chrispeel

i had a similar problem I reassigned the Ack keystoke " 7" to "Ctl 7".Then I re assigned it back to a plain "7" and all was resolved I raised this in here somewhere and Ronzie came up with the same thought.

I regret I never replied to your last post Ronzie for which i apologise, I noted all you said there back in 2011 and that's pretty much what I do when flying the sim.The transition altitude is set exactly as you said in the those pages of the FMC and I always amend them to the correct figures. The reason I raise this again is that it does happen in other places not just Norway.I just had it going into Nice(LFMN)This is another airport which has high ground nearby but the TA is 5000 feet I believe. I did find a sort of workround.Ack the descent clearance as before and request a PD.When scolded for not descending just request the original flight level and eventually it seems to sort itself out. Not a pretty way of doing things I appreciate but it stops ATC from becoming too irritated The main point I was making is that once given a PD clearance you sometimes then get the hair dryer treatment.That still applies unless you go for the climb request via keystroke 4.Or ignore it,Or declare an emergency of course.Or cancel IFR. It doesn't spoil things for me.Just curious about it.

FSX Gold works really well with a recently installed W10 upgrade from W7.I had to fiddle with PMDG products which did not work as per their web site(the 737NG required reactivation) but eventually they did.I have loads of addons with a modest i5 based system.Even the addons LAX,SFO.LHR etc are pretty smooth and I have a lot of AI in there. However I get severe stutters with sound and vision when performing certain actions.Usually when using the drop down menus in flight or sometimes after pausing the sim.And on initial loading too. Once flying the experience is probably slightly better than it was with W7.Apart from the above which I have yet to resolve.

Thank you for the reply Ronzie The key strokes I use are exactly those I used when in W7.Whichever aircraft I am in. However after my post here I had already changed the allocations to something near the original and all then worked fine.The 2 affected actions were the "7" acknowledge and the "C/S/K" for co pilot toggle comms. Then I tried the originals again after a shut down and restart.All is now as it was before.Working as it should. I have used FS in a lot of its forms and with a lot of add ons and also RC for many years.W10 did something but I know not what.

I have just moved to window 10.1 and RC4 is fine apart from a failure to respond to the acknowledge key "7".It responds to all others.I have to resort to auto reply to make it work which removes some of the flexibilty

Thanks Ray and Ron.

Ray I don't find it a problem getting to 12000/11000 or whatever but I do create a fix sometimes.If I think its not suitable I do a "6=unable" Re the "when ready" instruction it only seems to happen when given a descent say from 390 to 370.Then a "when ready" to 350.If I get a descent to 350 from 390 it doesn't happen. Odd.

Thanks Ronzie Re late landing clearances I'm pretty sure its not a comms problem and I am usually pretty confident with ILS approaches,But I think you may have hit the nail on the head with the reference to tech issues Reference "when ready" it is an initial descent thing and not related to Notams.I hear what you say about the 12000 restriction and that was my mistake for mentioning it in that context. Ray.Thanks also.Are you saying to place a 40 mile point in the FS flight plan?Or the CDU.I have played with it in the FMC but usually cope OK without it.

Evening Ray The crossing restriction thing is not really my issue.I don't think its very realistic but one lives with it for the sake of the exercise.I cope with it.If landing wrong way round so to speak it is usually way out. The "when ready" instruction usually occurs when the initial descent is to say FL370 from FL390 by the way.Followed quickly by the "when ready" to FL350.That is the usual scenario. I'm using the PMDG 738 at the moment but also use the LD B763 and the PMDG B744.All the comments relating to this weird "when ready" thing are with the aircraft descending from high altitude trips.i.e.FL 370 or higher. Another thing I now sometimes experience is very late landing clearances.Sometimes after I've landed!This is not the real world so yes I do land.I'm up to date with rebuilds and the like by the way.I have a feeling I may have corrupted RC 4 somehow! Better now the real world wind has dropped isn't it?There were some hairy moments at EMA the other night.

Thanks Ray.I've been away for a few days hence the failure to reply. I have been using RC 4 for an awful long time and I have become used to its idiosyncrasies if I may call them that.So I sometimes work round the rather artificial 12000 foot rule in the way you have often suggested.Another way is to make every airfield an altitude restricted one by using Notams. No,my initial query was about this strange use of the "when ready" command after requesting a PD,having that accepted then getting this "when ready"very soon after the PD approval.To me this makes it entirely optional.It happens many times in the real world too.But when acknowledged RC4 will frequently(but not always)hassle me to do it! Also this never seems to happen when the "when ready" instruction happens at lower levels later in the descent phase

Thanks for the replies Ray. I tried to get back to you last night but couldn't get in to the site You may have got the answer with your first comments regarding a change in runway.And I tend not to place an altitude restriction in the FMC which may explain something but would it explain the nagging after a "when ready" instruction?I always have the comms at the TOD as a rule and if I don't want to be at the 12000 mark I tell them I am unable. I am currently approaching BHX from the south and expecting RW 15 as the winds are from the south.I ask for a PD and get it.Immediately after that I am getting the "when ready" The only work around is to ignore it! Or accept it and be way too low too soon.Or do it very very slowly as you have recommended many times

