In my case, Michael, if I advance to 70% and just waited for T/O THRUST to annunciate I would grow a long beard I am afraid!  It is taking at least 90% N1 before kicking in.  Either programmed deliberately that way by PMDG or some kind of an FSX anomaly (?)  RW specs according to Boeing should be just over 75% at most.  But definitely advancing them too fast can cause you to overshoot but you should not blow the takeoff, you just will end up with more power than you need but V-speeds will still be the same and once you are airborne the FMC should still command your climb if you have PROFILE and NAV set.

 

 

In my case, Michael, if I advance to 70% and just waited for T/O THRUST to annunciate I would grow a long beard I am afraid!

 

I'd re-read what he wrote a little more carefully:

 

 

 

I blew a takeoff one time which I atttributed to too rapid advance of the thust levers and not letting N1 stabilize at around 70% before advancing thrust levers to T/O Thrust

(emphasis mine)

 

He's not saying wait for it to engage.  He's saying he pauses to wait for N1 to stabilize, and then advances farther.

 

Advance the throttle until you hear the click.

 

It would do everyone here wonders if you'd post screenshots so we can see what you're talking about.

 

Of particular use would be the TO/APPR page, the PERF page, and the EICAS.

 

...and you should really get a joystick for Flight Sim.

 

 

and the EICAS

 

The MD-11 does not have an EICAS in the Boeing sense. McDD calls it the EAD (engine and alert display).

 

 

RW specs according to Boeing should be just over 75% at most.

 

Just to nitpick a bit. The 70% setting comes from McDonnell Douglas not Boeing. Boeing just owns the certificate for McDonnell Douglas/Douglas aircraft and other stuff that was owned by McDonnell Douglas Corp.

In my case, Michael, if I advance to 70% and just waited for T/O THRUST to annunciate I would grow a long beard I am afraid!

 

 

Craig

 

T/O THRUST is not going to appear on the PFD nor will you hear a click at 70% N1. 70% is only a stabilization setting to make sure that everything is in order. After 1-2 seconds at 70% N1 advance the thrust levers until you hear the click. Stop the advance, release the brakes, and start the takeoff roll.

 

I use the brakes because I find it easier to handle the thrust and steering in the MD-11 one at a time.

 

Michael Cubine

Thanks, Michael.

 

Kyle said something similar.  I had misunderstood.  I thought that once I reached 75% (according to the FCOM) then ATS would grab on and advance to full thrust.  Obviously not true!

 

So what you and Kyle are saying then is that I should advance to 70% until the throttles are stabilized then slowly advance them until I hear the "click" and see T/O THRUST in the PDF window.  At that point the ATS has kicked in and will have powered me to my FLEX setting.  I am understanding this now?

 

It makes sense now that I think about it.  Too used to the Boeing system where you need to press a button to activate the equivalent of the ATS.  I thank you all for taking the time and patience to answer all the myriad of questions I have had over the last few days.

 

I am trying Jonathan's latest version of MD11 Fuel Planner for the short test flight I am about to begin and will use the throttle procedure that you outlined.  Thanks again, Michael.

 

 

I am understanding this now?

Craig

 

You got it right now. Good luck on your test flight.

 

Michael Cubine

Just my two cents... I noticed that the plane shows, on the N1 display, a purple tick mark at the appropriate takeoff thrust. Set your throttle at that and it'll be at the proper flex thrust set for takeoff.

1. Set FMC for departure including weights, Derates, Runway & departure, Flap setting for takeoff, Trim/COG/%MAC, V speeds etc
2. Push back, start engines, set overhead, shutdown apu, do before taxi checklist etc
3. Before moving, set flap (including select-a-flap) for takeoff and arm Spoiler (Shift+/(?)) & Autobrake RTO
4. Press PROF button on MCP to arm Vertical Profile
5. Press AutoFlight button on MCP to arm autothrottle
6. Taxi to the runway and line up
7. push your hardware throttle to set thrust to 50% (or 70%, whatever is your airline SOP) N1
8. once thrust is confirmed stable and symetric,
9. push your hardware throttle slowly forward all the way forward as far as it can go, taking no less than 3 seconds to get to the top. During this, you will hear a click sound, which is the autothrottle Takeoff Thrust (FLEX) engaging.
10. Ensure your hardware throttle is all the way forward to the stops to avoid thrust reduction when Autothrottle changes to CLAMP mode.
11. rotate when appropriate.

PROF + AutoFlight must be armed before you move the throttle past taxi thrust. PROF must be announciated on the PFD (upper right, magenta colour).

Autoflight "White box" should be connecting the right 2 (of 3) selections.

 

Hardware throttle should be fully forward to the stops before "CLAMP" is announced on the PFD/(and stated by virtual first officer).

 

If your hardware throttle is below the full forward null zone at CLAMP, the thrust will reduce (or sometimes even power up) to match the throttle position.

 

If you need to stop (Rejected Takeoff) then if you are in the CLAMP mode, you just need to pull the throttle back to idle and the RTO autobrake will engage, spoilers deploy, etc to stop the aircraft.

 

PROF + AutoFlight must be armed before you move the throttle past taxi thrust. PROF must be announciated on the PFD (upper right, magenta colour).

 

 

PROF can be armed on the ground, but there is no requirement for it. If not armed it can be selected above 400 feet. If it is not armed, and not selected by the time you reach thrust reduction alt you need to engage it or use Level Change to get the thrust to reduce to climb thrust.

The "gate" for telling the AT to take over is throttle lever position based, and not N1/EPR based. The manual has a mis-leading figure, but had you simply kept pushing the throttle forward you should have activated it anyway.

 

I use "Throttles only work in CLAMP mode" without any problems. This allows the most realistic mode of operation of the AT system, allowing for the fact our throttles are not in sync with the sim.

 

FYI the real MD-11 is a pig in pitch, particularly on approach where LSAS tries and kills you (no, really), and in cruise where she is super-sensitive to pitch input. This is all the result of the horizontal stab being made 40% smaller than the DC-10 tail, and aft CoG in order to reduce drag. As is normal for MSFS, the flight controls/flight dynamics are not nearly sensitive enough, or unstable enough. I wish PMDG programmed the extreme pitch reaction to slats extension in cruise!!!

 

They eventually got the LSAS (Longitudinal Stability Augmentation System) sorted out but pre the Boeing software update, tailstrikes or worse were very likely, during takeoff and landing. You had to get the flare right, which was not easy (and to this day it is the biggest cause of hull loss accidents on MD-11).

 

"Stabilized approach" takes on a new meaning!

 

I definitely agree though - the MD-11 is the most satisfying aircraft for hand flying ever developed for MSFS. IMHO it is the best aircraft PMDG have created to date.

 

Best regards,

Robin.