Hi Everybody,I've just run into this problem with my beloved MD-11: Taking off from Riyadh recently the EGT limits on all 3 engines were exceeded after takeoff N1 achieved. (Triggered level 2 cautions on all three)The conditions - airport elev: 2049' OAT: 42C !! ( Quite high but "normal" in this region) Assumed temp: 60C Air Cond: ON (FMC set accordingly) Normal takeoff procedure using AUTOFLIGHT (autothrottle). The autothrottle set the FMC calculated N1 limit precisely.I tried with both GE and PW engines, Air Cond ON or OFF, same result.I even reloaded the MD, double checked everything but still no joy.Is it a known problem, a "bug" or I did something totally wrong.Could anybody fly the same takeoff profile to check the results?Many thanks.Cheers,o

Hi 'o', first up just a friendly reminder that full names are required on all forum posts here. :( I'll have a go at this tonight if I get a chance and report back, Europe is my main playground in FSX but if anyone else here is a seasoned 'desert rat' and wishes to share some of their wisdom please do so!

Hi 'o', first up just a friendly reminder that full names are required on all forum posts here. :( I'll have a go at this tonight if I get a chance and report back, Europe is my main playground in FSX but if anyone else here is a seasoned 'desert rat' and wishes to share some of their wisdom please do so!

Hi There, Sorry for the name I really don't know what I'm supposed to do. I had several post in the past (747 forum) never received any complaint. Please consider I'm rather an aviation expert...Nevertheless, I'm curious about your findings.Many thanks indeed,onduty

Hi There, Sorry for the name I really don't know what I'm supposed to do. I had several post in the past (747 forum) never received any complaint. Please consider I'm rather an aviation expert...Nevertheless, I'm curious about your findings.Many thanks indeed,onduty

I fly the PMDG MD11F in and out of the Middle East a lot, in summer a EGT overheat seems to be the norm on this aircraft when at high weight’s. Use TOPCAT to get the maximum FLEX available, you can also reset the EGT temp markers on the overhead panel.

I fly the PMDG MD11F in and out of the Middle East a lot, in summer a EGT overheat seems to be the norm on this aircraft when at high weight’s. Use TOPCAT to get the maximum FLEX available, you can also reset the EGT temp markers on the overhead panel.

Hi Flex,1. Engine overtemp is not the "norm" on any aircraft especially not on a routine basis. In reality an EGT exceedence has serious and costly consequences (a lot of maintenance). Of course, a pilot can always reset the warnings.2. Using assumed temperature should prevent even reaching max. EGT ( anyway that's why it was invented), it should provide a margin below the redline EGT to increase engine life.3. I've double checked my data and found that my TOPCAT calculated a takeoff N1 of 100.2% for an assumed temp of 60C under the conditions stated above. The FMC calculated a N1 of more than 104%. It's a significant difference. Perhaps something is wrong with the FMC algorithm. I think that' the root of this problem.4. Yes, a lot of things could be done: I can "cheat" by using a higher assumed temp, I could operate only in Alaska or Scandinavia, etc. (Anyway, an OAT in the region of 36-38C is quite common in Europe during the holiday season.)Many thanks for your inputs,Cheers,onduty

Hi Everybody,I've just run into this problem with my beloved MD-11: Taking off from Riyadh recently the EGT limits on all 3 engines were exceeded after takeoff N1 achieved. (Triggered level 2 cautions on all three)The conditions - airport elev: 2049' OAT: 42C !! ( Quite high but "normal" in this region) Assumed temp: 60C Air Cond: ON (FMC set accordingly) Normal takeoff procedure using AUTOFLIGHT (autothrottle). The autothrottle set the FMC calculated N1 limit precisely.

The above conditions were at Vegas last summmer and I too exceeded EGT limits. I played around with a few reasonable aircraft trims but still went red.

Of course it's not norm on the real aircraft! We were talking about the behaviour of the PMDG aircraft.. I have been flying this thing for years and it is the norm to see high egt when operating in the middle east or anywhere hot and high.There are still slight bugs in the software, very minor stuff and I hope it will be fixed in the future but they have there hands full for quite a while.

Of course it's not norm on the real aircraft! We were talking about the behaviour of the PMDG aircraft.. I have been flying this thing for years and it is the norm to see high egt when operating in the middle east or anywhere hot and high.There are still slight bugs in the software, very minor stuff and I hope it will be fixed in the future but they have there hands full for quite a while.

