SAS443

Sometime it helps use common sense and question why you fly the whole high density arrival profile into EDDF (for example) when there is no traffic, ofc atc will vector you to proximity of the platform altitude fix. BUT many SID /STAR are designed with multiple purposes in mind (safeguard noise abatement, protect against other traffic- even their missed approaches, fuel efficiency). And since many arrival clearances are issued as " descend via STAR to XXXX ft" , and are designed as CDA's you should have the charts ready and be mentally prepared how to fly the assigned arrival (which explained by other posters quickly can be botched by ATC as you progress). I Guess one answer to you would be "fly online" but most times controllers are not staffed where you really want to fly. 🙂

And here is the next misconception. There are two ways really to try to estimate a position. Triangulation and deduced reckoning ("dead reckoning") A GPS system onboard an airliner would use triangulation to exactly determine your position. (optimal case would be 5, where 3 are used for position, 1 for altitude and 1 for detecting obvious errors on the first four satellites. RAIM prediction basically) An INS will use the principle of dead reckoning. So INS must know the velocity from acceleration and the INS must also know where you are and establish azimuth orientation (hence position alignment), whereas a GPS installation will not require you to tell it where you are - it kind of figures that out automagically. Accumulated errors in INS are dependent on time, while GPS are position dependent I agree that INS is not hard to operate, but it's a complex piece of kit under the hood, that's for sure.

There is nothing "analog" about these INS. The heart of the CIVA INS - which you refer to - is the DCU (digital computer unit). And there are INS solutions that could store up to 98 waypoints, such as the LTN-92. You would be amazed how advanced that gizmo really was (is?). It could even fly RNAV approaches for you. Compared to the Delco INS we have in FS, the Litton INS-unit blows it out of the water. Shame that nobody has done a good rendition of it.

Now this is interesting. So what happened from this post: And your now luke-warm (i would call it disappointment actually) reception of Rex as a whole is an odd one. According to you just 6months ago they would truly blow everyones mind. And you even end that appraising post with "Just one last word. Those who know me, know that don't engage in any level of hype. You'll never get anything but straight talk and honest recommendations from me." So in retrospective: Not exactly straight talk if you ask me. Did REX axe you from BETA team or something?

GDPR is pan-European regulation (affects ANY company doing business with european individuals) that governs how companies and organisations handle and protect your personal data. This includes direct personal data such as your name, social security number and home address, but also indirect data like IP-address, membership ID# and mobile phone number. Services that you are using must now offer 'Privacy by default", which means that companies must ASK for your consent to collect anything about you, such as website cookies. Default state is not enabled. GDPR empowers the individual. Offers you the right to be forgotten, the right to demand who has access to your personal data within a company Moreover, the fines are very hefty for being in gross violation of GDPR. 20 million EUR or 4 % annual turnover, and security breaches (such as what just happened at FSL) MUST be reported within 72 hours.

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?