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Claudiu Dragomir

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  1. Indeed. The correct procedure: Note current inbound Set heading mode Insert the approach/STAR/transition Set direct to previous inbound Go back to managed heading It’s strange, but OK. Unfortunately, it only works the first time. If there’s a need to change something, for example select a parallel runway, then the flight plan becomes something I cannot understand: some random combination of old, new and invisible waypoints. Yeah, I always enter the frequency manually. The localizer line and name seemed correct. Might still have been my fault, I’m not s
  2. I’ve been flying the MSFS2020, Working Title Citation CJ4 and it is a lot of fun. Next step would be airliners. The stock airliners in MSFS, I’ve been told, are trash, so wouldn’t try that. I’ve flown the FlyByWire A320neo. Big “thank you” to the FlyByWire developers for their amazing work so far. However, the experience has been immensely frustrating: Most of the time, when inserting an arrival, the flight plan becomes a jumbled mess and the plane flies towards a random waypoint; Yesterday, I was in heading mode towards the localizer, pressed ‘LOC’ and the plane turned a
  3. Great tips. Thank you. Summarizing: Brief a backup approach, and enter alternate flight plan (if FMC has this feature) Get a co-pilot (if possible) Read/decode the TAF Listen to instructions given to aircraft ahead Do a pre-flight briefing of the destination airport : local vatsim page and navigraph 10-x textal plates Think through how you'll fly the chart
  4. I mostly fly 1-2 hours hauls, and I usually try to brief the most likely arrival as soon as I'm in reach of the destination ATIS. Knowing the runway, I lookup the most likely charts. It takes 5-10 minutes to take note of: route, transitions, restrictions, navaid frequencies, missed approach, where to vacate, etc. Sometimes it goes smooth, but more often than not it seems that no plan survives contact with the approach control. Yesterday I prepped for ILS 04 in Nice then got RNP D 22R (the winds changed while in the STAR), earlier this week, in Munich, I've got clearance for a surprise tra
  5. Thank you very much for the detailed answers. It starts to make sense how all this fits with real-life constraints.
  6. Most GA aircraft seem to have a short battery life (2 minutes or so). Some airports require approval before startup. How do you manage that? Do controllers know that I can’t copy clearance before startup? (my radios will cut out mid sentence).
  7. http://www.vattastic.com/
  8. Makes sense: the ATC is not our co-pilot. Thank you. One more question, off-topic, since I have your attention 🙂 Do controllers compensate heading for wind, in VATSIM, or should the pilot compensate to track the given heading?
  9. Yeah, that makes sense in retrospect. I was stressed that he was going to give me "fly missed approach, as published", and then I'd be scrambling for charts, while trying to remember how to do a holding pattern. Lesson learned: always brief the missed approach. Do they usually give you vectors for missed approach, or let you read the charts yourself?
  10. Interesting situation yesterday. The controller put me on a 1 mile final, at 3000’ AGL, then cleared me for the visual approach (after asking if runway in sight, which I had). I think we were showing different winds (I had 40 knots); he was troubled by my tracking a minute before. I didn’t know whether to declare a missed approach, or contact tower then go around and fly the pattern. Instead I accepted the visual approach, then I did some aerobatics to get down. I contacted tower 10 seconds before touch down (speaking very rapidly: tower, YR77L, on short final, 13R). Landed OK, but s
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