You mean PMDG "norm"?? Oh Dear...., PMDG has been famous for offering top class, quality simulations but to my norm, taking off routinely with level two cautions is not just a minor problem.Anyway, it's strange that nobody brought up this before.

It has been brought up a number of times, when you look at the whole picture it is a minor, we don't pay for maintenance and the virtual engines don't get damaged.I could list a few other things that need fixing but for what I paid I'm not going to worry and enjoy the sim for what it is. As you can see the team are stepping up there game with each new release. Let's hope they visit the md11 again sometime in the futureRegards

Hi everbody,I had the same problem when performing take-offs out of hot airports like Riyadh and Tehran (OIIE), the last one also being at about 3.900 ft altitude whcih adds a little bit to the problem. While these airports sound kind of exotic at first glance, real world flights are operated in these regions with MD-11s: Saudi Arabian Cargo is a MD-11F operator and Tehran (OIIE) is the departure airport of KLM daily flight 434 to Amsterdam which is one of the last real world passenger routes for the MD-11. I'm also using topcat and had the same deviations like "onduty" between the N1 calculated by Topcat of about 100% using the highest flex temperature setting and the FMC which was about 103% to 104%.I would be really interested if there is a solution to this problem or if I make something wrong.Thanks and regards,Rupert

Hi everbody,I had the same problem when performing take-offs out of hot airports like Riyadh and Tehran (OIIE), the last one also being at about 3.900 ft altitude whcih adds a little bit to the problem. While these airports sound kind of exotic at first glance, real world flights are operated in these regions with MD-11s: Saudi Arabian Cargo is a MD-11F operator and Tehran (OIIE) is the departure airport of KLM daily flight 434 to Amsterdam which is one of the last real world passenger routes for the MD-11. I'm also using topcat and had the same deviations like "onduty" between the N1 calculated by Topcat of about 100% using the highest flex temperature setting and the FMC which was about 103% to 104%.I would be really interested if there is a solution to this problem or if I make something wrong.Thanks and regards,Rupert

There is no solution, the engines wont get damaged and you wont receive a huge bill from maintenance. I either reset the EGT marker on the overhead after take off or reduce gross weight and use a lower flex thrust.Regards

Hi Flex,thanks for repeating the answer you gave already earlier. I understand that the engines are virtual and thus I won't have to pay maintenance costs. I think the point you make is that you consider this just as a minor aspect of the whole simulation which is trully great. Yeah ...not too bad, this is also a kind of a second-best "solution" for me ... in this case I would rather prefer ro save and reload the flight in MSFS because then the issue is sovled as well ........ but on the other hand we all strive for more realism in flight simulation, and the extend to which we want to go as virtual pilot is ultimately up to ourselves like with every "hobby", right? For me an important part of my flight simulator experience, espcecially as a non-pilot is that I can extend my knowledge and level of realsim about aviation from time to time. And this is the reason why I ask for a solution which comes closer to reality.I think PMDG somehow has the same approach and therefore I ask the question here if there is a solution for this problem.Thanks and regards,Ruprecht

Sorry Flex, this was adressed to Rob

Hi There, Sorry for the name I really don't know what I'm supposed to do. I had several post in the past (747 forum) never received any complaint. Please consider I'm rather an aviation expert...Nevertheless, I'm curious about your findings.Many thanks indeed,onduty

Then I'll be the one who drives the point home :biggrin:http://forum.avsim.net/topic/245586-you-must-sign-your-full-real-name-to-posts-to-use-this-forum-posts-without-names-will-be-deleted/I'm no mod, but I figured I'd just help ya out.What are the max demonstrated temps for the MD-11 anyway? I have no experience flying the thing in the extreme heat mentioned as part of this thread, but above certain temps, some operators will hold flights until the temps drop a little (or they'll deboard pax to lower weight). I know some airports will also close up shop until the temps drop some as well, as referenced in another forum thread. Perhaps it's an issue where delaying departure would be the correct course of action?By the way, is assumed temp really directly related to EGT? I thought it was simply related to rated thrust, based off of performance tables of demonstrated performance at given temperatures, and in practice, restricted by related reduction in N1 or EPR.PS - Rupert: Rob is "FLEX"