It’s sad isn’t it? When we think of the great aircraft of the world, we probably drift to the 747, A380 and such. But for every aircraft that springs to mind, there are more than a few that are forgotten about. The Trident, The BAC 1-11 and the VC-10 to name a few. The MD-11 Is just such an aircraft. I admit that I knew very little of the MD-11. I did know that it was an evolution of the DC-10, and, uh, that’s about it really.

Introduced in 1990, the MD-11 was the culmination of a 4-year development program. Sadly the MD-11 never really set the world on fire. Problems with range and efficiency on early models, which led several airlines to cancel passenger orders. She did however find success as a freighter and found a home with Fed Ex who put them to work with their existing DC-10’s. These days there are more freighters flying than passenger aircraft and with record fuel costs this summer, time may be short for the iconic tri-jet.

That of course doesn’t mean that we can’t enjoy the MD-11 well after it’s retirement. So with out further ado, I give you PMDG’s MD-11.

A new addition to The Air Canada Fleet!

Reputation is Everything.

             PMDG had a reputation. Anyone who has flown their 737NG or 747-400 for FS2004 will know what I mean. These aircraft are usually the basis fir many home cockpits. Knowing this, should give you some idea of the level of complexity available. As always though, we’ll start with what’s in the box.

What’s in the Box.

            You know, I may need to rename this bit. As is common these days there is a download version and of course the boxed version.

Installation is easy and the aircraft can be found in the FS aircraft menu. You will notice that you only get the PMDG house liveries, but don’t dispare as there is an extensive choice of liveries available from the PMDG website including airlines that never flew the MD-11! (Virgin and Air Canada are two such liveries). Installation of these extra liveries is simple as they are self-extracting files.

Loading up

Getting Started.

             Like many of the big heavies, before you fly you have to load up and in common with others, The MD-11 comes with it’s own loading program. The usual options are there. Choices of empty, 1/3, 2/3 and full for passengers and cargo alike as well as my favourite, the random function. But to display the depths of detail that PMDG have gone into, there is a choice of configuration for the passenger cabin. From a standard mixed configuration to a full, all economy high-density layout, this allows for different capacities on different routes. (High Density for some Chinese and Japanese flights to the standard configs for the transatlantic routes.)

As always the load out figures are provided below the aircraft diagrams and I recommend that you make notes on ZWF, ZWFCG, MTOW and MTOWCG, plus passenger total. Once done, you can save the load out to open when starting FS. You can also leave the screen open and once you’ve started FS you’ll see a note on the load out screen ‘FS Status: connected’. If you then load up the MD-11 that status changes to ‘MD-11 loaded’ you’ll also note that a new option button has popped up. Clicking it sends the current settings direct to the MD-11. This is a great option for second monitor users or for those who have various legs to fly on. From here it’ off to the airport.

‘Lit up like a Christmas tree’ was written for this OHP.

Failure is always an option, along with sound, fuel…

             Before you get going, there’s yet more options to set to you’re liking. As with Other add-ons these days, the Add-on menu selection in the main FS menu section. There you’ll find two choices. The first is PMDG Sound. This is a fairly simple menu for setting the level of sound you want from the MD-11. The real fun begins when you delve in to the PMDG main menu. There you’ll find selections for ‘options’, ‘aircraft fuel’, ‘performance tuning’ and ‘keyboard commands’. Some of these are self explanatory. The Options menu let you set things like units of measurement, display options and such. The Performance tuning menu lets you set the level of detail for both the 2D and VC. Great if you want to gain a few extra FPS. Below this is the Panel State section. Load or Save a panel state for the those who want to get going quick or those who want to go through the pre-flight step by step.

Below that is the Failures menu. Go here at you’re peril. If you do dare enter however, you’ll find options for setting failures at any time during the flight. In fact there are some many things to fail, you could spend all day in there.

Last is the usual About PMDG selection.

Basically, you set the aircraft to you personal taste. Customisation is certainly a key principle.

‘I’d Just like to Say, Good Luck. We’re all counting On you.

At the Gate. 

