Rotate MD-11 Manual.

Tutorial Flight

Tutorial flight

Index:

Introduction

Loading the aircraft

1. Preflight

2. Engine start

3. After start

4. Takeoff

5. Climb

6. Cruise

7. Descent

8. Approach and automatic landing

9. Go-around

10. After landing

11. Parking procedure

12. Leaving the aircraft

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Introduction

The purpose of this tutorial flight is to show the normal operation of the MD-11. For a
comprehensive systems description, you can find a separate document dedicated to each
system in the “manual/systems description” folder.

We have chosen a relatively short flight (about 2 hours total flight time) from El Paso
International Airport (KEPL) to Memphis International Airport (KMEM). This is a real
flight operated by FedEx.

We have made the flight plan using SimBrief. Here are the most relevant data:

-Our route will be: KELP/22 TDOWN3 SFL DCT INK DCT FUZ DCT TXK HOBRK3
KMEM/18C.
-Alternate airport (ALTN) will be KSTL.
-Our cruise altitude will be FL330 with no steps.
-Payload will be 168800 Lbs.
-Block fuel: 59545 Lbs.
-Taxi fuel: 2000 Lbs.
-Trip fuel: 33033 Lbs.
-Takeoff fuel: 57545 Lbs.

Loading the aircraft

Usually pilots receive the aircraft with the external power on, but we will start from a Cold &
Dark cockpit. You can load the aircraft without engines running in X-Plane to put it in that

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state or you can also use the Rotate MD-11 Aircraft Menu and select the Cold & Dark state.
This Menu is accessible through X-Plane’s Plugins Menu:

Before we start with the preflight, we will load the aircraft. For that matter we will use the
Load Manager, inside the Aircraft Menu. (We could also use X-Plane’s Weight, Balance &
Fuel Menu but beware that in that case the values won’t be automatically inserted in the
FMC). You can directly copy and paste the quantities from your flight plan to the Load
Manager.

You will also have to enter the Payload CG. Move the slider to the left until you get a TO-CG
of around 30 to 31 % MAC:

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Note: The graphic shows the Zero Fuel Weight Center of Gravity (ZF-CG) and the Take Off
Weight Center of Gravity (TO-CG) for a given weight. Y axis represents weight (units are set
in the options tab) and X axis represents the CG as a percentage of the MAC (Mean
Aerodynamic Chord). The lines represent the ZF-CG and TO-CG limits. TO-CG and ZF-CG
values are shown below the graphic, along with the Take Off Weight (TOW), the Zero Fuel
Weight (ZFW) and the Landing Weight (LW). For the Landing Weight to be calculated, the
pilot must enter the Trip Fuel.

Now we can either directly click on “Apply load configuration to aircraft and FMS” or, to make
it more realistic, go to the Ground operations Menu and Request Fuel and Load services. In
this case, or if loading via "X-Plane’s Weight, Balance & Fuel Menu", FMS weight & balance
values must be entered manually. Don’t forget to open the doors first:

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Let’s continue with the preflight.

1. Preflight

First of all we have to connect the battery bus, so open the BAT switch cover and push the
BAT switch.

Check that BAT light “OFF” and BAT BUS light “OFF” are extinguished, then close the guard.

Now we can perform the Engine/APU Fire Test by pressing the ENG/APU FIRE TEST
button.

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We need some Electrical Power, so we can either use the External Power or the APU. For
the External Power to become available we need to call the GPU in the menu.

When the GPU is connected we will see the “AVAIL” annunciator in the EXT PWR switch.

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Push the EXT PWR switch.

Observe that the EXT PWR “ON” light illuminates, AC DC 1, 2 and 3 “OFF” lights extinguish.
GEN 1, 2 and 3 “ARM” lights should remain illuminated.

If External Power is not available, we can use the APU.

Press the APU PWR switch.

Observe that the APU PWR “AVAIL” blinks during APU start.

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After APU start, APU “ON” light illuminates.

Observe that AC DC 1, 2 and 3 “OFF” lights extinguish; AC TIE 1, 2 and 3 “ARM” lights
illuminate; GEN 1, 2 and 3 “ARM” lights remain illuminated.

Now we can perform the Annunciator Lights Test.

Press ANNUN LT TEST button and hold.

