Stephen Posted September 24 Report Share Posted September 24 Aircraft Review : McDonnell Douglas MD-11 Passenger by Rotate With the release of Rotate's McDonnell Douglas MD-11 in March 2022, it was in the aircraft's more common Freighter role than the introduction variant of the Passenger aircraft that was released. In fact no MD-11P (Passenger) aircraft are now flying, As in being after the retirement from passenger service with the last flight being by KLM in November 2014, then most of the remaining MD-11 passenger fleet were converted into the freighter specification, many of which are still in service today. The last of 200 MD-11 aircraft was built in October 2000 after Boeing merged with McDonnell Douglas in 1997. But the demand for this particular passenger aircraft was still very high, and worthy considering the quality and detail of the Rotate Freighter release, almost from day one, they clamored for it... so here it is the P in Passenger variant of the MD-11 from Rotate. McDonnell Douglas had started to search for a DC-10 derivative as early as 1976. Two versions were considered then; a DC-10-10 with a fuselage stretch of 40 feet (12 m) and a DC-10-30 stretched by 30 feet (9.1 m). The latter version would have been capable of transporting up to 340 passengers in a multi-class configuration, or 277 passengers and their luggage over 5,300 nautical miles (9,800 km). At the same time, the manufacturer was seeking to reduce wing and engine drag on the trijet. Another version of the aircraft was also envisaged, the "DC-10 global", aimed to counter the risks of loss of orders for the DC-10-30 that the Boeing 747SP and its range were causing. The DC-10 global would have incorporated more fuel tanks. McDonnell Douglas was still convinced that a new derivative for the DC-10 was needed, as shown by the second-hand market for their Series 30 and the heavier DC-10-30ER version. Thus, in 1984 a new derivative aircraft version of the DC-10 was designated MD-11. From the very beginning, the MD-11X was conceived in two different versions. The MD-11X-10, based on a DC-10-30 airframe, offered a range of 6,500 nautical miles (12,000 km) with passengers. That first version would have had a maximum takeoff weight (MTOW) of 580,000 pounds (260,000 kg) and would have used CF6-80C2 or PW4000 engines. The MD-11X-20 was to have a longer fuselage, accommodating up to 331 passengers in a mixed-class layout, and a range of 6,000 nautical miles (11,000 km). On December 30, 1986, McDonnell Douglas launched the MD-11 with commitments for 52 firm orders and 40 options in three different versions (passenger, combi and freighter) from ten airlines (Alitalia, British Caledonian, Dragonair, Federal Express, Finnair, Korean Air, Scandinavian Airlines, Swissair, Thai Airways International, and VARIG) and two leasing companies (Guinness Peat Aviation and Mitsui). Orders from Dragonair, Scandinavian and UTA, and an undisclosed customer were canceled by 1988. The MD-11 however failed to meet its range and fuel burn targets. The last of the 200 aircraft was built in October 2000 after Boeing merged with MDC in 1997. Also hanging over the aircraft's head was the ill-famed Turkish Airlines Fl 981 McDonnell Douglas DC-10 which had operating the flight and crashed into the Ermenonville Forest, outside Paris, killing all 346 people on board. The crash was also known as the Ermenonville air disaster. Flight 981 was the deadliest plane crash in aviation history until 27 March 1977 (Tenerife). Some early MD-11F freighters were actually built, but most of the MD-11's still flying as noted are now mostly all these converted early MD-11 passenger aircraft. I will put my view first. The Rotate MD-11F is one of the best simulations available in the X-Plane Simulator, the aircraft is sensational, but complex to fly and mostly crazy fast to land. But that is the attraction of the machine, and basically the MD-11 deserved a far better reputation than it has. It was the perfect size, not to small and not too big, with the right upgrades it had the talent to have a bigger and longer lasting in service significant career, pilot's loved it, so did the passengers for it's space... unfortunately the management and the divisive troubles at Boeing damaged another great design to history by not rectifying it's weaknesses. But as X-Plane users and thanks to Rotate, you can now fly and still use this exceptional machine. It's a BIG aircraft, one that stands out anywhere. So the aircraft does create a very big footprint in the simulator, and that aspect then does also create the fear of the MD-11 being a framerate killer. I never seen or even feel that aspect at all with the MD-11F, it flew well every time within my specification boundaries, and I certainly don't get the same feeling here with the MD-11P either, and considering the extra additions to the passenger design, but then again I'm not greedy with my graphic settings either, and I am also flying on an average system... my feeling is that if I can fly it well with no framerate intrusions then so should you. If you can't then it may be time to upgrade your computer specifications. Rotate aircraft promote the "wear and tear" or a hard worked "in it's life" style of design. And not only is the whole intricate detail available here, but it is tired and worn as it should be... so that "Ultra Realism" is very apparent here. The MD-11P is however noticeably cleaner than the worker Freighter variant, again it is absolutely realism perfect. Every panel and fuselage highlights are exceptional here, just check out that wing light installation, and cargo hold doors. Like the MD-11F a "walkaround" here turns into a journey of detail, a feast for the eyes, and you will never tire of looking at this aircraft. As there is always something new to discover and absorb. If you are a detail and texture junkie, again this MD-11 will put you in hospital with an obsessive overload. Wings are metal realism 101, you can virtually touch the spectacular aluminum alloys in the leading edge construction, all components and access panels are near perfection. Extended (50º) and the leading edge Krueger flaps show the intimate detail is near perfect, rear Triple-Slotted Fowler Flaps are huge "Barn Door" draggers... again the work is exceptional here, the very best in animation and ultimate detail. Winglets are excellent, note both the highly detailed lighting assemblies. The lower winglet may look like a painters shape mark, but no, they are really like this red and white design on the real-life KLM version. Engines mounted are three General Electric CF6-80C2D1F high-bypass turbofan engines, the same that is on the Boeing 747, rated at 52,200–61,960 lbf. The engine pod design is excellent as