Rotate MD-11 Manual.

Limitations

LIMITATIONS

INDEX:

WEIGHT AND BALANCE

CENTER GEAR
MINIMUM FLIGHT WEIGHT
CENTER OF GRAVITY

SPEED LIMITATIONS
TAXI SPEEDS
MAXIMUM DESIGN MANEUVERING SPEED - VA
MAXIMUM OPERATING LIMIT SPEED - VMO
FUEL DUMP
STRUCTURAL LIMIT SPEEDS

FLIGHT ENVELOPE
TEMPERATURE LIMITS
OPERATIONAL ALTITUDES
ACCELERATION LIMITS

WIND LIMITATIONS

SYSTEM LIMITATIONS
ENGINE EGT
REVERSE THRUST

FUEL SYSTEM
FUEL MANAGEMENT
BALLAST FUEL

HYDRAULIC

AIR
UNPRESSURIZED FLIGHT

ICE AND RAIN

ICING CONDITIONS
WINDSHIELD DEFOG
WINDSHIELD WIPERS

AUTOFLIGHT
FLIGHT MANAGEMENT SYSTEM
AUTOPILOT/FLIGHT DIRECTOR SYSTEM

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WEIGHT AND BALANCE

Maximum Weight (lbs.) with All Gear Extended

AIRCRAFT TAXI START OF IN-FLIGHT (LANDING LANDING ZERO
TAKEOFF FLAPS) FUEL

MD-11(630.5 633,00 630,500 484,500 481,500 451,300

AIRCRAFT)1 0

CENTER GEAR

These aircraft are normally operated with the center gear extended for takeoff and landing. Special performance data
and weight limitations are required for operation with the center gear retracted.

Maximum Weight (lbs.) with Center Gear Retracted

TAXI START OF IN-FLIGHT (LANDING LANDING ZERO FUEL
TAKEOFF FLAPS)

448,000 445,000 403,000 400,000 370,000

MINIMUM FLIGHT WEIGHT

Minimum Flight Weight

MINIMUM FLIGHT WEIGHT

257,000

CENTER OF GRAVITY

(MD-11 Center of Gravity Limits (Wt. vs. CG) (Gross weight in 1,000 lbs.)
WEIGHT 242 260 273 451.3 467 469 473 560 608.5 612.5 618 625.5 630.5
LIMITS
FWD -% 12.0 12.0 12.0 12.0 12.2 12.5 12.3 12.3 12.3 12.3 15.0 16.1 18.1
MAC
AFT -% 31.5 31.1 34.0 34.0 34.0 34.0 34.0 34.0 29.7 28.8 27.3 25.5 26.8
MAC

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SPEED LIMITATIONS

Tire Speeds
CONDITION LIMIT

MD-11 204 Kts

TAXI SPEEDS

The following maximum taxi and turn speeds should be monitored on the PFD.

Maximum Taxi Speeds (All)

Type of Turn Maximum Speed

Turns of 90° 10 Kts

Turns of 45° 15 Kts

High Speed Turnoff 20 Kts

Straight ahead, greater than or equal to 400,000 lbs 20 Kts

Straight ahead, less than 400,000 lbs 25 Kts

MAXIMUM DESIGN MANEUVERING SPEED - VA

Maximum Design Maneuvering Speed - VA

(Table 1 of 2)
Altitude SL 2000 4000 5000 6000 8000 10000 15000 20000 22000

MD-11 316 320 326 330 333 336 337 337 330 327

Confine full application of rudder or aileron controls, as well as maneuvers that involve angles of attack near stall,
to speeds below the design maneuvering speed VA.

Maximum Design Maneuvering Speed - VA

(Table 2 of 2)
Altitude 24000 25000 25700 30000 33000 33700 35000 40000 42000 43200

MD-11 329 331 333 308 295 293 284 252 240 234

Confine full application of rudder or aileron controls, as well as maneuvers that involve angles of attack near stall,
to speeds below the design maneuvering speed VA.

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MAXIMUM OPERATING LIMIT SPEED - VMO

The maximum operating speed VMO/MMO may not be deliberately exceeded in any regime of flight (climb, cruise, or
descent.)
VLO landing gear retraction and VLO landing gear extension are the maximum speeds for which retraction and
extension of the aircraft landing gear can be safely flown.
The landing gear extended speed, VLE, is the maximum speed at which the aircraft can be safely flown with the gear
extended.
NOTE
For the following two tables, the transition between the two speed ranges begins when the tip tank fuel is below 90%
and decreases linearly until the tip tanks are 60% full.