Evening Ray from a windy North Staffs Following on from this topic I experienced this recently.More than once but not every time:- I am in cruise at say FL390.I get told to descend to FL370.But as it's a "wrong way round" landing direction I request a PD as I'm still 60nm to go to TOD.I receive the approval.Shortly after I get a "When Ready" clearance to FL350.I acknowledge but remain at FL390 as it was not an instruction to descend and I'm not ready.But then very soon after I am scolded as I haven't descended.To repeat,the PD was approved and the next instruction was When Ready.So I think I am complying. If I ignore the last I receive constant orders to descend. I am following the RC4 filed plan and have the comms.I am at the flight plan cruise level at the standard altimeter setting. Any ideas?

Hi Vulkan I have a similar problem when flying into London Heathrow from the north west.Most of the STARS have a waypoint called NUGRA.It's actually very close to where I live and is close to TOD being over 100 miles from destination It is not in FSX though.So you can't build a flightpath in FSX using NUGRA .It is in the PMDG/Navdata system so can be programmed there.RC gets it's data from the FSX plan however. But if you use FSBuild,which is much more up to date,it can export the plan to both PMDG and FSX (and LD767 and others by choice) even though NUGRA isn't in FSX.So RC4 picks it up and expects you to fly to it. As a matter of interest in the real world many waypoints in STARS are bypassed by ATC by giving vectors.In fact even whole flights are sometimes flown on vectors especially short EU routes.

OK now here in UK

Same in UK this morning

I don't think you will woodhick.You have to keep asking and as explained by JD you will always be granted it. I raised this many months ago in this forum as in the real world you always get a reason and the controller will tell you what to expect and when to expect it e.g. "after waypoint XXXX" or "with the next sector" or "sorry,no can do at all".and so on.In other words the controller knows what you want and will do what he can without you reminding him even into another sector. If I remember rightly JD said that this would be rectified at some future date in any revisions to RC4.

Several are waiting it seems.

I'm not sure if RC4 supports this but here in UK (in the real world at least) you will see many approaches into busy airports using large S bend type vectored approaches.In effect therefore you will be told to fly a reciprocal heading before turning back inbound.

Doesn't the RC4 vectors put you on an intercept heading of about 30 degrees which is pretty standard in most places?

Could be Ronzie.The FS9 planner is weird in some areas that's for sure.Sometimes oceanic waypoints/upper airways show up,sometimes they don't.I also find that the ILS(05R-23L) at NZAA(Auckland)shows up on the map some days and not others.If it doesn't show then you have to do a VOR approach as it won't show on the flight instruments.I've managed to edit the simroutes RJAA-PHNL route so that it makes sense.It's in RC4 as a saved file.Comes up in the LD767 FMC as loaded from the website even gets into ASE so you get the map.But it just won't load in FS9.Even though 2 of the above add ons get the data from it.

Good advice but i have access to a vast library of charts and the like and it's only the occasional oceanic route that FS9 won't create properly which causes problems.I can edit the simroutes suggestions with notepad and save them and they then appear correctly in RC4(you must edit the flight level as well),ASE and the FMcs I use.But they still don't load up in the FS9 planner even though they are there.and there are no duplicates.As i said before it's not a problem as the aircraft will do as it's told and RC4 is happy with it too..You don't have the FS9 map view of course,nor the FS9 Navlog but you've got all you need in ASE and the FMC.

Ronzie's right,Situational awareness it's called..But I've flown thousands of approaches using RC4's vectors with FS9 and never yet failed to see the localiser come alive before the intercept point..So were you tuned to the correct ILS frequency?Or is your database out of date and needs fixing?I don't go into MIA much but are the runways correctly configured?Some airports are out of date with FS9/FMC conflicts.

Yes Ronzie it's odd that the simroutes flight plans find their way into the various FMCs I use(PMDG and L767)and also they show in RC4 as you suggest.They must get there by way of the PLN file in FS9 but sometimes they will not load into FS from the flight planner.Even though they are in the right place and can be checked with notepad.I did wonder if there was some duplication but I can't find any.There is debate about this in other forums but the main thing is they do get to into RC4 and the FMC so the routes can be flown perfectly well.The problem is editing a route that doesn't make sense(try RJAA to PHNL) but I guess notepad may get round this.Like many long time users I use many work rounds and cheats to get round some of the restrictions in RC4.Heading tolerance is one of them.

When downloading a saved file from Simroutes it doesn't always register in the FS9 flight planner but the file is in the correct folder.Although it does get into RC4.It also loads into the LD767 FMC without problems.

Thanks for the tips gentlemen particularly JoesCrew regarding the use of simroutes.