is the chrome inlet surround, inner fan and spinner. But the real "gobsmacking" detail is the outlet, note that amazing copper cone, all the wear feel is realism 101, or even 150%, it is just all so good. That massive tail with the third CF6 enclosed inside is again extremely well done, again from the maw of that massive inlet, to the rear set copper outlet cone that again steals the show. It is quite scary on how far back the GE CF6 is mounted in the tail section. There is a very long inlet to the fan section, and the rear cone and bottom section are also hinged down to remove the engine from the aircraft. If there was not enough weight back here, then why not add in another jet engine, a small one mind you in the APU unit in the lower tail, it is a Honeywell GTCP331-250. Both thrust reversers are exquisitely done in animation and including their inner cowling grid details. The MD-11F's cockpit window were a bit clear, the MD-11P's seems to be far more heavily tinted... so they look a lot better in context, with their lovely metal frames and perfect glass. Here the passenger variant also has lovely side windows... instead of an all metal tube feel of the Freighter, raised in a enforcement thicker paneling, the windows are really well done with the quality detail. There are four doors per side, two forward, an overwing and a rear. Like the DC-10, the MD-11 has a three bogie rear and a nosewheel unit for the landing gear arrangement. A lot of developers model and detail the gear assemblies very well, but they leave them clean, nice but that is not what you would call realistic... here Rotate has done the "dirty" so to speak with not only the full assembly construction, links, hubs and supports and what have you, but covered them all in grime and brake dust... perfection, yes it all is. All the hydraulic lines are there, as is also the nice tyre construction with great tyre highlighted detail. Middle support twin bogie is again brilliantly detailed, but the central hull placement means most of the internal section is hidden, very well done though again in quality and the grubby detail. Nosegear is also highly detailed and authentic in detail, and you can see right up into the gear bay, and the same great detail is also noted internally. All linkages and assemblies are all highly modeled and detailed to an exceptional degree, The taxi and landing lights are positioned up very high on the struts on the MD-11. All the gear animations are first rate (and magnificent to watch) and note the forward gear doors that are connected directly to the nosegear struts. Menus With the Rotate MD-11 both variants there is a dropdown X-Plane Banner Menu (Plugins) with two selections; AIRCRAFT MENU and ABOUT. AIRCRAFT MENU; has four tabs... Options, Load Manager, Ground Operations and Failures. ABOUT; Is the aircraft Version Number and Rotate Credits. OPTIONS; This is the aircraft Options page with Seven option choices; - Show Ambient temperatures In Celsius - Show Weight data in Kilograms (Or Lbs) - Show Fluid quantity in Litres (or Gallons) - Reduce IRU align time to 30 seconds (align now) - Default to HPa Barometer setting - Synchronise barometer setting Co-Pilot side - Use 8.33KHz spacing in VHF Radios Lower is the choice to; "Perform Maintenance tasks to all systems", and to note to "Save Options" choices bottom. Since the MD-11F release there has been a few more options added to this page... - Use hardware controller toe-brakes - Use hardware controller tiller - Inhibit acceleration in FGCP knobs Situations; Right side has five start "Situations"; - Cold & Dark - Parked with external power - Ready to start engines - Ready to taxi - Ready for departure All selections are very good, but there is no "Turnaround" option which is interesting. Also new are "Other Options", these are two choices to. - Pause flight on Master Warning alert - Pause flight before T/D (Top of Descent) And finally there are the options to "Save", "Load" and "Reset", the Pop-Up DUs Display Units) location All these above changes are now also on the MD-11F LOAD MANAGER; This is your aircraft set up page for Payload and CG (Centre of Gravity/%MAC) and Fuel Quantities, Weight & Balance and Total Weights. Top is the Total Payload and Payload CG settings in KG (Lbs) and %MAC. Then the Fuel Quantities in; Takeoff Fuel, Taxi Fuel, Ballast Tank(s), Ballast Fuel, and Trip Fuel. The top slider selections are different here than with the MD-11F... Here you have Pax Load (Passenger) and Cargo Load, instead of the various loadings on the Freighter. There is the same "Extended Controls" for a more detailed loading choice. Here you can set the loads for the Passenger Cabin in; Business-Fwd (Forward), Business-Aft, Economy-Fwd and Economy-Aft... change is in the three LO (lower) Cargo compartments can now be only filled on the MD-11P version in Lo-Fwd, Lo-Ctr and Lo-Aft. If you input the "Total Payload" it will basically set the passenger and cargo loads for you, of course you can adjust the individual settings for your own loadings, but most is done automatically. Fuel options include; Block Fuel, Taxi Fuel, Ballast Tank, Ballast Fuel and Trip Fuel (estimated)... "Simple Controls" returns the menu back to normal size. On the Right is the "Weight & Balance (ZF-CG and TO-CG) graph to see your loading and takeoff limits (or limitations), and below is the Totals of the TOW (TakeOff Weight), ZFW (Zero Fuel Weight), TO-CG (TakeOff - Centre of Gravity) and ZF-CG (Weight and Trim) both %MAC. Finally bottom is the option to "Apply (set) load configutation to aircraft and FMS", This will transfer the set loading data directly into the aircraft (fuel and weight) and %MAC into the FMS. Notable is the Fuel loading settings as the interesting part is the aircraft balance setting. The MD-11 has extra AUX tanks for the TAIL TK (Tank), CTR (Centre) TK and the AUX UP TK, all these fuel options are found under the Ballast Tank (top). This can be very hard to set up, because the MD-11 aircraft is very, very sensitive to it's CG balance. The really hard part is that where do you get your "Ballast" fuel info from, certainly not from SimBrief, as it is not listed there. I set up a route (and not using the "Ballast" function). Basically My attitude is to fill the main centre tanks then just adjust the AUX tanks automatically to fill to the amount of excess fuel required.... there is an over-riding main Ballast slider to help you here, and it works magnificently. GROUND OPERATIONS; This tab allows you to use "Static Elements" and to open and close the aircraft doors, with a few nice features as well. Ground Services; There are six selections for "Ground Services". They include; GPU (Ground Power Unit), which is very nice (you can also use the