#1: I am getting frequent " Watch your altitude. Your assigned altitude is...." THEN the current altimeter setting is provided which verifies that I am 300-500 feet off assigned.Today, flying a Pilatus RC12 from Seattle to Vancouver (about 130 miles). During a 20 minute period I received the warning FIVE times followed by absurdly unrealistic changes in barometric pressure. The settings showed my plane pressure altitude changing 400-600 feet too high to 400-600 feet too low. With shifts like that over a distance of about 50 miles I would expect to find extreme turbulence among other bad things. Regardless of the realism, why am I getting the Altimeter settings AFTER the warnings?#2. Once again the controllers have me flying all over the sky.Same flight as above: KSEA PAE CVV HUH YPK CYVR Abeam of Bellingham, approx. 30 miles from HUH and on course controller directed me to fly hdg 065deg. Flew beyond Bellingham, almost to 7WA3 then vectored onto 180deg. Flew, and flew until almost abeam WN51 but far to the ENE. Then vectored to 240deg. until back over water and then vectored back to my original course when all this started!At this point I turned RC4 off.Please...someone else try this flight. I started on the ramp at KSEA, used runway 34R, with flt plan as above and cruising altitude 6000ft, in an aircraft in the 180-200 knot range.Maybe i am doing something wrong but, if so, it escapes me. Btw... I am using IYP but the co-pilot does not have comms and he does not fly the plane.RegardsNeal H

1. What weather application are you using? Does it offer weather smoothing for winds and pressure? Sometimes missing weather reporting stations cause wild swings.2. What side of HUH did you get vectored. At HUH you have 34 nm in leg total to Vancouver. Did you miss a crossing restriction possibly due to pressure swings? You would get delay vectors until you were at altitude inbound. What runway were you assigned at CYVR.

#1: I am getting frequent " Watch your altitude. Your assigned altitude is...." THEN the current altimeter setting is provided which verifies that I am 300-500 feet off assigned.Today, flying a Pilatus RC12 from Seattle to Vancouver (about 130 miles). During a 20 minute period I received the warning FIVE times followed by absurdly unrealistic changes in barometric pressure. The settings showed my plane pressure altitude changing 400-600 feet too high to 400-600 feet too low. With shifts like that over a distance of about 50 miles I would expect to find extreme turbulence among other bad things. Regardless of the realism, why am I getting the Altimeter settings AFTER the warnings?#2. Once again the controllers have me flying all over the sky.Same flight as above: KSEA PAE CVV HUH YPK CYVR Abeam of Bellingham, approx. 30 miles from HUH and on course controller directed me to fly hdg 065deg. Flew beyond Bellingham, almost to 7WA3 then vectored onto 180deg. Flew, and flew until almost abeam WN51 but far to the ENE. Then vectored to 240deg. until back over water and then vectored back to my original course when all this started!At this point I turned RC4 off.Please...someone else try this flight. I started on the ramp at KSEA, used runway 34R, with flt plan as above and cruising altitude 6000ft, in an aircraft in the 180-200 knot range.Maybe i am doing something wrong but, if so, it escapes me. Btw... I am using IYP but the co-pilot does not have comms and he does not fly the plane.RegardsNeal H

i can't definitively answer these questions without a log. how to make a log is pinned to the top of the forum. be sure you click debug before loading the .pln1) my guess is that your altimeter is set incorrectly. are you using the "B" key? if so, don't. watch your transition altitudes and transition levels. if you are told to climb fl90, then your altimeter better be at 29.92 or equivalent. if you are told to climb to 9000, then your altimeter better be at the local pressure.2) if you are given a crossing restriction, and you are at the wrong altitude, because your altimeter is set incorrectly, then you will be vectored. if you are told to "resume own navigation" that means to fly direct to the next checkpoint. if you have checkpoints inside 30 miles of the departure airport, you have a departure procedure, and you must progress each checkpoint within 2 miles until the dp ends.have you flown the tutorials?jd

ronzie: 1. What weather application are you using? Does it offer weather smoothing for winds and pressure? Sometimes missing weather reporting stations cause wild swings.2. What side of HUH did you get vectored. At HUH you have 34 nm in leg total to Vancouver. Did you miss a crossing restriction possibly due to pressure swings? You would get delay vectors until you were at altitude inbound. What runway were you assigned at CYVR.[/Quote]1.REX Wx engine along with Active Sky Enhanced 2. I was 32 miles south of HUH. At the end of vectoring I was 44 miles south of HUH. My assigned altitude was 6,000 feet and I never got close enough to CYVR to get any descent/approach info.

