Manual de Operaciones MD-80

Super 80
DC-9-81 (MD-81)
Aircraft Operating Manual

By CoolSky, 2005
Super 80 AOM TABLE OF CONTENTS
Super 80 Aircraft Operating Manual
TABLE OF CONTENTS SECTION Description ........................................................................................... 1 Limitations ............................................................................................ 2 Normal Procedures............................................................................. 3 Operating Techniques ....................................................................... 4 Emergency Procedures ..................................................................... 5 Air Conditioning and Pressurization ................................................. 6 Anti-Ice and Rain Protection ............................................................ 7 Auto-Flight............................................................................................ 8 APU........................................................................................................ 9 Communications .............................................................................. 10 Electrical............................................................................................. 11 Fire Protection ................................................................................... 12 Flight Controls .................................................................................... 13 Flight Instruments............................................................................... 14 Fuel...................................................................................................... 15 Hydraulics........................................................................................... 16 Landing Gear .................................................................................... 17 Miscellaneous.................................................................................... 18 Navigation ......................................................................................... 19 Oxygen............................................................................................... 20 Power Plant........................................................................................ 21 Radar .................................................................................................. 22 Performance...................................................................................... 23
Copyright 2005, by CoolSky. All rights reserved.
Super 80 AOM DESCRIPTION Section 1
SECTION 1
DESCRIPTION
Super 80 AOM DESCRIPTION Section 1 Page 1
TABLE OF CONTENTS
DIMENSIONS ............................................................................................................................................. 2 TURNING.................................................................................................................................................... 4 COMPARTMENTS ...................................................................................................................................... 5 INTERIOR ARRANGEMENT ....................................................................................................................... 6 COCKPIT ARRANGEMENT ....................................................................................................................... 7 COCKPIT PANELS OVERHEAD PANEL (AFT) ............................................................................................................... 8 OVERHEAD PANEL (FORWARD) .................................................................................................. 9 GLARESHIELD AND UPPER INSTRUMENT PANEL........................................................................ 10 CAPTAINS INSTRUMENT PANEL ................................................................................................. 11 CENTER INSTRUMENT PANEL ....................................................................................................... 12 PEDESTAL (FORWARD) ................................................................................................................ 13 PEDESTAL (AFT)............................................................................................................................. 14
DIMENSIONS
DIMENSIONS (contd)
TURNING RADIUS
COMPARTMENTS
INTERIOR ARRANGEMENT
COCKPIT ARRANGEMENT
OVERHEAD PANEL (AFT)
OVERHEAD PANEL (FORWARD)
GLARESHIELD AND UPPER INSTRUMENT PANEL
CAPTAINS INSTRUMENT PANEL
CENTER INSTRUMENT PANEL
PEDESTAL (FORWARD)
PEDESTAL (AFT)
Super 80 AOM LIMITATIONS Section 2
SECTION 2
LIMITATIONS
Super 80 AOM LIMITATIONS Section 2 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 AIRSPEEDS ................................................................................................................................................. 3 WEIGHTS.................................................................................................................................................... 3
GENERAL
Flight Maneuvering Load Acceleration Limits Operational Limits Runway Slope Limiting Tailwind Component +2.5g to -1.0g
+1.7% to -2.0% 10 knots
Crosswind Values (Take-Off and Landing) Maximum demonstrated crosswind component is 30kts. This is not a limitation. However, components at or near 30 knots with higher gusts should be considered operationally unacceptable. Minimum Take-Off and Landing Altitude Maximum Take-Off and Landing Altitude Take-Off and Landing Temperature Limitations Minimum Maximum Environmental Envelope -1,000 ft 8,500 ft -65F/-54C +122F/+50C
AIRSPEEDS
Maximum Operating Airspeed (VMO/MMO) Landing Gear Operation (VLO/MLO) Landing Gear Extended (VLE/MLE) Flap Placard Speeds (VFE/MFE) VMO 340kts MMO .84M (above Mach/IAS crossover altitude) Extension 300kts/.70M Retraction 250kts/.70M 300kts/.70M
FLAP POSITION 0-13 14-20 21-25 26-30 31-40
LIMITING SPEED 280kts/.57M 240kts/.57M 220kts/.57M 200kts/.57M 195kts/.57M LIMITING SPEED 280kts/.57M 240kts/.57M
Slats Extended
SLATS POSITION Mid position Full extended
Turbulence Penetration Speed
275-285kts or .75-.79M, whichever is lower
WEIGHTS
Maximum Ramp Weight 150,500 lbs
Maximum Take-Off Weight 149,500 lbs This is maximum allowable gross weight for the aircraft at brake release, just prior to commencing take-off roll. Maximum Landing Weight 130,000 lbs Landings at weights exceeding the Maximum Landing Weight are authorized. Special procedures apply for overweight landings. Maintenance reports and inspections are required following an overweight landing. Maximum Zero Fuel Weight 122,000 lbs
Super 80 AOM NORMAL PROCEDURES Section 3
SECTION 3
NORMAL PROCEDURES
Super 80 AOM NORMAL PROCEDURES Section 3 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 NORMAL PROCEDURE CHECKLIST.......................................................................................................... 4 ORIGINATION PRE-FLIGHT INSPECTION ................................................................................................ 6 COCKPIT CLEAN-UP INSPECTION ........................................................................................................ 15 BEFORE STARTING ENGINES .................................................................................................................. 18 PRIOR TO ENGINE START OR PUSHOUT ................................................................................................ 22 APU START ............................................................................................................................................... 23 ENGINE START......................................................................................................................................... 25 POWER BACK FROM GATE.................................................................................................................... 26 TAXI ......................................................................................................................................................... 27 BEFORE TAKE-OFF .................................................................................................................................. 29 TAKE-OFF................................................................................................................................................. 31 AFTER TAKE-OFF CLIMB ...................................................................................................................... 32 CRUISE ..................................................................................................................................................... 34 DESCENT.................................................................................................................................................. 35 BEFORE LANDING................................................................................................................................... 37 LANDING................................................................................................................................................. 38 AFTER LANDING...................................................................................................................................... 39 PARKING ................................................................................................................................................. 41
GENERAL
Normal Procedures Checklist
The Normal Procedure Checklists are used to insure that all important safety items have been accomplished. The items in the Checklist cannot be considered accomplished until all of the expanded procedures associated with that item have been accomplished.
Traffic Watch
Both crew members shall maintain traffic watch during all phases of flight.
Cabin Door Operation

The cabin door(s) shall be closed for departure and opened on arrival by the Gate Agent, using the cabin door exterior control. Except for emergencies, do not request the Flight Attendant to open or close the door(s). Call the Gate Agent. Note: It is perfectly normal to have a gap between the cabin door and aircraft when the door is closed and the aircraft is unpressurized. This allows for negative pressure relief. The doors will become flush with the airframe when the aircraft pressurizes during the take-off roll.
Crew Duties
Normally crew duties are divided between the Captain and First Officer during ground operations and between pilot-flying and pilot-not-flying during flight. The Captain is responsible for ensuring that all normal procedure checklists are accomplished at the proper time. Normally the pilot-not-flying will accomplish the appropriate checklist and notify the pilot-flying when the checklist has been completed.
Anti-Collision Lights
The Anti-Collision lights shall be ON when the engines are about to best started or are running, and anytime the airplane is in motion, taxi or tow.
Auto-Flight/Altitude Clearance Procedures

Normally when the autopilot is engaged, the pilot-flying will control the Flight Guidance panel. When the autopilot is not engaged, the pilot-flying will normally call for changes to be made to the Flight Guidance panel by the pilot-not-flying. Both pilots should be aware of all communications traffic and clearances.
NORMAL PROCEDURE CHECKLIST (contd)

BEFORE STARTING ENGINES
LOGBOOK...............................................................CHECKED RUDDER PEDALS AND SEATS ..................................... ADJUSTED AND LOCKED WINDOWS .........................................CLOSED AND LOCKED O2 PANELS/INTERPHONE/ O2 PRESSURE .................................. SET AND CHECKED EMERGENCY LIGHTS .................................................. ARMED PROBE HEAT ........................................ CHECKED AND CAPT WINDSHIELD ANTI-ICE ....................................................... ON ANTI-SKID ............................................................................OFF PRESSURIZATION .................................... AUTO (UP) AND SET AIR COND SHUTOFF ...................................................... AUTO FLIGHT GUIDANCE PANEL ..................... SET AND CHECKED FLT INSTR/SWITCHES/BUGS ........ SET AND CROSSCHECKED FUEL PANEL/QUANTITY AND DISTRIBUTION ...................... SET AND CROSSCHECKED GEAR HANDLE AND LIGHTS .................DOWN AND GREEN TRANSPONDER ................................................................... SET STABILIZER TRIM ................................................................... SET SPOILER LEVER ....................................................................RET THROTTLES ..................................................................CLOSED TAKE-OFF WARNING ..............................................CHECKED FUEL LEVERS .......................................................................OFF FLAPS/SLATS ................................................... UP/RETRACTED AILERON/RUDDER TRIM ...................................... ZERO/ZERO PARKING BRAKE/PRESSURE.....................PARKED/NORMAL SHOULDER HARNESSES ..................................................... ON FLIGHT FORMS ........................................................CHECKED NO SMOKING SIGNS......................................................... ON FIVE MINUTES PRIOR TO DEPARTURE SEAT BELT SIGNS................................................................. ON
TAXI
BEFORE TAXI OR POWERBACK GALLEY POWER..................................................................ON ENGINE ANTI-ICE .............................................. AS REQUIRED HYDRAULIC PUMPS ...........................CHECKED AND HI/ON TAXI APU .................................................................... AS REQUIRED PNEU X-FEED (One engine taxi)............ L CLOSED/R OPEN ANTI-SKID (After leaving ramp area)........................... ARM R ENG (One engine taxi)...................................SHUTDOWN FLIGHT CONTROLS ................................................. CHECKED FGS..........................................................................T/O MODE
BEFORE TAKE-OFF (Mechanical Checklist)

FLT INST & BUGS ...................................... SET AND CHECKED ANTI-ICE............................................................. AS REQUIRED FLAPS AND SLATS .................................................... TAKE-OFF STAB TRIM ............................................................................ SET APU/PNEU X-FDS ............................. AS REQUIRED/CLOSED ANTI-SKID/ABS ...................ARMED/TAKE-OFF AND ARMED SPOILER LEVER ............................................................ ARMED TO PA/PACKS ...............................COMPLETE/AS REQUIRED ANNUNCIATOR LIGHTS.......................................... CHECKED NOSE LIGHTS ................................................................ BRIGHT
AFTER TAKE-OFF CLIMB PRIOR TO ENGINE START OR PUSH OUT

GALLEY POWER .................................................................OFF ENGINE IGNITION ...................................................... CONTIN FUEL PUMPS........................................................................ ON AUX HYDRAULIC PUMP..................................................... ON ANTI-COLLITION/EXTERIOR LIGHTS ......... ON/AS REQUIRED DOOR ANNUNCIATOR .................................................... OUT AIR CONDITIONING SUPPLY SWITCHES ..........................OFF GEAR ....................................................... UP AND NO LIGHTS SPOILER LEVER ....................................................... DISARMED AUTO BRAKES .......................................OFF AND DISARMED FLAPS AND SLATS ............................................UP/NO LIGHTS PRESSURIZATION AND AIR COND ........................ CHECKED 10,000FT MSL ENGINE IGNITION ............................................. AS REQUIRED FUEL SYSTEM............................................................ CHECKED STERILE COCKPIT ............................................. CABIN CHIME ALTIMETERS.............................. RESET AND CROSSCHECKED HYDRAULIC PUMPS .................................................LOW/OFF 18,000FT MSL EXTERIOR LIGHTS .............................................. AS REQUIRED ALTIMETERS.............................. RESET AND CROSSCHECKED
NORMAL PROCEDURE CHECKLIST (contd)

CRUISE
ENG SYNC .......................................................................... ON FIRST FLIGHT OF DAY ITEMS ...................................CHECKED DELAY CODES IN ACARS ................................ AS REQUIRED
AFTER LANDING TAXI

