Tail Strike in SFS
09-16-2006, 02:49 AM
#21
New Hire
Joined APC: Sep 2006
Position: Centerseat
Posts: 7
Isn't the MD-11 stabilizer only 2/3's of the original DC-10 stab size?
That's why LSAS was incorporated for Longitudinal Stabilisation.
Furthermore the deployment of Thrustreverser #2 also will create an ANU pitch when the Groundspoilers + Reversethrust is applied. This requires a violent control yoke push. If you try to land an empty MD-11 without this violent push you'll be cracking some tailfeathers upon groundspoiler deployment.
Furthermore, take the time to rollout and never make bets with the Capt to clear the runway sooner than the a/c can handle. The violent vibrations on the CLG brakes (caused by the autobrake) can shorten the lifetime of the CLG hardware or even fail during landing like Alitalia did.
That's why LSAS was incorporated for Longitudinal Stabilisation.
Furthermore the deployment of Thrustreverser #2 also will create an ANU pitch when the Groundspoilers + Reversethrust is applied. This requires a violent control yoke push. If you try to land an empty MD-11 without this violent push you'll be cracking some tailfeathers upon groundspoiler deployment.
Furthermore, take the time to rollout and never make bets with the Capt to clear the runway sooner than the a/c can handle. The violent vibrations on the CLG brakes (caused by the autobrake) can shorten the lifetime of the CLG hardware or even fail during landing like Alitalia did.
09-16-2006, 04:00 AM
#22
Gets Weekends Off
Joined APC: Aug 2005
Position: Retired
Posts: 980
Originally Posted by Martinair
Isn't the MD-11 stabilizer only 2/3's of the original DC-10 stab size?
That's why LSAS was incorporated for Longitudinal Stabilisation.
Furthermore the deployment of Thrustreverser #2 also will create an ANU pitch when the Groundspoilers + Reversethrust is applied. This requires a violent control yoke push. If you try to land an empty MD-11 without this violent push you'll be cracking some tailfeathers upon groundspoiler deployment.
Furthermore, take the time to rollout and never make bets with the Capt to clear the runway sooner than the a/c can handle. The violent vibrations on the CLG brakes (caused by the autobrake) can shorten the lifetime of the CLG hardware or even fail during landing like Alitalia did.
That's why LSAS was incorporated for Longitudinal Stabilisation.
Furthermore the deployment of Thrustreverser #2 also will create an ANU pitch when the Groundspoilers + Reversethrust is applied. This requires a violent control yoke push. If you try to land an empty MD-11 without this violent push you'll be cracking some tailfeathers upon groundspoiler deployment.
Furthermore, take the time to rollout and never make bets with the Capt to clear the runway sooner than the a/c can handle. The violent vibrations on the CLG brakes (caused by the autobrake) can shorten the lifetime of the CLG hardware or even fail during landing like Alitalia did.
09-16-2006, 05:35 AM
#23
done, gone skiing
Joined APC: May 2005
Position: Rocking chair
Posts: 1,601
Maybe flying the DC-10 before the MD, one has a greater affinity for the "classic" MD 
. Coming from the Boeing, where two types that where very different to land (-100 and -200); I find the "11" a joy to land.
The 10's (certainly the -10 10) needs the power held on while the AT are trying to retard. On a light weight AC and forward CG, I'm of the mind you will get a cruncher if you don't keep the power in into the flare.
. Coming from the Boeing, where two types that where very different to land (-100 and -200); I find the "11" a joy to land. The 10's (certainly the -10 10) needs the power held on while the AT are trying to retard. On a light weight AC and forward CG, I'm of the mind you will get a cruncher if you don't keep the power in into the flare.
09-16-2006, 09:05 AM
#24
Gets Weekends Off
Joined APC: Nov 2005
Position: MD-11/10 Captain
Posts: 533
Originally Posted by Martinair
Isn't the MD-11 stabilizer only 2/3's of the original DC-10 stab size?
That's why LSAS was incorporated for Longitudinal Stabilisation.
Furthermore the deployment of Thrustreverser #2 also will create an ANU pitch when the Groundspoilers + Reversethrust is applied. This requires a violent control yoke push. If you try to land an empty MD-11 without this violent push you'll be cracking some tailfeathers upon groundspoiler deployment.
Furthermore, take the time to rollout and never make bets with the Capt to clear the runway sooner than the a/c can handle. The violent vibrations on the CLG brakes (caused by the autobrake) can shorten the lifetime of the CLG hardware or even fail during landing like Alitalia did.
That's why LSAS was incorporated for Longitudinal Stabilisation.
Furthermore the deployment of Thrustreverser #2 also will create an ANU pitch when the Groundspoilers + Reversethrust is applied. This requires a violent control yoke push. If you try to land an empty MD-11 without this violent push you'll be cracking some tailfeathers upon groundspoiler deployment.
Furthermore, take the time to rollout and never make bets with the Capt to clear the runway sooner than the a/c can handle. The violent vibrations on the CLG brakes (caused by the autobrake) can shorten the lifetime of the CLG hardware or even fail during landing like Alitalia did.
09-16-2006, 11:46 AM
#26
...Whatever It Is!
Joined APC: Jul 2006
Posts: 4,680
Originally Posted by Martinair
Furthermore, take the time to rollout and never make bets with the Capt to clear the runway sooner than the a/c can handle. The violent vibrations on the CLG brakes (caused by the autobrake) can shorten the lifetime of the CLG hardware or even fail during landing like Alitalia did.
Are you saying that the MD-11 can't handle medium brakes to full stop?
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