I want RC to allow me to descend from cruise "at pilots discretion" so that I can use the FMC VPTH to control the descent. As it stands right now, RC will call for me to descend about 50 miles prior to my computer calculated TOD, meaning that instead of descending at idle power like in the real world, I have to basically set a V/S and "drag it in" so to speak. Is there anyway to delay descent until it's at my discretion?

page 48 in the RC43 manual. You must have the comms for 3 PD to appear on the menu and it will be at cruise altitude when you get your initial descent clearance.In lower down ATC center strata you'll get in most instances a crossing restriction which means you can start down when you wish but if you miss it, at about 40 nm out, you'll get delay vectors until you are at the assigned altitude plus a little comment from the impatient controller :)

With the PMDGs and LD767, I usually insert a pilot-defined fix 60 miles from the destination airport and set constraints of 280/12000 (assuming airport elevation close-ish to sea level) into the FMC and then the TOD will match up pretty close to the controller's descent instuction, and you can use PD for 'fine tuning'. Remember RC4 will always want you at close to 12000ft at 60mn from arrival, whether your FMC wants you there or not. :( If you want to know how to insert the 60nm fix let me know, descents have become a whole lot easier to manage in conjunction with RC4 using this method (for me, at least).Cheers, SLuggy

With the PMDGs and LD767, I usually insert a pilot-defined fix 60 miles from the destination airport and set constraints of 280/12000 (assuming airport elevation close-ish to sea level) into the FMC and then the TOD will match up pretty close to the controller's descent instuction, and you can use PD for 'fine tuning'. Remember RC4 will always want you at close to 12000ft at 60mn from arrival, whether your FMC wants you there or not. :( If you want to know how to insert the 60nm fix let me know, descents have become a whole lot easier to manage in conjunction with RC4 using this method (for me, at least).Cheers, SLuggy

Actually sluggy, RC wants you down to FL110/11000 or FL120/12000 40 miles out, not 60.

Thanks guys. I'll give it a try. Currently cruising KBOS-KORD.

I prefer a simpler method on the Boeing of noting 40 nm out with a range ring. I go to the fix page and enter the destination ICAO and for the heading/distance just enter /40. I then use the descent trend arcs to modify speed and V/S as necessary so the arcs stop before the range ring. In some Boeing cockpit videos I have they also use a range ring looking about 30 nm out from destination I believe to indicate the pattern where speed is more limited to in many places 210 knots.

Actually sluggy, RC wants you down to FL110/11000 or FL120/12000 40 miles out, not 60.

Whoops, guess I should proof read my posts better! Anyways, what's 20 miles when you're at 280 kts anyway? :( Cheers, SLuggy

I prefer a simpler method on the Boeing of noting 40 nm out with a range ring. I go to the fix page and enter the destination ICAO and for the heading/distance just enter /40. I then use the descent trend arcs to modify speed and V/S as necessary so the arcs stop before the range ring. In some Boeing cockpit videos I have they also use a range ring looking about 30 nm out from destination I believe to indicate the pattern where speed is more limited to in many places 210 knots.

But that's not the way it's done in the real world. Generally, they'll use the VNAV profile to allow the plane to descend with idle power, saving the most fuel.

I adjust pitch to get me down with V/S keeping the throttles at N1 idle using the arc and range ring. That adjusts pitch.You also might find this interesting:http://www.b737.org.uk/rulesofthumb.htm

But that's not the way it's done in the real world. Generally, they'll use the VNAV profile to allow the plane to descend with idle power, saving the most fuel.

They will rarely (in real world) be able to descend on idle power all the way. Typically in the real world you will have step-down fixes so while idle-power descent is highly desirable it is seldom achievable in busy terminal areas. So I am afraid the real world operates differently than what you think.

They will rarely (in real world) be able to descend on idle power all the way. Typically in the real world you will have step-down fixes so while idle-power descent is highly desirable it is seldom achievable in busy terminal areas. So I am afraid the real world operates differently than what you think.

Busy terminal areas also have STARS with all sorts of altitude crossing restrictions, but RC4 doesnt support STARS (one of the big reasons I am so looking forward to RC5).When I am flying a newer Boeing like the Level D 767, or the PMDG 747, I will have all my approach work done about 180 miles from TOD, then I had in the airport fix, add the distance rings of 40 nm for the anticipated RC crossing restrictions, and then 50 nm for a general distance I should double check the terminal weather. I always ask for PD when given that initial decent from ATC, most of the time they give it to me, but there have been quite a few times that they do not, and demand I being decent immediately. If the STAR I have filed and plan to fly has quite a bit of crossing restrictions, I will ask for the full IAP. And there have been quite a few times that I was forced to reply Unable to Comply with the crossing restrictions, which helps a lot, as you will not get the smart talk back from ATC and they will let you descend as normal.RC seems to much in a hurry to get me down to 2000 feet AGL and then do all the vectoring to intercept the final heading. I am sure all those people on the ground don't appreciate a 747 buzzing around a few thousand feet in the air.

If you want altitude variability from RC before but near approach through the end select NOTAMS preflight from the Controller page. RC will then issue altitudes as advisories (you 'll get an "if able"). You can then still select an IAP after accepting Approach's initial command.Near KMSP I used to work under the approach to 12 L (about 15 nm out) and also could see 12 R's line-up. As you state, aircraft was "buzzing" around about 2,000 AGL to 4,000 AGL. It depends on the pattern and arrival direction in use.