            Make no mistake. The MD-11 is a complex aircraft. In fact I’d have to say it’s probably the most complex aircraft I’ve ever reviewed. And as such I would normally recommend printing out the manual. However, that is not as great option here, mostly because there are at least 4 manuals to choose from. First There’s the FCOM, then the Systems Manual, then the FMC manual, then the Quick Reference Manual(a personal favourite at 250+ Pages) as well as the introduction and finally, the tutorial. This gives us a grand total of 1200+ pages to review. However, all is not lost. I recommend printing out the tutorial (A mere 87 pages) and worry about the others later. If the thought of printing out the entire lot strikes fear into you’re poor little printer’s print heads, don’t fret. For the first time PMDG are offering the complete set of manuals, printed and bound for just $169. You can also get a handy cockpit familiarisation poster to help you find you’re way around.

For those wishing to get a free ride. The Refugee space. Just watch out for the U/C

Into the Lion’s Den!

            Boeing may have finished producing the MD-11, but the cockpit is pure MD. For those who fly either Boeing’s or Airbus, the cockpit is similar but different. That controls are advanced even by some of today’s standard. The old DC-10 was a three crew bird, but when MD designed the MD-11, they cut one seat. The old FE  is still there though, he’s just more computerised that’s all. The automatic FE helps control the Air and Fuel Systems, cutting the workload dramatically. You can control both systems manually, but be it on you’re head. The fuel system itself is a complex system of wing tanks, centre tanks and trim tanks, al of which must be balanced to maintain the C of G both prior and during the flight.  So it’s best to set the system to auto and forget about it. (you know it makes sense.)

With such a high level of automation, you’d expect the aircraft to be easy to operate. In a word, NO.

As I mentioned, the cockpit  is pure MD, and no where is this more evident than the autopilot panel.  For starters, it’s a lot less cluttered than You’d expect. In the centre of it all is a lovely large button marked ‘Autoflight’ You can probably guess what’s that for.

For those of us who are use to the ‘VNAV’ and ‘LNAV’ buttons, well tough luck. The ‘VNAV’ becomes split between ‘FMS SPEED’ and ‘PROF’ whist the Nav button operates the ‘LNAV’ control unless a heading is inputted and you override the FMC. Also on the same panel are the controls to alter the various Nav Screen controls such as increase, Decrease range, VOR, Approach, map and TCAS selections as well as the barometer set controls. This at least is familiar to those who fly the 737NG.

From there is fairly simple. Normally I fly using the VC, but for the first time ever, I’ve found the 2D cockpit easier to navigate, with discreet clickable areas available to bring up every panel via a left of right mouse click. The forward view is excellent and allows me to make approaches with ease.

‘Cabin crew doors to Automatic’

Getting Going

To get started you’ll need to get your head around the FMC. Again, this is not like the standard Boeing or Airbus type. Both the ‘route’ and ‘init ref’ buttons are combined into one. As are several other functions.

Also found in the depths of the FMC are options for Doors, both cabin and cargo. There is also a menu for ‘Pushback’ Controls. More on that later. I recommend using the tutorial to give you a basic grounding in the FMC but to get the most from it you’ll need to read the FMC manual.

Engine starting is fairly simple, although you will need to Monitor the N² numbers as letting them get to high without turning the fuel on will result in engine damage.

Once you’re ready for pushback. Now one of the things I liked about Level D’s 767 (See Review) was the use of scripted speech for the ground crew and such. Well PMDG have also thought about it. Contacting the ground crew results in the marshaller talking you through the pushback procedure. Unlike Level D however, PMDG have thought about how it sound outside. So when the Ground crew talk back you’ll hear the jets whine through the mike, whist the captain replies with relative calm. All this adds to the atmosphere and helps you to suspend disbelief for  a little while.

With a complex aircraft come complex displays and just like the newer Airbus aircraft, there’s a forth screen to monitor the engines, Air system, Fuel system and hydraulic systems. This also displays the various warnings that’ll crop up from time to time. ‘Seatbelt sign off’ for example to ‘ENG_MALF’ Be warned though, if things do fail in a big way, you will need to refer to the FCOM as the severity of the alert. Every problem and alert that can happen on the real aircraft CAN happen here.