Observe that panel annunciator lights illuminate. Also observe PFD, ND, EAD and SD amber
“X”.

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Time to get the Air Conditioning going.

Assuming that APU is already ON, press the APU switch on the Air Panel.

Press 1-2 and 1-3 ISOL switches and observe that DISAG illuminates briefly and 1-2 ISOL,
1-3 ISOL and APU “ON” lights illuminate.

Press Pack switches and observe “FLOW” and “OFF” lights are not lit.

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Now we have to switch on the IRSs, which will trigger the Cargo/Cabin Fire Test.

Move the first NAV/OFF selector to “NAV”. Cargo/Cabin Fire Test should begin automatically.

Move the other NAV/OFF selectors to “NAV”.

Observe MASTER WARNING lights. EAD alerts will be displayed on the Air synoptic.

Cabin/Cargo Test can also be performed manually by pushing the CARGO FIRE MANUAL
TEST switch.

Now we will move to the Multifunction Control Display Unit (MCDU) to initialize the IRS.

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Go to the A/C Status page by selecting “REF” and pressing the 5L function key (that is, the
fifth key in the row to the left of the screen), “A/C STATUS”. Check that NAV DATA BASE is
up to date.

Go to F-PLN INIT page by pressing 6R or “INIT”. Here we can enter a CO ROUTE

(Company Route) or enter the departure and destination airports, in the FROM/TO field.
Type KELP/KMEM and enter it by pressing 1R. Then press 4R to INITIALIZE IRS. IRS
alignment will take a few minutes, so we have time to

(Note that squares indicate mandatory fields in the MCDUs.)

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IRS alignment will take a few minutes, so we have time to perform the Hydraulic Pressure
Test:

-Verify that HYD SYSTEM MANUAL light is not lit and that AUX PUMPs “OFF”.
-Press HYD PRESS TEST switch until “HYD PRESS TEST” alert on EAD.
-Select HYD System display on SD.
-Verify Hydraulic system 3 quantity is at least 5.3 gallons.

Continuing in the overhead panel, we will arm the emergency lights and set the NAV lights to
on.

After that, we will perform some checks in the Glareshield Control Panel:

-Confirm IN or HP selected.
-Set BAROSET to QNH.
-Set current altimeter setting.
-Set MINIMUMS to RA.
-Confirm 200 ft RA on PFD.
-Confirm HDG readout on ND is MAG.
-Bank angle selector AUTO.

Now we can set the FMS.

Again, most relevant data of our flight are:

-Our route will be: KELP/22 TDOWN3 SFL DCT INK DCT FUZ DCT TXK HOBRK3
KMEM/18C.
-Alternate airport (ALTN) will be KSTL.
-Our cruise altitude will be FL330 with no steps.
-Payload will be 168800 Lbs.
-Takeoff fuel: 57545 Lbs.
-Taxi fuel: 2000 Lbs.
-Trip fuel: 33033 Lbs.
-Block fuel: 59545 Lbs.

Pressing the INIT button will take you to the first INIT page, which is the F-PLAN INIT page.

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We will enter the flight plan manually, but first we will explain how to enter a Company Route.
To do so, there must be a route file inside the Rotate-MD-11/user-files/saved-routes folder. It
must be a .txt file and the route must have this format:

KELP SID SFL DCT INK DCT FUZ DCT TXK STAR KMEM

In this case (which is the route of this tutorial flight) we will enter the name of the file:
“ROTKELPKMEM” in the CO ROUTE field.

Note that SIDS and STARS still have to be entered manually.

But let’s continue to enter the route manually. We have already entered the origin and
destination airports in the FROM/TO field.

-Enter your flight number in the FLT NO field.

-Enter the alternate airport, which will be KSTL, in the ALTN field.
-Enter the cruise level/s. We may enter various cruise levels to do a step climb. In this flight
we won’t perform a step climb, so we will enter our cruise altitude, which is 330, in the CRZ
LEVELS field. If we want to make a step climb, we should enter the various cruise levels
separated by a “/”, ie: “310/330/350”.
-Enter the outside temperature for the first cruise level and the head wind component of the
overall flight. In our case it will be -50/HD35.
-Enter the CI (Cost Index). This variable goes from 0 to 999 and affects fuel consumption
and performance of the aircraft. Basically, the higher the number, the speed will be higher
and more fuel will be consumed. We will enter a CI of 50.

