KCA9304

Just for the record:The correct way to calculate Vapp for the MD11 can be found in the FCOM Performance Data section.Page PD.00.1 gives notes (1 & 5) how to do this.Sorry for Kevin and TOPCAT that use the -400 like way to calculate.[[so with speeds of VREF=155 Wind:100/16G25KT it would be.]]For me its 155 + 9 = 164Regards,Harry

Hi Sam,At least they made an MD11, sure not an Airbus, but it has many features found on Airbus models.The Envelop Protection Modes, the Attitude Hold features, the possibility to fly by Track and Flight Path Angle to name a few.For me, all these differences make it a great plane to fly, simulated and years ago in real as well. Regards,Harry

Dan, Dan, Rich,Just some short notes now, rest has to wait till at least after the weekend.First spotted this problem when ""flying"" the Queen onto the runway 04L at JFK.That started some testing here and I did find a method to adapt the scenery with Airport Design Editor.This was in sept. 2008 and my problem was solved. When the MD11 was released, from Long Beach, I made an intermediate landing JFK04L without the adapted scenery and she showed same uncontrolled landing behavior.Situation:FSX SP1 and SP2Default FSX sceneryNo external add-onsCrash detection OFFVery basic indeed, but good to tackel problems.What did I change using ADE:Displaced threshold for 04L with a length of 100 meters (333 ft). This is more a cosmetic change as the real runway has it too.It also moves the touch down markings near the GS antenna.Moving the GS antenna further was not my chosen option.Instead I created a small Terrain Polygon where the aircraft goes below 100 ft.This polygon is at airport altitude, directly in front of 04L, (glued to the fence) giving it Type: Airport Background and Tag: Flatten.This is not really cosmetic, scenery is not my real thing, after trying several shapes of this polygon I can live with the looks, but more important, my landings on this runway are back to normal.Rich, SFO does not have this problem, never encountered that.One more thing that just strikes me:On JFK04L the Localizer for 22R is placed offset. When looking to BOS33L the Loc for 15R is also offset.Maybe not playing a role, but another "commonality"Hope some can make their own adaption to the scenery where needed.Regards,Harry

Dan, Rich,Seen this before.There's a common thing about these runways, approach over water and a threshold, right when making land.KJFK 04L qualifies for this scenario as well.IMHO, It's an elevated threshold too close to (underlaying) water that causes this problem.Have seen this in the Queen and MD11 as well.Adapting the default scenery with ADE helped solving this problem on my side for known airpot/rwy situations.Would be even better if the PMDG aircraft could cope with this.Regards,Harry@Dan: working on a signature.

Yanus,Your last question, last advice:There are some tables in the FCOM performance data section.They are based on max MANUAL braking.Might give you some info.See what you can determine from these tables at the weight suggested.Regards,Harry

There are some tables in the FCOM performance data section.They are based on max MANUAL braking.Might give you some info.Regards,Harry

There's so much that is like the real plane.The FMS is certainly one of them.Regards,Harry

Anyone able to set MCP to Altitude FL +100 above 10000 ft?Steps are in 500 then.Regards,Harry

Confirmed, real world situations may require it.If required, there are more, pilot controlled options, than diving to the GS.Regards,Harry

ALSO CORRECTRegards,Harry

Alex,Good you'r feeling pretty good right about now.The MD11 'mona lisa' feeling is new on the forum, but I fully second that.Regards,Harry

ROBERTO.AFTER LANDING, PRESS THE INIT BUTTON ON THE FMS TO START ENTERING THE SECOND FLIGHT.!!!!!!Hope it helps.Regards,Harry

Hi Sam,Didn't know about the Concorde myself.Even for the DC-8 I don't fully remember the rules to use speedbrakes, it's more then 25 years ago.What I still remember is the use of reverse during flight, cause it's hefty.Regards,Harry

Rob,First answer..... RIGHT answer.For me you'r the Winner!!!!!Reverse thrust during flight on the inner engines was possible on the DC-8's.Was allowed and could be used to expedite descent where deemed necessary.On the passenger versions after making a PA announcement of course.Regards,Harry

Ryan and Vangelis,Thanks for your common effort to tackel an MD11 problem.Regards,Harry

No problem Markus. With your involvement I have no doubt you are able to fly the MD11 with a minimum of self-generated warnings. So the use of this switch becomes very remote.My remark was primarily intended to prevent forum readers to think in the wrong way.On the other hand, it's a good example to get the noses into the books, as Doug did.Regards,Harry

Robert,Fly as you like with a V2+10 as a minimum reference. But don't be afraid to raise the nose a little more.Flap and Slat retraction during turns should be delayed to FR +10 or SR +10 kts.This is because the Vmin amberband is G- load dependent in reality, indicating higher values during turns.Was type-rated on the MD11 for 11 years.Regards,Harry

Markus,With the flaps in landing range (>31) and the landing gear up, the warning horn cannot be silenced.(unless it is a customer option, which I strongly doubt)Regards,Harry

Robert,With all engines running the targetspeed and FD command is V2+10.Basically there's a good reason for this.At the acceleration altitude, the Vmin amber band will change from the TO requirement (1.2Vstall), to the enroute requirement (1.3Vstall).-FR during TO being the same as V2+10, you are able to retract flaps, when accelerating, rightaway.Flap retraction needs some extra attention on the real plane if you are also in a turn, but this does not affect this simulation (yet).Stick to a V2+10 as target is my advice.Regards,Harry

Paul,Just for the record:Correct to say that MD did not add the feature to select the ATT mode.In the MD the Attitude mode is selected automatically when the NAV functions are lost.This will be indicated by a LVL 1 alert: IRU_NAV FAIL and several warnings on the ND.Ref: Systems> INST 10.17 and INST 40.1Switching to AUX is the way to deal with it like you say correctly, to restore the ND data.Also the (nav) failing IRS should not be switched off, as it is still feeding acceleration signals into various systems such as Autobrakes.Regards,Harry

Thanks Ryan,Gives me some hope that in the distant future there might be a (final) update to this already wonderfull simulated bird.Feel free to ask what can be included then. Have vented some items before in this forum.If time is ripe and resourses become avail, feel free to ask for what is missing or should be slightly different.Have only flown the the real bird for 11 years, but think I can be of some value.Regards,Harry

Swadeep,Based on what Bill and Robert state above.Might be a conversion you have to do after installing new liveries, that have to be converted to wide screen.See bottom of page 0.00.67 and following in the MD11 Introduction.pdf document.Regads,Harry

MD11:The '/' is mandatory. Also only one character should be entered after the decimal point.On the Actual Flightplan pages the entered coordinates are abbreviated. If you want to check the coordinates again, this can be done by selecting a Lateral revision page from that point, or more convenient, on MCDU3 by selecting Standby Flightplan.Regards,Harry