Capt.Doug writes:

MCP = max continuous power?

Mode Control Panel--the gadgets on the glare shield that control the
autopilot. So I set the ALT HOLD parameter on that to prevent the FMS
from going below a certain altitude on its own.

The important thing is to not set the altitude hold for descent until
cleared by ATC.

Up to now, I've been setting the altitude above my cruise for the
climb, and then below the airfield for my descent, thus preventing it
from ever limiting the FMS. But it now appears that I should be using
it to make sure I don't overstep any ATC instructions. So if they say
climb and maintain 5000, I set 5000 until I get new instructions, thus
preventing the FMS from taking me all the way to cruise altitude
before I've been cleared for it.

I note, however, that I'm often cleared for a higher altitude before
reaching the previously cleared altitude, so sometimes I just keep a
hand near the altitude setting on the MCP, ready to adjust it if I
have to, while letting the FMC do its thing.

A good center controller will have all of the arrivals spaced like pearls
before everyone hits the arrival's gate.

The quality of controllers in simulation is quite variable, but the
good ones are just as good as real controllers (sometimes they _are_
real controllers, who, for some reason, like to simulate their work
when they aren't doing it for real--I guess some people really like
their jobs).

The most common is a clearance to cross a fix at an assigned altitude
(crossing restriction). Say for example you are cruising at FL290 and the
controller isues you a clearance to cross a fix at 12000'. It is your
perogative as to when to start your descent so long as you cross the fix at
the assigned altitude.

OK, I've had those. I'll remember to treat them as an implicit
clearance to descend or climb to the specified altitude at my
discretion.

During the climb, ATC sees the final altitude we requested on our flight
plan. They try to get us up there, traffic permitting. After that we request
from ATC any altitude changes we want and they work us to that altitude,
traffic permitting.

Do you often need a different altitude from the one you filed?
Perhaps for fuel considerations, or headwinds, or something?

"DESCEND via the Korry 3"

Ah ... see, I would have interpreted that as more restrictive, i.e.,
meaning that I should change altitudes but that my heading should not
change. I guess it's the other way around. And I suppose it doesn't
make much sense that you'd be cleared to descend via the STAR and yet
not be cleared to follow it laterally, now that I think more about it.

No, because seperation wasn't lost.

So what do they say in this telephone call?

Sounds professional.

Cool. Now if I can just say it with a Texas drawl.

In the IFR world, altitude is all important. There are crossing restrictions
and block altitudes, but most of the time we follow

I would have thought that altitude and track would both be about
equally important.

In the real world we usually follow the arrival procedures with the
altitudes as published. When flying the big jets, just remember that you
will need 3 miles for every 1000' you want to descend plus another 5 miles
to slow for the 250 knot speed restriction at 10000'.

I have discovered that it's much harder to move large jets towards the
ground than it is to move them towards the sky.

--
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