Even with autoland the my MD11 lands appreciably beyond 'the numbers'. This makes it that much more difficult to stop the plane at a convenient turn off point and I often end up at the end of the runway (with medium braking).I am assuming that autoland should normally take me to touching down more or less on the numbers - is there therefore something amiss with what I am doing. Eg does it imply that my landing speed is too high........... or ... any ideas?i need hardly say that with manual landing I am often landing even further up the runway and it is even more difficult to stop the plane in time,Best wishes John Morgan

Well, I never autoland, and I've never even tried it in the MD-11. However, I do use the ILS to aid my approach since I think this is common practice. Following the G/S down to the threshold on manual flight does not bring you onto the numbers. I doubt it's supposed to, at least for certain airports in real life. The sim of course will be the same all over. Your landing zone is well beyond the numbers, 1000' beyond the threshold in most cases. The numbers are usually marked just past the threshold a few feet. While some aircraft in visual conditions might land on the numbers, this is probably not the best thing since so many airports have obstacles on approach to the runway. Most IAPs will have a TCH (threshold crossing height), such as TCH 55, meaning crossing the threshold at 55' or higher. I can't say if this lines up with the G/S on ILS approach, but again the sim will always be the same since the glidepath and other variables are static.Having said that, I never really land on the numbers in the sim at all in any aircraft and I've only ended up at the end of the runway when I was too heavy (improper fuel planning), not quick enough in engaging reverse thrust, forgetting to set autobrakes, or a similar issue. Sometimes this is normal though if your runway is short, but as long as you aren't struggling to stop, then it isn't a big deal. It's sometimes hard to decide what autobrake setting to use for shorter runways, but if I'm looking at an <9000' or less and I'm full of cargo, then I might decide to set max. Of course, always make sure your landing fuel is around 20,000 to 25,000 LBS, give or take.As to "landing speed", your Vapp or approach speed is what the FMS gives you and that is often pretty high in the MD-11. I'm usually approaching at 158 to 160. This is normal. Your Vref will be slightly less, but that is your speed in which you cross the threshold so to speak. Not a problem if you tocuhdown at Vref though. If ATS does it correctly, then it will disengage at 50' AGL and slowly bleed off speed so you touchdown slightly slower than your Vapp (approx Vref). How short is the runway you are trying to land on?

Chris has explained everything perfectly, you dont aim to land on the numbers but within 1000ft of the threshold. The autloand is even more realistic then the PMDG 744 as it gives you a much firmer landing like in the real world. The main thing to remember is autoland MLW is 481,500 pounds, arm the spoilers & set the correct autobrake for the runway you are using, and select reverse idle as soon as the mains touch.Shameless plug for what I think is one of the most underrated addons for heavy drivers - http://www.aerosoft.com/cgi-local/re/ibosh...i?showd,,D10687Rob

You're not really supposed to land an MD11 on the numbers. You don't aim for the numbers because on such a large airplane, an undershoot could put the gear in the approach lighting system. The ILS will normally touch the ground at the "touchdown aim point" which is normally 1000-1500ft down from the threshold.Paul

The main thing to remember is autoland MLW is 481,500 poundsRob

Am I missing something; the FMS always yells at me if my Landing Weight is above 451,000 Lbs.

Am I missing something; the FMS always yells at me if my Landing Weight is above 451,000 Lbs.

MLW 491,500 LbsAutoland 481,500 LbsCenter gear retract 400,000 Lbs

About landing on the "numbers". It is educational to look at some nice high resolution airport photos (many available on airliners.net) and see where the bulk of rubber tire marks falls on different major runways all over the world. It is easy to spot that a great majority of aircraft touch down (whether landing manually or autoland) significantly beyond the numbers. Touching down on numbers would probably be considered a botched landing and a close call.

If you're autolanding the plane will touchdown whereever the position is set in the afcad. For example if you try and autoland at SKCL in fsx you'll land about 500 feet short of the end of the runway i.e. on the numbers at the other end lol.I read too somewhere that the centre landing gear is only retracted when an outer gear will not extend to save it plunging into the body of the plane on landing.John Ellison

MLW 491,500 LbsAutoland 481,500 LbsCenter gear retract 400,000 Lbs

That's what the manual states but the FMS tells me different. Is that normal????When all of my other PMDG aircraft and the LDS 767 tell me I'm going to to bust my MLW (FMC warning) the values are the same as what's written in the manuals. Of course there is no penalty in FS for landing too heavy (blowing tires/collapsing the gear) but I always stay below the MLW.

That's what the manual states but the FMS tells me different. Is that normal????When all of my other PMDG aircraft and the LDS 767 tell me I'm going to to bust my MLW (FMC warning) the values are the same as what's written in the manuals. Of course there is no penalty in FS for landing too heavy (blowing tires/collapsing the gear) but I always stay below the MLW.

Thats not normal, I only see the msg when the FMC computes above 491,500RegardsRob

Well that's weird. My MD-11 been doing that since I got when it was released (FS9). My computer has been rebuilt twice since then so it can't be an install issue, and I have the last update installed also.

Here's a Screen shot I was off by 7000 lbs, This happens with GE/PW, Passenger/Freighter, as you can see I'm getting shorted by 33,000lbs.

Well, I never autoland, and I've never even tried it in the MD-11. However, I do use the ILS to aid my approach since I think this is common practice.

What is the proper procedure to use after glideslope capture? I'm talking about an ILS approach without a full autoland. What items do you switch off, and at what point do you do it?

Well since the MD-11 is pretty much designed to fly with ATS (autothrottle) on and I know carriers like UPS use it all the way to touchdown unless special circumstances exist (severe crosswind, gusts, other weather variables), just plan on switching off the AP somewhere along the ILS approach. Depending on comfort level and preperation for landing, I will switch it off way before runway line up. Other times, it may be worth it to let the NAV mode and AP line up the aircraft within reason for the FAF, then switch off the AP and make adjustments to the LOC for runway line up. This can be visual if the runway is clearly visible or whatever. Make sure to keep an eye on the altitudes though so you don't drop below the minimum altitudes per each fix on the IAP chart. Watch for G/S to come alive, then allow your self to follow it down.If you're waiting until G/S intercept to fly manual, then just switch off the AP only and hand fly it down to the runway. ATS will be left on, but some people like to turn it off as it can give more control for speed and allow better bleed off crossing the threshold. It will just be one more thing you have to worry about though.Everything else stays the same - autobrakes armed, spoilers armed, flap 35, ect...Follow the G/S down as far as you can. Once you master manual landings you'll never mess with autolands again unless the visibility is zero.

I think there's some misconceptions going on in the FS world about autolands. First off, they're almost never done by real pilots. Pilots like flying their planes (especially at landing) and they're only going to do an autoland when the weather conditions actually require it or when it's needed to keep up with the plane's certification schedule.In the real world, the runway and ILS transmitters have to be certified for autolands. Most airports do not have this and it's actually illegal to perform an actual no-visibility autoland on a non-certified runway because you're running the very real risk of the plane landing somewhere that's off from where it should be.I don't think FS's ILS beams are completely accurate in where they terminate as far as the glideslope goes - that could be some of what you're seeing, but as the others in the thread stated, you don't actually try to land right on the numbers anyway.