I'm still having an issue with the MD-11 AP disconnecting on takeoff. I believe I know why it's happening...but not sure exactly how to fix it...at least until I get better at this. It seems to happen every time I push the yoke forward to follow the FD bars and maintain speed. The MD-11 always wants to nose up and lose speed after takeoff, resulting in "protection mode" activating. I'm following the instructions regarding following the FD bars to maintain speed. The problem is I usually have to push too far forward to drop the nose and maintain speed...I believe this is exceeding the LSAS limit and disconnects the AP...but I'm not sure. I see a setting in the PMDG menu for "joystick sensitivity for LSAS/RCWS"...would this be something I could use to reduce the AP disconnects...at least until I get better at take-offs? The main issue I seem to have is that the FD bars are just fine and then suddenly move down rather quickly and for me to catch up I always seem to have too push far forward on the yoke. I can't seem to find the "Happy Place" between "AP disconnect" and "Protection mode"? 1. Am I right in thinking that my "robust" use of the yoke on climb out is causing the "AP disconnect"? 2. Are there settings which will allow me to follow the FD bar, with more pronounced yoke movement, and not cause an AP disconnect? (At least until I get better at this). 3. Can the LSAS "action" be seen somewhere (SD screen perhaps) so that I can say..."yes, I'm slow, but the LSAS is trimming the nose down"? I could use that to better see how much yoke movement I need while waiting for LSAS to "catch up". 4. Is there any visual indication of the LSAS limits as applies to yoke push/pull, on the PFD or elsewhere? Takeoffs are the only problem that remains for me with the MD-11. If I could find a way to "ease" these AP disconnects, I could learn to better control the aircraft on climb-out. As it is I don't get much time in a "normal" take-off as I'm either losing the AP or going into protection mode. Completely my problem and not a problem with the MD-11. Any guidance is always appreciated.PS. Is there a way to edit the subject line? I neglected to add "MD-11" which would certainly be helpful for future "searchers"?

Maybe I dont quite follow you but why are you touching the yoke with the automatics in? You need to follow the FD bars yourself after rotation, keep them centered then engage autoflight.The only time I find following the FD hard is when light and not using FLEX thrust, but it's very rare that I would have the aircraft setup like that.Rob

Maybe I dont quite follow you but why are you touching the yoke with the automatics in? You need to follow the FD bars yourself after rotation, keep them centered then engage autoflight.The only time I find following the FD hard is when light and not using FLEX thrust, but it's very rare that I would have the aircraft setup like that.Rob

Rob...how else am I to follow the FD if not by pushing forward on the yoke when the bars drop? If I do nothing I invariably lose speed and go into Protection mode? Are you saying that I'm doing things in the wrong order (highly possible :( ).

If you are having problems with a lightly loaded aircraft, either use a flex of about 60-70 or add weight.With trim set, and after initial rotation, your FD steering commands should be pretty close to your actual attitude at about 600-800 ft. If you are pushing the nose down this low then you over rotated.

Rob...how else am I to follow the FD if not by pushing forward on the yoke when the bars drop? If I do nothing I invariably lose speed and go into Protection mode? Are you saying that I'm doing things in the wrong order (highly possible :( ).

You rotate the Aircraft yourself, if in Profile & Nav engage autoflight at 500ft and dont touch anything. If you are light and 'Not' using FLEX, hand fly it through Thrust reduction and Acceleration altitude then engage autoflight when you have the machine smoothly following the FD.The aircraft is a handfull when light and FLEX is not used. The only time that would ever happen is on a ferry flight and your SOP dictates that the current weather conditions demand TOGA thrust to be used.RegardsRob

Rob...how else am I to follow the FD if not by pushing forward on the yoke when the bars drop? If I do nothing I invariably lose speed and go into Protection mode? Are you saying that I'm doing things in the wrong order (highly possible :( ).

I think we may all be missing something here. Could you outline the exact steps your are taking from the time you position on the runway to the disconnect?

I think we may all be missing something here. Could you outline the exact steps your are taking from the time you position on the runway to the disconnect?

Yes, we missed something...and it is all my own doing.1. Click "Autoflight" to engage AT while entering runway.2. Set runway heading and "pull" heading knob to set.3. Takeoff and rotate.4. (here's where I think I'm messing up) After gear retraction I am (was) clicking "Autoflight" to follow runway heading. I have just taken off from LSGG without that second "autoflight" click. I was worrying too much about following runway heading (in auto) and not hand flying. I just tried it without the 2nd "autoflight" click, hand flew to the FD bars, got her all straightened out, and then hit "autoflight" button...smooth as a baby's butt! What I did not realize was that the 2nd click on autoflight appears to do more than just enable the heading mode? Even though I haven't clicked on "Prof" it obviously activates the LSAS...and my extreme attempts at getting back on speed would then disconnect the AP. Does this make any sense? Anywho...my departure fromm Geneva was perfect...no AP or "protection" problems. I think I may get it now? :(

Well the way it sounds if it's taking action from you to follow the FD bars then that means the AP was never engaged.Kevin WSaid this right before I saw your last post but you posted first.

I have a uqestion myself. Where can i find what flex to use at different wieghts? I have had this problem a couple times also. One more question... Is acceleration alt 2500? Cause I've noticed that if u bring the flaps up to early you are very close to the wrong red line.. lolChris

I have a uqestion myself. Where can i find what flex to use at different wieghts? I have had this problem a couple times also. One more question... Is acceleration alt 2500? Cause I've noticed that if u bring the flaps up to early you are very close to the wrong red line.. lolChris

Chris...Victor as for flap settings and flex you can either buy TOPCAT or send a PM to Saturn_V who'll email you some free charts for flap settings and flex that he produced.Bryan (Saturn_V) sent me the needed charts for flap and flex. I would forward them to you but I don't want to step on toes. PM Saturn_V with your email and he will send them. They are excellent and no MD-11 pilot should be without them!

Chris...Victor as for flap settings and flex you can either buy TOPCAT or send a PM to Saturn_V who'll email you some free charts for flap settings and flex that he produced.Bryan (Saturn_V) sent me the needed charts for flap and flex. I would forward them to you but I don't want to step on toes. PM Saturn_V with your email and he will send them. They are excellent and no MD-11 pilot should be without them!

Ok sounds good! Ill use them for CTP eastbound on vatsim in a couple of weeks! Chris