AUTOPILOT AND AUTOTHROTTLE SWITCHES ..................OFF LANDING LIGHTS ...............................................................OFF SPOILER LEVER ....................................................................RET AUTO BRAKES .................................................... OFF/DISARM PNEU XFEED (One engine taxi)............. R OPEN/L CLOSED FLAPS/SLATS ................................................... UP/RETRACTED RADAR................................................................................OFF TRANSPONDER .................................................................STBY ANTI-SKID............................................................................OFF BRAKE PRESSURE .................................................... MONITOR APU .................................................................... AS REQUIRED R ENG (One engine taxi)...................................SHUTDOWN
DESCENT
LANDING DATA ..................................................... PREPARED PRESSURIZATION ..................................... SET AND CHECKED ENG SYNC ..........................................................................OFF ENGINE IGNITION ...................................................... CONTIN ENGINE AND AIRFOIL ANTI-ICE....................... AS REQUIRED WINDSHIELD ANTI-FOG.................................... AS REQUIRED SHOULDER HARNESSES ..................................................... ON DESCENDING THRU FL180 OR LEAVING CRUISE ALTITUDE, WHICHEVER IS LOWER EXTERIOR LIGHTS............................................... AS REQUIRED ALTIMETERS..............................RESET AND CROSSCHECKED HYDRAULIC PANEL.................................... HI/ON/CHECKED 10,000FT MSL STERILE COCKPIT ............................................. CABIN CHIME
PARKING
BRAKES ....................................................................... PARKED SEAT BELT SIGN ..................................................................OFF PNEU XFEED VALVES ..................................................... OPEN APU OR EXTERNAL POWER ...............................ESTABLISHED FUEL LEVERS .......................................................................OFF ANTI-COLLISION/EXTERIOR LIGHTS.........OFF/AS REQUIRED ENGINE IGNITION ..............................................................OFF FUEL PUMPS........................................................................OFF EMERGENCY LIGHTS .........................................................OFF PROBE HEAT.......................................................................OFF ANTI-ICE..............................................................................OFF AIR CONDITIONING ......................................... AS REQUIRED OIL/HYD/O2 QUANTITIES ....................................... CHECKED ARRIVAL REPORT .............................................. AS REQUIRED LOGBOOK...........................................................COMPLETED FD SWITCHES OFF ..............................................................OFF O2 PANEL SUPPLY LEVERS ................................................OFF COCKPIT LIGHTS............................................... AS REQUIRED ALL PASSENGERS HAVE DEPLANED GALLEY POWER.................................................................OFF AIR CONDITIONING ..........................................................OFF APU .................................................................... AS REQUIRED BATTERY SWITCH........................................................ ON/OFF POST FLIGHT INSPECTION ................................ AS REQUIRED
BEFORE LANDING (Mechanical Checklist)

ALTIMETERS..............................RESET AND CROSSCHECKED FLT INST & BUGS .......................... SET AND CROSSCHECKED SEAT BELT/NO SMK ............................................................ ON GEAR................................................... DOWN, THREE GREEN SPOILER LEVER ............................................................ ARMED AUTO BRAKES.................................................... AS REQUIRED FLAPS & SLATS................................................................ LAND ANNUNCIATOR LIGHTS ..........................................CHECKED
ORIGINATION PRE-FLIGHT INSPECTION

ORIGINATION PRE-FLIGHT INSPECTION (Procedure) The Origination Pre-Flight Inspection is accomplished on the first origination flight of the day for the aircraft and anytime the condition of the aircraft is in doubt. WALK-AROUND INSPECTION .......................................................................... COMPLETE 1. Not simulated. COCKPIT SAFETY INSPECTION BATTERY SWITCH .......................................................................................................... ON 2. Set the battery switch to the ON position. COCKPIT LIGHTS .......................................................................................... AS REQUIRED 3. Set the Cockpit Flood light switch to OFF, or as required. 4. Turn on the Center Instrument & Pedestal Digital lights. 5. Turn on the Instrument Panel Digital lights. 6. Turn on the Flight Guidance Control Panel Digital lights. HYDRAULIC PANEL ................................................................................................ CHECK 7. Set the Transfer Pump switch to OFF. 8. Set both Engine Pump switches to HI. 9. Set the Auxiliary Pump switch to OFF. GEAR HANDLE ........................................................................................................DOWN 10. Confirm that the gear handle is down and that all the three green gear lights are on. CIRCUIT BREAKERS................................................................................................. CHECK 11. Not simulated. COCKPIT INITIAL PREPARATION APU (When required)...............................................................................................START 12. Please refer to STARTING APU Procedure guide on how to start the APU. APU PWR and EXT PWR................................................................................................OFF 13. Set the APU PWR switch to OFF. 14. Set the EXT PWR switch to OFF. 15. Note: The APU PWR and EXT PWR switches on the Ground Service Elec Pwr Panel must be OFF before connecting APU or External Power to main AC buses. EMERGENCY LIGHTS.................................................................................................. ARM 16. Set the EMER LTS switch to ARM. GALLEY POWER............................................................................................................ ON 17. Set the Galley Power switch to ON.

CABIN ALT CONTROL LEVER/POSITION INDICATOR ........................AUTO/VALVE OPEN 18. Check that the CABIN ALT Control Lever is in the AUTO (up) position (Yellow handle, not the wheel). 19. Check that the outflow valve indicator indicates VALVE OPEN. Full forward indicates valve closed, full aft indicates valve fully open. Note: If the valve is only partially open, that is ok. PNEUMATICS AND AIR CONDITIONING ...................................................... ESTABLISHED 20. Set both Pneumatic X-Feed handles to the OPEN (up) position. 21. Check that the APU AIR switch is set to ON or COLDER. 22. Set both Air Conditioning Supply switches to AUTO. 23. Set the Air Conditioning Recirculation Fan to AUTO. 24. Set the CKPT TEMP selector to AUTO. 25. Set the CABIN TEMP selector to AUTO. 26. Set the AIR COND SHUTOFF switch to AUTO. 27. Set the RAM AIR switch to OFF. EXTERIOR LIGHTS .......................................................................................CHECK LIGHTS 28. Check the exterior lights of the aircraft. (Not simulated in the panel) FLAP HANDLE/INDICATOR .....................................................................................AGREE 29. Make sure the flaps/slats handle is in the UP/RET position. 30. Check that the flap/slat handle and indicator agree. ANTI-SKID.................................................................................................... TEST AND OFF 31. Set the ANTI-SKID switch to ARM. 32. Hold the ANTI-SKID TEST CHK switch to TEST. Check that all four anti-skid lights come on. 33. Set the ANTI-SKID switch back to OFF. PARKING BRAKE ...................................................................................................PARKED 34. The parking brake should be on. (Raised position) 35. Check that the Parking Brake light is on. 36. Check that the Brake Pressure gauge reads above the red band. SHOULDER HARNESSES .......................................................................................... CHECK 37. Check the condition of the shoulder harnesses. (Not simulated) LOGBOOK.............................................................................................................. CHECK 38. Check the aircraft papers. (Not simulated) CHECKLISTS............................................................................................ CHECK ABOARD 39. Make sure you have all applicable checklists onboard with you. COCKPIT AREA INSPECTION CREW LIFE VESTS, O2 MASKS, SMOKE GOOGLES ................................ CHECK ABOARD 40. Not simulated.

FLIGHT CREW OXYGEN SUPPLY CYLINDER ........................................................... CHECK 41. Not simulated. PASS OXY MASK.................................................................................NORM (GUARDED) 42. Not simulated. PROTECTIVE BREATING EQUIPMENT...................................................................... CHECK 43. Not simulated. COCKPIT EMERGENCY EQUIPMENT...................................................... CHECK ABOARD 44. Not simulated. SPARE BULB KIT ...................................................................................................... CHECK 45. Not simulated. FINAL COCKPIT PREPARATION MAINTENANCE INTERPHONE ......................................................................................OFF 46. Set the Maintenance Interphone switch to OFF. FLIGHT RECORDER .......................................................................................... TEST/NORM 47. Open the guard and set the Flight Recorder Test switch to TEST. 48. If the FLIGHT RECORDER OFF light stays off, the Flight Recorder operates properly. 49. Set the Flight Recorder Test switch back to NORM and put the guard back on. FD CMD............................................................................................................... NORMAL 50. Set the FD CMD switch to NORM. CADC.................................................................................................................. NORMAL 51. Set the CADC switch to NORM. VERT GYRO ......................................................................................................... NORMAL 52. Set the VERT GYRO switch to NORM. COCKPIT VOICE RECORDER ................................................................................. CHECK 53. Press the Cockpit Voice Recorder Test switch. 54. Observe the TEST MONITOR METER as a test signal is being sent to the Voice Recorder. No reading on the meter indicates a failure. ELECTRICAL SYSTEM .............................................................................................. CHECK 55. Check that both CSD switches are guarded. 56. Set the L GEN and R GEN switches to RESET and then back to ON. 57. Set the AC BUS X TIE switch to AUTO. 58. Set the DC BUS X TIE switch to OPEN.

EMERGENCY POWER ............................................................................. CHECK AND OFF 59. Set the Emergency Power switch to ON. 60. Check that EMER PWR IN USE light comes on. 61. Set the Emergency Power switch back to OFF. WING TANK FUEL PUMPS .............................................................................................OFF 62. Turn off all, left and right, wing tank fuel pumps. If a pump is being used for APU operation, leave it on. CENTER TANK FUEL PUMPS .................................................................................... CHECK 63. Turn off fuel pump used for APU operation. 64. Check each of the center tank fuel pumps individually, checking that both the L and R INLET FUEL PRESS LOW lights go out when each pump is turned on and comes back on when the pump is turned off. Note: The Start Pump should be off. 65. Turn back on fuel pump used for APU operation. IGNITION......................................................................................................................OFF 66. Set the Ignition switch to OFF. FUEL HEAT.....................................................................................................................OFF 67. Set both FUEL HEAT switches to OFF. START SWITCHES (L & R)...............................................................................................OFF 68. Set both engine start switches to OFF. (Guarded position) NO SMOKING .............................................................................................................. ON 69. Set the NO SMOK switch to ON. SEAT BELT......................................................................................................................OFF 70. Set the SEAT BELT switch to OFF. PROBE HEAT ........................................................................................ CHECK AND CAPT 71. Rotate the METER SEL & HEAT switch to all positions and check for a reading on the HEATER CUR gauge (except for RAT PROBE position) and that the PITOT/STALL HEATER OFF light remains out. AIR FOIL ANTI-ICE........................................................................................................OFF 72. Set the Air Foil Anti-ice switch to OFF. WINDSHIELD ANTI-FOG ...............................................................................................OFF 73. Set the Windshield Anti-Fog switch to OFF. WINDSHIELD ANTI-ICE ................................................................................................. ON 74. Set the Windshield Anti-Ice switch to ON. Note: If the windshield have been cold soaked over night, they may require up to 30 minutes to warm up thoroughly.

ENGINE ANTI-ICE.........................................................................................................OFF 75. Set both Engine Anti-Ice switches to OFF. ENGINE SYNC ..............................................................................................................OFF 76. Set the ENG SYNC switch to OFF. GROUND PROXIMITY WARNING SYSTEM ..............................................TEST AND NORM 77. Set the GPWS switch to TEST (the switch is spring loaded back to NORM). 78. You should hear the aural alert Whoop Whoop followed by Pull up and Glideslope. The GPWS FAIL light should also come on, together with 79. the GPWS and BELOW G/S lights during the test. CIRCUIT BREAKER AND STANDBY COMPASS LIGHTS................................. AS REQUIRED 80. Set the CKT BKR LT switch to OFF, or as required. 81. Set the STBY COMP LT switch to OFF, or as required. THUNDERSTORM LIGHT ................................................................................................OFF 82. Set the THNDRSRM LT switch to OFF. COCKPIT FLOOD LIGHT ............................................................................... AS REQUIRED 83. Set the CKPT FLOOD switch to OFF, or as required. OVERHEAD CONSOLE LIGHTS..................................................................... AS REQUIRED 84. Set the OVHD CONSOLE LTS knobs to OFF, or as required. STALL WARNING ......................................................................................................... TEST 85. Set the STALL TEST switch to SYS 1 (Momentary). This will test Stall Warning system 1. The stall warning horn should sound, followed by the vocal alert Stall. 86. The STALL warning light should come on (flashing), together with the PUSH TO INHIBIT light (steady). 87. Repeat test for system 2. MAX SPEED WARNING ............................................................................................... TEST 88. Set the MAX SPD WARN TEST switch to SYS 1. Check that audio clacker sounds followed by the vocal warning Overspeed is heard. 89. Repeat test for system 2. YAW DAMPER .............................................................................................................. ON 90. Set the YAW DAMP switch to ON. 91. Check that the YAW DAMP OFF light is out. MACH TRIM COMPENSATION................................................................................ NORM 92. Set the MACH TRIM COMP switch to NORM. 93. Check that the MACH TRIM INOP light is out. AIR CONDITIONING ..........................................................................................CHECKED 94. Check cabin and cockpit temperature and adjust as necessary.

RADIO RACK............................................................................................................... FAN 95. Set the RADIO RACK switch to FAN. CABIN PRESSURIZATION ............................................................................................... SET 96. Set the System Selector switch to PRIMARY. 97. Check that the STDBY ON and TRANSFER LOCKOUT lights are out. 98. Set the LDG ALT to Departure Field Elevation. 99. Set the LDG BARO to Current Altimeter Setting (press B on your keyboard). 100. Set the RATE LIMIT knob to the center index. 101. Push the FLOW light to test it. RAIN REPELLENT ................................................................................................ REPELLENT 102. Set the RAIN REPELLENT switch to REPELLENT. WINDSHIELD WIPER ......................................................................................................OFF 103. Set the Windshield Wiper switch to PARK, to make sure the wiper is properly parked, and then back to OFF. ANNUNCIATOR/DIGITAL LIGHTS................................................................................ TEST 104. Push the ANNUN/DIGITAL LTS TEST switch to test all Annunciator and digital lights in the cockpit. Carefully check all the lights on the overhead panel, main panel and pedestal for malfunction. AUTOLAND PRE-FLIGHT TEST....................................................................... ACCOMPLISH 105. Set both VHF radios to the same ILS frequency (any ILS frequency will do). (Click the lower left number to switch between the two VHF radios) 106. Set both course readouts to the same course (any course will do). 107. Set the FD switch to FD. 108. Check that the NO AUTOLAND light on the FMA is out. 109. Press the AUTO LAND button. 110. Check that the NO AUTOLAND light flashes for a short while. If the light comes on steady, the test has failed. If the light goes out, the test has completed successfully. STATIC AIR SELECTOR ............................................................................................. NORM 111. Set the Static Air Selector switch to the NORM position. FLIGHT INSTRUMENTS ............................................................................................. CHECK 112. On the main instrument panel, check that all gyros are erect and no flags are visible on any of the flight instruments. OIL QUANTITIES...................................................................................................... CHECK 113. Check the quantity on the Oil Quantity gauges.

