Hi,departing at SEQU (OAT +13C, no-Flex-TO, F25, TOZFW 300kgs blw. maxZFW, 30t FOB) for a flight to TNCA at to-run the engines ran into the N2-RPM-limits under autothrottle control (amber alert)! How could this happen? I thought autothrottle prevents damage on the engines? :)

Did you hear the click that the ATS was providing TOGA? What's the indication on the FMA?Full names requested here Tommy.

Yea. For some reason I've been getting that alert too for my past flights. I'd love answers too.

Did you hear the click that the ATS was providing TOGA?

Definitely yes!

What's the indication on the FMA?

NAV ARMED | PROF ARMED181 PITCH | TAKEOFF | TO/CLAMP 18000 AP OFFHope this is understandable! :( I don't think this is a configuration problem! :(

Full names requested here Tommy.

Done. :(

I think the FMA looks okay, I'm not an MD11 expert but we do have a couple that visit here often. Might get an explanation from them. In my opinion, the adversory caution is okay as long as you are not exceeding limits. We'll see what others think.

I've had EGT's get a little too high on warmer days ad full thrust takeoffs but ever RPM.I assume you didn't use the overboost bar and your FADEC's were not in ALTN?

I've had EGT's get a little too high on warmer days ad full thrust takeoffs but ever RPM.I assume you didn't use the overboost bar and your FADEC's were not in ALTN?

Nope - I neither used the overboost bar nor FADECs were in ALTN!SEQU is at 9227ft - could this cause the problem? As you can see it in my starting post it was not too warm ...

Isn't that higher than the recommended take off operational altitude? I imagine that altitude is the cause behind it wether it would happen it real life or not.

Nope - I neither used the overboost bar nor FADECs were in ALTN!SEQU is at 9227ft - could this cause the problem? As you can see it in my starting post it was not too warm ...

Thomas,SEQU is just fine for MD-11 operations, don't worry.Sometimes I do get a high RPM alert, which is always caused by my hardware throttle levers. For SOME reason even though ATS is engaging on take-off, on climb-out one of my throttle lever's signal manages to get stuck somehow and providing maximum thrust input continuously, leading to more than commanded thrust settings.If I then move that lever back and forth quickly, that erroneous input will stop and operation returns to normal.So this is an issue between my hardware controller and FSX, not the MD-11 software. BTW I use one of PFC's throttle quadrants.The error does not occur very often though...Could this be the same issue with your system?Markus

I just tried to replicate it on SEQU and I got the same thing, Although after reading Markus's post I did it without the flight stick and used the F4 key, I got the warning on all engines from the N2 RPM exceeding.

Thomas,SEQU is just fine for MD-11 operations, don't worry.Sometimes I do get a high RPM alert, which is always caused by my hardware throttle levers. For SOME reason even though ATS is engaging on take-off, on climb-out one of my throttle lever's signal manages to get stuck somehow and providing maximum thrust input continuously, leading to more than commanded thrust settings.If I then move that lever back and forth quickly, that erroneous input will stop and operation returns to normal.So this is an issue between my hardware controller and FSX, not the MD-11 software. BTW I use one of PFC's throttle quadrants.The error does not occur very often though...Could this be the same issue with your system?Markus

Hey Markus,Just thought I would add that I have seen this happen out of Quito also MMMX and on very hot day's even when using Flex. The aircraft has always been setup correctly beforehand and I'm correctly monitoring thrust limits on the T/O roll. Don't think it's a controller issue just think it's a side affect to the aircraft being operated near it's limits.I posted this issue last summer after two aborted T/O out of KMEM on a very hot day, the third T/O I just continued and reset the red limits on the overhead.Regards