We have completed the first INIT page, but there are 3 INIT pages, as you can see in the
upper right corner of the MCDU screen. To navigate through the pages, press the “PAGE”
button and move to page 2, which is WEIGHT INIT. Here we can enter all the mandatory

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values manually or automatically. To do the latter, just press the function keys adjacent to the
corresponding fields. Do this with all the fields: BLOCK, TOGW, ZFW, TOCG and ZFWCG.

Now we will go to the F-PLN page to enter the flight plan. First we have to enter the SID
first. Click on the departure airport, KELP, then “SID”, then select the take off runway: 22;
select the SID: TDOWN3; select the transition: SFL. Finally, press “INSERT”, which will be
marked with an “*”. This will automatically switch back to the F-PLN page.

Now we will enter the waypoints of our route in between the SID and the STAR. Scroll
down to the next waypoint after the SID, which is SFL. So the next waypoint is INK. We can
just type “INK” in the scratchpad and insert it after SFL. A DUPLICATE NAMES page will

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appear: click on the first one, which should be the nearest. Next waypoint is FUZ, so repeat
the process. Do the same for the last waypoint before the STAR, which is TXK.

Note: If we have to enter an airway between two points, the procedure should be the
following: Click on the entering waypoint of the route, then click on AIRWAYS and there you
can enter the airway in the VIA field. Once you enter the airway, you can enter the exiting
point of the airway in the TO field.

Finally, we enter the STAR: Click on KMEM, then click on STAR; select I18C; select the
STAR: HOBK3; select the transition: TXK; click on INSERT*. MCDU will switch back to the
F-PLAN page.

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You may notice an error message in the scratchpad: ALT ERROR AT TAMMY. Clear the
message by pressing the CLR button; we will take care of it later.

Now we should clear any discontinuity in the flight plan. To do so, just click on the CLR
button and then on the F-Key corresponding to the discontinuity. You may encounter another
discontinuity in the STAR that can’t be cleared. This is normal.

Now we can check the route in the ND. Select the PLAN mode in the glareshield. Click
F-PLN in the MCDU so it will take you to the first point in the route, which is the take off
runway 22. Then scroll down by using the UP arrow and check the route in the ND. You can
increase or decrease the displayed range using the “INCR” and “DECR” keys in the FGCP.

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Finally we have to fill up the TAKE OFF page, so click the “TO/APPR” button in the MCDU.

FLEX value sets a derated take off power to the engines. Basically, the number indicates a
supposed outside temperature higher than the actual temperature. Enter 50.

Enter FLAP 22.

Enter the slope of the runway and the head wind component in the SLOPE/WIND field.

Enter the outside temperature in the OAT field.

A message will appear indicating “CHECK/CONFIRM VSPDS”.

Clear it and push the corresponding function keys to the left of the V-speeds to confirm
them. V-Speeds will now appear magenta on the speed tape in the PFD.

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Flight plan is completed and we are done for the moment with the MDCU.

Now go to the FCP:

-Dial the speed limit below 10000 ft, which is 250 kts.
-Set Heading for takeoff runway 22, which is 222.
-Set the altitude selector to the first altitude constraint given by ATC. If there’s no ATC we
can set it to cruise level 33000 ft.

2. Engine start

Supposing that we have ATC clearance, it’s time to call for pushback and start the
engines.

You can call for pushback through the Aircraft Menu:

-Press ENG IGN switch A or B.

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-Observe that ENG IGN A or B illuminates and ENG IGN OFF light extinguishes.
-APU Air should be already ON. If not, turn it ON.
-Turn Seat Belt signs ON.
-Set Beacon lights ON.

Perform BEFORE START Checklist.

We will start engines 3, 1 and 2, in this order.

-Pull #3 ENG START switch.

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-Above 15% N2, FUEL switch to “ON”.

-At 45% to 50% N2, #3 ENG START switch pops in.

After engine 3, start engines 1 and 2.

Normally, packs resume operation after all three engines are running.

3. After start

-After engine start, press AIR APU switch to turn it OFF.

-Press APU START/STOP switch to shut it down.
-Verify that GEN switches “OFF” and “ARM” lights extinguished

Perform AFTER START Checklist.