Also tucked away is a ‘Consequences’ screen that offers some solutions should something go wrong. Perhaps the most important screen of all is the ‘Config’ screen. Making sure everything is good to go here lets you get ready for taxi.

I love the retro look. Perhaps BA should consider a few aircraft painted up.

Dial ‘F’ For Flaps.

            One of the curious options onboard the MD-11 is the ‘dial a flap’ selector. Checking the throttle quadrant reveals the standard flap lever. To it’s bottom right is the ‘dial a flap’ wheel. By selecting the appropriate number here prior to taxi means that instead of cycling through the various settings in order ‘1,2,5,10’ and so on you can simply move the flap lever twice to select the required flap setting. ’22’ for example. Simple but effective.

Now assuming you’ve set everything up correctly, a small green box will appear in the third display. If it’s there, you’re ready to go.

Remember when I said be careful with the N² figures.

Flying

             Takeoff comes quickly and smoothly. The engines sound simply fantastic. Top marks to PMDG for some top quality sounds.

Once you’re up though, the MD-11 is a pussycat to fly. You’ll need to forget speed ratings for normal twins. The EASI does a fantastic job displaying all the information you’ll need, including flap/slat settings and gear up/down speeds. Engaging the ‘Autoflight’ computers leaves George to fly. George is a fantastic pilot and is fully capable of landing in Cat IIIb  without so much a spilling a drop of your coffee. If you feel the need to land yourself, then be warned that the MD-11 is somewhat tall on her gear, so be careful not to land with the gear collapsing as you drive her into the ground. Like Betty Grable, She has long legs, and their worth a fortune. So don’t break them.

If you do get a chance in the middle of the cruise, take time to have a look at the exterior of the aircraft. The detail of the model a fantastic, and if you do install the extra liveries, they to have a really high quality look. The other views available are just as pretty. (My favourite is the refugee view in the front wheel well.)

Fly by night.

Conclusion

Earlier I said that PDMG has a reputation to protect. So I guess the big question is, is it safe? The answer is Yes. Without a doubt yes. The MD-11 is an aircraft that you’ll need months to master. And that has to be the best reason to get it. An aircraft that can be mastered in a weekend or two is fun. But an aircraft that will challenge you for months at a time is a really joy. To nitpick, and it would have to nitpick, is that the tutorial has a few areas that could be written a bit better. Also it would be nice to have a few girls up on the flight deck for those captain and co-pilots voices. But that’s really more of a general gripe of my own.

The MD-11 only made it to 200 in terms of productions, which is a real shame, as she’s a great aircraft. So I have no problem in recommend this to anyone. Forget Boeing. Forget Airbus. Tell your family, tell you’re friends. The MD-11 is the third way.

There can be few aircraft that can rightly be called a ‘Workhorse’ The DC-3 springs to mind along with the Boeing 757. But when it comes to an aircraft that can serve both long haul and short haul destinations with ease and without out complaint, the Boeing 767 is the top of the heap. The design hails from the 1970’s and yet the same basic airframe is still in production and demand today. (Yes the 747 has been there a lot longer but lets not nit-pick.) Demand is so great that second hand examples are almost always picked up from the deserts within a short while. By far the most successful variant has to be –300 series. And thanks to Level D simulations, we get to see what all the fuss is about.

Welcome Aboard.

What’s in the box.

            As is common these days, the aircraft is available either as a download or as a boxed product. Downloaded copies come with a digital certificate that can be used to reinstall the software if problems arise. All this is handled via Flight One’s Purchase system, which simplifies the whole process quite well. Once installed, various items can be found on your start menu in the ‘Flight One’ Folder. You get the PDF version of the Flight Ops Manual, The Configuration utility, an option to check for updates and a repaint manager program to help you install the various free liveries available online. For those who prefer to read the FOM before flying but don’t fancy the hassle of printing out the 400 page plus document, a rather nice, leather bound copy can be purchased at a rather reasonable cost.

Starting at the beginning.

