Good day all. I use FSInn to connect to the Vatsim network - the latest version. I (sim) fly a B767-300ER and just installed the MD-11 from PMDG. I'm excited to use this tri-jet.From the 'other' designer's forums, it is well documented that the current iteration of FSInn is not well behaved in FSX A/C after climbing through FL220+. It is recommended to turn OFF the FSInn weather engine - by selecting CAVOK - once passing through FL220. Otherwise some sort of inverse calaulation/algorithm takes over... whereby the OAT is assumed to get hotter as one climbs higher. Turbines do not perform efficiently in hot/warm air. You have to maintain TOGA power just to climb to a decent altitude... ex: FL350. And, once at that altitude or higher, its a struggle to maintain a respectable forward speed - with the FSInn weather engine running... unless you're stepping on the Jet-A. In fact, even with the weather engine turned OFF, one still experiences crappy performance with the 'Auto' or FMS settings.So, with the installation of the MD-11 and after two long distance runs - OMDB-HTDA and HDTA-OAKB, my findings with the MD11's performance are as follows...a) Getting up to FL350 is also a struggle... needing TOGA power AND contant adjustments/switching between FMS SPD, PROF and V/S:( the MD-11 sim will go into 'struggle' mode and begin the recovery process - by descending to regain speed - before restarting the climb sequencec) Looking at the flight profile on VatAware.com, its a clear cyclic stall/recovery profiled) all three engines (gauges) display "ENGx EGT HI" and I can see the EGT (for the respective engines) running at (on the arc) 1063/1065/1063... and within the box - RED-1041, RED-1037 and RED-1040e) There is a CABIN ALTITUDE FLAG (RED) that appears as well. The documentation suggests several recovery methods that's not conducive to flying in controlled airspaceLet me throw this out there... I have an engineering background (although not aeronautical) and these observations warrant a) my report to PMDG and :( some feedback from the designers of the sim.I'm sure - like I suggest to my users - it's a 'USER MALFUNCTION'. I'm willing to learn the nuances of flying this great sim A/C.However, if it is NOT a user error, then please advise what's going on here?I've searched the forum but have not found any posts that directly addresses the above findings.Thanks in advance,Respectfully,Keith

Have you set the fuel and pax/cargo weights correctly? You'll need to use the MD-11 Load Manager for the pax/cargo weights and the PMDG options menu in MSFS to set the fuel. It's possible you're overloaded, perhaps?

Have you set the fuel and pax/cargo weights correctly? You'll need to use the MD-11 Load Manager for the pax/cargo weights and the PMDG options menu in MSFS to set the fuel. It's possible you're overloaded, perhaps?

I don't think so...My configuration is...* Mixed Class* 148 Pax* Pax Wt - 28.120* Cargo Wt - 36.266= PAYLOAD: 64.386ZFW 337.759(MAX) 430.000ZFWCG 22.5(Range) 13.0 - 29.2TOGW 592.493 ***-> Clearly, I'm not overloaded???(MAX) 630.500TOCG 24.2(Range) 13.5 - 29.6FUEL 256.234 ***-> sent to the sim as well as used in the Load Manager"H" Distribution set to [YES]It's pretty weird. I can take off and climb to about 20K. Then all manner of 'issues' creep in. Meaning... I can't leave to vCockpit for concern that the 'beast' is gonna fall out of the sky.Oh! I'm also running WinXP (SP3). I forgot to mention that. I won't touch 'Beeeeeesta' with a long pole right now.Try my set up if you can. It does take quite a few iterations with the load manager to get the EXACT config above.IMPORTANT:I also forgot to post in the original....I do a lot of graphics work. Therefore, I'm running a high-end Viewsonic 26" flat panel monitor. The 1st few times I had no problem a) starting the sim, :( saving the sim (at the arrival airport) as the default FLIGHT via FSX... so I can resume later on.I loaded my VA's livery and followed the instructions for setting (re-setting) 'widescreen'. Now, everytime I load (or select) the MD-11, I am guaranteed to get a perfectly WIDE exterior image with 3-4 docked windows... such that if I manually un-dock them.... and strech them manually, I will end up with a complete 2-d cockpit.Then I could do the ,Shift/1... 2... 3... etc and life (might) resume a normal state. I'm not kidding. It's as though some where (internally) the 2-d panels have become disconnected. Do you know what I mean?Thanks for your reply...Keith

Have you tried a flight without using any weather add-on? I suspect a high OAT (Outside Air Temperature).Martin Buzzell

Most likely yet another weather addon screwing up FSX' weather.ASX does it occasionally too :( .The only cure is to reload the flight and use FSX default weather.Alex

TOGW 592.493 ***-> Clearly, I'm not overloaded???(MAX) 630.500TOCG 24.2(Range) 13.5 - 29.6

You are not overloaded but you are heavy. Check the optimum and maximum cruise altitudes during preflight and plan to the initial cruise altitude being at or below the optimum value. I suspect in this case it might be somewhere about FL330 but I haven't plugged in the numbers myself to verify.If your climb performance up to optimum cruise altitudes is less than 1200 fpm then suspect OAT irregularities or winds shifts. Hope this helps.

