1. Create a flight plan ( FP ) using FSB

2. Check FP makes sense.

3. Load FP into FS2004 & PMDG 737

4. Load FP into RC

5. Leave departure airport complying with all instructions.

6. Fly as per FP complying with ATC instructions.

7. Half way along FP ATC gets very cross, tells me I am off course, gets mad at me

until I comply with new heading instructions.

8. Takes me back to my departure airport.

9. Overfly airport and keep going for several hundred miles.

10 Declare emergency and seek vectors nearest airport.

11. Comply with ATC instructions…fly into mountain.

12. Board of inquiry concludes crash " due to pilot error in slavishly following ATC instructions thereby

hazarding the aircraft "

13 Pilots union seek answers.

 

 

Regards to all ( posthumously )

ROFL

 

It is an aircraft captain's overriding responsibility to follow all lawful control instructions from an ATC authority except when he/she believes that to do so would endanger his/her a/c or pax. Without the full details it is impossible to establish where any fault lies and it would be left to any Board of Inquiry to apportion blame, albeit posthumously.

 

It is always good to to remember that only a sim-pilot's first fatal accident might not be the last one.

 

Lin :LMAO:

Hi,

 

Situation arrives because you did not get a credit for passing over a waypoint,.

 

The easy way around this is to request a direct to the next waypoint ,select 9 then 1or2 and you will get a list of waypoints taken from your flightplan.Select the nect one you are heading toward and contact ATC.All will be well.

 

The pilots union can then go back to sleep!

In order to get credit for a waypoint you must not have any outstanding acks on your menu as you cross it. Also check the waypoint expected in the status area of the inflight RC window.

 

Make sure in your Smiths FMC LEGS page you know how to skip a waypoint and perform a direct-to including going from your present position to the waypoint at the top of the list if you are off course. Going from your current position to the waypoint at the list top if you get a resume own nav from RC just double punch the LSK at the LEGS list top and EXE the change. When you get a correction from RC regarding course you do not return to your original path but do a direct to.

 

Also if you miss the hard altitude crossing restriction as you get near destination RC will give you delay vectors forever until you are at the correct altitude. Regarding altitude insure you know the difference between a flight level and altitude called in feet. A flight level requires setting the altimeter to 29.92 in or 1013 mb standard pressure (PMDG has an EFIS button to do this) but if an altitude is expressed in feet than local surface pressure is required as announce by the controller. In addition the 'B' key in FS is hard coded for an FAA transition altitude for 18,000 feet. RC uses the local transition altitude shown in the RC Controller tab for areas outside of FAA land.

 

The final item to check in your RC general settings is the heading deviation amount. 15 degrees is normal. If you go too high you'll get weird vectors. If a leg is extremely long I allow 25 to allow for spherical path differences in course calcultions.

 

Be sure also you do not exceed 2x acceleration enroute and within departing and arriving you use 1x.

Also did you use a SID? I understand they are much stricter on the distance for hitting the waypoints within 30 nautical miles.

 

Flying manually I've missed credit before and got turned back. That is a good workaround to fly direct to next I'll try that too thanks.

Within the departure and approach phase RC allows 2 nm radius to hit a waypoint (5 nm enroute). If using any terminal procedure in an FMC database it must agree with the .pln sent to RC.

 

Here are ways to get sync with ATC, your .pln, and FMC navigation:

 

 

 

Bank limitations and speed determine how close you can get to a waypoint especially on any turns that are close to 90 degrees or more as the navigation equipment will cut the turn starting point so as you complete the turn you are centered on the path without overshoot.