I've found info about go arounds in the manual but nothing about touch and go's...So hear is what I do, I'd like to know if this is anything approaching a correct procedure:1. Normal landing config but auto throttle off, speed brake not armed, autobrake off2. Normal VFR approach on the numbers3. Touch down, flaps up to 28, TOGA power rotate at VAPP+54. Positive rate, gear up flaps up to 15 on schedule maintain around 200 knots downwind5. Gear down flaps 28 abeam RW on downwind 6. Approach at VAPP7. Flaps down 35 on short final VAPP8 GOTO 1.Any suggestions on improvements or from real world procedures would be appreciated.Cheers

Only thing I can see wrong is you should be arming the ground spoilers, they will automatically retract on application of TOGA thrust. You can also use autothrust to lighten the workload. The MD11 is one of the only aircraft I prefer to keep Autothrust in while hand flying, except in gusty conditions.

Paul,when extending flaps to 28 you should not fly at Vapp with that, but instead with Vmin 28 + 15. And don't wait until short final for flaps 35, but do this when you start the turn into final.Cheers,Markus

Only thing I can see wrong is you should be arming the ground spoilers, they will automatically retract on application of TOGA thrust. You can also use autothrust to lighten the workload. The MD11 is one of the only aircraft I prefer to keep Autothrust in while hand flying, except in gusty conditions.

I don't think your arm them at all. On the 747 you don't.

All,Thanks for your input, I'll take note of the V speed advice and flaps 35 on turning finals. I agree that arming spoilers for a touch and go would seem illogical and will stick with them unarmed. (would be interested to hear from any real MD-11 jockeys about that one)

Hi Taylor,What SOP are you refering to? I fly mainly using the Singapore Cargo SOP but also had access to the Cargolux training procedures, and they both arm the spoilers on the 744 during circuit training. This info is about two years old, maybe things have changed but I can't see why, you want the machine firmly on the ground before accelerating to VRRegardsEDIT - Apologies, just had another scan of my FCOM's (including the MD11) the training procedures covers Go-Around techniques 'after' main gear touchdown with/without Autoland 'not' Touch & Go's.Unfortunately I can't post directly from the FDX FCOM as it will probably get deleted. Below is a extract from the Sim training notes Does the MD-11 autopilot stay on or kick off during an autoland G/A?Here are the conditions during an autoland approach (tested in the simulator):MD-11450,000#Flaps 50No difference whether in Single Land or Dual Land.G/A button pushed WITHOUT moving throttles:1) Pressing G/A button as low as 10' (throttles in "Retard"),IF the airplane DOES NOT touch the runway:- All three throttles come up,- Autopilot stays on-- a "Normal" autoflight G/A as we'd expect.2) Pressing the G/A button just BEFORE touchdown,If the airplane DOES touch the runway:- Spoilers deploy- Only throttles 1 + 3 come up- #2 throttle only partially comes forward- (Spoilers stay deployed)- Autopilot STAYS ON.- Airplane goes into an automated G/A with spoilers deployed and partial #2 throttle. ["Ugly"]- NO Tailstrike occurred (tried several times)3) Pressing the G/A button just AFTER touchdown (or anytime after touchdown or during "Rollout"),- Spoilers deploy- Only throttles 1 + 3 come up- #2 throttle only partially comes forward- (Spoilers stay deployed)- Autopilot KICKS OFF.- Airplane pitches up into a G/A (with A/P OFF!) with spoilers deployed and partial #2 throttle. ["Very Ugly"]- Tailstrike DOES occur at 12.8 degrees (tried several times)Again, all of these were tried with no touching of the yoke or throttles, only squeezing the G/A button.Lesson Learned:If you Go Around, you MUST, in addition to pushing the G/A button:1) Push all three throttles forward, and2) Be prepared to manually fly the correct pitch attitude to avoid a tail strike if the autopilot kicks off.

Lesson Learned:If you Go Around, you MUST, in addition to pushing the G/A button:1) Push all three throttles forward, and2) Be prepared to manually fly the correct pitch attitude to avoid a tail strike if the autopilot kicks off.

Nice info Flex, which made me wonder about the system logic and turned up this nugget of information from an ntsb report:

MD-11 Ground Spoiler Knockdown Feature

The Safety Board also evaluated the role of the MD-11 ground spoiler knockdown

feature in the accident sequence. MD-11 and DC-10 ground spoilers will not deploy if the

No. 2 TRA is greater than 44° to 49°, or just above flight idle. This logic is intended to

prevent spoiler deployment or retract spoilers during go-arounds. Go-arounds are

characterized by large thrust increases near or above takeoff thrust. The Board is

concerned that the MD-11’s TRA threshold may be too low to allow for power

applications to accommodate moderate sink rate and airspeed control techniques near the

ground without disarming the AGS system.

Examination of the accident data shows that TRAs rapidly increased from near

idle to about 75° (near takeoff thrust) just before touchdown, which prevented ground

spoiler deployment at touchdown and contributed to the bounce. The Safety Board does

not consider this large and rapid TRA increase to be consistent with a moderate attempt to

control sink rate or airspeed and believes that even a modified DC-10 or MD-11

knockdown feature would likely have prevented spoiler deployment given such a large

TRA increase. Further, DC-10 and MD-11 training and procedures require pilots to

manually deploy ground spoilers if they do not automatically deploy.The report also stated some procedural info from Boeing regarding routine (recommended use) of auto throttle on manual approaches and commanded speed for approaches of Vapp +5. It would be interesting to see if the nose up tendency during spoiler deployment is also modeled by PMDG. (not sure the FSX flight model would allow this but you could give a nose up elevator input to simulate)

So,After all that info here's visual approach for a touch and go V2:1. Normal landing config but auto throttle off, speed brake armed, autobrake off2. Established by 300ft AGL3. Touch down, flaps up to 28, TOGA, throttles forward to detent, check spoilers retracted4. rotate at VAPP+54. Positive rate, gear up flaps up to 15 on schedule maintain around 200 knots downwind5. Re -program FMC for correct runway, note vspeeds 6. Gear down flaps 28 abeam RW on downwind7. Flaps 35 on turning short final VAPP+58. GOTO 1

Hmm well then the video I watched they didn't not arm it. It was an Oasis Hong Kong 747 video. They were training a guy and it was procedure not to arm it or go into reverse thrust.Again this is the 747 so it could be that way because its a 747

That sounds good Paul! Guy's, probably best to forget I mentiond spoilers, just do what feels right for you. SOPS between company's vary by a huge amount so I can only go on the training docs I have available.Thanks for the Newark Link, I lost it a while ago, the CVR transcript makes a interesting read.