COMMAND Toggle "GPU_power_request_toggle" as well to activate the GPU). Wheel Chocks, Cockpit Stair, (a very nice RF Door set of tall stairs), Jetway (if available at the gate), Fuel & Food Service... nothing happens visually here but the aircraft is serviced with Fuel and Food is loaded, and a Push Back option of; Stop, Left, Straight and Right actions. (I would still use betterpushback). There are eight passenger doors, two main Cargo doors and a Bulk cargo door left rear. Oddly the forward left door L1, is still called the "Cockpit Door"? Lower panel are the interior lighting switches; Off, Low and High, and a lighting switch (On/Off) for the Cargo holds. FAILURES; The "Failures" feature also still feels a little underdeveloped? You get nine options in; APU, Air, Electrical, Engines, Fuel, Hydraulic, Instrumentation, Fire and Other. But the options are limited to only one in "Fail Now" of which will immediately fail the choice option. It will "Fix Now" so you can quickly rectify the failure... There are a lot of failures to choose from, but there are still no timer or altitude failure options? You can now move the menu screen around your window, but there is no scale option. Cabin The biggest differential between the MD-11F and this MD-11P, is of course the passenger cabin... you have to love the way those doors slip serenely into roof of the fuselage, gets me every time. Going in the front door left, and you realise, just how big... huge the MD-11 is. I hope you like blue? Forward cabin are the bulky Business seats (in Blue) very nice... There is then a smaller centre business section with fourteen seats... Before the rear two economy sections.... It is far brighter and a more modern cabin than I expected, it will be very interesting in what the painters will create in authentic livery interiors, but I like it... the Economy chairs are very nice, modern with still a mid-noughties look. There is a very nice mottle pattern on the excellently shaped sidewalls, with down-lighting, the roof bins and accessories feel a bit Star Wars R2D2, and the no smoking/seatbelt signs are not switchable either? Galleys middle and rear are massive, as there are only two of them for the four areas, nicely done in detail, and the toilets are all standalone. All through there is not much functionality including the toilets (remember the non-working toilet on the MD-11F), but there is no doubt it looks nice, and it is a nice place to fly in. Cockpit (Office) The cockpit door is almost a side wall panel, you could actually walk right past it, as it blends in with the cabin decor. The feel inside is very Rotate as well, I call it "Edgy Grungy", a lived in and worked in environment like within the Rotate MD-80, and immediately you feel the difference... The MD-11F in X-Plane 11 was very lived in, but the X-Plane 12 MD-11P feels totally different, as it makes the XP11 version look bland by comparison. You feel the textures and and the grungy look more as it now comes out at you, obviously the photometric lighting engine is working like gang busters in here. It looks simply amazing! Yes the MD-11F has the same look and XP12 feel now (I checked), but there are a few subtle differences. The cockpit is set up for a three person crew, but the aircraft is only flown by the two forward pilots, the third is really just a loading officer or a relief pilot in the third seat. The three seats are bulky, and expertly modeled, love the authentic chunky headrests, and the molded document storage backing frame and the molded lower seat frame. Seat material is a blue/grey wool fabric with large sheepskin covers to keep you comfortable on those long-hauls... sheepskin is extremely hard to do with hard modeling, but it looks realistic in here, it is (slightly) different as well... the Freighter has a (dirty) lighter colour, in the Passenger it is a darker grayer sheepskin. I didn't know you could do this until I checked, the seat headrests can be moved from the upright position to the layback position. Those amazing heavy textures of the window frame moldings are still in here, as are all the excellent materials that are very authentic to the aircraft, everything in here is so "touchy feely"... Side window opens at the touch (turn) of the handle. The EFB (Electronic Flight Bag Tablet) disappears as the window's open, this option was not on the MD-11F two years ago. (now on both) If you already have purchased the MD-11F, then you will be nodding your head in agreement. It is totally the same cockpit and instrument set up and layout. In fact swapping between the "F" and "P" variants there is absolutely no difference at all. So if you have flown the Freighter for the past two years, in reality, you will find absolutely nothing at all different here, with nothing to relearn or to hit the manual for. That said if you are new to the MD-11, then there a bit of a learning curve. It is a complex machine in striding the analog to automatic instrument eras, as the aircraft has a bit of both, and a lot of manual applications with a fair bit of Auto as well. Thankfully the systems are laid out in a point to future ergonomic layouts, and there is provided by Rotate an extremely comprehensive set of manuals (20 Manuals actually) covering almost every aspect of every system. So there is a lot to learn and to study in here. Love those chunky yokes, and so extremely authentic they both are too. PTT (Push To Talk) button works, and so now does the electric trim switches, they didn't on the earlier XP11 release. You can hide one or both yokes individually via the base hotspots. Instrument Panel The six display layout is pretty easy to understand, per a set of three for each side pilot, they are called DU (Display Units). They consist of the outer PFD (Primary Flight Displays), middle ND (Navigation Display) and inner EAD. The EAD is split with the left display the PED (Primary Engine Display) and on the right the SD (Secondary Engine Display). Centre panel is the Gear lever and the four gear annunciator lights. The PFD is familiar, but it isn't? Using a lot of colour (mostly orange or amber) it is still quite unusual to the eye, but the layout is extremely highly detailed here from Rotate (call it authentic if you like). From the off you have to understand the language used in the MD-11, it is modern in a way (very Airbus, or early Airbus), but again quirky in it's own way. Again study is certainly required to master the systems, or their quirks. Speed and Altitude tapes are left and right, with a complex V/S Vertical Speed built into the right tape. Autopilot and AutoThrust (A/THR) functions are top, with a compass heading at the bottom. Centre is the Artificial Horizon with a built in pitch markers and Rate of Turn