boeing247

Still not reading the manuals? T/D is in Flight Management Part V, Page 75. It also appears on the HSI in map or plan mode as T/D in green.

Michael Cubine

When you enter the STAR & the ILS for the airport of intended landing, the altitudes will appear on the LEGS page. That way if you get vectored off the STAR to let's say the outer marker or something in between, it not a problem. In the RW, the controller will issue altitudes with radar vectoring. Sometimes the altitudes could be different from the published ones depending on the traffic.

In any event most controllers are very aware of the normal capabilities of the plane they are controlling and it would be rare for them to give you an instruction you would be unable to comply with using normal flight maneuvers.

It is also very helpful to have a printed chart on your desk next to the joystick so you can grab information at a glance and it will help with your situational awareness of where you are in the approach. In real life we would never fly an approach without the paper chart in the holder next to us, and the runway diagram as well so you don't get lost on the ground.  

End of lesson for the day...now go read some more!  
Lou

Okay, I've looked through the manual and found no solution to this, maybe I'm looking in the wrong place, but if so, I can't find the right one. Earlier, I was told to program the ARR/DEP runways, and that would change my flight plan so I fly directly from the runway, and LNAV would take me to the ILS heading at the airport which I land at. However, when I program this in, it does not change my flight plan. Shouldn't it be creating something like this (the Flightplan in the HSI)?

Ah...there is the rub.

When you plan your flight, sometimes the place from where you are coming from may not have a canned arrival route and transition. This is where the paper chart comes in handy. You may need to "build" the arrival in the computer and sort of customize your route. If you end up with a sharp turn from your route to the ILS, you can modify your route to soften the turn.

There are many approaches that do not have the exact flight path you might want. An example might be the VOR-13L/R at KJFK called the Parkway visual. I have not flown this approach in a while, but when I did there was not much help after CRI VOR because it was a visual type approach. Many of the pilots would build the details of the approach in the computer just for fun and watch the autopilot fly this multi-turn, step-down approach. That was too much work for me, but it kept them busy.

Have a look at this approach, it's like the River approach at KDCA.
http://www.fltplan.com/AwDisplayAppChart.exe?CRN10=1&CARRYUNAME=PILOT&DEPTARPT=K...

Here is the River approach at KDCA...
http://www.fltplan.com/AwDisplayAppChart.exe?CRN10=1&CARRYUNAME=PILOT&DEPTARPT=K...

Now have fun building either of these approaches in the FMC.  

The more you play with the FMC, the more it will start to make sense.

Keep this link so you can make approach plates and enroute charts. http://www.fltplan.com/awmaintoapproachplates.exe?crn10=1&carryuname=pilot&mode=...

Lou

Thanks Lou.

As always, the information you have provided is great. There have been many times when I have entered an extra waypoint or two so that I don't have any sharp turns (like the one in boeing247's images) and it is nice to know that it is okay to do that. I guess I should have ask a long time ago and, thanks to boeing247, I finally have an answer to what real airline pilots do.

Thanks

And a child shall lead them...