If AP takes over smoothly, going back to the original problem, does she still revert to airspeed protection?The AP should be engaged when you are aligned with the FD steering bars, trim neutral (no elevator pressure required) and you are above 400 AGL. Once you've made a dozen takeoffs, this would normally be about 400-800 AGL. Setting the trim is very important. If elevator pressure is required to stay aligned with the FD after about 5 sec after rotation then the trim was wrong.To attach screenshot, press PrintScreen button, open something like Paint and paste the image from the clipboard. Then I have to resize the image to 80% to stay below the AVSIM size limit but this depends on your screen resolution. Save as the jpg file to your desktop, then in the forum reply screen use browse to point to the jpg file, upload it, and finally use the control to the right and above the upload button to insert the picture in your reply.

Yes, although AP takes over smoothly the airspeed protection appears again!!Trim is set as required before take off from the FMC take off page. Green box appears.Upon take off I have to adjust trim for the initial phase but I believe this is normal.As I am trying to attach screenshots is it possible to email me a short video as you make this initial climb?Christos

Markus brought up a good point. If you are lightly loaded and using full thrust she may be too much to handle for an inexperienced pilot.I don't do videos (I find a picture is worth many words but a video not worth the time and effort for me). Sorry.

Christos,if you say that the AP takes over smoothly then trim and elevator seems to be correct. So the problem arises after the AP is engaged... What are your weight and thrust settings? Are you perhaps extremely light on weight and depart with full thrust?Markus

Markus,Yes, I usually have a leight plane set for medium distances (30 tons fuel and 2/3 passengers/freight). Thrust is set automatically fy FMC. If this is the problem how can I set lower thrust settings?Christos

Christos, try putting 50 C in the Flex Temperature (see FMS.10.27 for info).

I know atleast for American Airlines the had two different procedures for the initial takeoff climb depending on if your flying intl. or domestic.Kevin W.

Markus,Yes, I usually have a leight plane set for medium distances (30 tons fuel and 2/3 passengers/freight). Thrust is set automatically fy FMC. If this is the problem how can I set lower thrust settings?Christos

Christos,using only 30t of fuel you urgently need to reduce take-off thrust. Otherwise everything will just happen way too fast. I know it sounds strange, to reduce thrust when you get a low speed protection all the time. But try it with Dan's suggestion. Thrust is also reduced in the included tutorial departing at EGLL, you may try it the same way.Markus

Christos,using only 30t of fuel you urgently need to reduce take-off thrust. Otherwise everything will just happen way too fast. I know it sounds strange, to reduce thrust when you get a low speed protection all the time. But try it with Dan's suggestion. Thrust is also reduced in the included tutorial departing at EGLL, you may try it the same way.Markus

Markus,Having a correct stab setting when starting the take-off roll will also contribute to a normal aircraft reaction.Why would one have to urgently reduce thrust if TO weight is low.Regards,Harry

I also have this exact problem on 95% of my flights... I've wondered what I am doing wrong, but I can't find anything. I follow the steps in the tutorial perfectly. It is interesting to see that someone else is also having this problem.

Well a deck angle of 15-20 degrees is completely normal in the md11 but the max is 25 degrees. According to the American Airlines domestic flight takeoff procedure (usually less fuel onboard that's why I'm using it) you want to maintain V2+10 until 800 ft. AFL. At 800ft AFL you pull the speed select knob and accelerate to V3, and pull alt. select knob to engage level change raising flaps and slats as permitting. At 1500 ft AFL observe climb thrust initiated, and finally at 2500ft AFL press the FMC SPD button and reduce pitch to accelerate to FMC SPD.Hope this helps.Kevin W.

Markus,Having a correct stab setting when starting the take-off roll will also contribute to a normal aircraft reaction.

Sure, but that part was already covered further up in this thread, stab trim setting doesn't seem to be the problem.

Why would one have to urgently reduce thrust if TO weight is low.

This is just an advice for the thread starter here. This is of course not meant for the real aircraft with pilots at the controls having thousands of hours of flying time. You know that things happen very fast on take-off if the aircraft is light and you use full thrust. Not the easiest thing for someone new on the PMDG MD-11.Regards,Markus

Christos, try putting 50 C in the Flex Temperature (see FMS.10.27 for info).

Dan,That was it !!!Putting 60 C in the Flex Temperature corrects the problem. (with Flex 50 or even 53 the problem appeared again).Also flap and slat retract speeds have to followed exactly.The question is now: How is Flex determined to be put into the take off page?? Some help?Thank you all for your help, Christos

The tech data for determining flex is missing from the documentation for reasons that are outside the scope of this thread.I think someone with TOPCAT experience can help you out with this one. My preference is to fly with a loaded airplane, which is realistic and avoids the issue.

Christos there is also a prog called Utopia which can give you the flex figures too - needs a performance file though from Saturn_V who worked hard to produce the data.I have a copy, if you want it PM Saturn_V or myself your Email addy and It'll appear.John Ellison

Sure, but that part was already covered further up in this thread, stab trim setting doesn't seem to be the problem.This is just an advice for the thread starter here. This is of course not meant for the real aircraft with pilots at the controls having thousands of hours of flying time. You know that things happen very fast on take-off if the aircraft is light and you use full thrust. Not the easiest thing for someone new on the PMDG MD-11.Regards,Markus

Markus,Good thing is, it helped Christos solve his take-off problem.Regarding correct stab setting:I did read all the above messages in the thread including the references to the stab setting.For me, even if the Stab is set correctly as per FMS calculated setting, this still can be a part of the problem.In this old thread I gave some info how the simulation handled the Stab setting during take-off, with the real thing in mind.Although the reason then was a problem with a too early or too light rotation force, the same conclusions are still valid today.http://forums1.avsim.net/index.php?showtop...40770&st=25With high pitch values during take-off (>~20up) LSAS pitch hold function quits working when you want to set a lower pitch angle (eg. from 24 up to 21 up).To solve this, manual trim has to be applied, a method very uncommen to the MD11 in this fase of flight.Hope this explains my reaction that the stab setting may be a part of the problem Christos had.Regards,Harry

Hi,Another option you have which no-one mentioned - throttling back.Takeoff at max TO thrust (be ready for a short takeoff run) then once she's airborne and the gear is up pull the power back slightly.Remember - pitch is used for speed control, thrust for vertical rate. Seems Bass Ackwards when it's first encountered, but that's how it is done.Quick example:MAINTAINING 250 kts:* To CLIMB - full climb power, and pitch up to hold 250 kts* To DESCEND - idle power and pitch down to hold 250 ktsLevel flight - pitch until the V/S is zero, adjusting thrust to hold the speed, being aware that thrust changes also require slight changes in pitch.I think some people need to forget the autopilot exists sometimes and hand fly once in a while. Best regards,Robin.