Now we can check the flight controls:

-Press CONFIG SCP switch

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-Rotate wheel full left, full right and observe GREEN aileron and spoiler boxes.

-Move the control column full forward and aft and observe GREEN elevator boxes.
-Operate rudder full left and right and observe GREEN upper and lower rudder boxes
-Press ENG CUE on SCP.

Now we can set the Longitudinal Trim, flaps and slats for take off. The FMC will
calculate the Long Trim value for take off and display it in MCDU’s take off page, labeled as
“STAB”:

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Take off trim will be -6.7 in our case.

Take off flaps will be 22. To set flaps you have to put the flap lever in the DIAL-A-FLAP
position and then use the FLAP T.O. selector to actually dial the desired flap setting:

You can see the Longitudinal Trim indication in the Display Unit #4 (DU4) and Flap indication
in the PFD, as shown in the pictures below:

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Next we will confirm runway and V-speeds selected in the FMS.

Perform BEFORE TAKEOFF Checklist.

After obtaining takeoff clearance, review the alerts reminder messages and GREEN box
prior to taking the active runway for departure:

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PACKs and BLEED AIR will go automatically to OFF after power is advanced for takeoff. We
can also manually turn PACKs, BLEEDs to OFF and turn them back ON after passing the
climb thrust reduction altitude.

Select anti-ice for engines, airfoils and windshield as required for climatic conditions.

Also, don’t forget to set TCAS to TA/RA.

Perform BEFORE TAKEOFF Checklist.

After aligned on the runway and ready for takeoff, press AUTO FLIGHT switch in the FCP
(glareshield).

4. Takeoff

With the FCP altitude set at the FMS cruise altitude, the FMA will appear as below. Pushing
the AUTO FLIGHT switch engages the autothrottles and removes the white ATS OFF box
surrounding the T/O CLAMP annunciation.

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Note: When you get to the runway, v-speeds in the speed tape (PFD) may be white. You
may have to clear them in the TAKEOFF page in the MCDU, clear them so the FMC can
recalculate them according to the new weight and confirm them again. V-speeds will then
turn magenta in the PFD.

When ready for takeoff, advance the throttles to approximately 60 degrees and
autothrottles will engage, if selected, and will automatically advance to T/O THRUST. PACKs
are automatically turned off.

As the aircraft begins to accelerate, ground speed is displayed on the PFD until about 50
knots, when it is replaced by airspeed. TAKEOFF is initially displayed in the roll window.
Between 60 and 80 kts, aircraft heading is recorded for FD takeoff roll guidance after takeoff.

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Above 80 knots, the FD pitch bar rises to approximately 6 degrees and T/O THRUST
automatically reverts to T/O CLAMP as shown below. Also, the Essential Items Checklist
GREEN box is removed. Alerts are inhibited for display from 20 knots less than V1 (level 2
and 1) or V1 (level 3) till climbing through 400 ft RA.

The pilot flying rotates at VR (pitch bar rises to about 15 degrees initially) and attains V2+10
as the aircraft takes off.

Positive rate, GEAR UP.

Above 400 ft the autopilot may be engaged. It will engage the existing roll (HEADING 222)
and pitch (speed on PITCH) modes (PF takeoff mode).

The takeoff roll mode may be exited by selecting a new heading or selecting FMS NAV
above 400 ft if desired.

As the aircraft climbs above 400 ft RA, the FMS may be used for automatic altitude and
speed control by pushing the “PROF” button on the FCP with the autopilot engaged. Pushing
this button during the takeoff phase engages both the altitude and speed FMS modes. Raise
flaps upon reaching the Flap Retract speed (labeled “FR” in the speed tape) at your
discretion.

Engaging FMS NAV by pushing the NAV switch on the FCP results in automatic lateral
guidance to the FMS flight plan route.

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5. Climb

After passing the climb thrust reduction altitude (normal operation) or 4500 ft in takeoff
mode, the PACKs automatically resume operation and the FMS speed target will be 250 kts
as displayed below (MAGENTA speed target).

A DIR-TO may be accomplished if needed using the FMS.

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With FMS NAV engaged the aircraft will capture the FMS flight plan route.

