clarkTX

Can those in the know add "Missed Approaches" to the feature lists? Thanks

Yes, it will. I use FS2Crew for MD11 Freighter flights all the time and really like it. There's only some minor things missing in the copilot checklists (like the copilot doesn't activate window heat during the decent checklist), but otherwise the copilot does his part pretty well. And there are no passenger-related checklists.

Maybe you are going too fast and/or waiting too long, or too much off course. Approach the localizer at no more than 30 degrees off. Fly a reasonable approach speed at flaps 15 or 28 and 10kts above stall, and activate appr/land just after the localizer begins moving. Usually, the jet will line up pretty calmly with only minor overshoot if any. Good luck

My MD11 cares not for your 250/10 rule. She is a wild thing!

Gotcha. You may have more recent charts than what I found online. In that case, hold at 5000'/240kts as necessary.

Your clean min airspeed is not higher than 250kts in the MD11 in these conditions. Vcl is an "optimum speed" not the min safe speed. Big difference! Go read the Md11 docs and learn how to read the yellow and red bars on the speed tape. It's good info.

Good news! You're reading the chart wrong. That's not what that circular graphic means (it's MSA). You can go look that up later. For now, know that you are cleared to climb to cruise altitude as soon as you would like.

Sorry, let me be clearer. By the time you get to 5000' / 240kts your flaps/slats should be up. Their purpose is to help you quickly get above the birds and abatements by helping you climb steeply. Above about 2000' AGL the plane wants to get faster to climb faster (not steeply) so it wants to be clean. Your speed limit problem deals with the departure/climb phase, and the FMS pre-calculated goal of Vcl. Vcl is calculated by the FMS to give you an optimal performance during the climb phase based on your take off weight; it is not a requirement. You are not doing anything wrong, unusual or unsafe by pushing the speed knob to hold off acceleration for a little while. This is a good exercise of interacting with the automation to adapt to a local situation. Try to have fun with it. Even if your VA did not have this policy, any local ATC might so it's good practice. Cheers (PS I looked up departures for Panama City and did not see any requirements to hold at 5000'. You might want to double check that; or tell me I missed it. )

So let's summarize: can't exceed 250kts won't reduce cargo (always an option) or fuel/route won't use the speed knob override to hold your speed at 240kts for a few minutes. Something has to give. Leave your takeoff flaps choice alone; its not the problem here.

Unless your VA changes their mind, you have two reasonable options: 1) lower your takeoff weight until the FMS calculates a lower climb speed under 250kts, or 2) retract flaps/slats as scheduled and push your speed knob when you reach 240kts; this will hold your speed under 250kts; then push FMS speed to resume optimal speed when legal. Unless there is an emergency, you want to clean up as soon possible after takeoff and stay clean until your final descent.

I, too, enjoy working through new techniques on the FMS in order to make the flight transitions go more smoothly so I know where your head is at. I'll take a guess that the method I mention above is the default because it does not make any predictions about why a missed approach might occur and where you might need to go next. On the way out to the holding pattern, you'll work that out with ATC and then string an appropriate new plan to wherever. But I hope you resolve the final problems with your method. Cheers

Sorry I can't recall the specific steps to string the post-go-around approach. I haven't flown a missed approach in the last few weeks. Some things I do remember from my last one: * I had the missed approach waypoints available in the FMS so I could conduct the missed approach out to the hold point easily, * at or just before the hold I updated my cruise altitude to match the current altitude so the FMS would transistion to CRZ * I then entered an arbitrary PBD waypoint back near the original STAR entry point * I used that PBD to select the rwy/approach I wanted to try next. * I did not actually fly all the way out to that PBD; I cut the corner much earlier after I left the holding pattern I don't recall if I had to enter the destination again or if it was still in the system. If it was expired, it was probably trivial to re-enter it after the PBD since I don't recall any difficulties. Clear skies

I don't get that impression when reading the FMS guide. To me it seems that the secondary flight plan is designed to usually sequence with the active plan. It can be used to pre-plan different runways and approaches, but I would expect it to be consumed by the time of the go-around. According to the FMS manual, you should expect to have to restring a new cruise altitude and approach plan if you choose to go around. I usually do this while in the holding pattern after the go around.

Thanks, Greg!

So for example, can I select the GE variant and the FLEX table would still be accurate enough to use on the PW variant?

The TOPCAT website says it only supports the GE engine variants of the MD11 but I'm hoping the website is just out of date. Does anyone here with Topcat see support for MD11F PW engines? Thanks

I noticed that "cabin smoke" is not an option on the "Failures" menu. (correct me if I'm wrong) Is there a failure chain that will trigger it instead, like leaving a cargo fire going too long? I'm trying this on the freighter model if it matters. Thanks Clark

Haven't been in it for awhile but I'll try to help. Please reply with the start up steps you go through, you may be missing a switch. Did you remember to turn on the boost pump and ignition, for example? Review the checklists in the docs and take it step by step. If that doesn't work, try reverting back to the original cfg file. Good luck Clark

Have you tried flying the approach at a slower speed? Then the plane may be able to make the final turn. Clark

Did you set the CRZ altitude field on the Init page to 300 before takeoff?

One thing that works well for me is to reduce the descent rate and float above the "perfect" vertical path when I decide to transition from clean through to F28. This makes the process go much quicker and you end up slower further out. The aircraft will reacquire the veritical profile very quickly when you resume the profile.

Use it all the time in FSX and Falcon 4 BMS. Can't imagine going back to hat views...

I think I know what Al is doing here. I think he is talking about the FO-side's EIS source selector knob. If you are flying from the FO seat but using the Captain-side radios for approach, maybe you need to turn the knob to grab the Captain's EIS in order to see the DUAL LAND condition on the FO displays.

I wonder if the QRH directive to divert comes from an assumption that whatever caused the first failure could soon cause another? I like the recommendation to call home base and talk to Maintenance. They would know more about what could have caused those warnings.

I don't understand what you mean, Al1234, No switches need to be activated on the FO side to achieve AutoLand. It behaves as Rick mentioned. Please refer to the docs to look up the name of the switch you are referring to in the images you posted and let us know what you mean. I'm curious now.