FIRE WARNINGS.......................................................................................................... TEST 114. Press and hold the LOOPS TEST button to test the Engine Fire Warning system. Check that the fire bell sounds, followed by vocal warning Fire left engine and Fire right engine. 115. Check that the red light in both ENG FIRE handles come on, both AGENT LOW lights come on, and both MASTER CAUTION and MASTER WARNING lights come on. 116. Also, check that all the FIRE DETECTOR LOOP lights on the ENGINE FIRE DETECT SYS panel come on during the test. (All switches should be in the BOTH position) REVERSE THRUST AND UNLOCK LIGHTS ..................................................................... OUT 117. Check that Engine Reverse Thrust lights and Engine Reverse Unlock lights for both engines are out. ENGINE INSTRUMENTS ........................................................................................... CHECK 118. Check that all engine instruments read normal (zero). THRUST RATING SYSTEM.............................................................................................. TEST 119. Push and hold the TEST button on the TRI. RAT should indicate +12C. EPR LIM should indicate 2.04. Mode Selector lights and NO MODE light should be out. 120. Release the test button. RAT should indicate ambient temperature. EPR LIM should indicate 2.00 with failure flag in view. NO MODE light should come on. All Mode Selector lights should be out. 121. Press TO to turn the NO MODE light off. FUEL QUANTITY ........................................................................................................... TEST 122. Push the Fuel Quantity Test button to test the Fuel Quantity Indication System. Each individual tank quantity indicator should indicate 3000 LBS. The total fuel quantity should read 9000 LBS, and Zero Fuel Weight should indicate current ZFW plus 9000 LBS. FUEL PANEL, QUANTITY AND DISTRIBUTION.......................................................... CHECK 123. Check that total fuel on board is sufficient for the planned flight. 124. Check the current fuel distribution against the Fuel Distribution Guide. (The Fuel Distribution Guide can be found in the Aircraft Operating Manual, Section 15) FUEL USED RESET........................................................................................................ RESET 125. Set the FUEL USED RESET switch to RESET (Momentary) to reset the fuel used counters. HYDRAULIC SYSTEMS............................................................................................. CHECK 126. Set the Aux Hydraulic Pump switch to OVRD and then to ON. 127. Check that the right hydraulics pressure gauge indicates within the top green band for both positions with R HYD PRESS LOW light out. 128. Set the Transfer Pump switch to ON (Aux Hydraulic Pump still in OVRD or ON) 129. Check that the left hydraulics pressure gauge indicates within green band with the L HYD PRESS LOW light out. 130. Check hydraulic quantities. Both gauges should read well above the red band. 131. Set the Transfer Pump switch back to OFF. 132. Set the Aux Hydraulic Pump switch back to OFF.

BRAKE TEMPERATURE .................................................................................................. TEST 133. Press and hold the Brake Temperature Test button. The Brake Temperature Gauge should slowly rise to indicate about 450C and the Overheat light should come on. RADAR......................................................................................................... TEST AND OFF 134. Set the Mode Selector switch to TEST. The radar screen should display a green, yellow and red test pattern. Set the Mode Selector switch back to OFF. ACARS ............................................................................................................... DATA/SET 135. Insert the flight number for the current flight. Press FLT NO. 136. Set the flight number by clicking on the ACARS keyboard 137. and press ENT when done. 138. Insert the Departure station. Press DEPT STA 139. Click the display to set the station name 140. and press ENT when done. 141. Insert the Destination station. Press DEST STA, click the display to set the station name, and press ENT when done. TRANSPONDER........................................................................................................... STBY 142. Set the Function Selector to STBY. STABILIZER TRIM ..................................................................................................... CHECK 143. Move the LONG TRIM handle in both directions and check that the LONG TRIM indicator moves in the appropriate direction. SPOILER LEVER ..............................................................................................................RET 144. The spoiler lever should be in the RET position (forward down position). RUDDER HYDRAULIC CONTROL .................................................................................PWR 145. The RUD HYD CONT lever should be in the PWR position (forward). REVERSE LEVERS/THROTTLES ....................................................................DOWN/CLOSED 146. Advance both throttles, checking for freedom of movement. Check that the Take-off Configuration warning sounds are heard. Then close the throttles. FUEL CROSSFEED VALVE..............................................................................................OFF 147. Set the FUEL X FEED lever to OFF (forward). FUEL LEVERS .................................................................................................................OFF 148. Both Fuel Levers should be in the down and OFF position. (Under the throttles handles) PMS .......................................................................................PREFLIGHT ACCOMPLISHED 149. Please refer to the PMS guide on how to preflight the PMS. AILERON AND RUDDER TRIM .................................................................. CHECK AND SET 150. Check travel or both aileron and rudder trim in all directions. Then set both to zero.

AUTO BRAKE .........................................................................................OFF AND DISARM 151. Set the AUTO BRAKE Selector to OFF. 152. Set the AUTO BRAKE ARM/DISARM switch to DISARM.
COCKPIT CLEAN-UP INSPECTION

COCKPIT CLEAN-UP INSPECTION For flights other than the first origination flight of the day for the aircraft, only the Cockpit Clean-Up Inspection needs to be accomplished. WALK-AROUND INSPECTION ........................................................................ COMPLETED 1. Not simulated. PROTECTIVE BREATING EQUIPMENT...................................................................... CHECK 2. Not simulated. SHOULDER HARNESSES .......................................................................................... CHECK 3. Check the condition of the shoulder harnesses. (Not simulated) FLIGHT CREW OXYGEN SUPPLY CYLINDER ........................................................... CHECK 4. Not simulated LOGBOOK.............................................................................................................. CHECK 5. Check the aircraft papers. (Not simulated) CIRCUIT BREAKERS................................................................................................. CHECK 6. Not simulated. BATTERY SWITCH .......................................................................................................... ON 7. Set the battery switch to the ON position. EMERGENCY POWER ...................................................................................................OFF 8. Set the Emergency Power switch to OFF. APU PWR and EXT PWR Switches................................................................................OFF 9. Set the APU PWR switch to OFF. 10. Set the EXT PWR switch to OFF. APU (When required)...............................................................................................START 11. Please refer to STARTING APU Procedure guide on how to start the APU. EMERGENCY LIGHTS.................................................................................................. ARM 12. Set the EMER LTS switch to ARM. FLIGHT RECORDER .......................................................................................... TEST/NORM 13. Open the guard and set the Flight Recorder Test switch to TEST. 14. If the FLIGHT RECORDER OFF light stays off, the Flight Recorder operates properly. 15. Set the Flight Recorder Test switch back to NORM and the guard back on. GALLEY POWER............................................................................................................ ON 16. Set the Galley Power switch to ON.

CENTER TANK FUEL PUMPS .................................................................................... CHECK 17. Turn off all fuel pumps. 18. Check each of the center tank fuel pumps individually, checking that both the L and R INLET FUEL PRESS LOW lights go out when each pump is turned on and comes back on when the pump is turned off. 19. Turn back on fuel pump used for APU operation. PROBE HEAT ........................................................................................ CHECK AND CAPT 20. Rotate the METER SEL & HEAT switch to all positions and check for a reading on the HEATER CUR gauge (except for RAT PROBE position) and that the PITOT/STALL HEATER OFF light remains out. WINDSHIELD ANTI-ICE ................................................................................................. ON 21. Set the Windshield Anti-Ice switch to ON. Note: If the windshield have been cold soaked over night, they may require up to 30 minutes to warm up thoroughly. CABIN ALT CONTROL LEVER/POSITION INDICATOR ........................AUTO/VALVE OPEN 22. Check that the CABIN ALT Control Lever is in the AUTO (up) position (Yellow handle, not the wheel). 23. Check that the outflow valve indicator indicates VALVE OPEN. PNEUMATICS AND AIR CONDITIONING ...................................................... ESTABLISHED 24. Set Pneumatic X-Feed handles to the OPEN (up) position. 25. Check that the APU AIR switch is set to ON or COLDER. 26. Set both Air Conditioning Supply switches to AUTO. 27. Set the Air Conditioning Recirculation Fan to AUTO. 28. Set CKPT TEMP selector to AUTO. 29. Set CABIN TEMP selector to AUTO. 30. Set AIR COND SHUTOFF switch to AUTO. 31. Set RAM AIR switch to OFF. CABIN PRESSURIZATION ............................................................................................... SET 32. Set the System Selector switch to PRIMARY. 33. Check that the STDBY ON and TRANSFER LOCKOUT lights are out. 34. Set the LDG ALT to Departure Field Elevation. 35. Set the LDG BARO to Current Altimeter Setting (press B on your keyboard). 36. Set the RATE LIMIT knob to the center index. AUTOLAND PRE-FLIGHT TEST....................................................................... ACCOMPLISH 37. Set both VHF radio to the same ILS frequency (any ILS frequency will do). (Click the lower left number to switch between the two VHF radios) 38. Set both course readouts to the same course (any course will do). 39. Set the FD switch to FD. 40. Check that the NO AUTOLAND light on the FMA is out. 41. Press the AUTO LAND button. 42. Check that the NO AUTOLAND light flashes for a short while. If the light comes on steady, the test has failed. If the light goes out, the test has completed successfully.

FUEL PANEL, QUANTITY AND DISTRIBUTION.......................................................... CHECK 43. Check that total fuel on board is sufficient for the planned flight. 44. Check the current fuel distribution against the Fuel Distribution Guide. (The Fuel Distribution Guide can be found in the Aircraft Operating Manual, Section 15) FUEL USED RESET........................................................................................................ RESET 45. Set the FUEL USED RESET switch to RESET (Momentary) to reset the fuel used counters. GEAR HANDLE ........................................................................................................DOWN 46. Confirm that the gear handle is down and that all the three green gear lights are on. FLAP HANDLE/INDICATOR .....................................................................................AGREE 47. Make sure the flaps/slats handle is in the UP/RET position. 48. Check that the flap/slat handle and indicator agree. HYDRAULIC QUANTITIES........................................................................................ CHECK 49. Check hydraulic quantities. Both gauges should read well above the red band. TAKE-OFF WARNING SYSTEM ................................................................................ CHECK 50. Advance both throttles, and check that the Take-off Configuration warning sounds are heard. Then close the throttles. ACARS ............................................................................................................... DATA/SET 51. Insert the flight number for the current flight. Press FLT NO. 52. Set the flight number by clicking on the display 53. and press ENT when done. 54. Insert the Departure station. Press DEPT STA, click the display to set the station name, and press ENT when done. 55. Insert the Destination station. Press DEST STA, click the display to set the station name, and press ENT when done. PMS .......................................................................................PREFLIGHT ACCOMPLISHED 56. Please refer to the PMS guide on how to preflight the PMS.

BEFORE STARTING ENGINES (Checklist) Please note that if you start with a cold aircraft (all systems off), you should go through the Cockpit Clean-up Procedure first in order to setup the aircraft before flight. LOGBOOK..........................................................................................................CHECKED 1. Check aircraft and pilot logbooks. RUDDER PEDALS AND SEATS......................................................ADJUSTED AND LOCKED 2. Make sure the seats are properly adjusted and locked in the tracks. Use the Pilot Eye Locator to adjust your position. (Not simulated) WINDOWS ..................................................................................... CLOSED AND LOCKED 3. All windows in the cockpit should be closed and locked. O2 PANELS/INTERPHONE/O2 PRESSURE..............................................SET AND CHECKED 4. Set the oxygen SUPPLY lever to ON. 5. Set the DILUTER DEMAND CONTROL lever to NORMAL OXYGEN. 6. Check the pressure on the oxygen pressure gauge. 7. Check and set the levers on the Audio Panel. For normal operation set VHF 1 and 2, and the MKR lever to ON (up). Leave the rest in the OFF (off) position. EMERGENCY LIGHTS..............................................................................................ARMED 8. Set the emergency lights switch to ARM. PROBE HEAT .................................................................................... CHECKED AND CAPT 9. Rotate the METER SELECTOR AND HEAT switch to the captains pitot tube (CAPT). This will turn on heating on all pitot tubes. 10. Check for a reading of the current flow to the captains pitot tube on the HEATER CURRENT gauge. 11. Also, check that the PITOT/STALL HEATER OFF light is out. WINDSHIELD ANTI-ICE ................................................................................................. ON 12. Turn on the windshield anti-icing system. A hand-feel test is required to verify the operation of the windshield anti-icing system. ANTI-SKID.....................................................................................................................OFF 13. Set the AUTO BRAKE Selector to OFF 14. Set the AUTO BRAKE ARM/DISARM switch to DISARM. PRESSURIZATION ................................................................................AUTO (UP) AND SET 15. Make sure the CABIN ALTITUDE CONTROL LEVER is in the up and auto position (Yellow handle, not the wheel). 16. Set the RATE LIMIT CONTROL KNOB to the center position, or as required. 17. Also, set the departure barometric pressure by pressing the B key on your keyboard.