markers. All displays pop-out, including the FMS panels, again another new thing added in the last two years. The SD also has other page options... Set behind the Throttle quadrant is the SD control panel. On here are twelve buttons representing; ENG (Engine default), Blank, Blank, ND (Navigation Display - Not used), CONSEQ (Consequence), STATUS, HYD (Hydraulics), ELEC (Electrical), AIR (Air-Conditioning), FUEL, CONFIG (Configuration) and MISC (Miscellaneous). Flight Management Computer (MCDU) The Flight computer in the MD-11 is called the MCDU (Multipurpose Control Display Units). Here the replication of the Honeywell Pegasus MCDUs are absolutely first rate, with two displays set forward and one rear on the pedestal. The rear of course is for display only, but some of the basic pages work. The system includes lateral navigation (LNAV) and vertical navigation (VNAV) modes, and the FMS can predict fuel consumption, estimate times of arrival, and calculate optimal descent profiles based on real-time conditions. Set between the two forward MCDUs are the backup Altimeter and Artificial Horizon, Auto Brake selector and the Brake Pressure gauge (that works). There is a cross-fill from the EFB that includes the set Weights and Fuel, but no SimBrief direct flightplan insertion. However you can save Flightplans in the "user-data/saved-routes" folder with the SimBrief Downloader in the .txt format. There are no SID or STAR procedures included in the flightplan, but they are not hard to add in via the Pegasus system. Between the two of the FMS fill and saved routes, programming the MCDU is quite quick, a tricky one though is the "slope/wind" input in the take off page? You will need to calculate the runway slope and wind heading, it usually comes out like this "UP0.0/HD006" (UP being slope of 0.0 degrees and HD being Headwind 06 knots), without that calculation the MCDU however can't setup the vSpeeds, so it is essential to master the maths. Another trick is filling in the centre TOCG/TOGW settings mid screen top... this can only be filling in from the W&B page on the EFB/Menu, by pressing the "Apply load configuration to aircraft and FMS". So it is notable that you do your EFB calculations first, cross-reference to the MCDU to fill-in the data, not the other way around, as it doesn't insert correctly. Throttle Quadrant The central Throttle Quadrant is simply a beautiful thing. Really well recreated for your pleasure... Far left is the Long Trim Handle, then the T-Bar (with working catch selector) SPD BRK (Speed Brakes). Those three sublime Throttle Handles have built in reverser handles, then the right hand Flap Selector with the DIAL-A-FLAP selection. Mode Control Panel Top glareshield is the "FGCP" or Flight Guidance Panel, it is the primary interface for the autopilot, flight director, and autothrottle. It looks complicated, but actually it is quite intuitive to use and operate. Upper left and right MCP are the two ECPs (Electronic Control Panels). Here the Baro, in SETTING, STD and MINIMUMS (both RA and BARO) are used in the PFD, the rest of the buttons are used for the ND (Navigation Display (range) and for setting the VOR pointers. Overhead Panel (OHP) The Overhead Panel is complex? Three Engines makes for a lot of buttons and systems on one board. Thankfully ergonomics has taken place here to give you panel flow. The MD-11 was completely system redesigned to be intergrated for a two crew operation, were as the DC-10 had a Flight Engineer (and Panel) third crew member. A lot of the functions are very easily recognised, but there are a lot of buttons for side systems (Aux Pumps and so on) that are essential to the operations of the systems.... So study is obviously required to understand all the systems presented on the board.... This means, just pressing the buttons you think you need and then to go flying will result in a major system failure, meaning then your going to ruin a very nice aircraft, so you can't be cocky bugger in here. Layout is column left (top down) panels; ADIRU (Air Data Inertial Reference Unit) Navigation, Cargo Temperature, FADAC (Full Authority Digital Engine (or electronics) Control)... Main centre column panels; HYD (Hydraulics), ELEC (Electrical), AIR (Air-Conditioning) bottom FUEL.... Right column panels; Service Panel, Cabin Press (Pressure), Anti-Ice, Test Panel. The chin bottom panel; Left/Right Wipers, OHP and Dome/Storm lighting, Instrument lighting knobs, EMER LT (Emergency Lighting), No Smoking/Seat Belt switches, Call Reset... External lighting (Landing/Nose), Wing/Turnoff Runway lights, NAV (Navigation), LOGO, BCN (Beacon) and HI-INT (Strobe) lights. Note a few switches in the lighting panel are opposites, off can be in or out on selection. It is clever in that the non-essential lights are in off, but the essential NAV, BCN and HI-INT are out to be off. You can test all the systems and panels, the fire systems are particularly good. As all of the FIRE/APU and Fuel switches can be tested and checked. You can also test such items as the landing gear... push the gear lever down (on the ground of course), and the gear system will test itself, and it is all so brilliantly done. Most of the rear of the OHP is full of non-active Circuit Breakers (Fuses), they go around the to the top right wall panel, then to the rear right panel... hundreds of them. Another feature here are the animated moving blinds, one each side, that tracks around to the front (or side) windows, the blind is movable up and down as well. Service Interphone Call Panel One difference between the MD-11F and the MD-11P is the SICP, or Service Interphone Call Panel This is the cockpit to cabin interface for crew interaction and for what is going on in the cabin. In PA announcements and if a Movie is playing. Pedestal The rear pedestal is really the radio panel. It has left-right VHF and HF 1-2 CPR Radios upper with the Audio Control Panel below, and the Weather WX Panel mid-left, then the Transponder panel below. Finally bottom left is a third VHF 3 Radio Panel. Both the manual roll and rudder trim wheels are centred rear. We have already covered the upper SD Control Panel and the centre MCDU. Another feature not on the MD-11F when released was the EFB or "Electronic Flight Bag" or Tablet. There is one EFB each side, and they can be adjusted up/down and left/right... as seen earlier they will disappear if you open the window. You can turn the tablet off and adjust the brightness. There are eleven tabs to select from. They are an amalgamation of the MD-11 Menu, and AviTab (Plugin Required). The list is Home, W&B (Weights & Balances), GndOps, Fails, Man, Chart, Maps, Apts, Rtes (Routes), Data and Notes. All "Home" (Options), "W&B" (Weight & Balance), "GndOps" (Ground