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About clarkTX

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  • Birthday 05/24/1967

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  1. I, too, enjoy working through new techniques on the FMS in order to make the flight transitions go more smoothly so I know where your head is at. I'll take a guess that the method I mention above is the default because it does not make any predictions about why a missed approach might occur and where you might need to go next. On the way out to the holding pattern, you'll work that out with ATC and then string an appropriate new plan to wherever. But I hope you resolve the final problems with your method. Cheers
  2. Sorry I can't recall the specific steps to string the post-go-around approach. I haven't flown a missed approach in the last few weeks. Some things I do remember from my last one: * I had the missed approach waypoints available in the FMS so I could conduct the missed approach out to the hold point easily, * at or just before the hold I updated my cruise altitude to match the current altitude so the FMS would transistion to CRZ * I then entered an arbitrary PBD waypoint back near the original STAR entry point * I used that PBD to select the rwy/approach I wanted to try next. * I did not actually fly all the way out to that PBD; I cut the corner much earlier after I left the holding pattern I don't recall if I had to enter the destination again or if it was still in the system. If it was expired, it was probably trivial to re-enter it after the PBD since I don't recall any difficulties. Clear skies
  3. I don't get that impression when reading the FMS guide. To me it seems that the secondary flight plan is designed to usually sequence with the active plan. It can be used to pre-plan different runways and approaches, but I would expect it to be consumed by the time of the go-around. According to the FMS manual, you should expect to have to restring a new cruise altitude and approach plan if you choose to go around. I usually do this while in the holding pattern after the go around.
  4. This is troubling to read. As a busy father I'm expecting to be interrupted now and then and could easily go AFK once a month. I've read other posts like this recently. I had *just* signed up to VATSIM today and I want to join a VA and try to contribute to the ATC player's experience as best I can by becoming a pawn they can push, but now I'm not so sure I want to jump in with people that don't understand this is a hobby, not real life, and there are sometimes unforeseen circumstances (often if you are a parent).If it were me as an ATC, I'd treat a non-responsive aircraft as a challenge, something interesting rather than the norm. I'd call online pilots and challenge them to attempt an intercept or something. :) Does it really kill your experience that much that you have to come down on people that are otherwise trying to contribute? Why not just mark the blip "unresponsive" and move on?Like the other night, I was practicing my first landing in my new PMDG MD11 and FSX ATC cleared me to land on a runway that still had a jumbo sitting there. I reacted a bit slowly but did manage to switch to GA and went around again. At first I was like, geez FSX ATC, way to screw up! Then I thought, actually that was a lot more fun than a perfect automated landing. I look forward to more screw ups by FSX ATC. :)Clark
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