AIR COND SHUTOFF .................................................................................................AUTO 18. Set the AIR CONDITION SHUTOFF switch to auto. This makes sure the air conditioning packs are automatically shut-off in the event of an engine failure. FLIGHT GUIDANCE PANEL ..................................................................SET AND CHECKED 19. The Flight Guidance Panel is located on the glareshield. 20. Set the navigation radios as desired for the flight. 21. Set the course as desired for the flight. 22. Set the Flight Director switches to FD. 23. Set Auto-throttle switch to OFF, and speed readout to 250 knots. 24. Set the heading to runway heading. 25. Set the Autopilot master switch to OFF. 26. Set the Digital Flight Guidance Computer 1-2 switch as desired. 27. Use the Altitude Selector to set the first level off altitude in the Altitude Preselect Readout. FLT INSTR/SWITCHES/BUGS..................................................... SET AND CROSSCHECKED 28. First, set the clock to correct Zulu time. (Use the FS menu to set time) 29. Check the Mach/Airspeed indicator. The needle should read 0 knots. The Mach readout should read .150 Mach. The bugs should be set to V1, V2, flap and slat retract, and clean minimum maneuvering speed. All these speeds can be found in the speed booklet. 30. Test the ADI by pressing the TEST button. Check for 20 degree right bank and 10 degree nose up attitude. The ATT flag should appear, and then disappear when the test button is released. 31. Check and set the altimeter using the BARO knob. You can also reset the barometric pressure setting by pressing the B key on your keyboard. 32. Also set and check the Standby Altimeter. 33. Check the Radio Magnetic Indicator. No flags should be visible. Set the VOR/ADF Selectors as desired. Compare the heading to the HSI. 34. The HSI should have no flags visible. 35. The Vertical Speed Indicator should read zero. 36. The Standby Airspeed Indicator should read zero. 37. The Standby Attitude Indicator should have no flags visible, the gyro should be erect level horizon, and the airplane symbol should be properly positioned. 38. On the Thrust Rating Indicator, select TO Mode for a standard thrust take-off. 39. On the Engine Pressure Ratio gages, check that the bugs are set according to the EPR LIM Readout on the TRI. (You may need to push in the EPR knob) FUEL PANEL/QUANTITY AND DISTRIBUTION ........................... SET AND CROSSCHECKED 40. All Tank Pump switches should be in the OFF position. However, a pump being used for APU operation should be left on. 41. Set the Zero Fuel Weight according to the Weight & Balance sheet. You will find Weight & Balance data in the Super 80 Dispatch Center. 42. The Fuel Crossfeed Valve should be closed (forward down position). 43. Now, check the fuel quantity and distribution. Confirm that the total fuel onboard is sufficient for the planned flight. 44. Also, check the fuel distribution according to the Fuel Distribution Guide. (The Fuel Distribution Guide can be found in the manual)

GEAR HANDLE AND LIGHTS ..............................................................DOWN AND GREEN 45. Confirm that the gear handle is down and that all the three green gear lights are on. TRANSPONDER.............................................................................................................. SET 46. Set the Function Selector to ON. 47. Set the Mode Selector to A. 48. Set the Altitude Reporting switch to ALT RPTG. 49. Set the Transfer switch to 1. 50. And finally, set the transponder code in the Code Readout as instructed by ATC. STABILIZER TRIM ............................................................................................................ SET 51. To set the stabilizer trim we need to input CG and FLAP setting to the Take-off Condition Computer. First, set the CG according to the Weight & Balance sheet. (See Super 80 Dispatch Center) 52. Second, set the FLAP setting according to the Weight & Balance sheet, or as desired. 53. And finally, align the LONG TRIM indicator (white) with the LONG TRIM TAKE-OFF Position Indicator (green) using the LONG TRIM handle. SPOILER LEVER ..............................................................................................................RET 54. The spoiler lever should be in the RET position (forward position). THROTTLES .............................................................................................................CLOSED 55. Both throttles should be closed and the reverse levers down. TAKE-OFF WARNING .........................................................................................CHECKED 56. Verify that the Take-off Warning system is operating properly. With the flaps and slats up and retracted, advance the throttles. The take-off warning horn sounds and the vocal annunciations of Fulaps and Slat are heard. FUEL LEVERS .................................................................................................................OFF 57. Both Fuel Levers should be in the down and OFF position. (Under the throttles handles) FLAPS/SLATS...............................................................................................UP/RETRACTED 58. Make sure the flaps/slats are up and retracted. 59. Check that the flap/slat handle and indicator agree. 60. Check that the Slat lights are off. AILERON/RUDDER TRIM .................................................................................. ZERO/ZERO 61. Set both aileron trim and rudder trim to the centered position. PARKING BRAKE/PRESSURE................................................................. PARKED/NORMAL 62. The parking brake should be on. (Raised position) 63. Check that the Brake Pressure gauge reads above the red band. SHOULDER HARNESSES ................................................................................................ ON 64. Make sure you are securely strapped in.

FLIGHT FORMS ...................................................................................................CHECKED 65. Have you done your paperwork? NO SMOKING SIGNS................................................................................................... ON 66. Set the No Smoking switch to ON. FIVE MINUTES PRIOR TO DEPARTURE SEAT BELT SIGNS .......................................................................................................... ON
67. Set the Seat Belt switch to ON about 5 minutes before departure.
PRIOR TO ENGINE START OR PUSHOUT

PRIOR TO ENGINE START OR PUSH OUT (Checklist) GALLEY POWER............................................................................................................OFF 1. Set the Galley Power switch to OFF. ENGINE IGNITION.................................................................................................CONTIN 2. Set the Engine Ignition switch to CONTIN. FUEL PUMPS.................................................................................................................. ON 3. Normally you would turn on all the fuel pumps. However, if the center tanks do not have any usable fuel, leave them OFF. AUX HYDRAULIC PUMP ............................................................................................... ON 4. Set the Auxiliary Hydraulic Pump switch to ON. Also check that both engine hydraulic pumps are in the LOW position. ANTI-COLLITION/EXTERIOR LIGHTS......................................................ON/AS REQUIRED 5. Turn on the anti-collision light to alert ground personnel that the engines are about to be started. 6. Set the POS/STROBE light switch to BOTH. DOOR ANNUNCIATOR ............................................................................................... OUT 7. Verify that all door annunciator lights are out. AIR CONDITIONING SUPPLY SWITCHES ......................................................................OFF 8. Set the Air Conditioning switches to OFF. These switches may, at the Captains discretion be left in the AUTO position until just prior to positioning the first engine start switch to GND.
APU START
APU START (Procedure) Use this procedure to start the APU both on the ground and in-flight. BATTERY SWITCH .......................................................................................................... ON 1. Set the battery switch to the ON position. APU DOORS ..............................................................................................................AUTO 2. Open the guard and set the APU Doors switch to AUTO. APU AIR........................................................................................................................OFF 3. Set the APU Air switch to OFF. APU FIRE CONT ....................................................................................................... NORM 4. Set the APU FIRE CONT switch to the NORM position. START PUMP ................................................................................................. AS REQUIRED 5. If AC electric power is not available (no ground power connected and no engine running), set the START PUMP switch to ON. Otherwise, leave the switch in the OFF position. FUEL BOOST PUMPS ..................................................................................... AS REQUIRED 6. If AC electric power is available (ground power connected and/or engine(s) running), set the RH Aft Fuel Boost Pump switch to ON. Note that you do not need to have both the Start Pump and a Fuel Boost Pump running, only one of them is required. APU MASTER ............................................................................................. START/RELEASE 7. Momentarily move the APU MASTER switch to START (spring loaded back to RUN). 8. Check that the APU RPM and APU EGT start rising. 9. Check that the APU OIL PRESS LOW light goes out at or prior to 95% RPM. APU RUNNING AND ELECTRICAL POWER ESTABLISHED 10. When APU RPM and APU EGT has stabilized 11. and APU power has been connected to the AC buses, continue the APU Start procedure. (Both switches on and both lights on) FUEL BOOST PUMPS ..................................................................................... AS REQUIRED 12. Normally, the RH Aft Fuel Boost Pump is used for APU operation. However, the center tanks may also be used for APU operation at the Captains discretion. Set the RH Aft Fuel Boost Pump switch to ON. START PUMP ................................................................................................. AS REQUIRED 13. If the Start Pump was used to start the APU, set the Start Pump switch to OFF. APU AIR........................................................................................................ AS REQUIRED 14. Set the APU Air switch to ON.
APU START
PNEUMATIC PRESSURE........................................................................................ NORMAL 15. The Pneumatic Pressure Gauge should indicate about 35 PSI. PNEUMATIC X-FEED VALVES ....................................................................................OPEN 16. Open both Pneumatic X-Feed handles (up position).
ENGINE START
ENGINE START (Procedure) 1. Before starting an engine you need a pneumatic pressure source. This can be bleed air from either the APU or bleed air from the other engine if that has already been started. 2. For a Crossbleed Start (bleed air from running engine) make sure both Pneumatic XFeed handles are open (up position). 3. For APU bleed air start, the APU must be running and (Please refer to the APU START procedure guide on how to start the APU) 4. the APU Air switch must be set to ON 5. and the Pneumatic X-Feed handle for the engine you are about to start must be set to OPEN. Set the left Pneumatic X-Feed handle to OPEN (up). 6. Check the Pneumatic Pressure Gauge. Optimum starting pressure is about 30-38 PSI. 7. Open the guard to the Left Engine Starter switch and set the switch to GND. 8. Check that the L START VALVE OPEN light comes on. 9. Check that the pneumatic pressure remains above 25 PSI. If the pneumatic pressure drops below 25 PSI, be alert for a hung or hot start. 10. Check for increasing oil pressure. 11. Check for increasing N2. 12. Check for increasing N1. 13. Check for increasing hydraulic pressure. 14. At maximum motoring (minimum 20% N2) 15. set the left Fuel Lever to ON. (Under the throttle handle) 16. Monitor N1, EGT, N2 and Fuel Flow. 17. At 40% N2 18. set the Left Engine Starter switch back to OFF and put the guard back on. 19. Check that N2 stabilizes at about 50-60%. 20. When the engine has stabilized at idle RPM, check the following: APU PWR (L) Power In Use Light should be out.
ENGINE START
21. EXT PWR (L) Power In Use Light should be out. 22. L CSD OIL PRESS LOW light should be out. 23. L OIL PRESS LOW light should be out. 24. L HYD PRESS LOW light should be out. 25. EGT should indicate 300-480C. 26. Fuel Flow should indicate 800-1100 LBS/hour. 27. If outside temperatures are below freezing, turn on left Engine Anti-Ice. 28. To start right engine, repeat the engine start procedure for the right engine.
POWER BACK FROM GATE