            Before the 767 can be taken anywhere, she needs to be loaded as required. The load manager will take care of this. Loading it up gives you various options. There are tabs to select the type of flight, Long haul or short haul. This will help set a basic level of fuel for your flight. Next is a button to switch between the cargo load screen and the passenger load screen. The former displays the load in each of the five cargo holds, which of course you’re welcome to change, alter and generally mess with at you’re discretion. The latter displays the cabin layout. You’re not able to add individual passengers here but using one of the three buttons below you can choose from an empty ferry flight, a random amount of passengers and cargo or a full load. I usually stick to random just to keep it as close to reality as possible. (Who has 100% load factors anyway!)

The only other thing to set is the fuel amount. This goes from 0 to 160000lb. setting it for your trip will mean that you’ll have the entire load out figures you’ll need later for the FMC.

As a side note, if you’re like me and have trouble knowing how much fuel you’ll need for a particular flight, then I suggest you try Blushing Sheep’s Excellent Dispatch Planner X (see my earlier review) or you can download a simple utility that is specifically written for the 767-300ER just to work out the amount of fuel you’ll need. Go to http://nofuel.thatssailing.com to download this simple utility.

Once your done here, click ‘Save settings’ and the next time you load FS to flight the 767-300ER the load figures will be added.

I do suggest that you either make a note of the important figures like ZWF and %MAC/T.O. Trim setting before loading up, or leave the window open on a second monitor if you’re rich enough. Either way the data will come in handy later.

Loading up has never been so easy. Just remember to make notes!

Painting by Numbers

Before we head off to FS with our crib sheets ready to go, you should really give some consideration to the airline of your choice. I assume to save space on the download, Level-D only provide the three 767-300ER engine Variants (GE, P&W and RR) in house colours. So if you want to fly your favourite airline, you’ll need to use the repaint manager and download some new paint schemes. First you’ll need to visit Level-D’s Website to download the paint scheme of you’re choice. You’ll note that repaints from Level-D come in two flavours. The DXT3 models are less clunky and heavy on the system whist the regular repaints have a more polished feel, but will strain the system. I recommend the DXT3 repaints, as they look just as good as the regulars to me. Once you’ve done that you’ll need to unzip the files into the right directory. The readme file will give you all the general information you’ll need. Now all you need to do is load up the repaint manager and click on Add Repaint. From there, just click on the repaint you wish to add and click install. You can also remove a repaint if you wish and you can upload a repaint you’ve done to the Level D website. If you’re chosen airline isn’t there, you can always download the paint kit and have ago yourself.

This is just one of the great repaints available. Best of all, they’re Free!

Lets Get to the Airport

Once we’ve loaded up FS, then selecting the 767 of your choice is as normal, but you will have to read the text, as there are no livery pictures of new downloads. Level-D provide instructions and with a little work you’ll have no problem finding the airline you want in the future. Once loaded up however, the fun really begins.

The Level-D 767 is a complex simulation, and as such, there are extras and features included that normal add-on aircraft don’t have. Clicking on the Add-ons menu in the main menu bar reveals two new choices. The first is Level-D simulations whist the second is B767 Specific. Clicking on the former brings you five new menu choices. The first is Custom controls. Here you can set buttons, key presses and such to be used by the sim. The next menu is the preferences. This lets you set things like ‘A/T inhibits manual throttle’ as well as the settings for the crew voices (British, Canadian, American and even and Australian ground Crew are available.) You can also set the first officers duties during the flight, to help make your job easier.

The next menu is the Instructor menu. Again you can select the voice set as well as several options for training.

The last two menus are Level-D specific and are not worth mentioning here.

The B767 Specific menu is where the action is. From here you can import or export various panel settings, from cold and dark to fully running. You can also define the default panel settings (Cold and Dark. Go on you know you want to). Next you get to define the failures on this particular flight and the next one down allows you to repair the failures after they’ve happened.

Below that is the ground requests menu, only to be used once you’re ready for pushback whist the realism menu is where the real power is. In here you’ll be able to set the various settings that will bring you closer to the real 767. Some seem a little strange, (Hydraulic Fluid needs refilling for example) to the really useful, (Battery discharge and such)

The final Menu is the quick tips section, which is great if you’re really stuck.

