Yeah, an attitude of 15 degrees is quite normal. Usually keep that attitude and a speed of V2+15 or 20 until you reach the acceleration altitude (everything from 1000 to 3000ft agl), this is were flap retraction starts and you need to reduce the pitch in order to pick up speed, or else you'll be very close to stall speed.
When flaps are fully retracted, you can continue the climb by increasing the pitch so it maintans the 250kt limit below 10.000. Never decerase the available engine power if it's not necessary, like obeying hard constraints on a SID.

When passing 10.000ft, decrease the pitch yet again, and set your speed to 3-engine climb speed, I don't know the exact value for that (I'm not the MD11 wiz, CraigL is), but let's just say that you maintain 300kts until reaching mach-crossover altitude, then you'll fly with mach number. (like M.81)

nexus has it down correct.
as for V1 and V2, i am guessing you want to know what they are for and not the speeds. V1 is the point where any emergency is dealt with in the air, its the last point of which you can abort the takeoff, unless in extreme cases you know the plane wont fly. I believe that V2 is the point which wheels should be in the air. but i may be wrong on that

V2 is the take-off safety speed. If you lose an engine you can still continue the climb and make an emergency landing.
So if you lose an engine you will maintain the v2 speed throughout the climb, whereas you'd climb with a speed of v2+15-25 with all engines functional.

15 degrees? In jets, like the lear and most airliners I climb out at 30 degrees on full power!

I'll bet I can do that! I'll post pics of my attempt.

The MD11's tail makes any form of low speed handling very difficult, so a slow high pitched climb is inadvisable, this was part of the reason it was never sucessful, that and a lack of range.

actually the DC10 never suffered the problem, because the airframe was smaller than the MD11 it didnt require as big a tail, MD really was stuck with the MD11 it was going to be their saving grace. However with the introduction of ETOPS and twin engined aircraft giving equal or better performance, added to the poor handling & poor engine performance, the MD11 was pretty much the end of MD. Boeing decided it wasnt worth correcting the design problems and cancelled the program, and pretty much ending the era or widebody Tri-jets. At least these things will be hauling cargo for many many years.