Bulletboy

Yes, I was in the 11 program when this "thing" went down. No, I have never failed a check ride or line check in my career.

You sure are cocksure flying your keyboard.....that is disturbing.

727-100/727-200....different handling, same airplane. DC-10/MD-11....different handling, different airplane.

FR8Hauler

Haz, he is not worthy to banter with. BTW was that you in your avatar? Must have hurt.

NWA320pilot

I have to disagree here..... There is a ton of difference in the 75/76 and the 74. Especially dependent upon the variant of the 74. Even if you go with the 747-400 its is a whole different animal then the 75/76.

Flaps50

I find it strange that no one has talked about their (FDX80) schedule yet. I think they had two long legs with a CAN hub turn in between. I personally think this is way tiring myself. Now add the windshear and lack of sleep together; recipe for an accident IMHO. I can't tell you how tired I get on these "Optimized" trips now.

LivingInMEM

I brought up fatigue and scheduling a while ago, but was trying to stay away from the specifics of this specific mishap until more facts are known.

Generically, after a long day, the thought processes and physical agility are definitely slowed - and we can all agree that those weather conditions in general require everyone to be on their A+ game. Add in the potential of shifted circadian rhythm / multiple time zones and the natural process of looking forward to getting to the hotel as soon as the descent begins (I know we've all been there), and it starts to be really difficult to be an A+ player. Combine difficult environmental and/or aircraft conditions with one of those nights where you are comparing who had less sleep than the other in order to figure out whose leg it is going to be, and things get really rough.

MD11Fr8Dog

2 hr flight from CRK to CAN (NOCAT), 3+ hr turn in CAN, 3+30 flight over to NRT to arrive at about 650am local for about a 10hr duty time

iarapilot

I thought they did SIN-CAN, then turned to NRT.

MD11Fr8Dog

Pairing 112/15 ANC, unless it was revised it was CRK-CAN-NRT.

Number1SuperGuy

They definitely came from CRK to CAN and hubturned to NRT. Couple of former Subic (now Hong Kong) Captains jumpseated with them from CRK to CAN (JR and JF).

FliFast

??????

Are you saying the 747-400 is a different animal than the 75/76. How so ? Not to be sarcastic, but I believe the original poster was comparing the MD 11 / MD 10 differences to those of the 757 vs. 767 or comparing the two MD aircraft to differences among the variants of the 747 Classic vs -400.

Another poster went on to say there is a difference in handling of the 727-100 "Stubbie" vs. the 727-200 "Stretch" and then concluded that the MD 10 and MD 11 were different in handling also.


Back to the LSAS issue, works good lasts a long time. In my short time at UPS, I've found the MD11 is a good hand flown airplane. It is very similar in my opinion to the 767-300. The exception, there is less roll oscillations (my poor pilot technique, I'd bet) in the MD11 than there are in the 767.

What I have observed is that the MD11 is usually hand flown to 3000 to 5000' on climbout, then hand flown again at 1000' HAT so LSAS is not really used often.

Quirky airplane ? Yep, IMHO stemming from the small tail and high approach speeds, a moving foot during banked turns, a tendency to pitch up on landing if autobrakes aren't used, autothrottles going to idle just prior to the flare, and an FMC system that uses FROM - TO logic vs. TO logic...which is frustrating for us Boeing types.

FF