Detail is everything.

This isn’t Kansas anymore!

As you can imagine, it’s a rather daunting to sit down and prepare for a flight in an aircraft that is more complex than the FS defaults. Fortunately, Level-D have provided us with several tutorials, all found within the missions section. Don’t expect any rewards for completing them though, as Level-D say they haven’t finished exploring the limits of the mission section.

There are several tutorials to go through, from the short hop from Vancouver to San Francisco, through to the long haul, Atlanta to Brussels. But for me, the star of the show, and something I think that Level-D have done well in providing, are the last two missions. These are failure missions. The first places you in the cruise at 35000ft only for a failure to happen. The second throws a failure at you at take off. Both offer a real insight into how a real aircrew train in the simulator for just such emergencies. Bravo.

Calling the Ground Crew.

At the Gate

            The first thing you’ll notice at the gate is a menu screen that pops up to help you load the aircraft. Option one loads the aircraft automatically with the settings you saved in the configuration utility. Option two offers you the choice of lbs or Kg’s; whist option three gives the chance to manually load the aircraft. Selecting option one does the job and so we’re ready to pre-flight. For such a complex aircraft the 767 seems remarkably easy to navigate. The overhead isn’t too cluttered whist the MCP is easy to understand. Only the FMC can cause problems, but even here it’s not too difficult. You’ll have to program your own route though as you can’t import the route from FS itself. This is fairly easy though and requires only a little time. From there you can then set the ZWF and trim using your crib sheet as before.

Once you’re set you can request a pushback from the ground crew. Clicking on the ground call switch on the O/P brings up a menu to help you. If you select pushback you’ll then be taken from the cockpit to a separate screen where you can choose to not only push back, but you can choose how far you can push back, whether you wish to push to the left or right, (which really makes some of the taxi routes much easier to start from) and finally you can select to ‘push and start’. Whatever you select, you’ll be treated to some real speech between the captain and ground crew, with instructions for the pushback. Once you’re set, started and pointing in the right direction, be careful when you advance the throttles for taxi. One thing to look out for is a starting bug found only with users of the FS Acceleration pack. For some reason the engines will spool twice before starting up. Strange but in no way detracting from the overall product. The 767 is a very powerful aircraft and as such, very little power is required to move and it’s quite easy to exceed taxi speed limits without much difficulty.

The Virtual Cockpit is a joy to behold.

Here we go!

            Taxiing out brings the captain to announce that the cabin crew prepare for departure (again, scripted but all part of the immersion experience). On takeoff though, the high quality sounds are really shown off as the engines spool up to full power. The rich sound of the P&W engines, or the RR or the GE versions sound exactly as they should, whist the amount of power produced is nothing short of frightening. Rotation and V2 comes quickly and soon we’re in the air. A nice touch is the first officer who, if asked, will handle the flaps and landing gear for you. Once we’re up however, thing become more relaxed as we hand off to George and let the aircraft do its thing. The cruise prompts more interaction between the crew as well at the descent. It’s the landing however that shows the next Level-D trick. Auto land can be engaged once the ILS has been attained, and by selecting all three of the autopilots, the 767 will gracefully set herself down on the runway. Just remember to operate the reverse thrust to slow down.

Down safe and sound.

Conclusion.

There really are not enough superlatives available to describe how good this aircraft is. It’s not just the aircraft itself, it’s the little touches that add up to make a package that really is more than the sum of it’s parts. The interaction between the flight crew, Flight attendants and ground crew all help to immerse you into the cockpit. The options available mean it’s flyable by anyone, and the use of tutorials to learn how to deal with failures all mean that this is no ordinary add-on. If I had to pick a fault, it would be frame rates, all this complexity will hit the frame rates, especially around built up airports like LHR or SEA. Still it’s a fair price to pay for the chance to fly such a graceful lady. If you haven’t thought about the 767 until now, this is the package that will make you take notice. If you haven’t bought it yet, where have you been?

Update 2011.