TCAS traffic will be displayed on the ND and if a conflict exists, a Resolution Advisory is
displayed on the PFD. The pilot flying may resolve the conflict by disconnecting the autopilot
and flying vertical speed to the GREEN band. After resolution of the conflict, a normal pitch
mode may be selected.

After reaching the Slats Retract speed (labeled “SR” in the speed tape), stalts may be
retracted.

Now go to the Hydraulic Control Panel and verify that 1-3 and 1-2 RMPs are off and the
“ON/DISAG” lights are extinguished.

Also go to the Fuel Control Panel and check that Transfer pump lights are “ON”, Transfer
pump “LOW” light extinguish and Fill valve “ARM” lights illuminate.

Check EAD for Alerts and Status.

Begin AFTER TAKEOFF Checklist.

We are doing this flight without ATC, but if there’s ATC, follow climb instructions. As the ATC
instructs you to climb to a certain level, preselect the instructed altitude in the FCP.

The aircraft will continue its acceleration to attain the FMS ECON speed for climb. Notice on
the ND that the FMS “TO” waypoint is distinguished by the color MAGENTA while the next
point is normally WHITE.

Passing FL180 (transition altitude), pull the BAROSET knob on the ECP to set the
standard altimeter.

Complete the AFTER TAKEOFF Checklist.

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6. Cruise

During cruise, pilots will monitor the operation of the aircraft systems as well as navigation,
fuel burn, alert resolution, FMS operation and so on.

ATC can issue clearance to proceed direct to a flight plan waypoint. That request may be
accomplished by using the FMS “DIR-TO” function.

Prior to descent, the pilot gathers ATIS information which enables destination planning such
as STAR and Approach entry into the FMS. In our case, we will be flying the HOBRK3 STAR
to KMEM 18C runway and we have already entered the approach in the FMS.

During descent, check climate conditions and select Anti-Ice as required. Also set RA or
BARO as required.

Usually, the PF will call for the “In Range Checklist” at 18000 feet.

Perform IN RANGE Checklist.

After performing the checklist, refer to the ND and observe the T/D symbol. To start
descending, lower the altitude in the FCP to 3000 ft, which is the altitude at LAURI, and
observe the FMA as shown below:

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As the aircraft approaches the T/D, after TXK, the FMA flashes “VERT ALERT”, indicating
that the start of automatic descent is approaching. The aircraft remains in altitude “HOLD”
however until just before arrival at the T/D. Airspeed may slow slightly until established in the
descent. Either “IDLE” or “IDLE CLAMP” may be annunciated in the FMA.

A descent may be initiated either before the T/D or after the T/D, normally begun at ATCs
instructions, by selecting a lower altitude on the FCP. After departing cruise altitude, the ND
displays a vertical deviation scale on the right side of the display. The MAGENTA diamond
represents the profile descent path while the middle WHITE index represents the aircraft
vertical position in relation to that profile.

7. Descent

Descent will be performed using the FMS.

The FCP altitude is preselected to 3000 ft as depicted by the MAGENTA altitude target. The
descent is being conducted at the ECON descent speed of XXX knots. The descent
segment includes the MACH/IAS crossover altitude. Descending through approximately
26000 ft, MACH speed targets change to CAS targets unless CAS target was previously
selected.

Passing transition altitude at FL180, the remaining descent/approach checklist could be

accomplished.

Set current altimeter setting and crosscheck the altimeters.

The PF calls for “Approach Checklist” no earlier than adjusting all altimeters to local pressure
setting, no later than flaps 15°

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Perform the APPROACH Checklist.

At any point during descent you may be required to add drag to reduce speed. The message
“ADD DRAG” will appear in the ND (you may also be prompted to reduce drag):

Descending at about 11.000 ft, the FMS descent profile transitions into a deceleration
segment with a speed target of 245 knots. This deceleration segment ensures that the 250
knot speed limit below 10000 ft is met automatically before continuing profile descent below
10000 ft.

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Descent will continue toward 3000 ft but the aircraft could momentarily level off at any point if
there is any altitude constraint. After passing the constrained waypoint, the aircraft
automatically continues descent to the preselected altitude in the FCP, 3000 ft in this case.

When we get to the VECTORS waypoint we should be directed by the ATC to the final
approach. If there’s no ATC, we can make a DIRECT TO LAURI using the DIR INTC page.

