JD:First off: Just wanted to let you know that I'm flying with Project Magenta and RCV3.1 and I am absolutely enjoying it. The new /realtime option is giving me great realism in the ATC voice speed - finding myself having to really pay attention to those vectors! :-)My question is this:When flying the Modesto Two Arrival into KSFO, ATC has me at 10000' when crossing CEDES intersection. From CEDES there is a 14 mile leg to FAITH intersection and the FAITH intersection is 21 miles from KSFO. After crossing CEDES, I am left at 10000' until about 5 miles from FAITH (rougly 26 miles from RWY). AT that point, I am then told to maintain 9000' and immediately given the vector "turn right heading 250, maintain 3900' until established ... cleared ILS 28R approach ..."By this time, I am about 23 miles from the rwy @ 240kts descending through 8500' and need to get down really quick and have to bleed of some speed at the same time. The published STAR says to expect 11000' @250 when crossing CEDES, so the RC3 vectors are actually more conservative. But, should I have been instructed to begin that descent out of 10000' a bit earlier?BTW: The same thing happens when flying the BIG SUR TWO arrival into SFO - the descent out of 10000 comes very late.Thanks for a great product!-michael

since rc doesn't know what the altitudes for each intersection for each approach for each airport, these are altitudes that work in general for all airports.you might want to try the iap approach option after contacting approach. information about how and when to use it, are in the manual

JD,I realize that RC is not aware of the published altitudes and "enforces" that which I put into the flight plan.The essence of my point is that at ~24 miles out I was still at 10000'; then received instruction to maintain 9000' which was IMMEDIATELY followed by the vector to intercept the 28R LOC and minimum altitude descent constraint of 3900'. When flying into BOS, ORD, IAD I usually will be "stepped down" from 10000' to 9000' to 6000' etc. Also, ATC usually provides vectors that take me off my flight plan route (which is based on published routes) and those vectors essentially constitute some form of a downwind/base or just base leg vectoring/positioning.In flying waypoints that corresponded to the Modesto Two, ATC did not begin vectoring me and "stepping me down" until I was in very close - and again - while at 10000' ft and 240 knots. -michael

it's possible, that the approach is more of a straight in approach, where you are turned immediately to base, then a bunch of step descents, and then an intercept turn, then finalas opposed to the gentle downwind, base, intercept, final of most approachesjd