Well Level D don’t like to rest on their laurels. They’ve released a cool update to this venerable old girl. In keeping with the Real world Level D have produced a new wingletted model of the 767. Its a free update for registered customers and it includes its own load manager, to account for the 4 to 5% fuel saving over her non winglet sisters. THere are also a raft of free liveries to choose from. So enjoy

First Published on The Flight Simulator Network

The Flight Simulator Network

Books are old school man! I mean, like, who wants to read all those pages. And, like, think of the rain forests. Surely there’s, like, a better way.

Happily, there is.

We all know that flying the big iron is hard work. I literally have shelves that bow in the middle from sheer weight of flight manuals. Just the thought of having to sit and study these massive files can strike fear into the hardiest pilot. But as I said, these days there is another way.

Be Afraid, Be Very Afraid…..

All Hail The DVD

            In recent years, DVD’s have become a familiar sight around the home. The great thing about DVD’s is that they’re cheap to make, easy to duplicate and take up little room on the shelf. So knowing this, it wasn’t long before the flight sim community began to take notice. First to come out was Angle of Attack productions for Level D’s 767-300. This proved the benchmark by which all others should be measured. So with this in mind, how does the “Learn the Mad Dog” stack up?

Ground school was never this easy.

What’s A Mad Dog?

I’m ashamed to say, that until recently, I hadn’t heard of a ‘Mad Dog’. In fact it wasn’t until I reviewed Flight 1’s Super MD-80 that I knew much about the aircraft itself at all. Since then however the ‘Mad Dog’ has gone on to be a fleet favourite with me, so when Larry Foltran offered me the chance to review His ‘Mad Dog’ Training DVD, I jumped at the chance. Larry is know as the Chief MD-88/90 Test pilot at Delta Virtual Airlines, and has worked hard to bring us this DVD. The first thing to point out is that this DVD is based on Leonardo’s ‘Fly the Mad Dog 2006’. So to get the best from this DVD, you’ll need this version, but if you fly flight 1’s Super MD-80, you’ll find a lot of crossover information. So don’t restrict yourself.

Follow the onscreen instructions to the path of knowledge.

Knowledge is power, and power comes from…….

            Like AoA 767 DVD is split into two parts. Part one covers each system and switch onboard the aircraft. Whist part to takes us through the pre-flight all the way to shutdown. And Like AoA’s DVD, Do not sit and watch this in one go. At over 3 hours you’re brain will melt. (Trust me, mine did, but I am Blonde.)

The amount of information contained in this DVD is simply astounding, but perhaps its best feature isn’t the information, but the production values. Each section is presented in turn by two professional voiceover artists, one male, one female. This is a great feature as, if you want to watch more than one section at a time (You brave Person), you’ll find the change of voice helps to wake the mind back up, so you can learn.  But it doesn’t stop there, the pointers on screen are clear and concise and the information is never delivered dryly.

The Study guide will help you cement what you’ve learned.

But wait, there’s MORE.

Had that simply been it. Then the ‘Learn the Mad Dog’ DVD would have been a great buy. It successfully raised the bar set down by AoA productions.  But as the title above suggest, there is more. Larry Foltran seems to be a man on a mission. To that end, He’s produced a study guide to accompany the DVD. At nearly 50 pages it’s a great addition to you’re learning and it includes 75 (Yes 75!) study questions to help with your knowledge. Also included in the guide is a full section on the weather radar onboard the MD-80, a section that had to be cut from the DVD. At $23.99 it can seem expensive. But if you’re buying both together then it’s a steal at $38 (Compared to $32 for just the DVD).

You will become a better pilot. Honest.

Conclusion

            So how do I rate this DVD? Well, this has taken the bar and raised it not just a little high, but into a whole new category. The information is delivered without ever feeling heavy, though it is best to watch in bite size pieces. And the optional study guide really is a must if you really want to get to grips with the MD-80 (Or if you really want to show off you’re knowledge to other pilots). DVD’s really are the way to learn our favourite aircraft systems. But perhaps the best news of all is that Larry is going to be working With Chris Palmer at AoA on an upcoming project. So imagine what that DVD will be like. Either way you look at it ‘Learning to fly the Mad Dog’ is now much easier. So why wait.

First Published on the Flight Simulator Network