POWER BACK FROM GATE (Procedure) Power back gate departure is only authorized when both crew members have received proper training. A minimum of two ground crew is required, one Guideman and one Wingwalker. The Guideman should be position in front of the aircraft, in clear view of both pilots. The Wingwalker should be positioned aft of the right wing. Depending on the situation and gate location, a second Wingwalker for the left wing might be required. 1. Both engines should be running before commencing with the procedure. See the Engine Start procedure on how to start the engines. 2. Complete the BEFORE TAXI items on the Taxi checklist. 3. Flash nose wheel landing and taxi light once, to indicate to the Guideman that you are ready to begin power back. To re-establish cockpit to ground communication, flash the nose light three times (not simulated). 4. At the direction of the Guideman (come forward signal), taxi the aircraft two or three feet forward, before going into reverse thrust. This is done as a safety precaution against blocked wheels. 5. Once the Guideman sees the aircraft moving forward, he will give the power back signal by rotating the wands horizontally in a circular motion. 6. Apply and hold the brakes to stop the forward motion and simultaneously set both engines to reverse idle thrust. 7. When both blue ENG REVERSE THRUST lights come on, release the brakes and drop both feet to the floor. 8. Monitor Guideman and establish reverse thrust for rearward movement. Do not exceed 1.3 EPR. Rearward speed should not exceed that of a normal walk. 9. If rearward speed is excessive, place one engine in forward thrust. 10. Turns during power back must be commanded by the Guideman. Upon the Guidemans signal, turn the steering wheel tiller in the direction of the Guidemans lowered wand. Turns are made with reference to the Guidemans left or right. 11. When the aircraft has reached the desired position, the Guideman will give the come forward signal. 12. Sharply come out of reverse, and apply forward thrust. 13. CAUTION: DO NOT USE BRAKES TO STOP REARWARD MOVEMENT. 14. Check that all reverse lights are out. 15. On the Guidemans signal, establish forward movement or come to a full stop. 16. Flash nose wheel landing and taxi light once, to signal to the Guideman that you are ready to taxi. 17. When the area is clear, the Guideman will give the standard departure salute. SPECIAL CAUTIONS: The Guideman should never give the stop signal when the aircraft is in rearward movement. The come forward signal should be used to stop the aircraft. Do not use the brakes when the airplane is in rearward movement. If the brakes are inadvertently applied during rearward movement and the aircraft starts to tail tip, immediately move both throttles into forward thrust.
TAXI
TAXI (Checklist) BEFORE TAXI OR POWERBACK The first part of the TAXI checklist is normally performed before the aircraft starts moving. GALLEY POWER............................................................................................................ ON 1. Set the Galley Power switch to ON. (keeps the coffee warm) ENGINE ANTI-ICE......................................................................................... AS REQUIRED 2. In snowy or cold weather you should turn on the Engine Anti-Ice switches. Otherwise you may leave them in the OFF position. HYDRAULIC PUMPS....................................................................... CHECKED AND HI/ON 3. Set the Aux Pump switch to OFF. Check that L and R HYD PRESS LOW lights remain off with both engine hydraulic pump switches in the LOW position. 4. Set both Engine Pump switches to HI. 5. Set the Auxiliary Pump switch back to ON. 6. Set the Transfer Pump switch to ON in order to power both hydraulic systems in the event of an engine or pump failure. TAXI The second part of the TAXI checklist is normally performed while the aircraft is taxiing. Note that one engine taxi is only necessary when extended taxi is expected. Otherwise, taxi with both engines running and skip the one engine taxi items. APU............................................................................................................... AS REQUIRED 7. Shut down the APU, by moving the APU MASTER switch to OFF. Leave the APU on if one engine taxi is planned or supplemental bleed air for cabin cooling is required. 8. Set the APU AIR switch to OFF. 9. Set the APU DOORS switch to OFF and put the guard back on. PNEU X-FEED (One engine taxi)......................................................... L CLOSED/R OPEN 10. Prior to shutting down the right engine for one engine taxi, close the left Pneumatic Xfeed Valve handle. Leave the Pneumatic X-feed Valve handles in the OPEN (up) position if both engines are to be used for taxi. ANTI-SKID (After leaving ramp area) ...................................................................... ARM 11. Turn on the anti-skid system after leaving the ramp area. Set the ANTI-SKID switch to ARM. R ENG (One engine taxi)...............................................................................SHUTDOWN 12. Move the right Fuel Lever to the OFF position to shutdown the right engine for one engine taxi.
TAXI
FLIGHT CONTROLS .............................................................................................CHECKED 13. Slowly move the rudder pedals, control wheel and control column to their extreme positions checking for freedom of movement and normal control forces. 14. Check that the SPOILER DEPLOYED light comes on during aileron check. 15. Check that the ELEVATOR POWER ON light comes on when the control column is moved full forward. FGS................................................................................................................... T/O MODE 16. Press the TO/GA button. 17. The pitch and roll FMA windows should annunciate TAK OFF. 18. The V-command bars should be wings level at or near the horizon line.
BEFORE TAKE-OFF
BEFORE TAKE-OFF (Mechanical Checklist)(Checklist) Use the mechanical checklist on the pedestal to accomplish the items in the Before Takeoff checklist. FLT INST & BUGS ..................................................................................SET AND CHECKED 1. Make sure the bugs are set correctly on the Mach/Airspeed indicator. Use the Speed Cards to set the bugs for take-off. 2. The ADI should have no flags visible. 3. The Radio Altimeter should read zero. 4. The altimeters should read field altitude. 5. The Altimeter Reference Index should be set to Obstacle Clearance Altitude. (You will need a map for the airfield you are departing from for this. Set zero if you dont know OCA). 6. The RMI should have no visible flags. 7. The HSI should have no visible flags. 8. Cross check the Standby Altimeter with the Captains Altimeter. 9. The Standby Attitude Indicator should be erect and have no flags visible. 10. Make sure the ART switch is in the AUTO position (guarded position). ANTI-ICE....................................................................................................... AS REQUIRED 11. Set the Air Foil Anti-Ice switch to OFF. Turn the Air Foil Anti-ice switch back to ON after reaching 1000 feet if icing conditions exist or are anticipated. FLAPS AND SLATS............................................................................................... TAKE-OFF 12. Set flaps for takeoff according to the Weight & Balance sheet, or as desired. 13. Verify slats are in the take-off position by observing the TAKEOFF light. STAB TRIM......................................................................................................................SET 14. Check position of LONG TRIM Indicator (white) against LONG TRIM TAKEOFF Position Indicator (green). These should be aligned. APU/PNEU X-FDS ......................................................................... AS REQUIRED/CLOSED 15. If the APU is still running (after one engine taxi), shut down the APU by moving the APU Master switch to OFF. 16. Set the APU AIR switch to OFF. 17. Set the APU DOORS switch to OFF and put the guard back on. 18. Close both Pneumatic X-Feed handles (down position). ANTI-SKID/ABS............................................................... ARMED/TAKE-OFF AND ARMED 19. Set the Anti-Skid switch to ARM. 20. Set the AUTO BRAKE Selector to TO. 21. Set the AUTO BRAKE ARM/DISARM switch to ARM. SPOILER LEVER .......................................................................................................ARMED 22. Arm the Spoiler lever (forward raised position).
BEFORE TAKE-OFF
TO PA/PACKS ...........................................................................COMPLETE/AS REQUIRED 23. The Captain should give the Take-off PA no less than 1 minute prior to departure. 24. When take-off is imminent, chime the cabin by pressing the ATTENDANT CALL button once. Press the Attendant Call Reset light below to extinguish the light. 25. Set the Air Conditioning Supply switches to AUTO. ANNUNCIATOR LIGHTS .....................................................................................CHECKED 26. Check that the RUDDER TRAVEL UNRESTRICTED light is on. 27. Check that no other amber warning lights are on. NOSE LIGHTS.......................................................................................................... BRIGHT 28. Turn on the nose lights just prior to take-off to indicate the airplane is about to start the take-off roll. Leave the lights on until reaching 10,000 feet.
TAKE-OFF
TAKE-OFF (Procedure guide) 1. Align the airplane with the runway and check compass heading against the published runway heading. 2. Activate TO/GA mode. 3. Advance the throttles to 1.4 EPR or 80% N2. 4. Monitor the engine instruments. 5. If Auto throttles are to be used for take-off, set the ATS switch to AUTO THROT. 6. Check that the Auto throttles go into Clamp Mode at 60 knots (when using ATS) 7. Crosscheck all engine instruments for reasonableness during the take-off roll. This is especially important in icing conditions. All needles should be within normal range. 8. Callouts for 80 knots, V1, rotate, V2 and V2 + 10 should be made. 9. When the aircraft has reached a positive rate of climb 10. select gear up and verify that the gear has been properly retracted by observing that all three gear lights are out. 11. Disarm the spoilers. 12. Set the AUTO BRAKE Selector to OFF. 13. Set the AUTO BRAKE ARM/DISARM switch to DISARM. BELOW 800 FEET 14. Maintain take-off power. 15. Airspeed V2 + 10 knots. 16. Max pitch up angle 20 degrees. 800 3000 FEET 17. Reduce the pitch angle to achieve approximately one half existing rate of climb. 18. Retract flaps on schedule. 19. Select CL mode on TRI for climb power. 20. Retract slats on schedule. 21. Airspeed VCLEAN to 3000 feet. ABOVE 3000 FEET 22. Accelerate to 250 knots by reducing pitch angle a bit more. 23. Maintain a rate of climb of approximately 500 1000 FPM during acceleration. 24. Procedure complete.
AFTER TAKE-OFF CLIMB

AFTER TAKE-OFF CLIMB (Checklist) The After Take-off checklist should be performed after the aircraft has been cleaned up (gear, flaps and slats up/retracted) and when workload permits. GEAR.................................................................................................. UP AND NO LIGHTS 1. Verify that the gear has been properly retracted by observing that all three gear lights are out. SPOILER LEVER ..................................................................................................DISARMED 2. Set the Spoiler Lever to RET (forward down position). AUTO BRAKES .................................................................................. OFF AND DISARMED 3. Set the AUTO BRAKE Selector to OFF. 4. Set the AUTO BRAKE ARM/DISARM switch to DISARM. FLAPS AND SLATS....................................................................................... UP/NO LIGHTS 5. Check that the Flaps Lever is in the UP/RET position. 6. Check that the Flaps Indicator indicates flaps up. 7. Check that all lights are out on the Slats Advisory Lights panel. PRESSURIZATION AND AIR COND.....................................................................CHECKED 8. Check that the Cabin Altitude indicator is indicating normally. (rising altitude) 9. Check that the Differential Pressure indicator is indicating normal values. Beware of excessive cabin differential pressure. Maximum allowed cabin differential pressure is 8.32 PSI. 10. Check the Cabin Vertical Speed indicator. It should indicate a climb of less than 500 FPM. Higher climb rates may cause passengers to feel uncomfortable. 11. If necessary, adjust the cabin climb rate with the Rate Limit Control knob. 12. Check the Air Conditioning gauges. Check pressure and temperature. 10,000FT MSL The next part of the checklist should be completed when the aircraft has climbed past 10,000 feet MSL. ENGINE IGNITION........................................................................................ AS REQUIRED 13. Set the Ignition switch to OFF. FUEL SYSTEM.......................................................................................................CHECKED 14. Check the Fuel Quantity gauges, Fuel Flow gauges and fuel pump switches to verify proper engine fuel feed. STERILE COCKPIT.........................................................................................CABIN CHIME 15. Cycle the No Smoking switch (set to OFF then back to ON) as a signal to the Flight Attendants that they may leave their seats. If this is a no smoking flight, leave the No Smoking switch ON, otherwise set it to AUTO.
AFTER TAKE-OFF CLIMB

