Good day. First, I must offer my praise to RC4. I've been using it for about 3 months now and due to a scenery problem last week I had to completely remove FS9 and all it's components and re-install everything from scratch. After 12 hours of disk swapping (I have a ton of add-ons) I was ready to fly. MAN, what was I doing for the past 3 months? Apparently something in my original install was wrong, or maybe a setting (although I know I had checked "Interact with AI") but for 3 months I thought RC4 was "OK". AI airplanes were constantly cutting me off, hitting me from behind during landing, taxing onto the runway RIGHT in front of me about 1nm from landing, etc. RC4 had never warned me about close traffic while airborne, etc. But my re-installation has created an whole new program for me and it's WONDERFUL.Now my question. Up to now I've always allowed RC4 to vector me. I'm confused on which IAP to request (LOC, DME, VOR, ILS, etc.). I understand what each is and perhaps the answser is "it's up to me", but can someone explain when I choose the IAP option would ILS be an appropriate choice as I thought that's what I was already doing with RC4's vectoring. BTW I am flying with FMC's such as PMDG & LDS.If it helps, here are some flight plans I was working with and you can give me your opinion as to which should be used.KPIT DILNE TVT APE BOWRR ORLEE HEDEE JARSO TIGRR CHARZ CVG KCVG landing RWY 27KJFK COATE LHY DGRAF LHY45 MINEO REBBL KONJE SFK04 SLT EARED GRACE KPIT landing RWY 32Bobby

if you do nothing, rc will vector you to an approach. if there is an ils available, and the ai are using it, that's what you will getbut let's say there is a approach plate for how the ils approach should be flown. it's not going to look like the rc entry/downwind/base/intercept/final.so you choose the ils iap approach of your choice. make sure the ai aren't using the opposite runway!then rc will let you fly what your plate says, without giving you vectors, etc. then at 7 miles out, you will get turned over to towerjd

Thanks JD, so basically it's up to me based on the allowance of the runway (meaning if a RWY is ILS OR LOC, I can choose my preference)?Also, for future reference why would RC4 not have been freezing ground traffic & manipulating AI before but it is now? Again, I know the "interact with AI" was checked before. Bobby

Perhaps you had too early a version of FSUIPC which RC uses to control AI.>>Also, for future reference why would RC4 not have been>freezing ground traffic & manipulating AI before but it is>now? Again, I know the "interact with AI" was checked before.>>>Bobby

Here's a few guidelines on FMC use with PMDG and perhaps the LDS:When wishing to use a STAR, use an external planner and include the STAR waypoints in your plan exporting to the FMC and FS9.pln format. This keeps the waypoints on your FMC and the plan RC uses in synchronization since the FMC STAR database may not match. (I use the payware FSBuild 2.3 which is FS9 and FSX compatible, but there are others that have similar FMC and .pln formats.).As a reference, please download:http://flightaware.com/resources/airport/CVG/ALL/all/pdfto look at the arrivals.Look at the TIGER ONE (RNAV/GPS) and CINCE SIX (based on VOR/DME navigation) and their respective descriptions. It appears you included CINCE SIX in your plan. Here is the text from CINCE:----------------------APPLETON TRANSITION (APE.CINCE6): From over APE VORTAC viaAPE R-248 to JARSO INT, then via CVG R-051 to TIGRR INT. Thence. . .NEWCOMERSTOWN TRANSITION (CTW.CINCE6): From overCTW VORTAC via CTW R-272 and APE R-248 to JARSO INT,then via CVG R-051 to TIGRR INT. Thence . . .. .From over TIGRR INT via CVG R-051 to CHARZ INT, then viaCVG R-051 to CVG VORTAC. Expect vectors to final approachcourse after TIGRR.-------------------------------- Note that vectors will start after TIGRR. This means you probably would not include CVG in your plan, it is just there for a radial direction, not a fly over. You could include CHARZ but vectoring will start just before that.At approach time, you'll be given your expected runway. At only that time on the FMC I'll go into the DEP/ARR page, choose the ARR for KCVG, and on the right side (not left) choose the ILS27 or whatever runway is assigned. Do not choose an FMC STAR - these waypoints are already in your plan. Close up the DISCO on the LEGS page and EXE the change. This will give you a path on the ND to provide situational awareness. For ILS 27 KAYDE is the first waypoint of final and should be displayed on your ND path. If you choose an IAP approach then the path from TIGRR to KAYDE could be your intercept heading. At least you'll have a "picture" if you are taking vectors for situational awareness. In vectors, you'll be using MCP heading and altitude control until you are established on final. If on an IAP you can use LNAV to intercept but follow the altitudes from the STAR and IAP plates via MCP until the LOC and GS (if available) is captured.In some terrain conditions, RC might bring you in too high on vectors to capture the GS on final. Some arrivals in mountainous areas defy standard pattern entries. In those conditions especially (Chilean airports come to mind) use the STAR waypoints in your plan, fly under NOTAMS when approach starts and select an IAP for the difficult part following the information on your published material.For your example also look at the TIGRR ONE RNAV STAR. RNAV final waypoints frequently offer traditional rectangular entries. In this case for the final approach only the north/south runways have a published RNAV/GPS approach.Note that NO IAF IS DECLARED on this plate. If there was one, that should be added appropriately if you are not taking vectors.End of FMC use section.-----------------------As to the type of approach chosen, it depends on what the runway navaid facilities are available and how the aircraft is equipped. More accurate equipment results in more flexible minimums. Here is the priority (not all inclusive):ILS - the most precision including tight horizontal guidance (LOC) plus tight vertical guidance (GS).LOC/DME - tight horizontal guidance plus vertical guidance based on DME from a reference navaid possibly colocated with the LOC or a nearby VOR.LOC - tight horizontal but vertcal nav may be by time calculations referenced to ground speed based on crossing an outer marker or VOR radial intersection, or NDB, to start the clock.Back Course LOC when published. As above but reversed horizontal sensing.GPS or GPS/DME - similar to VOR but more accurate. It is regarded as more precise when available as RNAV. In development is GPS with vertical guidance, I forgot the term, when many satellites can be locked onto during an approach.VOR - loose horizontal sensing and the radial will not be in direct line with the runway center line. Vertical by DME or intersections as above. Runway in site requirements is much further out the ILS or LOC.NDB - In many areas especially outside the US is the only navigation present and is the loosest horizontal navigation and a bit more complicated for crosswind corrective navigation. Vertical is by timing. Visual approach is furthest of all. NDBs may be used in combination with other navaids to provide a flyover point for initial alignment and clock start for an outbound entry on a procedure turn and on inbound where a LOC is available may serve as an outer marker.Many airports require certain minimum equipment to meet tight ATC navigation requirements. RADAR required on a publication means a functioning transponder is required usually with MODE C (altitude reporting).I think I have these correct.And, finally, remember that ATC rules. Your FMC is there to assist you. A STAR ends when ATC vectors you off it.