Operations) and "Fails" (Failures) are all direct copies of the same Menu items found in the Plugins/Rotate MD-11P/Aircraft Menu. Basically they have all been just repositioned also here in the tablets for convenience. The other seven tabs are the various AviTab tools set differently. MAN - Manuals This MAN option allows you to navigate folders to find Manuals or Tutorials within the Computer's file system, here set in Windows, and you can display pdfs on the screen. Its clever, handy but pretty basic as well. Chart - AviTab You can insert a navigation chart or other document in the AviTab "charts" folder (X-Plane 12/Resources/plugins/AviTab/charts) and have it appear in this tab... It will also show pdf files, ideal for loading in SimBrief "Briefings". Basically this option would be used if you didn't have a Navigraph or another chart account. Maps Is the standard AviTab Maps function. Apts - Airports Airports is the standard AviTab function to get airport information, and if you have a Navigraph account, you can have access to their charts. Rtes - Routes This is the "Route Wizard", A tool to compute a route for you to enter into the aircraft's FMC. First you add in your Departure Airport, then your Arrival Airport and it creates a route for you. Data You use the "Data" tab to authorise accounts, like for Navigraph and ChartFox, both charts can be viewed in the "Apts" (Airports) tab when selected. Notes This tab uses the AviTab "Notes" Function... Honestly I still can't get it to work, there are no manual notes and the Rotate Developer doesn't know either... but the idea is to write down notes, but how do you save them? it is supposed to be for VR (Virtual Reality) users. Lighting The quality of the X-Plane cockpit lighting today is extremely good. The developers have lots of tools to deliver very realistic night lighting, that is more important here as the MD-11 is a Long Hauler aircraft, 10+ Hours flying is not unusual, and so being a long-haul routemaster most of the flying is done overnight... So internal night lighting has to very easy on the eye and highly adaptable. And you are not disappointed at all here either in the MD-11. There are three adjustment knobs with insert knobs (six) for both indirect lighting and highlight (text) lighting. Two knobs on the OHP cover the OVHD (Overhead) and INSTRUMENT lighting, and the single adjustment knob left on the glareshield covers the GCP (Glareshield Control Panel)... The smaller knob on the INSTRUMENT lighting, adjusts the light left top of the OHP which shines directly onto the pedestal area of the cockpit. A row of knobs under the throttles will adjust the six DU displays individually... There are some OHP and Circuit Breaker/Fuse panels lighting, and a switchable spot light over the third rear relief seat table. The rear extensive circuit breaker panels also have their own lighting adjustment, it is via a knob at the end of the wall panel. There are also two (one for each pilot) "Briefcase" lights or side panel lights, and for full cockpit lighting there is the standard DOME button, or the THNDSTRM on/off selection from half-lit, to full cockpit lighting. Overall the cockpit lighting is sensational. Cabin lighting is on the EFB/Menu "Ground Operations" page in three options; Off, Low and High... Honestly I would like more cabin lighting options, say separate the galleys and the cabin, roof or sidewall lighting. So it feels a little basic, but the switching is very accessible. External lighting like most X-Plane 12 aircraft has been adjusted to the newer halo/bloom effects, that is first with the MD-11F, and also here on the MD-11P. The external lighting is also excellent... There are four forward landing lights, two set high on the nosegear and two that pop-out forward fuselage. The Turnoff Taxiway lighting is set on the inner wings with the Wing/Ice lighting... There are upper and lower fuselage beacons, navigation lights, and all are very nicely tuned. There is no rear tail (white) navigation light but two white navigation lights each per rear wing tip, strobes are also well refined. Added also is the excellent lower cargo hold switchable lighting, both Fwd and Aft holds, and even the BULK hold has lighting. ________________ Flying the McDonnell Douglas MD-11P In most cases when you fly big "heavies" the operations are either in one or the other, in being say before the modern era (i.e... 60s or 70s), or the modern very automated cockpits of today's era. The MD-11 is neither or sort of both, as it is set at the crossroads between the different eras. Like noted it leans more towards a Airbus style operation than the Boeing manual aspect which is interesting as this is a very American style aircraft, so if you approach the aircraft in an Airbus manner, you will find it easier to operate. For once you will need to study the operations in here, because if not, it will confuse you into doing the wrong operation protocol... and you can't do that. It is a drizzly day in Amsterdam... 10 years ago, the KLM Boeing 747 and DC-10/11 dominated the ramps for any long haul services at Schiphol, now they are both gone, but it was an amazing time, here you can bring a bit of that era back with the MD-11P, as it still fits right in. I have the on board APU already running, so the two backup (AUX) Hydraulic pumps need to be on, plus the SYSTEM switch by them is also turned to MANUAL... Pushback for me is still Betterpushback, you can use the internal Rotate version, but the BPB is more exact, and hands off. Next is setting up the Bleed from the APU to start the MD-11, so you press the two ISOL (Isolate) buttons (upper right OHP), the system should switch again to MANUAL, but once activated it will go back to AUTO. Engine Ignition (or igniters) are on the left lower FADAC OHP, these are the A and B channels and MUST be kept switched on when the engines are running or for the whole flight, "Igniters" is really the wrong word here (although everyone refers to them in that aspect), they are power supply switches and switch them off and it will shutdown the engines... ... now we are ready to start the engines. The ENG START Switch (Yellow) is below each engine throttle, and to start the engine you switch it upwards. Engine start sequence is 2 (Middle), 1 (Left) and then 2 (Right). The centre engine powers the air-conditioning and other AUX systems, so it is started first. Note a lot of MD-11 pilots only start the No. 2 Engine for taxiing on the ground, but that depends on your weight and configuration... The start sequence will show soon with action on the N2 (No.2) engine display... ... the N2 percent% will rise until you reach 17% N2, then you switch in the Fuel with the FUEL (Flow) Switch below the ENG START Switch, it does take