ALTIMETERS ......................................................................... RESET AND CROSSCHECKED 16. Reset and crosscheck all altimeters. Set the barometric pressure as advised by ATC (press B on the keyboard). HYDRAULIC PUMPS............................................................................................ LOW/OFF 17. Set both Engine Pump switches to LOW. 18. Set the Auxiliary Pump switch to OFF. 19. Set the TRANS Pump switch to OFF if on. 20. Not on the checklist: On the Annunciator Panel, check that the RUDDER TRAVEL UNRESTRICTED light is out. 18,000FT MSL The next part of the checklist should be completed when the aircraft has climbed past 18,000 feet MSL. EXTERIOR LIGHTS ......................................................................................... AS REQUIRED 21. Make sure the wing landing lights and nose landing lights switches are OFF. ALTIMETERS ......................................................................... RESET AND CROSSCHECKED 22. Inside Continental U.S. the altimeters should be set to 29.92 IN HG above FL180. Outside Continental U.S. altimeters should be reset at the specified Transition Altitude obtained from charts or ATC.
CRUISE
CRUISE (Checklist) ENG SYNC.................................................................................................................... ON 1. Set the ENG SYNC selector to N1. 2. Engine instruments should be monitored and checked regularly. 3. Monitor the Fuel Panel. After the center tank is empty, as indicated by the quantity gauge 4. set the center tank Fuel Pump switches to OFF. FIRST FLIGHT OF DAY ITEMS...............................................................................CHECKED 5. During the airplanes first flight of the day various checks must be made in-flight. These checks include checking the weather radar (range, tilt, and display), engine and wing anti-ice systems. DELAY CODES IN ACARS ............................................................................ AS REQUIRED 6. If the flight is delayed, the flight crew should notify the Dispatch Center via ACARS. (Currently not simulated)
DESCENT
DESCENT (Checklist) LANDING DATA ................................................................................................ PREPARED 1. Make sure the bugs are set correctly on the Mach/Airspeed indicator. Use the Speed Cards to set the bugs for landing. PRESSURIZATION .................................................................................SET AND CHECKED 2. Set the cabin landing altitude to destination field elevation. 3. Set the destination field barometric pressure as advised by ATC. 4. Check that the Cabin Vertical Speed indicator indicates a descent. Descent speed should be less than -500 FPM for passenger comfort. 5. Check that the Cabin Differential Pressure is decreasing. ENG SYNC....................................................................................................................OFF 6. Set the ENG SYNC selector to OFF. ENGINE IGNITION.................................................................................................CONTIN 7. Set the Engine Ignition switch to CONTIN. ENGINE AND AIRFOIL ANTI-ICE .................................................................. AS REQUIRED 8. If icing conditions are anticipated, turn on engine and airfoil anti-ice. WINDSHIELD ANTI-FOG ............................................................................... AS REQUIRED 9. If you expect to descend into an area with high humidity or rain, turn on windshield antifog. Note that this system should be used for anti-fogging rather than defogging. SHOULDER HARNESSES ................................................................................................ ON 10. Make sure you are securely strapped in. DESCENDING THRU FL180 OR LEAVING CRUISE ALTITUDE, WHICHEVER IS LOWER The next part of the checklist should be completed when the aircraft has descended through FL180, or when leaving a cruising altitude lower than FL180. EXTERIOR LIGHTS ......................................................................................... AS REQUIRED 11. At the Captains discretion, the wing landing lights and/or ground flood lights may be turned on for recognition purposes. Note that extending the wing landing lights above 200 knots may cause a slight buffet. ALTIMETERS ......................................................................... RESET AND CROSSCHECKED 12. Inside Continental U.S. the altimeters should be set to the local barometric pressure setting as advised by ATC. Outside Continental U.S. altimeters should be reset when descending to an altitude 13. below the Transition Level obtained from charts or ATC. After resetting the altimeters, crosscheck indicated altitude. (QNH)
DESCENT
HYDRAULIC PANEL ............................................................................... HI/ON/CHECKED 14. Set both Engine Pump switches to HI. 15. When the hydraulic pressure has stabilized at approximately 3000 PSI, set the TRANS pump to ON. 16. Also, set the Auxiliary Pump switch to ON. 17. Check the Hydraulic Quantity gauges. Both gauges should read above the red band. 18. Check the Brake Pressure gauge. Both needles should indicate minimum above the red band, but normally within the green band. 10,000FT MSL The next part of the checklist should be completed after the aircraft has descended through 10,000 feet MSL. STERILE COCKPIT.........................................................................................CABIN CHIME 19. When descending through 10,000 feet, advise the Flight Attendants of the beginning of sterile cockpit period by pressing the ATTENDANT CALL button once.
BEFORE LANDING
BEFORE LANDING (Mechanical Checklist) (Checklist) Use the mechanical checklist on the pedestal to accomplish the items in the Before Takeoff checklist. The Before Landing checklist should be performed and completed before passing over the outer marker or final approach fix. Final flap extension may occur past the outer marker as per schedule. ALTIMETERS ......................................................................... RESET AND CROSSCHECKED 1. Reset and crosscheck all altimeters. Set the barometric pressure as advised by ATC (press B on the keyboard). 2. Set the Decision Height reference on the Radio Altimeter as required. DH may be found on the approach plate for the instrument approach procedure you are flying. FLT INST & BUGS ...................................................................... SET AND CROSSCHECKED 3. Check that none of the flight instruments have any flags visible. Crosscheck all standby flight instruments against the primary flight instruments. SEAT BELT/NO SMK ...................................................................................................... ON 4. Set the Seat Belt Sign switch to ON. 5. Set the No Smoking sign switch to ON. 6. Make a PA to advice the Flight Attendants to prepare for landing. (Not simulated) GEAR...............................................................................................DOWN, THREE GREEN 7. Select gear down with the Gear Handle and verify that the gear is down and locked by observing three green gear lights. SPOILER LEVER .......................................................................................................ARMED 8. Arm the Spoiler lever (forward raised position). AUTO BRAKES .............................................................................................. AS REQUIRED 9. Set the AUTO BRAKE Selector to MIN for normal braking. 10. Set the AUTO BRAKE ARM/DISARM switch to ARM. FLAPS & SLATS ...........................................................................................................LAND 11. Extend the flaps and slats on schedule. Avoid extension and operation near the maximum airspeeds in order to minimize air loads on the flaps/slats. Extend flaps/slats near the minimum airspeed for the current configuration. ANNUNCIATOR LIGHTS .....................................................................................CHECKED 12. Check that no amber warning lights are on.
LANDING
LANDING (Procedure guide) 1. Upon touchdown, verify that the Auto-Spoiler function has moved the Spoiler Lever full aft to deploy the spoilers for aerodynamic braking. 2. Check that both the blue Engine Reverse Thrust lights come on when applying reverse thrust. If only one reverser deploys, use caution when applying reverse power on remaining engine. 3. Since reversing is more effective at higher airspeeds, reversing should be initiated as soon as practicable. 4. The Auto Brakes must be used when braking action is reported less than good. Otherwise, ABS is not required and may be used at the Captains discretion. Monitor the ABS Disarm light. The ABS should be disengaged when reaching taxi speed.
AFTER LANDING
AFTER LANDING TAXI (Checklist) With the exception of Autopilot, Autothrottle and Automatic Brake system which are normally performed on the runway after rollout, none of the items in the After Landing checklist should be accomplished until the aircraft is clear of the runway. AUTOPILOT AND AUTOTHROTTLE SWITCHES ...............................................................OFF 1. Set the Autothrottle switch to OFF. 2. Set the Master Autopilot switch to OFF. LANDING LIGHTS .........................................................................................................OFF 3. Turn OFF the Wing Landing lights and Nose Landing lights. SPOILER LEVER ..............................................................................................................RET 4. Set the Spoiler Lever to RET. AUTO BRAKES ...............................................................................................OFF/DISARM 5. Set the AUTO BRAKE Selector to OFF. 6. Set the AUTO BRAKE ARM/DISARM switch to DISARM. PNEU XFEED (One engine taxi) .......................................................... R OPEN/L CLOSED 7. For one engine taxi, open the right Pneumatic X-feed Valve handle (up) and leave the left Pneumatic X-feed Valve handle closed (down). FLAPS/SLATS...............................................................................................UP/RETRACTED 8. Verify that the Flaps Handle is in the UP/RET position. 9. Verify that the flaps are retracted. 10. Verify that the slats are retracted (all lights out). RADAR..........................................................................................................................OFF 11. Set the Mode Selector switch to OFF. TRANSPONDER........................................................................................................... STBY 12. Set the Transponder Function Selector to STBY. ANTI-SKID.....................................................................................................................OFF 13. The Anti-skid switch must be set to OFF before entering the ramp area. BRAKE PRESSURE................................................................................................MONITOR 14. Check the Brake Pressure gauge. Both needles should indicate minimum above the red band, but normally within the green band. APU............................................................................................................... AS REQUIRED 15. The APU must be started prior to initiating one engine taxi. If one engine taxi will not be initiated, start the APU approximately 2 minutes prior to gate arrival. Please refer to the STARTING APU procedure guide on how to start the APU. 16. Before shutting down the right engine, set the APU Air switch to ON 17. and set the right Pneumatic X-Feed Valve Lever to OPEN (up).
AFTER LANDING
R ENG (One engine taxi)...............................................................................SHUTDOWN 18. For one engine taxi, the right engine is normally shutdown leaving the left engine running for taxi operations. 19. Set the right Fuel Lever to OFF. (located under the throttle handle, down position) 20. Verify right engine shutdown by observing the right engine instruments dropping.
PARKING
PARKING (Checklist) BRAKES..................................................................................................................PARKED 1. Set the parking brake by lifting the Parking Brake Control knob. SEAT BELT SIGN ............................................................................................................OFF 2. Set the Seat Belt Sign switch to OFF. PNEU XFEED VALVES.................................................................................................OPEN 3. Make sure that both Pneumatic X-Feed Valve levers are in the OPEN (up) position. APU OR EXTERNAL POWER ........................................................................... ESTABLISHED 4. If the ground crew has plugged in the external electric power, the EXT PWR AVAIL light will come on (blue). Note: In the panel, click the EXT PWR AVAIL light to simulate the ground crew plugging in the external electric power. 5. Connect the external electric power to the busses by setting the left and right EXT PWR BUS switches to ON. 6. If external electric power is connected, the APU should be turned off. Set the APU Master switch to OFF. 7. Set the APU AIR switch to OFF. 8. Set the APU DOORS switch to OFF and put the guard back on. FUEL LEVERS .................................................................................................................OFF 9. Check that External power or APU power is properly connected to the busses by observing at least one Power In Use lights before turning off the second Fuel Lever. Note: The Power In Use lights will come on after you have shut down an engine. 10. Set both Fuel Levers to OFF, one at a time. 11. Verify both engines shutting down by observing the engine instruments dropping. ANTI-COLLISION/EXTERIOR LIGHTS .................................................... OFF/AS REQUIRED 12. Set the Anti-collision switch to OFF. 13. Set the POS/STROBE light switch to OFF during daytime. Leave the Position Lights on at night (POS position). ENGINE IGNITION........................................................................................................OFF 14. Set the ENG IGN switch to OFF. FUEL PUMPS..................................................................................................................OFF 15. Set all Fuel Boost Pump switches to OFF. If the APU is operating, leave the RH AFT pump on. EMERGENCY LIGHTS....................................................................................................OFF 16. Set the Emergency Lights switch to OFF. PROBE HEAT .................................................................................................................OFF 17. Rotate the METER SELECTOR AND HEAT switch to OFF.
PARKING
ANTI-ICE.......................................................................................................................OFF 18. Set the Air Foil Anti-ice switch to OFF. 19. Set the Windshield Anti-fog switch to OFF. 20. Set the Windshield Anti-ice switch OFF. 21. Set the Engine Anti-ice switches to OFF. AIR CONDITIONING .................................................................................... AS REQUIRED 22. Adjust cabin temperature and cockpit temperature as necessary. OIL/HYD/O2 QUANTITIES ...................................................................................CHECKED 23. Check Oil quantity 24. Check Hydraulic quantity 25. Check O2 quantity (currently not simulated), and make a note about low quantities for maintenance. ARRIVAL REPORT.......................................................................................... AS REQUIRED 26. Send an Arrival Report via ACARS to the Dispatch Center. (Currently not simulated) LOGBOOK...................................................................................................... COMPLETED 27. Make appropriate entries in the Flight Crew and aircraft logbooks. FD SWITCHES OFF ........................................................................................................OFF 28. Set the Flight Director switch to OFF. O2 PANEL SUPPLY LEVERS ............................................................................................OFF 29. Set the DILUTER DEMAND CONTROL switch to NORMAL OXYGEN. 30. Set the SUPPLY TOGGLE switch to OFF. COCKPIT LIGHTS .......................................................................................... AS REQUIRED 31. All cockpit lights should be turned off, except for dome lights if required, to minimize heat build up in the cockpit. Turn off both Overhead Console Lights switches. 32. Turn off all four cockpit lights switches. 33. Turn off all three center instruments and pedestal switches. 34. Turn off all three main instrument panel lights. ALL PASSENGERS HAVE DEPLANED The next part of the checklist should be completed after all the passengers have left the aircraft. GALLEY POWER............................................................................................................OFF 35. Set the Galley Power switch to OFF. AIR CONDITIONING ....................................................................................................OFF 36. After the last flight of the day, the Air Conditioning system should be turned off. Set both Air-conditioning supply switches to OFF.
PARKING
APU............................................................................................................... AS REQUIRED 37. If the APU is running (aircraft does not have ground power), leave the APU running unless advised by ground crew to shut it down. BATTERY SWITCH .................................................................................................. ON/OFF 38. If the aircraft has ground power connected or the APU is running, leave the battery switch in the ON position. If the aircraft is being completely shut down for the night (last flight of the day), set the battery switch to the OFF position. POST FLIGHT INSPECTION............................................................................ AS REQUIRED 39. After the final flight of the day an accelerated walk-around inspection is carried out to check the aircraft for obvious discrepancies affecting the fuselage, wing, empennage, engines, landing gear and tires.
Super 80 AOM OPERATING TECHNIQUES Section 4
SECTION 4
OPERATING TECHNIQUES
Super 80 AOM OPERATING TECHNIQUES Section 4 Page 1
TABLE OF CONTENTS
PREFACE.................................................................................................................................................... 2 TAXI ........................................................................................................................................................... 2 JET BLAST ................................................................................................................................................... 3 TAKE-OFF................................................................................................................................................... 4 CLIMB ........................................................................................................................................................ 4 CRUISE ....................................................................................................................................................... 5 DESCENT.................................................................................................................................................... 5 HOLDING................................................................................................................................................... 6 APPROACH AND HOLDING .................................................................................................................... 7
PREFACE
A procedure may be described as an orderly plan for accomplishing a specific task, and usually involves several steps. Technique may be described as the expert manner of performing these steps. Proper operating technique results in a higher degree of safety, better passenger comfort, less wear and tear on equipment, and increased fuel economy. At all times, the pilot should perform his/hers duties with awareness, intelligence and in anticipation of what will happen next, to ensure the safety and success of the flight.
TAXI
The main gear is approximately 70ft behind the pilots. When entering turns, the pilot should therefore overshoot the centerline to compensate for the aft position of the main gear. Avoid riding the brakes. Intermittent, positive application of the brakes will ensure cool brakes and less wear.
Taxi Thrust
To begin the taxi roll and break away from the ramp, release the brakes and smoothly increase thrust. On the ramp area, limit thrust to 1.2 EPR to minimize jet blast and avoid damaging equipment on the ramp area. When adding power to break away, set the power and wait for the engines and aircraft to respond. Do not continually increase thrust until the aircraft starts moving. Roll straight forward at first before turning to avoid the need for excessive thrust.
Normal Idle Thrust

With idle thrust and a loaded aircraft, greater use of the brakes may be required. Note that reverse thrust to assist slowing the aircraft during normal taxiing is not authorized. However, during conditions of reduce brake effect, reverse thrust may be used in an emergency to assist slowing the aircraft. Do not use asymmetrical thrust for directional control.
Taxiing
The MD-81 has a very responsive nosewheel steering and light nosewheel footprint. Special caution is therefore required when taxiing on wet or slippery surfaces. Turning to rapidly at a high taxi speed may cause the nosewheel to loose traction and skid. Heading control will not be regained until the speed has been reduced and the nosewheel deflection is reduced. The limit deflection angle for the nosewheel is 82 degrees left and right.
Anti-Skid
The anti-skid system should not be used while taxiing on the ramp area. Turn the anti-skid system on after leaving the ramp area, and off before entering the ramp area.
JET BLAST
When maneuvering on the ramp area special caution must be taken to avoid jet blast damage. Use the following technique when maneuvering on the ramp area: Apply thrust to a maximum of 1.2 EPR. Retard both throttles as soon as the aircraft starts rolling. If a tight turn is required, leave the power on at 1.2 EPR until the point where jet blast could cause damage, then close both throttles. This should give the aircraft sufficient momentum to sustain taxi out of the congested area. If 1.2 EPR is not sufficient to move the aircraft out of a gate area where there is danger of jet blast damage to ground equipment, the Captain should request a tow-out.
Zone 1: During breakaway power, the jet blast in zone 1 is powerful enough to up-root trees, cause structural damage to other aircraft, tip over and move heavy objects and break windows. Zone 2: During breakaway power, the jet blast in zone 2 is strong enough to weathercock unbraked aircraft, sway lift trucks, damage roofing and move unsecured objects. Zone 3: During breakaway power, the jet blast in zone 3 can move unbraked carts and small objects.
TAKE-OFF
Before Take-off
Normally, the Before Take-off checklist is performed while taxiing out to the take-off position. This checklist must be completed before commencing the take-off roll.
Rejected Take-off
The braking action provided by the autobrake system in a rejected take-off situation is very sudden and abrupt. Consider using manual braking during a rejected take-off situation if runway length is not critical and immediate maximum braking is not required.
Runway Alignment
On the runway, line up slightly left or right of the center line to avoid the centerline lights. These lights, which are embedded into the runway surface, can cause nosewheel thump during the take-off wheel. When the aircraft is lined up with the runway, check that the heading indication is about the same as the runway number. If a braked take-off is being made, make sure the nosewheel is aligned with the runway prior to releasing the brakes.
Rotation and Initial Climb

