Hi,If you think the MD-11 has a high deck angle when light, check this out: EDIT: Hmm. AVSIM does not permit links to Airliners NET. Search for Concorde Takeoff. :)Here is a step-by-step:* Before or after line-up, but before line-up checks:- Check AFS Speed, Heading and Altitude are set and cross-check with PFD/ND- Pull knobs for speed, heading and altitude. Observe FMA for white SPEED, HEADING, ALTITUDE.- Arm managed NAV mode. Observe NAV is armed on FMA.* After line-up:- Press Autopilot engagement. Observe speed mode PITCH on right hand side, no AT box. AT is now armed for takeoff.* Perform line-up checklist* Release brakes (or hold the brakes and wind in no more than 50% N1).* Release brakes, apply full takeoff thrust. At 80% N1 or so you will hear a clunk followed by the AT system taking over thrust.* At 80 kts observe auto-thrust CLAMP.* Monitor takeoff performance, engine parameters. Be prepared to stop* At V1, take hand off the throttle - you're GO* Depending on Vr, start to ease back on the stick to lighten the front end* By Vr, should have around +8 degrees of pitch and lift off.* At positive rate call, raise the gear* Ease the nose up to hold V2+10.* At this point you should already be feeling the balance. If you got it right, it should be trimmed very slightly nose down.* If you have a straight-ahead first segment climb, find the *pitch* that holds V2+10, then trim* Once trimmed so there is no force on the stick to hold the pitch, and the speed is stable, let go NOW and engage the autopilotIf you were monitoring the systems, you should see that NAV is now ACTIVE, the aircraft will be holding V2+10 (or the speed you set in the AFS prior to departure).* Engage PROF if you desire.* If you want managed speed, set that after engaging PROF.Monitor the climb, etc...I hope this helps.Best regards,Robin.

Before everyone invents it's own non-standard take-off technique, please be aware of this:Unless your company forbids to do so:Arming PROF before take-off saves you a lot of switching and button pushes during the initial climbout to 3000 ft.If expecting radar vectors after take-off leave the lateral mode in HDG, if cleared on a full RNAV departure , arm NAV before take-off as well.(Background: FCOM, Procedure and Techniques, PT 20.2/3)Above all, remember that one of the LSAS functions is Pitch Attitude Hold.After lift-off rotate to a pitch attitude that corresponds to a V2+10 climb speed (needs some practice of course) and release the force applied on the control column. DON'T bother about trimming here! Adjust pitch attitude by small corrections as required, everytime releasing the column force when the new pitch attitude is attained. Any required trimming will be done by LSAS AutoPitchTrim, when forces on the column are released, ie < 2lbs.(Background: SYSTEMS, Fligh Controls, FLT 10.11)At this moment the simulation may require some stabilizer down trim in the above 20 degrees pitch-up range, because the FMS take-off stab setting is not in line with the required airborne setting. Made several notes about this already in postings before.@Markus: Any 'news' on this already?But in the majority of take-off cases, don't bother about manual trimming, fly pitch attitudes AND RELEASE column forces in order to let LSAS pitch hold do the work!Once used to this way of flying even those blasting take-offs will become a charm.Hope this helps.Regards,Harry

Before everyone invents it's own non-standard take-off technique, please be aware of this:Unless your company forbids to do so:Arming PROF before take-off saves you a lot of switching and button pushes during the initial climbout to 3000 ft.If expecting radar vectors after take-off leave the lateral mode in HDG, if cleared on a full RNAV departure , arm NAV before take-off as well.(Background: FCOM, Procedure and Techniques, PT 20.2/3)

Well said alot of people come on here without ever knowing how an airline does something, and writes a procedure that they do and tells everyone that's the way it needs to be done. Kevin W.

Well said alot of people come on here without ever knowing how an airline does something

Don't lump me in that category. ;)Best regards,Robin.

Hello all,As the topic starter of this particular post I want to stress following about the answers being given.-- There are many excellent MD-11 flyers who post their answer BASED ON ACCURATE KNOWLEDGE AND/OR PMDG MANUALS (OR EVEN ON REAL AIRLINE PROCEDURES). These have helped me a tremendeously improve my CORRECT flying skills.Thank you all!-- But, there are also people posting BASED UPPON JUST THEIR THINKING OR EXPERIENCE. These people can be very much misleading without knowing it.Suggestion: Why not just mention together with each post if it is just a PO (Personal Oppinion) or a TK (Testified Knowledge). Or, as I saw on some posts, mention the source of their knowledge (manual page etc)This can help somebody benefit more from the forums.Thanks,Christos

The thing is, there is no right or wrong way. There are the aircraft checklists, and company SOP. Company SOP can differ significantly between airlines. All are "correct", but some are better than others.Ultimately you are the commander of the aircraft, and what you say goes. Company SOP dictates that everything else being equal, you will do it a certain way, but it is NOT set in stone and to be done that way at all costs.Ask yourself this: is the way you are flying *SAFE* ? If the answer is yes, there is no-one who can criticize you.I'd rather fly with the pilot who questions the rationale of a particular way of doing something, than the pilot that follows it to the letter believing it to be the only way.Best regards,Robin.

The thing is, there is no right or wrong way. There are the aircraft checklists, and company SOP. Company SOP can differ significantly between airlines. All are "correct", but some are better than others.Ultimately you are the commander of the aircraft, and what you say goes. Company SOP dictates that everything else being equal, you will do it a certain way, but it is NOT set in stone and to be done that way at all costs.Ask yourself this: is the way you are flying *SAFE* ? If the answer is yes, there is no-one who can criticize you.I'd rather fly with the pilot who questions the rationale of a particular way of doing something, than the pilot that follows it to the letter believing it to be the only way.Best regards,Robin.