time to get to the 17% N2 threshold, so you have to be patient, and you can't start a second engine while the first start up procedure is in progress, it won't let you do that... so starting all the three engines can take a little time to do. The engine numbers should settle down around 25 N1, 431 EGT and 64.4 % N2. The ISOL and APU Bleeds should then automatically cancel once the engines are running (AUTO Mode), but if not then cancel them... you can now also shut down the APU (It takes forever, so don't go pushing the button again and again, and in thinking it is not working?) Then you set the STAB Trim, the trim number is shown on the TO/APPR buttom on the FMS, and ignore the -(Minus) trim as it is not required unlike on the Airbus, you set the Trim via the Long Trim handle (left throttle quadrant) or with the keyboard trim (recommended). Another unique feature on the MD-11 is the DIAL-A-FLAP System. This gives you quite a unique variation in the flap angle than on most heavy aircraft... Select Flap 10, which is shown on the Pilot's PFD (bottom left) and then "Dial" in the finer flap angle degree by using the adjustment wheel right of the flap handle, it can be adjusted from 10º to 25º flap, I selected 15º for Takeoff. For most that have flown the MD-11F, this is all very familiar, there are no differences really at all between the two variants, you fly both as the same. Off the (Park) brake and we're rolling. As noted three engines will move you forward, so you will need to touch the brakes frequently to keep the taxi speed under control. I checked in just using (or being powered only by) the Middle-Engine, and that is about perfect. The MD-11 is a BIG aircraft, so you need to anticipate turns... the tiller does not seem to turn, then it does! so you have to find it's sweet spot to manoeuvre the aircraft professionally around the taxiways. You are also sitting way out in front of the nosegear, so another thing to be aware of in swinging around the tight taxiway bends. Most MD-11 pilots use their own seat base position as a bearing of where the nosegear position is set to on the turns and so with the aircraft positioning. The FMA banner display in the PFD can be at first very complicated. Any white bands means the system is not engaged, but ready in ARMED (showing values and modes). Red bands (warning) means a primary system is disengaged (A/P or A/THR), Amber bands means a failure in the system. No bands shown around the PFD banner data means it is in ACTIVATED mode. White also represents the FGCO (Flight Guidance) values and modes, Magenta represents the FMS (Flight Management) values and modes, green is for "Dual Autolands", and again Amber for failures. All the vSpeeds are now shown, and so is your Flap setting, left lower PFD. It starts to rain.... this weather is great test of the X-Plane 12 rain, and the wipers work really well and you get rain on all cockpit and nice dribbles on the side cabin windows, it gets all moody and dramatic very quickly. It's a long, long taxi out to EHAM 36L, the runway is only used for takeoff only, so you can be sure there is nothing coming in when you get there, you are usually cleared to enter the runway and can go as soon as you are ready. It is Important to ARM the AUTO FLIGHT (mid-FGCP button) the bigger lower one... and this sets the A/THR (Auto Thrust) to the T/O THRUST mode on the PFD. And you have the choice of the TIMER in it can go in two directions UP (from zero) or DN (Down). You can put the throttles full up... and the A/THR system will protect and keep the thrust to or within the T/O thrust limits. The MD-11 can be a bit of a handful as the speed builds, so you need skill here to hold the aircraft straight down the centreline, but it is very highly realistic.... ... as the speed builds the set speed bugs will now adjust correctly to their speed positions, after v2 is FR or the +10 marker to rotate the aircraft. In the air.... you can feel the power of those magnificent GE CF6 engines pushing you forwards and upwards... Gear up, and it is spectacular to watch the mechanics. You press the same AUTO FLIGHT button again to activate the Autopilot, AP1 or AP2 to your option (usually AP1), then to lock in the route you press the NAV (NAV 1) button under the heading selector.... There is no V/S (Vertical Speed) button, so you just go straight to the right V/S wheel and you just select your climb rate (or descent rate), MAX rate of climb is impressive at 6000 fpm at low altitude, but you wouldn't do that with most load rates... 4300 fpm is normal with 3,000 fpm with a heavy load. It is very important to understand the knob operation logic... very, very Airbus, in fact it is mostly similar. Most knobs have the IN (AUTO) and OUT (MANUAL) operation like on Airbuses. So you click (arrow) up or down for each operation. The difference is that in an Airbus when you change say the airspeed via the Speed selector the engines will respond straight away and change the speed.... but in here the MD-11 operation is slightly different in reselecting the knob (out), and in the need of getting used to doing this action. All the FGCP command knobs act the same way... Speed, Heading and Altitude, so you adjust then activate the action. This can all be a bit time consuming, certainly when adjusting the finer speeds of say when using the ILS Slope, but you will soon get used to it. Transitional altitude here is 12,000ft, then the climb to 32,000ft (FL320). I reality I don't need to STEP, because of the short(ish) distance to Cairo at 1,859 nm, short for the 6,840 nm range. I'm full with payload, but with the under half fuel load means I could easily climb to the 36,000 ft cruise altitude, but I will still step at FL320, FL340, then to FL360 over the next 300 nm. The MD-11P has a (just) slightly less range than the MD-11F at 133 nm, nothing to really worry about, and your cruise speed is around Mach 0.88 - Max, Mach 0.83 - Cruise, but usually I set it around Mach 0.86. Ceiling is 43,000ft. Sounds are very, very good and in reality exactly the same as the MD-11F... there is a very nice cockpit hum with the various systems being used, turn on say the Air-Con and you hear the system being activated and audible, so the sound detail is deep. You are positioned very forward of the engines, so they aren't a big factor on the ground or in flight, but they are there and sound really good, both internally from the cabin and externally. All sounds are of course FMOD2 and extensive (the aircraft even creaks and groans under loads) so you can't fault this aspect. The same sort of shouty alerts are in here as they were in the MD-80, and they can be annoying if even counterproductive of the reasons they are there for, mostly I ignore them. I never