Did my first flight in the MD-11 in a long while last night (J41 been eating all my flight sim time hehe). I am in a VA, and there is a hard capped limit on speed below FL100 of 250kts. In the MD-11 FMS, on the flight plan page, clicking on a climb-out fix it shows the vertical revisions page. On the right hand side it shows a 250kts restriction below FL100, yet when I fly the takeoff (using autoflight) the plane still accelerates past this limit. The flight plan page does show the computer predicting the speed as over the 250kts as well.I realize that the plane wants to go faster than 250kts when I'm loaded heavy for the optimum angle and all, but should it not still adhere to the restriction? I'm sure I'm doing something wrong, but damned if I can find an answer searching these forums, or the manual. Any advice would be appreciated.Thank You,Steven Letcher

ATC is well aware of the speed that heavies need, I am surprised VATSIM isn't. The rule is something like 250 or minimum safe or something like that. Advise the controller of your requirements. The Houston Class B has a notam changing the max to 280 but occasionally that's too slow.

http://ecfr.gpoaccess.gov/cgi/t/text/text-...4.9&idno=1414CFR

Thank you for the responses guys, but info I already knew. Unfortunately, this is an issue of client software detecting my speed over the 250kts limit and it is hard coded. I take a penalty each time - no way around it unless I keep the bird under speed.Main reason for the post is to ascertain if I am doing something wrong - why the restriction shows in teh FMS, but it's not being followed by the autoflight. I'm just not familiar enough with the "Vertical Revisions" page to be sure I'm verifying that the entry i mentioned is a hard restriction. I'm unable to find anything on the subject in the manual, or online thus far.Thank you,Steven Letcher

Steven, don't slow her down for this reason. Maybe the vatsim forum has the answer to this, it is pretty common.

The climb speed below 10,000 will be 250 or V3, whichever is higher. If you want to maintain 250kts, you need to disengage FMS SPD.Paul

The climb speed below 10,000 will be 250 or V3, whichever is higher. If you want to maintain 250kts, you need to disengage FMS SPD.Paul

Vatsim is fully aware that Heavys climb above 250kts I think the problem is rigid ACARS systems at some Virtual airlines, if you bust 250kts you get points deducted.In well over 500 hours flying all over the globe on Vatsim I have never requsted to climb at 260/270 knots I would only request if traffic is light and wanted 320+ knotsRegardsRob

Your VA is not operating realistically in the slightest if they're penalizing you for flying over 250KIAS at high gross weights. This is a dead serious safety issue in the real world, you need to be above clean speed or you're risking a stall in certain situations.

Your VA is not operating realistically in the slightest if they're penalizing you for flying over 250KIAS at high gross weights.

Many VA's aren't very realistic at all.Paul

Your VA is not operating realistically in the slightest if they're penalizing you for flying over 250KIAS at high gross weights. This is a dead serious safety issue in the real world, you need to be above clean speed or you're risking a stall in certain situations.

Dead serious safety issue in the real world? Risking a stall?Not talking about VA's, but about realistic ATC:In situations where ATC is unable to accomodate high-speed climb-out for the moment, please leave the Slats extended, until higher speed is granted. Simple. Happens in RW too.Regards,Harry

I've only once heard ATC deny a high speed climb. The aircraft in question was a VERY heavy DC10 (used every inch of the 13,000ft runway) behind a B762. The crew was getting anxious and made multiple requests for high speed, and the controller kept on saying no. I don't know if or why they didn't leave the slats out, or why the controller didn't just give them a vector, but they got to maybe 5000ft before the speed restriction was canceled.Paul

That must have been an interesting conversation to listen to, I bet the controller didn't want to vector to allow increase speed and separation because he would have to coordinate the upcoming handoff to center. This is why it is good to get controllers in the jump seat... do they still get to do that post-911?

That must have been an interesting conversation to listen to, I bet the controller didn't want to vector to allow increase speed and separation because he would have to coordinate the upcoming handoff to center. This is why it is good to get controllers in the jump seat... do they still get to do that post-911?

I can't speak for the heavies, but my local pilot group frequently invite controllers to ride right seat in GA craft to see the things from our point of view. Its been universally productive for both sides. If post 9-11 security nonsense prevents the heavies from doing it, its a real disservice to the industry.

Its been universally productive for both sides. If post 9-11 security nonsense prevents the heavies from doing it, its a real disservice to the industry.

Agreed. I don't know why all of a sudden the very controllers are security risks. Right now, controllers aren't allowed in the jumpseat, but I believe they're working on the issue. I hope it's resolved sooner and not later.Paul

The rule is 250 kts IAS below FL100. Unless ATC say "No speed restriction". Therefore you MUST after your noise abatement procedure always fly at 250kts IAS. If your a/c is incapable of climbing at 250 kts then inform ATC prior to departure.There are no exceptions to the above.Vololiberista