Flaps 25 all the time? Will try it later. I can't remember using more as flaps20. Used 20 on short runways, mostly 15 and on longer runways I mostly use flaps 10. Anyway, you're right that the Tushka is a completely different airplane, but I don't depart on nominal thrust on long runways as is the real life procedure, I use TO thrust all the time just because it's fun.But maybe I'm too much used to one way and a bit stubburn about the other way :)edit: Just noticed, fully loaded with 108.000kg of fuel gives you a bad TOCG, maybe that was the problem in the first place....edit2: The highest fuel I could get with acceptable TOCG was 105.000kg. Without flextemp entry but with the packs off, flaps 20, a V2 of 184 knots and with the brakes on untill reaching full thrust I managed to depart from runway 28 at TNCM with about 12knots at 10 - 11 o clock. With 80.000kg of fuel it should be easier...There wasn't much runway left, but it was very well possible.Dion Mollert

Hi Dion, like you I prefer to use TOGA thrust whenever possible,:) My point about using TOGA on T/O is unless your planning on going through the overboost stop you will stil get the same rated thrust manual or A/T so why not use the automatics?TOPCAT for me is mainly about calculating corect V1 & VR speeds, fair enough I know I can blast off like the space shuttle from most runways even if I was above MTOW but how would I know I can stop at V1 with a serious failure without prior calculations? If you use software like TSR autobrake you need to know your wet/dry V1 speeds or your going to end up with a over run.One last thing after re-reading your post, are you thinking you have to fly with the autopilot when using TOGA on take off? Nothing wrong with handflying the departure and letting the A/T control the speed. Maybe I'm not understanding you clearlyRegards

I found out some times ago that a lot of airliners using again the MD11 use high flaps settings, mainly 22 or 25 (28 if with deflected aileron option)...Really, flaps 25 is a good value that gives you a good climb out VS and a lower VR for takeoff...(The engines on the Thuska are something amazing...powerful and so noise, love them)Cheers,

Hi Bernard,Good to see you made it from TNCM to EHAM.With a moderate payload it is possible, no doubt about that.Regarding IVAO's Flightplan, it's indeed a direct route with no intermediate fuel-stop. But KLM does not operate that route that way.( the westerly coordinates missing....see below.)From Amsterdam to St. Martin there are two weekly flights in the winter schedule.Sundays with a 747-400, KLM785, operating EHAM - TNCM - TNCC - EHAM.Fridays with a MD11, KLM 763, operating EHAM - TNCM - TNCB - EHAM.When using this flight tracker:http://flightaware.com/live/flight/KLM763/history/20110122/0122Z/TNCB/EHAMalso info about the flightplans can be found AND this includes the westerly coordinates too.Funny thing is that the airway from MILOK A516 to RKDIA is taking you right overhead TNCM (PJG VOR).Happy flying,Harry

Just an update on the progress of a real KLM MD11 flight through SXM for those who are interested:EHAM - TNCMhttp://flightaware.com/live/flight/KLM763/history/20110204/1200Z/EHAM/TNCMTNCM - TNCB:http://flightaware.com/live/flight/KLM763/history/20110204/2215Z/TNCM/TNCBTNCB -EHAMPlanned this moment:http://flightaware.com/live/flight/KLM763/history/20110205/0120Z/TNCB/EHAMRegards,Harry

In EHRD the runway length is comparable and there I managed to depart for fully loaded 7 - 8hr flights. I agree that it does not give you a lot of margin, but it is possible. Dion Mollert

Dion,At EHRD the restriction is different. It's Vmcg, if you know what that is.There are options available for airlines that want to use it on the MD11. Deflected Aileron with the option to use Flaps28 is one.10% or 20% derated thrust is another.The modes, 10% or 20% derate are not programmed in the simulation, but would only be usefull if we had detailed performance information on this simulated aircraft. (Being it TOPCAT or PMDG itself), too bad we are left alone.All I can say is, enjoy the simulated real world as you think fit.But this plane is very close to real world on a variety of aspects.Regards,Harry