really use pop-ups, but there are really good in the Rotate MD-11 series, you can move them and scale the windows to suit your preferences... some items are just far easier to read in them as well. System data is comprehensive and well detailed. You are always finding something new... under the Baro is a selection to switch the Altitude to Metrics, the tape turns green to denote the option. Now at altitude FL360, it is a glorious day for flying, X-Plane 12 turns on the show, and you just sit there and take it all in... Now with the MD-11P, you now have the option of the views from the cabin, spectacular! It must be noted on how much work by Rotate has been on the VNAV system in both MD-11 aircraft, it has been a very lengthy process to get it right. I don't use VNAV that much, but it is now well refined for your use, but like any VNAV system it will always throw up an element that is not absolutely perfect. Reducing speed to the minimum setting GE, the V/S is then to set to 1800fpm to descend... Altitude target markers are installed as are the Climb and TOD (Top of Descent) markers, which are both nice tools to have in planning your ascent and descent... The Approach page is not needed to be filled in at the TOD mark, but it does provide you your speed refs for landing. But there is the option of 35º flap or 50º (LAND) that will change the vSpeeds to each selection. On the MD-11F release there was an odd situation when setting your ILS Frequency in the MCDU. You had to select it very close to the final circuit, but sometimes it still did annoyingly choose the wrong frequency than the one you wanted... that aspect has changed. Now when inserting the ILS Freq (only the ILS "108.90" and not the runway ID). You get a pop-up box with all the available frequencies to choose from, just select to insert the required Frequency. You still have to be in a certain range of the airport (say 50 nm) for your frequency to show up in the list, but it is now a far better solution to the palaver before. If correct the ILS freq and runway code shows up in the lower left of your PFD. Notable also is that the MD-11 does not have a set landing speed/flap sequence. The flap required to the speed settings depends on the landing weight? So you will need to download and print out the MD-11 "Speed Tables" to get the correct speed settings for the landing. HECA, Cairo International Airport's approaches are a bit of a dogs breakfast, all arrivals go to the central VOR of CVO (115.20) that is directly over the airport. They then turn to their individual approach pattern. There is actually no STAR approaches here, just separate circuit patterns to the particular runway you are landing on. This creates a lot of hard turns and changes of heading. So it is important to be in the right configuration for landing when you approach the CVO VOR position, and to be ready at a low speed to absorb the sharp turns. I am already at 200 knts at Flaps 20º as I approach CVO at 4000 ft... it is going to be a very slow approach! With the low speed setting I have the "Gear" horn in my ear, so drop the undercarriage early to silence it, you feel the drag, more drag. At the end of the 236º leg you then do a full 180º turn at D8.7 and D7.0, so again you are banking very hard to the right and now at 3000 ft. Cairo airports altitude is 448 ft, so this translates to 2552 ft to capture the ILS Localiser, why so low, I need all the space I can get to be under the beams to have any chance of capturing them after the very hard final approach turn. You are to a point going along for the twisty ride, until you straighten out on to the final 05R IZFR runway, then you will see that how close you are to the threshold, the ILS diamonds are already at their capture position... you have to be very quick to select the "APPRLAND" button to activate the landing system mid-FGCP. To it's credit the system captures the beams even with the diamonds not at all centred, and then aligned the MD-11P perfectly with the 05R runway, it is very impressive... Notable is the auto selection of "Single" or "Dual" landing (Land) selections in green, it will flash the selection it will use LOC to lock it in. MD-11's as we were told, had the fastest VAPP of any civilian airliner. At MGLW (Maximum Gross Landing Weight) it was known to be landing at around 168kts. That is fast and the stopping distance was always in need of being scrutinised carefully. Here is a video showing the differences in the landing speeds to a Boeing 757 (Yes I know the angle of the camera could change the perspective). Notable also is that the MD-11 handled very differently than it's forebear the DC-10, if even the same three-engine configuration of aircraft, but the DC-10 had far larger wings and in so landed far slower. Here I am at 158 knts (headwind) and flaps set at full barn door... If you want to disconnect both the Autopilot and the Autothrust, you have to set specific commands under the Rotate listings, the Autopilot requires two separate commands in "AP disconnect switch R", and "AP disconnect switch L" to do the operation, same with the Disengage AT selection in the listed commands, but you can use the AT disconnect on the throttle levers, but it is in a really very hard place to use at such a critical moment of the approach. You get callouts including with also LAND and FLARE all the way down to the runway, and the final landing speed was a recommended 148 kts, close to the 143 kts stall point.... .... pure focus now, you will want to get this perfect, so you reduce the power smoothly while eagle eyeing that centreline... ... a very nice touch though, I was very impressed with the handling at this critical moment you are close to the ground. You feel the weight and speed though of this big machine thoughout the approach, it is great Simulation. AutoBrake a bit too heavy in even the MED setting, MIN is passable, but in a lot of cases I leave the Auto Brake off completely... with the throttles now at idle, you pull back on the reverser levers, and push the throttle back up to create the massive reverse thrust to slow down the machine, all three are very effective, brilliantly noisy. ... and soon you are back in taxi mode and using the tiller. .. again I recommend to turn off the No.1 & No.3 engines and just taxi on No.2, as it makes your life far easier in a moderate taxi speed, as shown on the PFD, and then start the GPU ready. From the gloom and rain of Northern Europe to the heat of the Eastern Desert, it is quite a contrast, but the MD-11P delivers MASSIVELY, again, and the experience is even more than a few years ago with the debut of the Freighter. In is an amazing Simulation of this very iconic aircraft. Liveries Rotate have provided ten of the most commercial