WILCO737 From Greenland, joined Jun 2004, 8753 posts, RR: 77 Posted (6 years 3 months 4 days 1 hour ago) and read 12162 times:
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I did several trip reports when I was a 737 driver. Now I changed to a little bigger aircraft, the MD11F of Lufthansa Cargo.
This is a trip report for just 2 short hops. One is a ferry flight (no load) and the 2nd a normal short flight.
It was a normal day, I knew I had to show up at the airport at 10:10pm. 1.5 hours prior the STD at 11:40pm. I drove up to the operations 'Center' of Lufthansa Cargo in Frankfurt. Parked my car in the car park and walked up to the meeting point with the captain.
He was there already and we introduced ourself and were both happy that we could spend the night together I connected my computer to the LH server and brought my laptop up to date with the necessary information (we have to do that prior each trip). No big news, so where are the charts? Looking for the charts, for a short flight from FRA to EMA you dont need many of them.
Then the dispatcher came with the papers and showed us the flight plan, weather, NOTAMS and all the other information we need. He told us its a ferry flight, so load is 0kgs. That means the MD11F is out of trim if no load on board. So you need at least 16tons of ballast fuel in the upper AUX tank to keep her in trim. Rules say: take at least 16tons of block fuel plus 16tons of ballast fuel: gave us a total fuel of 32tons. Well, 13 tons would've been sufficient, but with the ballast fuel, we had to take 32tons total.
Weather was fine in Frankfurt and EMA as well, westerly winds at both airports, so we planned for 25R in FRA (18 and 25L closed at nights for maintenance).
The bus came and took us to security check and passport control. No problems here, so the bus took us to our parking position F231.
I prepared the cockpit while the captain did his walk around. All systems in the cockpit were working properly and the aircraft was in perfect shape! Everything was working very good!
Aircraft is being refuelled and then the MD11F reschedules the fuel. If you fuel 32tons it will all in the 3 main tanks. but we need 16tons in the upper AUX tank, so the MD11F transferred the 16tons to the upper AUX tank. That took some time, but we could offload the ballast we had in the cargo hold. So here we had a cargo bay of those who cared EMPTY!
Ok, doors closed, FMS ready, cockpit all set for pushback, APU is running, APU AIR is ON, ready for push and start. Calling ATC for start up. Well, the gave us runway 18... It was still open, although the NOTAMS said it was closed already. So, we had to recalculate everything. Weather was the same, but flap setting was different, speeds slightly different. Well, took another 4 minutes. Then we were ready for pushback. "Pushback approved, face to the east".
We pushed back and started all engines in the sequence: #3, #1 and finally #2. All engines stabilized at idle without problems. So, disconnect the towing truck and the steering pin. Hand signal of the ramp agent and then we set the flaps, armed the spoilers, set the trim and did the flight control check. Flaps tonight was only 10°, lowest possible flap setting for take off. Take off weight was only 148tons. (MTOW is 286tons) We were really light, and the engines were at max thrust reduction.
We taxied to runway 18 and got a take off clearance behind a Turkish Airlines 737-800.
I was pilot flying and the captain taxied the aircraft onto the runway and aligned it with the runway. Once aligned, he said: "you have control", I replied: "I have control"! Put my hands on the yoke and kept the aircraft on the runway with the rudder pedals. Engines spooled up to a take off N1 of 99.5%. The acceleration was enormous! This light aircraft and still so much power. After only few seconds "80" "checked" and a few seconds later "go" and "rotate". I only needed a very light pull on the yoke and the MD11F lifted off pretty much immediately! "GEAR UP". and we climbed with 4500ft/min into the dark sky. Calling Frankfurt departure real quick, because on the departure route you have to level off at 4000'! We got a climb to FL110 and we retracted flaps and slats and accelerated to 250kias. We climbed with 5000ft/min! Reaching FL110 we got a climb to FL240! We accelerated to 354knots, our standard climb speed above FL100. After reaching that speed we climbed with more than 6000ft/min, shortly we reached 7700ft/min... reaching FL240 we asked for further climb and the controller said: wow, you are at FL240 already?! We were laughing and we got a new frequency and they cleared us to FL380 (cruising level). After only 10minutes after lift off we were at FL380. With the level off at FL240. That was fun.
