SAS443

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To protect from sudden airspeed loss in the flare I would fly vref+10. No vref additive derived from actual wind conditions is applied with AT on. Do not treat it as a 737. Both 777/787 have control laws that protects from thrust-pitch coupling so AT system is more complex and capable than both the 737NG and the B744 even. 🙂

For the 777 (and I assume the same goes for its sibling 787, but do not quote me on that 😀) standard is to add vref+5 if landing with A/T in speed mode. No other headwind/gust correction is needed. In some cases it might be wise to add 10kts in really gusty conditions. If planned landing is made with manual thrust then conventional wind additive can be performed.

Hello Yes, only ADF needles on ND. MD80 is not approved for RNAV and RNP approaches. SID / STARs can be flown in P-RNAV which is perfectly within limits in terminal airspace. FIX page is incapable of range rings, only radials. Which brings me to your next issue, no actual radial displayed. I have seen it aswell, but sometimes I do get my desired radial on the ND. Devteam might have to look into this?

Speed cards are referenced to the flap setting in the takeoff computer (on the pedestal). And afaik, you can change the weights by scrolling on the actual weight displayed on the speed card, no? Bring them up by using shift+5

Speed can be set to 250 (or SID spd restriction) in FGCP speed window. Used at Accel.height along with half rate Vertical Speed if required.

The EGPWS (which is what you are seeking I think) and its ON/OFF switch is located little awkwardly on the left of the nav display on the captain side, often blocked in view by the yoke. And fyi it's not really radar, it's topographical database which is displayed relative to the aircraft

There was a LINDA module released just recently for the Maddog For me using LINDA to assign custom controls is far smoother and easy than using the maddog software. Just a friendly advice :)

if Fuel switches are automaticly moved to Cutoff and you did not receive any kind of caution messages - it probably isn't related to Fuel heat. Again, it's not the fuel that is freezing, it's formation of ice/debris on the fuel filter. And the 0 degrees Celcius is your crucial value before TO and Approach (remember you cant either Takeoff or shoot an approach with FUEL HEAT ON Before Take off: Use both Left/Right Fuel heat simultaneously. These switches control a bleed air shut off valve and the valve will automatically close after 1 min (also the ON position is momentary, it will return to OFF right away) Cruise If the FUEL FILTER PRES DROP light comes on during cruise use the fuel heat as required. Descent/Approach: Activate fuel heat, one engine at a time, for one cycle prior to final approach if fuel temperature is 0°C or below. Fuel heat operation should be completed prior to final approach. There really isn't much more mystique about this. The engines should not just die the way you are experiencing it. at least you should get a fuel filter-warning...

My biggest issue with latest version is that when the AP is engaged during cruise, the yoke is offset by many degrees (but no aileron input according to F CTL page) But as soon I disconnect the AP , the CRJ banks in direction to the yoke offset quite rapidly?

Did you get FUEL FILTER PRESS DROP indication at all? And even if you did, a bypass valve would allow the fuel to pass by a clogged filter regardless. Also, Did you have the chance to check the position of the FUEL LEVERS?

Probably you mistake freezing "fuel" with water droplets in the fuel tanks - often released by the fuel as it cools down which tend to accumulate near the bottom of said fuel tanks and can (but may not) clog fuel pipes and fuel filters...these drops can be super cooled by nature and will freeze on any surface it touches. Jet A fuel freezes at -40c (A1 at -47). So the actual fuel is not the issue it is water, dirt and other particles (in any shape) The article you linked to deals with a totally different topic, ice accumulation on top of the wing surface. Aircraft which have the modification according to the article have their center pumps with AUTO OFF ON positions. The purpose of AUTO logic minimizes contact between the coldest fuel in the tanks and the upper part of the wing. Again not the same thing as flipping on FUEL HEAT. "Fuel heat is used to prevent or remove ice on the fuel filter" according to the operations manual. See image below of the "new" design of center pumps (from hilmerby.com) BR

FDs ON? Digital panel lights for FMA is located to the bottom left of the main panel (reversed for F/O) together with floodlights/instrument lights switches

It is displayed on the left most column in the FMA (in md80 FMA is often referred to as TARP after the columns Thrust - Armed mode - Roll - Pitch)

Completed emergency Lights Test? (EMER LIGHTS have to be ON, then conduct the test)