Hi , look these videos.In take-offs . pitch angles are very high , too.http://www.youtube.com/user/Myrtlebch1206Best.Miquel Egea.

Ask yourself this: is the way you are flying *SAFE* ? If the answer is yes, there is no-one who can criticize you.

The NTSB Doesn't Play that game........ They will criticize you.That said, the decision of "Is it safe" is probably one of the most argued and sought after questions in all of aviation, Which way is safer......There's no awesome answer on this. You just have to prevent yourself from doing things that are down right stupid.Example - On my first "Stage check" for my PPL, we were doing touch and go's at an uncontrolled airport, he said Great - take us home coming wheels off.so climbing through about 400-500 feet AGL, and holding Vy I start punching away at the GPSNearest.............Airport...............KBJC.............Direct To..........Enter............He looked at me Like I was Insane, quite frankly he had good reason too. What kind of dope head stops flying during a critical flight phase to try and navigate........when the navigation is as easy as Making a southbound turn?He talked with me about it, that was a lesson for the "Decision Making" Book. Every Pilot has his "Plane stupid" moments, even real life ones :). I doubt Mr. Randazzo will admit to it though .Many pilots Obide to the strict laws of "I'm Perfect, and that's all need be said" And then they shuffle off so nobody will find out the deep truth, Pilots are Human D=Sorry for running a bit off topic, "Safety" is a point that can be argued to death. Since Flying presents a certain set of dangers in itself.......like the requirement to go fast, and the requirement that you have a Person with a good head on their shoulders in the left/right seat.anywho, Carry on :).Ryan.

Assign keys to those initial actions you need so you dont need to touch the mouse

Ask yourself this: is the way you are flying *SAFE* ? If the answer is yes, there is no-one who can criticize you.

Talking to airline pilots lately, they say that the airlines don't ask "is it safe", the new question is "IS IT LEGAL". Now the airlines believe if it's legal to do, you should do it no matter how safe or unsafe you think it is. If you don't do it there way you might need to answer to a higher up, and if you keep doing it your way they might just find someone who will do it there way.Kevin W.

Talking to airline pilots lately, they say that the airlines don't ask "is it safe", the new question is "IS IT LEGAL". Now the airlines believe if it's legal to do, you should do it no matter how safe or unsafe you think it is. If you don't do it there way you might need to answer to a higher up, and if you keep doing it your way they might just find someone who will do it there way.Kevin W.

In that sence, the provided FCOM is a legal document.Regards,Harry

If we're talking what is legal, that is different entirely.http://www.opsi.gov.uk/si/si2005/20051970.htmOps Manual requirements specifically: http://www.opsi.gov.uk/si/si2005/20051970.htm#sch9pAhttp://www.opsi.gov.uk/si/si2005/20051970.htm#77

Authority of commander of an aircraft 77. Every person in an aircraft shall obey all lawful commands which the commander of that aircraft may give for the purpose of securing the safety of the aircraft and of persons or property carried therein, or the safety, efficiency or regularity of air navigation.

http://www.opsi.gov.uk/si/si2005/20051970.htm#95

Rules of the Air(5) Nothing in the Rules of the Air shall exonerate any person from the consequences of any neglect in the use of lights or signals or of the neglect of any precautions required by ordinary aviation practice or by the special circumstances of the case.

Best regards,Robin.

If we're talking what is legal, that is different entirely.Best regards,Robin.

With the whole is it SAFE or is it LEGAL thing I'm talking about. I talking about if you are landing a CAT3 ILS by hand with VIS to min, cross wind component to the max, and the only equipment working is what's on the min equipment list and you think it's UNSAFE and go-around and divert to your alternate, your company will question you on why you didn't land because it is LEGAL to do so. And the quotes you put up state that the commander can only give lawful (LEGAL) commands to others for the safety of the aircraft and everything onboard.Kevin W.

With the whole is it SAFE or is it LEGAL thing I'm talking about. I talking about if you are landing a CAT3 ILS by hand with VIS to min, cross wind component to the max, and the only equipment working is what's on the min equipment list and you think it's UNSAFE and go-around and divert to your alternate, your company will question you on why you didn't land because it is LEGAL to do so. And the quotes you put up state that the commander can only give lawful (LEGAL) commands to others for the safety of the aircraft and everything onboard.Kevin W.

Kevin,Simple answer to any company, hand flown CAT3 ILS approaches on limits are ILLEGAL.If you want to discuss SAFE/LEGAL stuff like that, think we better open a new topic on this.Regards,Harry

Simple answer to any company, hand flown CAT3 ILS approaches on limits are ILLEGAL.

Agreed. You can't hand-fly Cat. III. Must divert (or hold) if the automation is out, and/or you're not current, or your autopilot isn't current. ;)

If you want to discuss SAFE/LEGAL stuff like that, think we better open a new topic on this.

+1Best regards,Robin.

1. Tell me where it says it's illegal to handfly a CAT3 approach. 2. For american airlines on the 737-800 you must turn off the AP at 1000ft agl no matter what type of approach you are doing. All you are doing is following instruments and doing everything the AP would do but instead your doing it by hand.3. If you want proof they fly the CAT3's by hand on the 737 I've got the procedure right by my desk.Kevin W.