The flight itself was uneventful, no clouds, so we had a nice view over the channel and passed London a little north of it. Via LAM (how many hours have I spend in this holding when approaching LHR ) and then right turn vie WELIN and VELAG and radar vectors to the approach to runway 27 in EMA.
Weather was okish, a little cloudy up here but on the ground it was ok. We started the descent already abeam London, we were instructed to do so by the controller. Descent speed was only 280 knots because we were 10 minutes ahead of schedule, so no need to flight too fast. Below FL100 we reduced 250 knots. Then we got the descent to 2000' and heading 300 to intercept the ILS 27. I commanded "slats extent" and the captain did so. We reduced the speed then I commanded "Flaps 15" what the captain did. I disconnected the autopilot and the autothrust and did the rest manually. Level off at 2000' and shortly after that we intercepted the glideslope and descended with the ILS. "Flaps 28" and speed at about 150knots now. "Gear Down" and "flaps 35", final flap setting. Landing checklist read and cleared to land. Vapproach this evening was 138knots, pretty slow for an MD11F, but no load... The wind was straight on the nose, so no big deal to stay stabilized all the way down.
Mrs Douglas started to count: 100, 50, power reduce to idle, 40, 30', 20' pull on the yoke slightly and wait for touchdown, 10' release backpressure slightly, touchdown! Reverser deploy, but only idle reverse, light weight and runway dry and light weight... We vacated the runway at taxiway 'H'. Contact ground. Taxi to stand 121. Not hard to find in EMA; small airport, only a few meters to taxi.
Into the stand, parking brake set; engine #1 and #3 off, engine #2 stays on until the ground electric is connected. then engine #2 off and the mechanic on the ground told us: chocks in position: parking brake released and parking checklist.
Thats it. Captain opened the door and I did all the paperwork and completed the flight...
not much to offload in EMA for the loading crew, but they put ballast into the cargo hold to prevent tailtipping when the fuel is transferred back to the main tanks.
That was my nice ferry flight from FRA - EMA.
Sorry that there are no pics, but it was dark and hard to take pictures then
WILCO737 From Greenland, joined Jun 2004, 8753 posts, RR: 77 Reply 9, posted (6 years 3 months 3 days 23 hours ago) and read 11886 times:
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Quoting HAWK21M (Reply 8): Any pics during the flt or is it not advisable to post it on a public forum due regulations.
As I said: it was dark... so hard to take pics... and taking pictures on the apron you usually get asked by security if you have a permission. Well I dont, so I am not allowed to publish them. So only for private use...
Musapapaya From United Kingdom, joined Apr 2004, 1028 posts, RR: 0 Reply 12, posted (6 years 3 months 3 days 22 hours ago) and read 11706 times:
Wow, nice to see you are doing 6000 or 7000 feet per minute. I am no pilot but just a MS Flight Simulator. I often dont know how to set the vertical speed and quite a few times I set it too high and the plane stalled in the middle of the climb. It is a very bad design for the flight simulator that they dont tell you climb speed or decent speed etc... I hope I can learn mroe on here so that I can polish my skills with Microsoft! Any comments for me Wilco?
Its fun to read your report. But 19 tons of cargo back to CGN, is it a little bit little? I mean for a big plane like yours, 19 tons seems little. And the plane is ferried empty to EMA, at an employee's point of view, is it not that efficient?
LAXspotter From India, joined Jan 2007, 3650 posts, RR: 5 Reply 14, posted (6 years 3 months 3 days 21 hours ago) and read 11636 times:
Wilco, thanks for this great report, enjoyed it thoroughly, hey Phil just wondering at FRA, how often do you use Runway 18 along with 25R and 25L? Is 18, usually for takeoffs? Man, its a long taxi to 18 from T-1, and I heard you tell us that once you taxied from T-1 to Runway 36, sheesh that seems like 4 miles of taxiing.
"Patriotism is the last refuge of the scoundrel" Samuel Johnson
22886 From United Kingdom, joined Mar 2001, 399 posts, RR: 0 Reply 15, posted (6 years 3 months 3 days 19 hours ago) and read 11497 times:
Hi, great report!! working at EMA I see Lufthansa Cargo's MD-11Fs fly in every night, and always wish I could be flying onboard it. Reading about being onboard is one step closer!