The take-off and initial climb performance depends on executing the rotation at the correct speed and proper rate. Rotation at VR should be smooth and continuous. Rotating late, slow or under rotating causes the take-off ground run to increase. Wings level should be maintained all the way through rotation and initial climb. Lift off should occur at about 8 deck angle. Note that with the main gear on the ground, the tail cone will strike the runway at a body angle of 10.5.
CLIMB
General
On the climbout, make shallow turns and smooth changes in attitude for passenger comfort.
Leveling Off
When the autopilot is engaged, closely monitor the FMA to ensure a smooth transition and level-off. Note that adjusting the pitch or vertical speed with the pitch control wheel may disengage the ALT CAP mode and engage VERT SPD mode.
CRUISE
Climbing to a Higher Altitude
Start a climb to a higher altitude by using the VERT SPD mode or by slowly increasing pitch if hand flying. When the aircraft has reached the desired climb speed, engage IAS/MACH HLD.
Cruise Speed
The cruise speed commanded by the PMS CRZ-OPT mode is the recommended cruise speed. This speed ensures efficient and economical fuel burn.
DESCENT
Descent Speed
Above the Mach crossover altitude, descend at the cruise Mach speed. Below the Mach crossover altitude, descend at 280KIAS. Determine the altitude difference (total altitude you need to descend) o 22,000ft Drop the last three digits o 22,000 22 Multiply by three o 22 x 3 = 66 For an unrestricted descent to a landing, add 10 NM. o 66 + 10 = 76 For a descent to an intermediate lower altitude, no additive is required. Add 2 NM for every 10 knots of tailwind and subtract 2 NM for every 10 knots of headwind. o 30 knots tailwind o 76 + (3 x 2) = 82 o Our TOD is approximately 82NM away from our landing destination or BOD.
Standard Descent Procedure

The standard procedure for descent is to descend with a clean aircraft at idle power. If the pilot needs to expedite the descent for traffic reasons, speedbrakes should be used to increase the rate of descent. Descents with flaps/slats extended and/or gear down should be avoided as they are airspeed limited, noisy and expensive. The PMS will present an optimum descent profile with Top of Descent (TOD) and Bottom of Descent (BOD). ATC and traffic allowing, the pilot should follow the optimized descent plan provided by the PMS. If it becomes necessary to manually calculate the BOD/TOD, use the following method:
Cabin Pressurization During Descent

A 3 descent profile will help maintain a 300fpm cabin rate of descent. Multiply the ground speed by six to find the required vertical speed required to maintain a 3 descent profile.
HOLDING
Fuel Economy
When ordered to enter a holding pattern by ATC, maintain the highest possible altitude to lower fuel consumption. If prolonged holding is expected, request ATC to increase the size of the holding pattern. This will reduce the number of turns required. Turns require increased power and increased fuel burn. All holding should be flown with a clean configuration. For best fuel economy, use the speeds in the holding pattern speed chart. However, the pilot should always comply with the ATC minimum holding speed.
APPROACH AND LANDING

Visual Approach
Be alert for the following visual illusions when executing a visual approach: Runway Slope o An up-sloping runway creates an illusion of being high on the approach. A down-sloping runway creates the illusion of being low on the approach. Visibility o Rain, haze, dust, smoke, glare or darkness may cause the illusion of being to high on the approach. Runway Lighting o Strong, bright runway lights appear to be closer while dim runway lights appear to be farther away. Runway Dimensions o The width versus length ratio of the runway will also affect visual perspective. increase the landing distance by up to 950 feet on a 3 glide slope. A glide slope of 1 can increase the landing distance by up to 1500 feet. Use the ILS or VASI to help you establish the correct glide path on the approach.
Thrust on Approach
Use the throttles as a primary flight control on approach. Use the throttles in coordination with the elevators to control airspeed, rate of descent and position on glide path. Always keep one hand on the throttles, even when using the autothrottle system. Note that in the event of a go-around, the JT8D engines need about 8 seconds to accelerate from approach idle to goaround power.
Glide Path
The normal approach path is based on a 3 descent flight path. Once established on the approach, make small adjustments to the glideslope, approach speed and trim. The approach style is essentially the same for VFR and IFR. Use the 1000 foot point on the runway as aim for the approach. This will ensure that the approach will not be short or unnecessarily long. The landing distance is affected by the glide path as well as the height above the runway threshold. For example, crossing the threshold at 100 feet instead of 50 can
Final Approach
A good rule of thumb on final approach to give a 3 glide path: One-half the ground speed (knots) times ten will give the required rate of descent. For example GS= 100, (100 / 2) x 10 = 500fpm Another good rule of thumb: For a 3 glide path maintain 300 feet of altitude for each mile from the touchdown. For example: If you are 5 miles from touchdown, 5 x 300 = 1500 feet. You should be at 1500 feet altitude when 5 miles from touchdown.
APPROACH AND LANDING (contd)

Estimated ILS Approach Estimated touchdown point (no flare) assuming G/S transmitter at 1000 feet.
Flaps 28
Glide Path Angle (Degrees) 2.5 2.75 3.0 Estimated Body Angle (Degrees) 4.9 4.65 4.4 Pilot Eye Height At Threshold (Feet) 44 48 52 Main Gear Height At Threshold (Feet) 29 34 39 Main Gear Touchdown Point T (Feet) 664 708 744
Flaps 40

Estimated Visual Approach Estimated touchdown point (no flare) assuming an aim point at 1000 feet.
Flaps 28
Flaps 40

Touchdown
The descent rate for a normal landing configuration is about 650 to 850 fpm. Recommended landing technique is to reduce the sink rate at approximately 50 feet radio altitude. Smoothly lift the nose 2-3 degrees up to reduce the rate of descent. Simultaneously, slowly reduce power to idle. Do not attempt to hold the aircraft off the runway by further increase in pitch. Thrust should reach idle power at touchdown. With proper airspeed and thrust management, touchdown should occur at VREF, but never below VREF. The aircraft tends to float in ground effect if the flare and thrust are excessive. Floating before touchdown eats up a lot of runway. It is better to put the aircraft down on the runway if you are coming in to fast, than trying to bleed the speed off in the air. The aircraft decelerates three times faster on the runway than in the air. It is important to lower the nose on touchdown and hold a positive forward pressure on the control column. This decreases the wing angle of attack, reduces the lift, and puts more weight on the main gear. This increases rolling friction, as well as braking effectiveness. This procedure is five times more effective than holding the nose off for aerodynamic braking.
Directional Control
Differential braking may be used to aid in directional control after touchdown. Nosewheel steering should not be used until the aircraft is ready to turn off the runway.
Reverse Thrust
Reverse thrust should be applied immediately upon touchdown, as reverse thrust is most efficient at higher airspeeds. Early application of reverse thrust greatly reduces runway required for rollout, and greatly reduces brake temperature and wear. The application of reverse thrust tends to reduce and blank out the effect of the rudder. At 90 knots and 1.6 EPR, the rudder is almost completely ineffective. Immediately reduce reverse thrust to idle reverse if the aircraft starts drifting across the runway. This will restore rudder effectiveness and help regain directional control. Use of asymmetrical forward thrust to regain directional control is allowed. Use of asymmetrical reverse thrust is not allowed.
Speed Brakes
The automatic brake system is inhibited until the spoilers are deployed (manually or automatically). Monitor the automatic deployment of the spoilers at touchdown. Manually apply the spoilers if they fail to deploy automatically.

Autobrakes
The autobrake system senses deceleration and modulates the brake pressure required accordingly. Early and effective application of spoilers and reverse thrust is therefore very important to minimize brake temperature and wear. If only minimum reverse thrust is used, the brake energy required to stop the aircraft almost doubles.
Brakes
The brakes slow down the aircraft by absorbing the motion energy of the aircraft. The brakes convert this motion energy into heat, which is dissipated through cooling. The brakes are required to absorb vast amounts of energy. The higher the speed is at the time the brakes are applied, the higher the amount of energy they have to absorb. While reverse thrust is more effective at higher airspeeds, the brakes are more effective at lower airspeeds. During a normal landing, as speed is being reduced, the brakes should be applied just prior to the termination of reverse thrust operation. This practice will result in the most economical landing performance.
Super 80 AOM EMERGENCY PROCEDURES Section 5
SECTION 5
EMERGENCY PROCEDURES
Super 80 AOM EMERGENCY PROCEDURES Section 5
Emergency techniques are currently not described.
Super 80 AOM AIR CONDITIONING AND PRESSURIZATION Section 6
SECTION 6
AIR CONDITIONING PRESSURIZATION

AND
Super 80 AOM AIR CONDITIONING AND PRESSURIZATION Section 6 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 FUNCTIONAL SCHEMATIC PNEUMATICS ............................................................................................ 3 CONTROLS AND INDICATORS ................................................................................................................ 4 AIR CONDITIONING................................................................................................................................. 5 PRESSURIZATION....................................................................................................................................... 7 WARNING AND CAUTION LIGHTS .......................................................................................................... 9
GENERAL
Pneumatics
The pneumatic system provides pressurized air for cabin pressurization. Air conditioning, ice protection, engine starting, and potable water tank pressurization. For ground operation and engine starting, pneumatic pressure is supplied by the APU, by ground power equipment, or by an operating engine. In flight pneumatic pressure is supplied by the low and/or high stage compressors of both engines. Normally, bleed air from the left and right engines is supplied to the respective air conditioning units. Bleed air from both engines is supplied to the ice protection systems simultaneously. Pneumatic crossfeed valves permit operation of the air conditioning system and lee protection systems from either engine. APU bleed air is normally used only for engine starting and for ground air conditioning when the engines are not operating. Normally the right system operates from the right engine bleed air and supplies the passenger compartment temperature requirements. The left system operates from the left engine bleed air and supplies the flight compartment temperature requirements.
Pressurization
Pressurization is provided by a controlled flow of bleed air from the pneumatic supply, which passes through the air conditioning systems and is then ducted to the pressurized areas. Desired pressurization levels are maintained by regulating escape of the compressed air through the cabin air outflow valve. Normally, the outflow valve is automatically positioned by a dual automatic pressurization system to control cabin pressure rates from take-off to landing. Dual pressure relief valves are installed to protect the airplane structure from maximum input pressure. The relief valves prevent the cabin differential pressure from exceeding the maximum limit of 8.32 PSI. Negative pressure is relieved by the inward movement of the galley service and passenger entrance door seals, and one negative pressure relief valve installed in the aft pressure bulkhead. When operating on the pressure schedule, the cabin rate of climb will be proportional to the airplane rate of climb, with maximum limits as set by the rate limit knob. When climbing or descending toward a selected altitude above schedule, the cabin rate of change will be as selected on the rate limit knob. With the knob at the index mark, the rate limit is normally 700 fpm climb and 300 fpm descent.
Air Conditioning
Pressurized air from the pneumatic system is used for air conditioning and for pressurizing the airplane. During ground operation, pneumatic air to operate the air conditioning systems can be obtained from a ground source connected to the airplane, by the auxiliary power unit (APU), or by the engines. During flight, only the engines supply bleed air for operating the air condition. The airplane has two identical air conditioning systems, designed for independent or parallel operation.
FUNCTIONAL SCHEMATIC - PNEUMATICS
CONTROLS AND INDICATORS
1. PNEUMATIC PRESSURE GAUGE Indicates pneumatic pressure in the crossfeed manifold. 2. PNEUMATIC X-FEED VALVE LEVER Open (Up) Supplies bleed air for air foil ice protection (in flight only), for operating both air conditioning packs from one operating engine, and for making pneumatic crossfeed starts from opposite operating engine. Also, on the ground, supplies APU bleed air or air from pneumatic ground source for operating one or both air conditioning packs or for engine starting. Closed (Down) Shuts off engine bleed air for air foil ice protection and pneumatic crossfeed starts, and each air conditioning pack is supplied engine bleed air from its respective engine only. On the ground, APU bleed air or air from pneumatic ground source is shutoff and not available for air conditioning packs or engine starts.
AIR CONDITIONING
1. TEMP CONTROL VALVE INDICATOR (L, R) Indicates position of air conditioning system control valve. COLD HOT Indicates temperature control valve is closed and blocking hot air supply. Indicates temperature control valve is fully open to allow maximum hot air supply.
5. SUPPLY SWITCH (L, R) OFF Closes off all pneumatic valves for the air conditioning system. HP BLD OFF Opens up the regulator valve but keeps the high press augmentation valve closed. AUTO Opens up the regulator valve and adjusts the augmentation valve as necessary. 6. TEMPERATURE SELECT SWITCH CABIN SPLY Selects cabin supply duct temperature for display on the Cabin Temperature Gauge. CABIN Selects cabin supply duct temperature for display on the Cabin Temperature Gauge. 7. RADIO RACK VENTURI SWITCH VENTURI Inflight, opens venture valve and turns off radio rack fan. FAN Inflight, turns on primary radio rack fan and closes venture valve for radio rack cooling. 8. CABIN TEMPERATURE GAUGE Indicates cabin temperature or cabin supply duct temperature as selected by Cabin Temperature Select switch.
2. PRESSURE GAUGE Indicates pneumatic supply pressure available for operation of each air conditioning pack. 3. COCKPIT TEMPERATURE SELECTOR AUTO Temperature is automatically adjusted. MANUAL COLD (Momentary) Moves TEMP CONTROL VALVE towards cold. MANUAL HOT (Momentary) Moves TEMP CONTROL VALVE towards hot. STOP (Momentary) Stops movement of TEMP CONTROL VALVE in manual mode. 4. CABIN TEMPERATURE SELECTOR See Cockpit Temperature Selector.
AIR CONDITIONING (contd)
1. APU AIR SWITCH ON APU bleed control valve opens to provide APU bleed air to the airplane pneumatic system. OFF Closes the APU bleed control valve. AIR COND COLDER Closes turbine bypass valve and increases differential pressure across air conditioning turbine, thus lowering temperature of conditioned air during ground operation. Use of this switch position significantly reduces airflow in the cockpit and cabin. 2. AIR CONDITION SHUTOFF SWITCH Not currently simulated. 3. RAM AIR SWITCH Not currently simulated.
4. AIR CONDITIONING RECIRCULATION FAN SWITCH OFF Removes power from recirculation fan. ON Allows recirculation fan to operate on the ground to supplement air conditioning. AUTO Recirculation fan operates inflight only.
PRESSURIZATION
1. TRANSFER LOCKOUT LIGHT (Blue) Not currently simulated. 2. STDBY ON LIGHT (Blue) Not currently simulated. 3. SYSTEM SELECTOR SWITCH Used to manually transfer system from primary to standby or return the system from standby to primary. 4. LDG ALT SELECTOR KNOB Used to set departure/destination airport altitude in the landing altitude window. The scale is numbered in 100 ft increments. 5. LDG BARO SELECTOR KNOB Used to set departure/destination barometric pressure in Mb/In Hg window. 6. FLOW LIGHT Indicates current air flow is insufficient maintain cabin pressure. The cause may be insufficient air conditioning inflow or excessive fuselage leakage. Press to test light.
7. RATE LIMIT CONTROL KNOB Normally set at index mark and does not require adjustment unless a rapid climb or descent is anticipated. 8. CAB ALT AND DIFF PRESS GAUGE Outer CAB ALT dial indicates existing cabin altitude in thousands of feet. Inner DIFF PRESS dial shows difference in pressure between cabin and ambient in PSI. 9. CABIN CLIMB GAUGE Standard rate instrument, indicates rate of change in feet per minute in cabin altitude during automatic or manual control.
PRESSURIZATION (contd)
1. OUTFLOW VALVE POSITION INDICATOR Indicates position of cabin air outflow valve. Fully forward open, fully aft closed. 2. CABIN ALT CONTROL LEVER Auto (Up) Cabin altitude is controlled automatically. Manual (Down) Cabin altitude is manually controlled by adjusting the Cabin Altitude Control Wheel.
3. CABIN ALT CONTROL WHEEL With Cabin Altitude Control lever in auto (up) position, the control wheel rotates as cabin air outflow valve automatically adjusts to maintain cabin altitude. With Cabin Altitude Control lever in manual (down) position, rotate the control wheel in the desired direction to adjust cabin air outflow valve.
WARNING AND CAUTION LIGHTS
48. CABIN ALT LIGHT (Red) Comes on when cabin altitude exceeds 10,000 ft. The CABIN ALT light is accompanied by the MASTER WARNING light. The NO SMOKING and FASTEN SEAT BELTS signs in the cabin also come on.
Super 80 AOM ANTI-ICE AND RAIN PROTECTION Section 7
SECTION 7
ANTI-ICE RAIN PROTECTION