liveries of the MD-11P when it was in service. There is a Rotate House, and a blank white (PAX) livery for painters. All are excellent quality, but the metal American Airlines and KLM really stand out. ____________________ Summary Rotate released the McDonnell Douglas MD-11F or Freighter in March 2022, from that date everyone clamored for the Passenger version or MD-11P. This is that release, complete with a passenger cabin. In going into this review, I just expected the MD-11P to just be a modified MD-11F, or with a cabin and doors. The surprise here is that in many aspects the aircraft cockpit wise and systems wise are yes both exactly the same between both variants. But so also is the astounding amount of work that separates the original 2022 Freighter release to the Passenger version. There has been so much added and refined on both the MD-11F and now all of it has been incorporated also in the MD-11P, yes they are both on the same equal terms in features and details, so currently cross matching is actually very easy to do. Both are extraordinary Simulations. The biggest change in that time has been X-Plane 12. It gives certainly the MD-11P a glow and authenticity that makes the aircraft leap off the screen in ultra-realism. Added are also the X-Plane 12 features of better dynamics, lighting, effects and even perfect rain. Added also has been a EFB (Electronic Flight Bag) tablet that is both a tool and menu, as there is also a dropdown menu, extra hardware Tiller and Foot Brake commands. There is also that nice massive cabin with lighting, even the lower cargo holds are lit These Rotate MD-11 Series are a very deep simulation, with all the systems and operations modeled (there are 20 system manuals alone). So the aircraft is extremely complex and requires study to anyone becoming proficient in using and flying the aircraft regularly. It also requires a lot of skill and system management to master the capabilities of this unique between eras TriJet. Modeling is exemplary, brilliant realism with dirt and grunge built in, which is a Rotate speciality. Textures are also a extreme high quality, the detailing is totally overwhelming in realism, the passenger is in some ways more refined with less of Lo-Res areas that conflicted on the MD-11F. The cabin is however quite straightforward, there are not a lot of animations or effects in here, like opening toilets, the cabin lighting is even basic with only three lighting options, and not any separated galleys or entrance ways, all the overhead signage (smoking/seatbelts) are also not switchable. But it is very well done and nice if 90's space to spend your time. Sounds and internal and external lighting are also excellent and again upgraded for both variants, Features include nice GPU, Stairs, Chocks, Aircraft Refueling and all the passenger and cargo doors can be independently opened. The lasting thought has been the serious overall refinement of from first the MD-11F, and on how everything has been incorporated in this later MD-11 Passenger variant, and vice-versa, you would be crazy not to own both as for only $34.95 there is a discount on the Passenger version if you already have the Freighter. The Rotate MD-11P is like the Freighter version an exceptional Simulation, the feedback and detail of this iconic aircraft is off the chart. It is an incredible immersion of simulation, it's complex, but would want it any other way... everyone wanted this Passenger variation aircraft and here it is, brilliant, you never get enough of flying this Rotate machine, it is a very, very addictive aircraft, in every aspect... hugely highly recommended! ________________ Yes! - the McDonnell Douglas MD-11 Passenger by Rotate is NOW available from the X-Plane.Org Store here : MD-11 Passenger Price is US$83.95 Customers who own the MD11F can get it for only $34.95 Requirements X-Plane 12 or X-Plane 11 Windows 8 or Mac OSX 10.12 or newer (M Processors supported) , Linux Ubuntu 64b 18.04 or newer 8 GB+ VRAM recommended Current version: 1.10 (September 24th 2024) AviTab Plugin is required for this aircraft Note: In order to use and enjoy VR environment in X-Plane, user hardware and system specs should meet the required specifications for OS, CPU, GPU, MB and RAM which are specified both in the given VR hardware websites and at X-Plane.com. Unpacked and installed in your X-Plane "Aircraft" folder 1.95GB (including liveries) Documents Provided are three sets of documents Included with the package. It is a serious comprehensive package of manuals and information, but well worth studying. 1. Systems description 2. Limitations and checklists 3. Tutorial flight 4. Passenger Variant Appendix Rotate MD-11. Introduction & Product information.pdf (Limitations and checklists) Rotate MD-11 Limitations Rotate MD-11 Normal Checklists (Systems description) 1. MD-11 Systems description-Aircraft General.pdf 2. MD-11 Systems description-Air.pdf 3. MD-11 Systems description-Aural-Visual Warning.pdf 4. MD-11 Systems description-Automatic Flight.pdf 5. MD-11 Systems description-APU.pdf 6. MD-11 Systems description-Communications.pdf 7. MD-11 Systems description-Electrical.pdf 8. MD-11 Systems description-Emergency Equipment.pdf 9. MD-11 Systems description-Fire Protection.pdf 10. MD-11 Systems description-Flight Controls.pdf 11. MD-11 Systems description-Flight Instruments.pdf 12. MD-11 Systems description-Fuel.pdf 13. MD-11 Systems description-Hydraulics.pdf 14. MD-11 Systems description-Ice and Rain Protection.pdf 15. MD-11 Systems description-Lighting.pdf 16. MD-11 Systems description-Navigation.pdf 17. MD-11 Systems description-Engines.pdf 18. MD-11 Systems description-Doors.pdf 19. MD-11 Systems description-Landing Gear.pdf ____________________________ Review System Specifications Windows - 12th Gen IS1700 Core i7 12700K 12 Core 3.60 GHz CPU - 64bit -32 Gb single 1067 Mhz DDR4 2133 - PNY GeForce RTX 3080 10GB XLR8 - Samsung 970 EVO+ 2TB SSD. Bose Quietcomfort Headphones Software: - Windows 11 Pro - X-Plane 12.1.2 Plugins: Traffic Global - JustFlight-Traffic (X-Plane.OrgStore) US$52.99 : Global SFD plugin US$30.00 Scenery or Aircraft - EHAM - FlyTampa Amsterdam (X-Plane.OrgStore) - US$28.00 - HECA - Cairo International, Egypt XP12 by Taimodels (X-Plane.OrgStore) - US$27.49 ____________________________ Scenery Review by Stephen Dutton 25th September 2024 Copyright©2024: X-Plane Reviews (Disclaimer. All images and text in this review are the work and property of X-PlaneReviews, no sharing or copy of the content is allowed without consent from the author as per copyright conditions) All Rights Reserved DrishalMAC2 and Kiwiflyer 1 1 Quote Link to comment Share on other sites More sharing options...
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