APPR/LAND may be armed at the pilot's discretion to capture the localizer and glideslope.

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Perform BEFORE LANDING Checklist.

8. Approach and automatic landing

When ILS localizer capture criteria has been satisfied, capture occurs with the FMS
annunciating the fact by displaying “LOC” in the lateral FMA area. At the same time, the
glideslope is armed for capture (unless LOC ONLY is selected on the FMS) and “LAND
ARMED” is annunciated in the vertical portion of the FMA. No matter if the automatic landing
mode is entered by autopilot or FMS guidance, the speed may be controlled by either the
FMS (MAGENTA FMA speed annunciation) or the autopilot (WHITE FMA speed
annunciation). Notice the radio altimeter box and height displayed at 2500 ft and below.

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The illustration below displays the PFD when glide slope capture occurs. Additionally, an
APPR rose display would normally be displayed in one ND to monitor the automatic
approach.

The aircraft continues to track the ILS beams until passing 1500 ft RA, where autopilot
checks are conducted to determine landing status (DUAL LAND, SINGLE LAND or APPR
ONLY). In about 10 seconds, if all criteria are met, the proper annunciation is made in the
FMA.

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If visibility is enough to perform a manual landing, we can disconnect the Autopilot and
autothrottle and fly the aircraft manually. We are going to proceed with an autoland instead,
just to demonstrate the procedure.

In a DUAL or SINGLE LAND mode and at 150 ft RA, the aircraft autopilot commands an
alignment maneuver to align the aircraft heading with the ILS course. “ALIGN” is
annunciated in the FMA lateral area. The middle marker is normally overflown about this
time and with 100 ft RA minimums, the minimums or DH bug turns AMBER as the altitude is
passed. At 50 ft RA the aircraft begins a flare maneuver to touchdown with acceptable
descent rates. That maneuver is annunciated as “FLARE”. The throttles automatically begin
to retard to idle at the same 50 ft RA. “RETARD” is annunciated in the FMA speed area.

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With main wheel touchdown and spin up to 80 knots, the autopilot enters into the roll out
mode. “ROLLOUT” is annunciated in both the lateral and vertical FMA areas. In this mode,
directional control is maintained until the autopilot is disconnected or the aircraft comes to a
halt. Additionally, the spoilers automatically deploy to about 2⁄3 (if armed). An autopilot nose
lowering submode lowers the nose to the runway whereupon the spoilers deploy the
remaining travel to full aft. Autobraking, if selected, begins when the nose is on the runway.
Manually applied reverse thrust may be used to aid in slowing the aircraft. As reverse thrust
is used, the autothrottles automatically disengage and become invalid (boxed in AMBER)
and cannot be engaged.

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9. Go-around

In case that you have to perform a go around, here’s the procedure:

Pushing the Go-Around switch on the middle throttle (you may assign the corresponding
command to a button in our hardware) initiates the go around autopilot mode. “GO
AROUND” is annunciated in the FMA vertical area. In this mode, the flight director and or
autopilot controls to current heading of the aircraft if level, maintains current speed or
Vmin+5 knots and climbs using pitch to control speed within the limits of the go-around pitch
limitations. G/A thrust limits for engine thrust control is normally activated in this mode. The
autopilot G/A mode may be exited the same as takeoff modes. Note 10º bank angle limit.

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10. After landing

After an automatic landing, make sure you manually disconnect AP and ATS before rolling
out of the runway.

If used, turn off Anti-Ice.

Switch on the APU by pushing the APU PWR switch on the ELEC panel. Observe normal
APU start indications. “AVAIL” light illuminates.

Perform AFTER LANDING Checklist.

11. Parking procedure

After landing the FMS must be reset manually. For that you need to push INIT key in the
MCDU to enter DONE phase. After that, pressing any key will reset the FMC.

Ensure that either APU or external electrical power is available prior to engine shutdown.

Turn the IRU selectors from NAV to OFF.

Review STATUS synoptic for discrepancies.

Perform SUT DOWN Checklist.

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12. Leaving the aircraft

Move the EMER PWR selector to “OFF”. Note that if the EMER PWR selector remains in the
“ARM” position, it depletes the aircraft batteries.

Push APU START/STOP switch.

Lift BAT guard and Push BAT switch to “OFF”.

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