Hi Dion, like you I prefer to use TOGA thrust whenever possible,:) My point about using TOGA on T/O is unless your planning on going through the overboost stop you will stil get the same rated thrust manual or A/T so why not use the automatics?TOPCAT for me is mainly about calculating corect V1 & VR speeds, fair enough I know I can blast off like the space shuttle from most runways even if I was above MTOW but how would I know I can stop at V1 with a serious failure without prior calculations? If you use software like TSR autobrake you need to know your wet/dry V1 speeds or your going to end up with a over run.One last thing after re-reading your post, are you thinking you have to fly with the autopilot when using TOGA on take off? Nothing wrong with handflying the departure and letting the A/T control the speed. Maybe I'm not understanding you clearlyRegards

Mostly I use the speeds from the FMC, seems to work fine. And no, I know that it's possible to use autothrust while flying manual, but I just don't like it. I'm on the full-auto or full-manual side.

I found out some times ago that a lot of airliners using again the MD11 use high flaps settings, mainly 22 or 25 (28 if with deflected aileron option)...Really, flaps 25 is a good value that gives you a good climb out VS and a lower VR for takeoff...(The engines on the Thuska are something amazing...powerful and so noise, love them)Cheers,

Even on the Tushka I often use flaps 15 instead of flaps 28. But in the coming MD11 flights I will try a bit with flaps 25 maybe it works for me.

Dion,At EHRD the restriction is different. It's Vmcg, if you know what that is.There are options available for airlines that want to use it on the MD11. Deflected Aileron with the option to use Flaps28 is one.10% or 20% derated thrust is another.The modes, 10% or 20% derate are not programmed in the simulation, but would only be usefull if we had detailed performance information on this simulated aircraft. (Being it TOPCAT or PMDG itself), too bad we are left alone.All I can say is, enjoy the simulated real world as you think fit.But this plane is very close to real world on a variety of aspects.Regards,Harry

It's the speed you need to keep flying "straight" (within 30ft or so?) using only aerodynamic controls on an engine failure. But as far as I know it can't (or takeoff is not allowed in that case) be higher as V1.That doesn't change the fact that the runway is 2200m long like SXM and that you can reach Vr and V2 with a heavy aircraft before you run out of runway, allthough it's not the most realistic planning.But, maybe you should not give a sophisticated product to a wild villageguy ;) It's to much fun to try and push the damn thing :)Dion Mollert

People need to remember that just because you can get off the runway dosent mean you can take off there. You also have to consider climb performance. At SXM the most common runway in use is 10. This means you need to achieve terrain clearance from the mountains at the 28 end. If you where getting off the ground near the end, and had a reduced rate of climb due to been heavy this clearance is not assured as you will likely run out of room to safely make the right turn. As you can see in the video earlier in the thread the pilot mentions the aircraft is light and they were useing full thrust. After some experimentation over this weekend I have come up with some rough figures to safely depart. With 250 pax and bout half a plane of baggage at a fuel level of 24,000kg for the hop to boniare. Weather was wind 75degrees at 8 knots, 27 degrees altimeter 1018. After multiple experimentation I have found flaps 22 to offer the best compromise between climb rate and takeoff role. I had entered a flex temp of 40 which surprisingly gives a higher thrust than if you leave it blank. It is up to you weather you leave packs on or off, but I turn them off. This gives approx 108 n1. I reach rotate and get airborn midway down the runway, and have commenced the turn by the end of the runway and are climbing through 3500-4000 before I'm downwind to the runway and heading to Bonaire. It's a good fun departure.

Just have a look at this diagram showing the jet efflux for the VC10. This diagram is "just" for break away thrust in order to get the a/c moving. Imagine now then, this a/c at TNCM and applying full power for take off it would certainly blow away any passing vehicle. To illustrate that see also these videos

and

vololiberistaPS. With the second video make certain that your volume is turned up to maximum!