jd:1) my guess is that your altimeter is set incorrectly. are you using the "B" key? if so, don't. watch your transition altitudes and transition levels. if you are told to climb fl90, then your altimeter better be at 29.92 or equivalent. if you are told to climb to 9000, then your altimeter better be at the local pressure.2) if you are given a crossing restriction, and you are at the wrong altitude, because your altimeter is set incorrectly, then you will be vectored. if you are told to "resume own navigation" that means to fly direct to the next checkpoint. if you have checkpoints inside 30 miles of the departure airport, you have a departure procedure, and you must progress each checkpoint within 2 miles until the dp ends.have you flown the tutorials?[/Quote]1.No "B" key and was not assigned a fl. All my altitude problems were the result of drastic barometric pressure changes with no notification until AFTER I was cautioned.2. There were no restrictions and the plane was dead on course. Checkpoint "ding" at both PAE and CVV.I have been using RC for about 10 years (RC3?...still have the old install CD) but I will fly the tutorials again. Maybe they will show me what I am doing wrong.The two problems used to be rare but they are both occurring more often and on routes that were problem free for several flights. I will start logging flights until it happens again.I keep wondering if one or more add-ons (REX, GEX, ASE, etc) is ausing all these wild altimeter changes.

Hi Neal,I tried your flight last night and wrote the following notes. I'm posting this at work (no internet at home) so some of it is redundant now but it's worth considering anyway...Your flight plan has two notable features: The first waypoint is within 30 nm of your departure airport which means that by default RC will expect you to fly a DP on your own and you won't be given an initial heading from the runway at KSEA.Second, your last two waypoints (HUH and YPK) are within CYVR Approach's airspace. This airspace starts about 19 nm short of HUH and at this point you'll be handed over from Centre to CYVR Approach. I think these two waypoints qualify as an arrival procedure and are unlikely to match Approach's default instructions, which come pretty quickly when you hit that point.If your copilot is flying and you have 'Holding' switched on in the RC Options control panel I believe he will automatically choose to fly delay vectors. It looks like that's what you're getting. Even without holding, I believe that RC defaults to giving you vectors to (an ILS approach to) the active runway. This means if you choose the default responses you are unlikely to be allowed to fly the remainder of your plan and will be sent round an extended circuit (long downwind, base & final). In this case I was sent around ready for 26R. I was ordered onto 350 degrees and to decsend & maintain 5000, and then sent further out and round ready to turn and intercept the ILS. If you have the copilot on comms he will choose default responses for you. If you want to go where you planned and 'claim' the last two checkpoints to avoid a FSDO bollocking you will have to take back comms and control in good time, check the weather to find out which runway is in use ('Leave frequency for WX'), and ask Approach for an IAP approach: 'Req IAP approach', 'ILS...', '26R'. Here I was told to 'Maintain 4800 until established...' which left me free to fly the IAP of my choice.I assumed that you use FS internal flightplanner and are able to use FS internal GPS. For 26R you could do worse than to choose ILS 26R NEWTN approach from the list in the GPS. This will allow you to continue flying your plan up to YPK from where you can do an about face to intercept the localiser at intersection NEWTN then follow the localiser.I can't help you with the weather / pressure thing as I don't have any active weather addon, I just use the static FS settings. My flight was fine, no problems in that respect. I can suggest (if your pressure isn't changing too quickly) that you set your altimeter by hand when on the ground at your departure airport. Do it by adjusting manually until it shows field elevation (compare it with the physical altitude info shown by Shift+Z). This is also a handy recalibration while in the air if you're flying an altitude and not a flight level.The transition level for CYVR is FL180 so using the B key ought to work fine for all of this flight, but... if you fly also in other countries it's best to break the habit of using it as 'B' always assumes TL = 180 and that isn't always the case in the rest of the world so could lead you into trouble.Aside from that, the flight rekindled an ebbing motivation- I've been stuck in FS Brazil for a couple of months; seeing Washington state & a small corner of Canada made me want to head up north...I hope something here has helped.Regards,D