VMO, Wing Tip Fuel Tanks 90% Full or More (MD-11)

Altitude SL 5000 10000 25700 30000 35000 40000 43200

MD-11 350 357 365 365 334 299 266 248

MMO = 0.87 Mach

VMO/MMO, Wing Tip Fuel Tanks 60% Full or Less (MD-11)

AIRCRAFT SEA LEVEL TO 30,704 ABOVE 30,704

MD-11 VMO = 320 KIAS MMO = 0.85 Mach

FUEL DUMP

Maximum Fuel Dump Speed

BELOW 28,000 FT ABOVE 28,000 FT

325 KIAS 0.82 Mach

STRUCTURAL LIMIT SPEEDS

Maximum Slat Operating Speed (KIAS/MACH)

Slats Extended (Takeoff)1 Slats Extended (Land)1 Autoslat Extended

280/.55 280/.55 280/.55

1. “Takeoff” means flaps less than 35°. “Land” means flaps 35° or more.

MD-11 Maximum Flap Operating Speed - VFE (KIAS/MACH)

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Flap Position 0 TO 15.0 15.1 TO 20.0 20.1 TO 25 28 35 50 35* 50*

MD-11 255/.51 240/.51 220/.51 210/.51 190/.51 175/.51 187/.51 158/.51
*Gear Retracted

Landing Gear Limit Speed (KIAS/MACH)

Landing Gear Landing Gear Landing Gear Alt Landing Alt Landing
Retraction (VLO) Extension (VLO) Extended (VLE) Gear Extended Gear Extension

230/.70 260/.70 300/.70 260/.70 230/.70

FLIGHT ENVELOPE

TEMPERATURE LIMITS

MD-11 Operational Temperature Limits

TAKEOFF & LANDING EN ROUTE

ALTITUDE (FT.) TEMPERATURE ALTITUDE (FT.) TEMPERATURE

-2000 TO 2500 -52.5° C to 50° C Sea Level -54° C to 50° C

10,000 -54° C to 35° C 43,200 -82° C to -36° C

Temperature limits vary linearly between altitudes shown.

OPERATIONAL ALTITUDES
Operational (Altitudes are pressure altitudes)

Maximum Altitudes and Slope

MAX OPERATING MAXIMUM T/O MAX SLOPE T/O /
ALTITUDE (FT.) ALTITUDE (FT.) LNDG

43,200 10,000 ±2%

ACCELERATION LIMITS

Flight Maneuvering Load Acceleration Limits

FLAPS UP/SLATS FLAPS AND SLATS FLAPS OR SLATS
RETRACTED EXTENDED EXTENDED

+2.5g to -1.0g +2.0g to 0.0g +2.0g to 0.0g

The positive maneuvering limit load factors limit the angle of bank in turns and the severity of pull-up maneuvers.
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WIND LIMITATIONS

WIND LIMITS (knots)

CONDITIONS WIND LIMIT

Max Rolling TKO/LND Xwind 31 Knots

Max Static TKO Xwind 23

Max TKO/LND Tailwind 10

Max TKO/LND Crosswind with Rwy Braking Action Poor 10

Autoland Crosswind 15
Autoland Headwind 25

CAT II/III Crosswind 10

SYSTEM LIMITATIONS

ENGINE EGT

EGT Limits
AIRCRAFT STARTING TAKEOFF MAX CONTINUOUS ACCELERATION
EGT TIME EGT TIME EGT TIME EGT TIME
LIMIT LIMIT LIMIT LIMIT LIMIT LIMIT LIMIT LIMIT
MD-11GE 7501,2 None 9602 5 Minutes 9254 None 9602 None
750-87 40 Sec
03 onds
All temperatures listed in the table are degrees Centigrade

Engine RPM
AIRCRAFT MAXIMUM N1 MAXIMUM N2

MD-11GE 117.5 112.5

Oil System

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AIRCRAFT MAX HIGH CAUTION LOW OIL MIN. OIL MIN. OIL
CONTINUOUS RANGE AND PRESSURE PRESSURE TEMPERATURE
OPERATION TIME LIMIT CAUTION FOR TAKEOFF
BAND

MD-11GE 160° C 160° C-175° C 10-34 psid 9.5 psid n/a

for 15 Minutes

REVERSE THRUST
Use of reverse thrust is prohibited in flight. Do not use reverse thrust to back the aircraft.

ENGINE IGNITION
Use Ignition OVRD for heavy rain or moderate/severe turbulence.
Ignition OVRD may be used at any time at the discretion of the Captain.
The OVRD position has no time limit, although excessive use will reduce service life.
Select engine ignition OVRD ON whenever conditions call for use of the engine or engine and airframe anti-ice.
Maintain OVRD ON for the duration of the icing conditions.

