The three-engine ferry procedures are an extra (cost!) addition to the FCOM so it may be that PMDG have not included them.

 

Phillippe may come up with some more stuff but the main points:

 

- Flap 10

- Transponder in TA only

- TO2

- Do not select ENG OUT prompts

- Place the GPWS GEAR OVERRIDE to OVERRIDE

- No autothrottle for takeoff

 

Then pretty much as you did -- set the two symmetrical engines to takeoff thrust and (above 50 kts) slowly increase thrust on the third engine to reach takeoff thrust no earlier than Vmcg. The takeoff run is quite a handful on your own -- my manuals have the FO handling the control column (holding forward/aileron input for crosswind etc) to leave the Captain's hands free to faff with the thrust levers (and keep it straight with the tiller/rudder) before the Captain takes all the controls back once takeoff thrust is set.

 

Once airborne, it's a normal 3-engine climbout. Select CON thrust and packs on (CON AIR) once the flaps are up, arm the autothrottle and select and ENG OUT on the CDU. You can also then put the GPWS Gear override back to normal.

 

 

Then pretty much as you did -- set the two symmetrical engines to takeoff thrust and (above 50 kts) slowly increase thrust on the third engine to reach takeoff thrust no earlier than Vmcg. The takeoff run is quite a handful on your own -- my manuals have the FO handling the control column (holding forward/aileron input for crosswind etc) to leave the Captain's hands free to faff with the thrust levers (and keep it straight with the tiller/rudder) before the Captain takes all the controls back once takeoff thrust is set.
 
Once airborne, it's a normal 3-engine climbout. Select CON thrust and packs on (CON AIR) once the flaps are up, arm the autothrottle and select and ENG OUT on the CDU. You can also then put the GPWS Gear override back to normal.

Thanks simon, thats pretty much what I did, although I did not use derates, or change the GPWS settings. You are right about the takeoff run, I will admit I was all over the runway until the rudder kicked in.

Simon sums up it very well.

 

here is the technique given in the AFM:

 

T A K E O F F D I S T A N C E

The scheduled one-engine-inoperative ferry takeoff distance is 1.15

times the measured horizontal distance from brake release to the

35-foot height point when the one-engine-inoperative ferry takeoff

procedure given in this section is followed.

T A K E O F F T E C H N I Q U E

NOTE: This technique is suitable for ferry takeoff from wet or dry

runways.

ONE OUTBOARD ENGINE INOPERATIVE

1. Pilot Flying (PF) aligns airplane with runway centerline and

sets brakes.

2. PF sets approximately 1.06 EPR on all operating engines.

3. Pilot Not Flying (PNF) holds the control column forward of

neutral.

4. PF releases brakes and applies takeoff thrust on the inboard

engines.

5. PF steers with tiller and applies full rudder toward the

operating outboard engine.

6. As the airplane accelerates, the PF slowly advances thrust on the

operating outboard engine and maintains directional control using

very small tiller angles. Rudder pedal nosewheel steering is

overridden with the tiller.

7. The PF steadily increases thrust on the operating outboard engine

to maintain directional control with minimum nose wheel scrubbing

and attains full takeoff thrust at a speed near but not below the

one-engine out ground minimum control speed (VMCG). The rudder

should be used to assist directional control and should be near

maximum deflection to get predicted takeoff performance.

8. PNF monitors the thrust application on the operating outboard

engine, calls airspeed in approximately 20-knot increments and

advises the PF when takeoff thrust is being approached, and

maintains wings level with small wheel changes.

9. After the operable outboard engine attains takeoff thrust, the PF

assumes control of the control column and wheel and completes the

takeoff and climbout using normal procedures as described in

Section 4 of the basic Airplane Flight Manual.


SECTION 4.1 – GENERAL (Continued)

T A K E O F F T E C H N I Q U E (Continued)

NOTE: 1. RTO autobrakes are not available when any thrust lever is

not advanced.

2. Do not follow any noise abatement procedure that restricts

airspeed.

3. Retract gear and flaps as soon as feasible.

ONE INBOARD ENGINE INOPERATIVE

Use the same procedure as for takeoff with an outboard engine

inoperative except that takeoff thrust is initially applied on the

outboard engines. Increase thrust on the operating inboard engine

so that takeoff thrust is obtained at 80 to 90 knots.


enjoy.


Phil

and i think that as Simon said it was PF as the captain and PNF the FO. but some operators and regulators may have done it differently.