you had a VOR within 5nm of the airport included in your plan even though you won't generally fly it as a waypoint.My technique is to use the FIX page in the FMC (Boeing type) and enter the airport ICAO code for the fix. In the distance/bearing enter /40 and that will put a range ring of 40 nm around the destination. I then descend using V/S as needed to insure the green descent trend arcs do not go beyond that ring on the path shown in the ND. Also take into consideration that closer to the airport within 20 nm or so a speed restriction may be imposed of 210 knots (considered a pattern restriction).Yes, Dan, there are handoffs between controllers as far as center to TRACON. There is only one altitude strata for TRACON in RC4. Besides FIR enroute controller boundaries altitude strata is respected. (I'm a bit fuzzy on V4 as I've been using V5 for beta testing which will increase comm tasks.)

Simple answer, is yes you need to leave VNAV and change your speed as requested.

If you have the 800/900 addon, you can push SPD INTV and dial in the requested speed while still remaining in VNAV. Easiest thing to do though is just push LVL CHG and set the speed dial to 250. It'll then pitch the airplane to whatever V/S gives you that airspeed with the thrust at idle.I believe RC is trying to simulate what most real life approach control facilities normally call arrival "gates" as Ron mentioned. For example, here in Phoenix there's 4 main gate fixes on the non-RNAV STARS, which are all about 40nm out, you hear stuff like "United 1783, descend via the BUNTR2 arrival to cross HOMRR at 12,000, 250 knots indicated." Most of the time, these restrictions are on the STAR chart and will already be in the FMC LEGS page too.