FUEL SYSTEM

Usable Fuel (@6.7 Lbs/Gal)

Tank 1 Tank 2 Tank 3 Upper Aux Lower Aux Tail Tank Total
Tank Tank

40,700 65,400 40,700 87,100 11,000 13,400 258,300

Allowable Fuel Temperature Range at Takeoff

Minimum Temp Maximum Temp

-40°F (-40°C) +122°F (+50°C)

FUEL MANAGEMENT
MD-11 Fuel will be transferred from the Upper Aux tank to each Main tank, keeping them full. Simultaneously, fuel
will be transferred from the Lower Aux tank, keeping the Upper Aux tank full until the Lower Aux tank is empty.
When the Upper Aux tank is empty, fuel will be transferred from Tank 2 to 1 and 3 until all three Main tanks are
equal. Fuel is then used equally from each tank. The fuel quantity in the Tail tank is controlled automatically by the
fuel system controller (FSC).
Lower Aux tank and Tail tank transfer pumps must be OFF for takeoff and landing.

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With an operative fuel quantity indication system, fuel remaining in the fuel tanks when the quantity indication
reaches ZERO is not usable in flight.
The maximum lateral fuel imbalance is 2,500 lbs.
When operating aircraft at a MTOGW of 630,500 lbs on the ground with a total of 9,000 lbs or more of fuel in the
Aux and Tail tanks, manage the fuel system to maintain a ratio of approximately 7.5 to 1 between the Aux tank
quantity and Tail tank quantity.

BALLAST FUEL
All ballast fuel must be entered in the FMS FUEL INIT. Refer to Supplemental Procedures Chapter 4.
Ballast fuel may not be loaded in more than one tank at the same time.
Ballast fuel must remain in the appropriate tank.
The Tail tank can not contain both ballast and usable fuel. It must be either all ballast or all usable.

HYDRAULIC

Hydraulic Quantity
SYSTEM 3 MINIMUM HYDRAULIC QUANTITY FOR
DISPATCH

6 Gallons

AIR

UNPRESSURIZED FLIGHT
For unpressurized flight the cabin pressure control must be in MANUAL and the outflow valve between 1/ 2 to
2/3 open.

Cabin Air Differential and Relief Pressure Limitations

MAX RELIEF VALVE MAX
DIFFERENTIAL DIFFERENTIAL PRESSURE
PRESSURE DURING
TAKEOFF AND LANDING

9.1 PSI .5 Psi

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ICE AND RAIN

ICING CONDITIONS
Icing conditions exist when the outside air temperature (OAT) on the ground and for takeoff, or total air
temperature (TAT) in-flight, is 6° C or below, and visible moisture in any form is present.

ENGINE ANTI-ICE, WING ANTI-ICE, and TAIL ANTI-ICE must be ON when any of the following are true:
• An “ICE DETECTED” alert is displayed from the ice detecting system. (MD-11)
• When icing conditions are expected or encountered.

WINDSHIELD DEFOG
Windshield defogging should be operated for all flight conditions.

WINDSHIELD WIPERS
Do NOT operate the windshield wipers at high speed for more than 30 minutes or on a dry windshield

AUTOFLIGHT

FLIGHT MANAGEMENT SYSTEM

Before takeoff, any changes which affect V speeds require the V speeds to be recomputed and re-entered.
The accuracy of the FMS performance predictions have not been demonstrated, therefore (for dispatch
purposes only), aircraft range calculations, fuel management, and engine out terrain clearance must not be
predicated on FMS information.
For ILS and IGS approaches, with an inoperative glideslope, FMS PROF mode and its Vertical Deviation
Indicator must not be used for descent after the Final Approach Fix (FAF).
FMS PROF mode must not be used in descent/approach below the Minimum Descent Altitude/Height
(MDA/H) or Decision Altitude/Height (DA/H).
• Basic autoflight modes (e.g., LVL, CHG, V/S, or FPA) are used to recapture the path when the PROF mode is
engaged and the airplane is:
- Above or below the path and the FMA indicates PITCH [XXX] IDLE, or
- Below the path and the FMA indicates THRUST [XXX] V/S.
Do not enter more than 100 waypoints into the FMS ACT F-PLAN.
The FMS amber VMIN foot must not be used for setting an approach or landing target speeds if the aircraft has
not transitioned through the acceleration altitude as defined on the FMS TAKEOFF page under the title ACCEL.

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If the pilot modifies the FMS NAV DataBase Approaches, the modified approach must comply with the
approved published procedures.

AUTOPILOT/FLIGHT DIRECTOR SYSTEM

For nonprecision approaches, the autopilot must be disengaged no lower than the applicable minimums
minus 50 feet.
Do not exceed 200 KIAS with Single Land or Dual Land modes of the autopilot engaged.

AUTOMATIC LANDINGS
The minimum threshold crossing height is 47 feet.
Three hydraulic systems must be operative for dual land operations.

Automatic Landings
The maximum altitude for AutoLand (SINGLE LAND or DUAL LAND) is 8,000' msl.
SINGLE LAND AutoLands allow hydraulic system #1 or #2 to be inoperative.
DUAL LAND AutoLands require 3 operating hydraulic systems. Hydraulic systems may operate via auxiliary or
reversible motor pumps.
MD-11 automatic landings are prohibited at weights greater than 481,500 lb.

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