You are not overloaded but you are heavy. Check the optimum and maximum cruise altitudes during preflight and plan to the initial cruise altitude being at or below the optimum value. I suspect in this case it might be somewhere about FL330 but I haven't plugged in the numbers myself to verify.If your climb performance up to optimum cruise altitudes is less than 1200 fpm then suspect OAT irregularities or winds shifts. Hope this helps.

Dan,Thanks for the reply... as well as the other members who've added their input as well.The 'detective' in me is leaning to the FSInn (factor). It is clearly documented elsewhere! I've not yet done a flight where I'm NOT connected to the Vatsim network via FSInn. So, I can only claim my 'gut feelings'.Overall, I truly admire the attention to detail in this (MD-11) sim.As I post this reply, I'm in flight from ORBI (Baghdad) --> ULLI (Pulkovo, St. Petersburg , Russia)What I am noticing - and have no idea how it's set up- as I look at the F-PLN display (CDU), it seems like I'm on a leisurely Sunday afternoon ride TO ALTITUDE (FL360). In other words, a group of Airway fixes are spaced at 40nm intervals. and the FL increase ranges from ex: FL280 - FL290 - FL295 - FL297 - FL300 - FL310. The SPD colum reads M .83/FLxxx. Is this climb rate a function of the AIRAC? I'm using AIRAC0904. Or, is this the FMS logic as the route is programmed into the FMS?Are these climb intervals modifiable by the 'user'?Over on the SPEED TAPE... I'm locked into M.737/(285) with a RED DOT at M.827. This is the speed I should be flying at... even in climb mode? I've got a constant MASTER CAUTION with the respective displays... all engines EGT HI (1025 arc/962 red box).I'm flying in an area where ATC is probably at work or asleep... who knows.But, what will happen when I'm in an area w/ATC and ATC notices the 'beast' (MD-11) leisurely climbing to filed altitude... and (omigosh...) request the pilot to expedite the climb?Oh! Im in AUTOFLIGHT mode and PROF selection on the glare shield.Thanks again guys. Notice though... with all of these (irritating) findings... I haven't put this great bird down... Take care & respectfully,Keith

What I am noticing - and have no idea how it's set up- as I look at the F-PLN display (CDU), it seems like I'm on a leisurely Sunday afternoon ride TO ALTITUDE (FL360). In other words, a group of Airway fixes are spaced at 40nm intervals. and the FL increase ranges from ex: FL280 - FL290 - FL295 - FL297 - FL300 - FL310. The SPD colum reads M .83/FLxxx. Is this climb rate a function of the AIRAC? I'm using AIRAC0904. Or, is this the FMS logic as the route is programmed into the FMS?

If you no idea how it is set up then maybe we should drop back and learn how that is done. I recommend the very basic tutorial first, then some time spent in learning how to program the FMS for a short flight and how to monitor the progress using the FMA (mode annunciator top of PFD) for example.I can't tell what the problem is from the description, a picture is worth a lot of words. I'd be looking at the FMA, PFD, TAT, etc. to understand the situation. I also wondered aloud earlier what your optimum cruise altitude indicated on the performance page.Regardless, I think after two flights it is not possible to be fluent in the MD11. Start with the basics (and keep fsinn out of the picture for now).

If you no idea how it is set up then maybe we should drop back and learn how that is done. I recommend the very basic tutorial first, then some time spent in learning how to program the FMS for a short flight and how to monitor the progress using the FMA (mode annunciator top of PFD) for example.I can't tell what the problem is from the description, a picture is worth a lot of words. I'd be looking at the FMA, PFD, TAT, etc. to understand the situation. I also wondered aloud earlier what your optimum cruise altitude indicated on the performance page.Regardless, I think after two flights it is not possible to be fluent in the MD11. Start with the basics (and keep fsinn out of the picture for now).

