B1FS

Hello Ronzie, Thank you for the detailed reply! Seems like some of that went over my head, and I really need to get to learning a lot more about these things. I have a few more questions for you. When the controllers expedite a climb to say FL230 from FL150 and your next waypoint on the FMC has an altitude of say FL160, and say another waypoint some distance away has an altitude of FL230, do we set our V/S so that the trend arc coincides with latter waypoint (if this is possible), or do we just climb as quickly as we can? I understand your points regarding the 40nm restrictions in altitude while descending to an airport, as that once clearance is obtained to the lowest altitude possible before entering the approach pattern, this altitude must be achieved before the 40nm radius around the airport as set in the FMC using the FIX command right? Please excuse my English. It's not my native language. And thank you so much for your help.

Thanks Mike! I will do that.

Hello everyone. I've not posted much on this site, so please do excuse my ignorance if this is not the right place to ask this question. I have been using Radar Contact V4.3 with PMDG Ngx for a few days now. I use flight plans made in vRoute (exported to pln files), which are uploaded on Radar contact. My question is one of realism, in terms of the radar controller's instructions. Usually, I get cleared to fly planned route as filed, and climb to say 5000 ft after take off. In my FMC on the PMDG, I have waypoints with speed and altitude targets, as you know, and I usually use the LNAV/VNAV mode with autopilot. However, sometimes, the controller will tell me to expedite my climb quite early (for example, my next waypoint altitude target maybe 300ft but he will ask me to climb immediately). I usually then switch ALT HLD and VS to achieve this, but it does throw my planned flight completely off course, I then have to change the target altitudes at the various waypoints ahead. During descent, the same thing happens, they ask me to descend well before the TD point, and always expedite the descent. To all of you who fly for real, is this how it happens in real life? I had thought that SID/STARS have these targets for a reason (weather, wind, traffic etc). Is it ok to bust these constraints based on the ATC's instructions? Also, I have another question. In heavy weather (crosswinds), the aircraft sometimes maintains a heading different from the intended heading to compensate for the crosswind. But the Radar Contact ATC immediately tell me I am offcourse, and ask me to turn in the opposite direction (which at 0.8 Mach is rather long and laborious). I sometimes correct with HDG SEL manually, but it does detract from the smooth flow of the game! Am I doing something wrong here? Please do help! I'm flying ENGM-EKCH today :-)

Hello everyone. I've not posted much on this site, so please do excuse my ignorance if this is not the right place to ask this question. I have been using Radar Contact V4.3 with PMDG Ngx for a few days now. I use flight plans made in vRoute (exported to pln files), which are uploaded on Radar contact. My question is one of realism, in terms of the radar controller's instructions. Usually, I get cleared to fly planned route as filed, and climb to say 5000 ft after take off. In my FMC on the PMDG, I have waypoints with speed and altitude targets, as you know, and I usually use the LNAV/VNAV mode with autopilot. However, sometimes, the controller will tell me to expedite my climb quite early (for example, my next waypoint altitude target maybe 300ft but he will ask me to climb immediately). I usually then switch ALT HLD and VS to achieve this, but it does throw my planned flight completely off course, I then have to change the target altitudes at the various waypoints ahead. During descent, the same thing happens, they ask me to descend well before the TD point, and always expedite the descent. To all of you who fly for real, is this how it happens in real life? I had thought that SID/STARS have these targets for a reason (weather, wind, traffic etc). Is it ok to bust these constraints based on the ATC's instructions? Also, I have another question. In heavy weather (crosswinds), the aircraft sometimes maintains a heading different from the intended heading to compensate for the crosswind. But the Radar Contact ATC immediately tell me I am offcourse, and ask me to turn in the opposite direction (which at 0.8 Mach is rather long and laborious). I sometimes correct with HDG SEL manually, but it does detract from the smooth flow of the game! Am I doing something wrong here? Please do help! I'm flying ENGM-EKCH today :-)

I know this is an old thread, but for any of you who are suffering the problem of being unable to climb back to the designated altitude to make it through after taking off from the airport where you drop off the Maule pilot here is a solution (as is standard with single engine failure procedures on all multiple engined aircraft, the baron being no exception to the same).1. After take off, point the plane in the direction of the valley ahead and do not try to climb over the mountains. Immediately retract gear, lift up flaps to 0 degrees and climb at VYSE (about 120knots).2. Once your engine fails, go to the engine controls view and feather the dead engine. (this stops the propeller blades from turning, thereby reducing drag)3. Close the failed engines cowl flaps (in the same engine controls view)4. Cross feed fuel from dead engine to working engine (this is optional as you will still have enough fuel left in the working engine's tank to get you to your destination)5. Set bank trim towards the dead engine to compensate for imbalanced power.6. Ensure that you climb slowly (at around 90-100knots)Even at this rate you will be able to climb very slowly. So dont try to climb very hard. Remember, the barons stall speed is around 73 knots, so keep that in mind. Always better to ensure that props heat, boots and deice are all switched on in colder climes, especially at higher altitudes. Adjust fuel mixture if you plan to go higher. Cheers