From takeoff procedure in Tutorial 2

      

• Smoothly advance the thrust levers until N1 is around 40% and

allow the engines to stabilize.

• Press the TO/GA switch. (Remember the hidden clickspot for

this is below the captain’s MCP COURSE knob)

As the autothrottle brings the engines up, push your physical

throttle all the way forward to avoid any issues with the pots

returning you to idle when the A/T mode goes to ARM and

disconnects the servos.

 

The takeoff procedure from Tutorial 1  mentions nothing about advancing the physical throttles all the way forward.

 

• Smoothly advance the thrust levers to 40% N1. The engines will

take some time to spool – the CFM56-7B “bites” around 50%

N1 and will accelerate very quickly after that point, but it takes a

while to get from idle to 40%.

• Once stabilized at 40%, engage TO/GA mode – there are

several ways to do this:

1. Press the keyboard shortcut – CTRL+SHIFT+G by

default or your custom joystick button.

2. Left click the hidden clickspot located on the MCP just

below the course knob.

 

Which is the preferred method?

 

 

 

Which is the preferred method?

 

The latter.  Keep in mind that Tutorial 2 was released along with SP1c.  When it comes to software, the latest (or "more recent") version of text is usually the most applicable and/or correct.

Number 2.

The latter.  Keep in mind that Tutorial 2 was released along with SP1c.  When it comes to software, the latest (or "more recent") version of text is usually the most applicable and/or correct.

You mean the former or the first one listed - Tutorial 2?

My physical throttle stays where 40% mark is, then i hit TOGA under the corse knob.

 

I think it may of said to push your throttle up yourself, is because if you have the throllte override to ''On''  (PMDG setting> FMC) and you had a spike, it could bring the throttle to where it was left. ( less than full power).

You mean the former or the first one listed - Tutorial 2?

 

The one release later in the timeline of life.  Sorry for being unclear.

 

Tutorial two is correct.  Again: when it comes to software, the best bet is to stick with the latest guidance.  In this case, tutorial two came out more recently.

Static takeoff vs a rolling takeoff

 

When will you use these two procedures?

Static takeoff vs a rolling takeoff

 

When will you use these two procedures?

 

I know with the 744, Boeing prescribes a static in all possible cases, though I'm not sure why.

 

With the MD-11, I'm unsure if one is encouraged by the manuf, but here are situational examples:

 

Static:

• Any situation where the takeoff roll will be using a significant portion of the runway
• Contaminated runway conditions
• Instructed by ATC to "line up and wait" (new version of the less stupid sounding "position and hold")
• Any situation where, as PIC/PF, you determine it might be helpful to get situated on the runway prior to beginning the takeoff roll (being mindful of any ATC advisories of "traffic on X mile final)
• As dictated by FCOM/FCTM/equivalent manual

Rolling:

• Instructed by ATC to takeoff with "no delay," with traffic on short final, or other operational requirement
• Soft runways (not quite applicable to the MD-11, but worth mentioning)
• As dictated by FCOM/FCTM/equivalent manual