Dan,Forgive me! But, at this point - where the customer (me) is describing a problem - [tho ONLY issue being the sluggish performance of the FSX PMDG MD-11 at climbing to altitude... and venturing my knowledge of the well-publicized nuances of FSInn when combined with (apparently) ALL FSX sims as one climbs above FL220] - you must at least recognize that I didn't start simming three days (or 3 flights) ago.Since I purchased this PMDG FSX MD-11, I've done a pretty good job of reading through ALL of your manuals. In fact, I've caught a few typos within the .PDFs. But, that's another story.As the other FSX sims I own - recoginizing the nuances of FSInn - don't quite exhibit the same performance characteristics, this is what has even brought me to this forum.Let me restate what you may have missed. I've made the following flights (connected to FSInn/Vatsim) using the PMDG FSX MD-11...1) OMDB - HTDA2) HTDA - OAKB3) OAKB - OIIE4) OIIE - ORBI5) ORBI - ULLI - this one was done while I posted to the forum not too long ago. I use three PCs at my location. One to sim, the other(s) act as First Officers... charts, etc...I've made the same runs before in another Boeing sim... without having the same issues!All of the above flights required FMS programming via a CDU. Programming the FMS - somewhat different from my other sims - was accomplished with minimal stress or nail-biting after going through your tutorials!SIDS/STARS have speed/altitude restrictions that are native to each! I agree!However, once cleared by ATC to leave a SID's pattern altitude restriction and climb to the filed flight level (or even using the examples in your package where there is NO ATC), it is up to the simulation to follow the command.This is where you and I meet!I didn't ask for asistance programming the CDU/FMS!I asked (and want to know) where - within the MD11's programming logic - does it choose to assign a specific FL to a wpt/fix/vor along the programmed route.I understand that there is an internal calculation that takes place... factoring in weight, thrust, temperature etc.But, in the example I cited - the flight from Baghdad to Pulkovo, Russia - the CDU displayed about 5-6 route wpts with about 40nm distances between them and each segment had a flight level (request)... so gently spaced that I likened it to a leisurely Sundray drive.Said another way, for a 1,687nm trip, I almost never achieved my desired flight level of FL360. I really had to fly this Big Bird... adjusting V/S until I'd get into the YELLOW BAND on the speed tape... then switch back to PROF and then throw in a generous blast of TOGA power to get even close to FL360.Yes! I saw the suggested flight cruise level and the optimum cruise level the CDU displayed! But you mean to tell me I'm gonna do a KEWR-EGLL pond hop at FL310... simply because I can't get up enough steam to make it to FL350 or FL370? My other buddies flying in their FS9/2004 MD's are all looking down at me?But, this is an MD-11 with huge powerful engines.I also turned OFF the FSInn weather engine - because of the earlier mentioned compatibility issues. So, I'm comfortable with not being unduly influenced by FSInn.Unfortunately, there appears to be quite a few sim software (designed for FSX) that STILL does not perform as advertised. As well as some utilities that are just as badly behaved.Vatsim's forum is filled with examples.So, hoping there we're back on the same page, please don't ask me to get back into the womb with a .PDF manual and re-emerge as a master MD-11 sim pilot. I've burned enough virtualJet-A to light a thousand virtual bonfires :( :( On my next flight, I'll be sure to pull some screen captures and post them for you to see how I'm burning up three (3) wonderful engines [all operating in the RED]... with a persistent WARNING... and even an automatic stall recovery.Oh! I do recall the TAT being displayed as +54deg C. Isn't that about 129+deg F? All of this at an altitude above FL300, Even if it was 54deg F... isn't that quite warm for FL300+? Or, is it displaying the TAT for the departed runway. After all... I flew out of Baghdad in the early morning...The other point is... and I concede... I am a VA pilot. The whole idea of flying a sim for a VA is to build hours! I'm not really excited about a 2 or 3 hour flight - to test FSInn or NO-FSInn. And, you really need a good flight to run a decent test.With FSX... I tried S/B... that Vatsim connector came with its own brand of CTDs and other freeze-ups. FSInn is more tolerant (or behaves better) with FSX - other than the inverse temperature algorithm that kicks in above FL220.Hopefully you can recognize what I've asked before and restated here?With the utmost respect for those who know,Keith

