Are the FS2004 flying lessons flawed??

For the first issue:
I believe that you're talking about the Instrument Checkride. I had had the exact same problem like yours, but I found a way out. I was told by the examiner that I had not maintained the published altitudes. I checked the flight analysis and my plane was above minimums! What did she want from me anyway? Then I discovered that the examiner expected you to fly the exact published approach. For example: At MILLT intersection, it's not enough to cross it above 3,000 feet (which is, in theory, acceptable). You should cross it AT 3,000, and, of course, not below it and with maximum altitude error of +100 feet.

Try it, and if you fail, I'll be happy to assisst you again!

Blimey, plus or minus 100 ft is one hell of an accuracy! Add to that the I,M,O markers, it's going to take some beating.

Part of the problem I have in FS is I never know when to start descending. Even in a 737 I sometimes end up setting the autopilot to -9999 feet/min to get down to altitude - does the job but the cleaners always have a problem in the airport discarding the chunky bags...

D.

100 feet is definitely one hell of an accuracy, but that is what being a professional pilot means. I personally get along with it. But it does take a lot of concentration and trimming work. Anyway, the key word is: practice practice practice...
About the descending issue: If you're flying the Boeing, you have to plan, or should I say compute your descent. First of all, if you fly IFR, the controller always tells you when to descend and at which altitude you should level off. In this case, your vertical speed should be around 2000 fpm and everything will be OK. But if you're under VFR, you should watch your distance from the destination. In the Learning Center, in the Boeing Handbook, you'll find the "3 to 1" rule about descending.

If you still have problems, don't hesitate to ask...

Wile E Coyote wrote:

For the first issue:
I believe that you're talking about the Instrument Checkride. I had had the exact same problem like yours, but I found a way out. I was told by the examiner that I had not maintained the published altitudes. I checked the flight analysis and my plane was above minimums! What did she want from me anyway? Then I discovered that the examiner expected you to fly the exact published approach. For example: At MILLT intersection, it's not enough to cross it above 3,000 feet (which is, in theory, acceptable). You should cross it AT 3,000, and, of course, not below it and with maximum altitude error of +100 feet.

Try it, and if you fail, I'll be happy to assisst you again!

Working on the commercial ride myself with no luck yet, looks like your able to get off the ground a Harvey and head home for the dead stick. i
cant get passed the landing a Harvey. As for the instrument ride I can
help. I was able to fly it with information I got off the forum sometime back. For me its to much to type and has a diagram showing how the holding has to be flown. If you want I can e-mail it to you.
Regards

Hi there,

Im flying the instrument ckeckride but I cant manage to pass it as my examiner always complains about my 'R140 waiting course' immission procedure.. as the charts does not show any cookie-shaped waiting track I just cant figure out wat the hell fs wants from me..

summary:

D23 SEA 5000 start
D17 SEA start descend 3000 as VOR approach
D11 SEA start descend 1600 as VOR approcah
D4.3 SEA descend at MDA & hold until on M

.. as you get out of the clouds on the vertical of the Rwy 34R..

Missed approach..

climb 2100 on R341 SEA (now, where is THIS published anyway?!?!?!)
hold unitl PARKK on 90 on ADF
turn 160 and mantain 3000

..and now things get confused..

approach SEA on R140 inbound

..and what after?!?! everything I do quits the exam! WHERE IS THIS WAITING LOOP?!??!? help! 🙂

sushipilot

The very instant you turn to 160, tune/turn our obs to center up the needle on the SEA VOR - your heading is around 152 to 155 - watch your
DME at .05 miles from VOR turn a left to track the 140 - track for apx one
min. - Do a better than 20 degree bank turn left - stay with the turn until
your heading 290 to 295 degrees - intercept the VOR 140 - pass over the
VOR - make a timed turn to the right - fly one minute - timed turn right -
fly to VOR - if you get it clean enough the lady will give you proceed instruction.

The instrument checkride is actually flawed! To find out the reason why it is flawed and possible ways out, you can go to Rod Machado's web site, at this link: http://www.rodmachado.com/Flight-Sim/FS-IFR-Ride.htm
A friend of Rod's found out the bug and the way to finish it!

Rule of thumb for the descent is:
If you are flying at 18000ft at a ground speed of 200kts and you need to descend to 3000ft, the difference is 15000ft. Multiply 15*3=45 miles out you must begin your descent. Half your ground speed is 100, add a zero, and 1000 ft per minute is your rate of descent.
paul.hand1@virgin.net

thx , i followed your intruction and passed the commercial checkride already, it rocks

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