I actually have a few photos of the LH MD-11Fs at EMAs DHL ramp.
WILCO737 you are right, the security at EMA are a right pain, I almost had my airside pass confiscated for these photos, even though I had full permission from the crew.
Here are the pics:
Please post more trip reports of your flights, I think we'd all love to read them.
Runway 18 is ONLY used for take off and runway 36 pretty much doesnt exist! Not used in this direction! ONLY 18...
And runway 25L/R is used parallel with runway 18. No problem because rwy 18 is only used for take offs...
Quoting 22886 (Reply 15): WILCO737 you are right, the security at EMA are a right pain
Well, its not only in EMA... Its everywhere.... Nice pics btw!! What do you do at EMA airport? Why havent you told me earlier?! Been at EMA 5 t times in the last 4 weeks
Warszawa From United States of America, joined Nov 2003, 726 posts, RR: 7 Reply 24, posted (6 years 3 months 16 hours ago) and read 10026 times:
Excellent report - all pilot reports are always the best
I am amazed you climbed at 7700ft per minute, I thought that's something only Flight Simulator computer pilots do! And that max climb in airliners is usually 4500fpm, but nothing more. 7700, wow!
Hey that MD-11 Lufthansa Cargo at EMA is from KILN Wilmington Ohio here in the USA (at least if it's on the DHL ramp).
Wilco 737 have you flown EGNX-KILN yet transatlantic to the DHL hub in USA?
In a few weeks I may be shipping a laptop to a friend in Poland via DHL, so in the USA, it'll fly KILN-EGNX on a Lufthansa MD-11 (because DHL contracts the Lufthansa flight to EGNX for hauling the majority of USA-Europe packages & return).
What is the maximum load you have flown so far on the MD-11? Did the MD-11 fly well with this heavy load?
Flying a plane is no diff. from riding a bicycle. Its just a lot harder to put baseball cards in the spokes. -'Airplane'
25 Jafa39: LOL! I think I'd like a job just doing ferry flights, no pax to worry about, seemed all very simple
26 HAWK21M: You'll be happy working for a freighter Airline.Trust me its more peacefull regds MEL
27 Captain.MD-11: Nice to hear from a MD-11 flight crew perspective, would love to get my hands on one, but I´m happy learning my trade on the 737. In comparison, on o
28 WILCO737: On my profile you can see all the places I have visited so far. Not up to date though, just got back from HKG and I am in SHJ now... needing some res
29 Kaitak: Fascinating report, WILCO737. I have always been curious about the MD11 and converting to it, because it used to have a reputation for being quite a d
30 WILCO737: Hey there, Well, yeah, I used to fly 737s and they are pretty easy to handle. But the MD11F is a lot heavier and bigger and the approach speeds are a
31 HAWK21M: Does that mean the Hydraulic Arm sw to the MDCD is on throughout.Else by disarming it should drop to the Canopy Mechanically locked position.Find tha
32 WILCO737: I have no clue never opened the cargo door on my own and I guess I will never I only fly this thing WILCO737 (MD11F)
33 BAW076: Fantastic report Phil, I enjoyed it from start to finish! I am astonished by the 7700ft/min climb rate! I imagine that is a sight for sore eyes!! Exce
34 MD11Engineer: It is not being used often because the larger containers will snag with the door actuator arm unless the door is fiully opened.. The actuator arm has
35 Qantas744ER: What is Airbus? BTW Do all of LHC's MD-11 feature the MD IPP for the MD-11? Including larger inlet on engine N°2 etc. etc. If not how do the ones wi
36 DALCE: Hi Wilco737! great to read a report of "my" company! Was it a scheduled flight to ferry an MD11F to EMA, or did one of our partners fall down on us (
37 WILCO737: Hi DALCE, the MD11 in the special WOW livery Well, since we bought swiss, we bought the Sims as well. And it seems to be cheaper to let us do the trai
38 Mighluss: Thanks for your report, I had probably my last chance to fly in a MD-11 this summer, althought mine was probably heavier! As discussed in other topics
39 WILCO737: Depends on the engine. It was max derated. When using full thrust the N1 was at roughly 110%... weird, but thats it WILCO737 (MD11F)
40 Boeing764: Thanks Wilco. Pilot reports are always my favourite trip reports. I'm already looking forward to your next one.