Dan,Forgive me! But, at this point - where the customer (me) is describing a problem - [tho ONLY issue being the sluggish performance of the FSX PMDG MD-11 at climbing to altitude... and venturing my knowledge of the well-publicized nuances of FSInn when combined with (apparently) ALL FSX sims as one climbs above FL220] - you must at least recognize that I didn't start simming three days (or 3 flights) ago.Since I purchased this PMDG FSX MD-11, I've done a pretty good job of reading through ALL of your manuals. In fact, I've caught a few typos within the .PDFs. But, that's another story.As the other FSX sims I own - recoginizing the nuances of FSInn - don't quite exhibit the same performance characteristics, this is what has even brought me to this forum.Let me restate what you may have missed. I've made the following flights (connected to FSInn/Vatsim) using the PMDG FSX MD-11...1) OMDB - HTDA2) HTDA - OAKB3) OAKB - OIIE4) OIIE - ORBI5) ORBI - ULLI - this one was done while I posted to the forum not too long ago. I use three PCs at my location. One to sim, the other(s) act as First Officers... charts, etc...I've made the same runs before in another Boeing sim... without having the same issues!All of the above flights required FMS programming via a CDU. Programming the FMS - somewhat different from my other sims - was accomplished with minimal stress or nail-biting after going through your tutorials!SIDS/STARS have speed/altitude restrictions that are native to each! I agree!However, once cleared by ATC to leave a SID's pattern altitude restriction and climb to the filed flight level (or even using the examples in your package where there is NO ATC), it is up to the simulation to follow the command.This is where you and I meet!I didn't ask for asistance programming the CDU/FMS!I asked (and want to know) where - within the MD11's programming logic - does it choose to assign a specific FL to a wpt/fix/vor along the programmed route.I understand that there is an internal calculation that takes place... factoring in weight, thrust, temperature etc.But, in the example I cited - the flight from Baghdad to Pulkovo, Russia - the CDU displayed about 5-6 route wpts with about 40nm distances between them and each segment had a flight level (request)... so gently spaced that I likened it to a leisurely Sundray drive.Said another way, for a 1,687nm trip, I almost never achieved my desired flight level of FL360. I really had to fly this Big Bird... adjusting V/S until I'd get into the YELLOW BAND on the speed tape... then switch back to PROF and then throw in a generous blast of TOGA power to get even close to FL360.Yes! I saw the suggested flight cruise level and the optimum cruise level the CDU displayed! But you mean to tell me I'm gonna do a KEWR-EGLL pond hop at FL310... simply because I can't get up enough steam to make it to FL350 or FL370? My other buddies flying in their FS9/2004 MD's are all looking down at me?But, this is an MD-11 with huge powerful engines.I also turned OFF the FSInn weather engine - because of the earlier mentioned compatibility issues. So, I'm comfortable with not being unduly influenced by FSInn.Unfortunately, there appears to be quite a few sim software (designed for FSX) that STILL does not perform as advertised. As well as some utilities that are just as badly behaved.Vatsim's forum is filled with examples.So, hoping there we're back on the same page, please don't ask me to get back into the womb with a .PDF manual and re-emerge as a master MD-11 sim pilot. I've burned enough virtualJet-A to light a thousand virtual bonfires :( B) On my next flight, I'll be sure to pull some screen captures and post them for you to see how I'm burning up three (3) wonderful engines [all operating in the RED]... with a persistent WARNING... and even an automatic stall recovery.Oh! I do recall the TAT being displayed as +54deg C. Isn't that about 129+deg F? All of this at an altitude above FL300, Even if it was 54deg F... isn't that quite warm for FL300+? Or, is it displaying the TAT for the departed runway. After all... I flew out of Baghdad in the early morning...The other point is... and I concede... I am a VA pilot. The whole idea of flying a sim for a VA is to build hours! I'm not really excited about a 2 or 3 hour flight - to test FSInn or NO-FSInn. And, you really need a good flight to run a decent test.With FSX... I tried S/B... that Vatsim connector came with its own brand of CTDs and other freeze-ups. FSInn is more tolerant (or behaves better) with FSX - other than the inverse temperature algorithm that kicks in above FL220.Hopefully you can recognize what I've asked before and restated here?With the utmost respect for those who know,Keith

Oh! I do recall the TAT being displayed as +54deg C. Isn't that about 129+deg F? All of this at an altitude above FL300, Even if it was 54deg F... isn't that quite warm for FL300+?

There's your problem. :(For whatever reason, whether it be FSINN or something else, that temp is way too warm for that altitude, and would be the cause of sluggish performance.Try a flight off-line, without FSINN and see what happens.

There's your problem. :( For whatever reason, whether it be FSINN or something else, that temp is way too warm for that altitude, and would be the cause of sluggish performance.Try a flight off-line, without FSINN and see what happens.

Ok Mike,I'll give it a shot... without FSInn installed... and I'll do a comparaison flight with FSInn active... making screen captures of BOTH runs and posting back here.Thanks Mike...Regards,Keith

hi, when the cavok is red means that is turn off right?

Can I suggest a "Step Climb"?With 80% fuel loaded your lucky to not have a ceiling of about FL280 - FL300, justenter in your step plan into the INIT page in the FMC...

You should not really fly online with a plane that you dont master, but whatever. If you absolutely positively need to rack up those 90 minutes of flight time in the tutorial for your VA then use squawkbox or something instead of FSInn. It does indeed sound like an FSInn problem.

e) There is a CABIN ALTITUDE FLAG (RED) that appears as well. The documentation suggests several recovery methods that's not conducive to flying in controlled airspace

Well no one has gotten to this one yet. I'm not entirely (or even remotely) sure how to fix this, but in the 747, CABIN ALTITUDE means the pressure in the flight deck and/or passenger decks has risen to above 10,000 feet. Have you checked to ensure all doors are closed and packs (if the MD-11 has them?) are on climbing above 5,000 feet or so?