1. What is the concept of the "dial-a-flap" technique? How does it work? Can a pilot select any flaps-angle he/she likes as opposed to the fixed values found in Boeing and Airbus machines? If so, what are the advantages, what the disadvantages?
Basically the entire concept is absolutely alien to me and I would love to hear whatever you have to say about it.
Additionally, different from DC10, dial-a-flap can be used during approach. Pilots can adjust an intermediate flap setting (normally 15) between zero/extended (flaps up and slats down) and flaps 28 fixed detents... And flight attendants appreciate it very much because that setting avoids a high nose up during leveled approach phase.
2. Kind of related to the first question, what are typical flaps settings for takeoff and landings?
Takeoff Range is between 10 and 25. Landing, 35 and 50.
Flaps 28 are used only for approach, go around and during takeoff with deflected ailerons.
3. What is the max. angle of flaps retraction without the landing gear being extended?
Retraction or extension? Well, landing gear warning will provide an aural warning for unsafe landing configuration when any gear is not down and locked and flaps in landing configuration or any gear not down and locked any throttle retarded to idle, airspeed less than 210kt and flaps not in landing configuration. But situations above are not routine and flaps 28 setting is the last flap position before extending landing gear and landing flaps.
4. How difficult is it to fly the MD-11, especially in the approach/touchdown phase of the flight? Does the high approach speed make a difference when compared to other types you have been flying? Does it require an entirely different technique, or is it the same as every other aircraft out there, except for the fact that the world goes by a little faster? How hard is it to brake the MD-11 down to taxispeed, taking into consideration that it is quite fast and heavy and needs to rely on only 8 wheels equipped with brakes (I am assuming the center gear is not brake-equipped, right?)
Reference speeds are high but ‘controllable’. At maximum landing weight (approximately 200 tons) Vref for flaps 35 is 155 kt and for flaps 50, 150 kt. I flew 737 for many years and used to landing at La Paz/Bolivia, an airport 13,000ft above sea level, with flaps 15 and approach speed around 150 kt. However, due to a high true airspeed, ground speeds usually indicated 185 to 190 kt. A really high speed approach under normal operation. MD11 brakes are very efficient and its thrust reversers are very good as well. Caution must be exercised if auto spoilers are inoperative on wet and short runways.
5. What is a typical fuel reserve left in the tanks when arriving at the destination? A friend of mine once told me it is usually in the 15 to 20 ton bracket, but I find that a little hard to believe.
It depends. Usually, they have enough fuel to fly from destination to the alternate, plus additionally 30 minutes minus fuel used during taxi-in to the gate at destination. However, if a specific airline uses an economic fuel tankering to avoid high fuel prices on some intermediate destinations they can have much more than 20 tons in the tanks.
6. What is a typical Mach number for the cruise, and how fast can the MD-11 go if costs are not a consideration? Somewhat related, what is the max. FL the MD-11 can reach in perfect conditions?
Once again, it depends. Airlines use a cost index number for every route. Normally Mach .82 to .83 are used on long haul flights. Maximum speed envelope is from 350 kt to 365 kt and M.85 to M.87 but there’re several restrictions regarding altitude, fuel in the tanks, etc. Maximum operating altitude is 43,200ft, but it’s hard to fly above FL410.
7. What is the starting order of the engines? Is it the usual 1, 2, 3, or maybe something totally different like 2, 1, 3? I´m asking because engine #2 is so high up in the air that it could be started while still on the stand without endangering anyone on the ramp.
8. Again related to the previous question, can engine #2 serve as makeshift-APU if the "real" APU is u/s? Does it ever happen in the real world? I´ve never seen an MD-11 sitting at the gate with engine #2 running at idle, so I am assuming it just simply doesn´t happen. Then again I may just not have seen it yet, so how knows...
Normally 3, 1 and 2. However, if the APU is inoperative it’s operational to start engine number 2 at gate (using an external air unit) and then during push back cross bleed starts to engines 3 and 1 using engine 2 bleed air supply.
9. Is it common practice to shut down an engine on taxi-in like it is on some other aircraft? I do realize that this is also airline- and/or PIC-specific, but can it be done, and if yes, how often does it happen? Also, is it engine #2 that will be shut down in this case (so you will still have symmetric (spelling?) thrust), or is it for some strange reason another engine that will be shut down?
Yes, and usually engine number 2, 2-3 minutes after landing, if conditions permit.
Bkmk
Last edited by Bokomoko; 28th October 2003 at 03:54.