AND
Super 80 AOM ANTI-ICE AND RAIN PROTECTION Section 7 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 CONTROLS AND INDICATORS ................................................................................................................ 3
GENERAL
General
The airplane ice protection systems employ hot air and electrical heating for anti-icing and anti-fogging functions. Rain removal is accomplished by chemical repellent and electrically operated windshield wipers. Forward strakes anti-icing is accomplished through the same system as the wing leading edge slats, and is controlled by the same switch.
Clear Ice Detectors

Triangular decals, with a piece of parachute cord attached, are installed on the upper inboard surface of both wings. The purpose of these decals is to assist the de-icing crew during de-icing. If clear ice is present the cords will remain frozen to the wing. De-icing fluid should be applied until the cords move freely. The triangles provide a secondary visual reference as the edges of the triangle will appear irregular if covered with clear ice.
Window Heat
Electrical heating provides heat for anti-icing and anti-fogging of the pilots three windshields, and anti-fogging for the clearview and overhead windows.
Probe Heat
Electrical heating is used for anti-icing the pitot tubes, static port areas, stall angle of attack vanes, and ram air temperature probe.
Engine Anti-Ice
Engine anti-icing is provided by independent system, controlled by individual switches located on the overhead ice protection panel. Each engine provides ice protection for the respective engine, nose cowl, inlet bullet, and compressor inlet guide vanes.
Airfoil Ice Protection

The airfoil ice protection system provides anti-icing heat to the wing leading edge slats, forward strakes, and to the air conditioning ram air-scoop inlet in flight, when the air foil switch and associated pneumatic crossfeed valves are actuated. De-icing is available for the horizontal stabilizer leading edge by the tail de-ice pushbutton. Heat is then diverted from the wing leading edge slats and strakes to the horizontal stabilizer. Tail de-icing is provided for 2.5 minutes, and then flow is reverted back to the wing slats and strakes again. When air foil anti-icing is selected, tail deicing will automatically be selected every 15 minutes.
1. HEATER CUR METER Displays current flow to each position as selected by the METER SEL & HEAT switch. 2. METER SEL & HEAT SELECTOR When the selector is moved from the OFF position, all pitot tubes, rudder limiter, stall probes and static ports are heated. 3. AIR FOIL ANTI-ICE SWITCH OFF Stops the flow of heated air to the wing leading edge slats, strakes, and horizontal stabilizer. ON Opens up the pressure regulator valve to allow heated air to flow to the wing leading edge slats, strakes, and horizontal stabilizer. 4. TAIL DE-ICE PUSHBUTTON Closes shutoff valve to the wings and strakes, and opens up the shutoff valve to de-ice the tail. After a timed period, 2.5 minutes, the system automatically reverts back to antiicing the wings and strakes.
5. WINDSHIELD ANTI-FOG SWITCH OFF Deactivates the anti-fog system. ON Prevents and/or removes condensation on the inside surface of the windshields, clearview, and overhead windows. 6. WINDSHIELD ANTI-ICE SWITCH OFF Deactivates the window anti-ice system. ON Provides anti-ice heat to three windshields. 7. ENG ANTI-ICE SWITCHES (L, R) OFF Closes valves to shut off air to engine anti-ice system. ON Opens valves to provide heater air to anti-ice engine nose cowl, bullet, and inlet compressor guide vanes.
CONTROLS AND INDICATORS (CONTD)
1. RAIL REPELLENT SELECTOR SWITCH RES (Momentary) Positions selector valve from primary to reserve fluid container. Selector valve cannot be reset to primary until serviced by maintenance. 2. RAIN REPELLENT PUSHBUTTONS (L, R) Discharges a metered quantity of fluid from spray nozzles onto the windshield.
3. WINDSHIELD WIPER SWITCH Controls variable speed, electrically operated windshield wipers. Wipers should be used in conjunction with rain repellent.
15 & 22. ENG ANTI-ICE ON LIGHTS (L, R)(Blue) Indicates engine anti-ice system is on. 16. WING ANTI-ICE ON LIGHT (Blue) Indicates anti-ice heat has been selected for wing leading edge and strakes. 23. TAIL DE-ICE ON LIGHT (Blue) Indicates de-ice heat has been selected for the leading edge of the horizontal stabilizer.
24. PITOT/STALL HEATER OFF LIGHT (Amber) Comes on to indicate METER SEL & HEATER selector in OFF. MASTER CAUTION light also comes on. 66. RAIN REPELLENT RESERVE IN USE LIGHT (Blue) Indicates reserve fluid container has been selected.
Super 80 AOM AUTO-FLIGHT Section 8
SECTION 8
AUTO-FLIGHT
Super 80 AOM AUTO-FLIGHT Section 8 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 FLIGHT DIRECTOR ..................................................................................................................................... 5 AUTOTHROTTLE ......................................................................................................................................... 6 ROLL MODE SELECTORS........................................................................................................................... 7 PITCH MODE SELECTORS ......................................................................................................................... 8 YAW DAMPER, MACH TRIM AND ALTITUDE ADVISORY LIGHT .......................................................... 10 ATTITUDE DIRECTOR INDICATOR........................................................................................................... 11 FLIGHT MODE ANNUNCIATOR.............................................................................................................. 13 FMA AUTOTHROTTLE WINDOW ............................................................................................... 15 FMA ARM WINDOW ................................................................................................................. 17 FMA ROLL WINDOW................................................................................................................. 18 FMA PITCH WINDOW................................................................................................................ 20 PERFORMANCE MANAGEMENT SYSTEM ............................................................................................. 22 DATA DISPLAY AREA LINES ......................................................................................................... 24 DATA ENTRY.................................................................................................................................. 24 STATUS PAGE ................................................................................................................................ 24 PLAN PAGE................................................................................................................................... 25 ENTERING GROSS WEIGHT DATA ............................................................................................... 25 ENTERING FUEL LOAD DATA....................................................................................................... 25 ENTERING TRIP (DISTANCE) DATA .............................................................................................. 25 BOTTOM OF DESCENT (BOD) DATA .......................................................................................... 25 PLAN-CRZ PAGE .......................................................................................................................... 26 ENTERING ALTITUDES ................................................................................................................... 26 ENTERING WIND COMPONENT.................................................................................................. 26 ENTERING TEMPERATURE............................................................................................................. 26 REPLANNING ................................................................................................................................ 26 WAYPOINTS PAGE (WPTS) .......................................................................................................... 27 PPOS PAGE................................................................................................................................... 27 CLIMB PAGE ................................................................................................................................. 28 MODIFYING THE CURRENT AIRSPEED ........................................................................................ 28 MODIFYING THE NEXT ALTITUDE ................................................................................................. 28 LEVELING OFF PRIOR TO TOC .................................................................................................... 29 CONTINUING THE CLIMB FROM AN INTERMEDIATE ALTITUDE ................................................ 29 CRUISE PAGE................................................................................................................................ 29 DESCENT PAGE ............................................................................................................................ 29 ENGAGING PERF MODE ............................................................................................................. 30 PMS MESSAGES ............................................................................................................................ 30
GENERAL
General
The aircraft is equipped with two digital flight guidance computers (DFGC 1 and 2). Each DFGC operates independently of each other. The flight crew selects the operating DFGC with the 1-2 Selector on the Flight Guidance Control Panel. The 1-2 Selector is normally set to the side of the flying pilot. This allows the flying pilots navigation radio to be connected to the operating DFGC and therefore to the autopilot. maintain an existing heading fly to and maintain a preselected heading fly to, capture, and track a selected VOR or localizer course capture and track a glideslope runway alignment and flare for automatic landing.
The AP warning light on the FMA will come on if the AP disengages for any reason.
Flight Director Flight Mode Annunciator

Flight Mode Annunciators (FMA) are provided for the Captain and F/O. The FMA displays the armed or engaged modes of the Digital Flight Guidance System. The FMA provides legend displays for the Instrument Comparator, disengage lights for the autopilot and autothrottle, and four windows for the Flight Guidance Modes. The FD function provides visual guidance commands to fly the aircraft manually or to visually monitor AP response to the guidance commands. Pitch (including speed control) and roll guidance from the DFGC are displayed on the Attitude Director Indicator (ADI). A Vcommand bar on the ADI directs the pilot to turn, climb, or descend. A fast/slow indicator on the ADI reflects airplane speed in relation to selected speed on the FGCP or computed safe speed above stall (ALFA speed).
Autopilot
The AP function, in conjunction with the yaw damper function, automatically controls the airplane in pitch, roll and yaw maneuvering axes. The AP will actuate the appropriate control surfaces to control the aircraft for the selected AP mode of operation. The AP modes of operation will automatically control the aircraft for the following maneuvers: maintain an existing altitude descend or climb to and maintain a preselected altitude maintain a selected vertical speed, indicated airspeed, or mach number
GENERAL (contd)
Speed control
With the speed control function active the aircraft will pitch up/down to loose/gain speed. Speed control inputs for attitude control are displayed by the V-command bar and fast/slow indicator on the ADI. IAS Hold mode and Mach Hold mode are available. IAS and Mach Hold mode are used during climb and descent to maintain a constant airspeed. During take-off mode of operation, the Vcommand bar on the ADI will command a pitch attitude to maintain V2+10 KIAS for two engine operation. During go-around mode, the V-command bar on the ADI will command the go-around speed, which is the same as landing approach speed. Note: The default MSFS TO/GA mode is used for take-off and go-around operation. The autothrottle function is engaged by moving the AUTO THROT switch from OFF to AUTO THROT position. When the autothrottle function is disengaged the THROTTLE warning light on the FMA will come on. A clutch mechanism permits manual positioning of the throttles without disengaging the autothrottle function. However, the throttles should not be manually positioned, when the ATS is active, except when in CLMP mode or, during descent, when the autothrottle FMA annunciates LOW LIM. Overriding the autothrottle may cause excessive clutch wear requiring extensive down time to replace the autothrottle servo drive assembly.
Altitude Advisory System

The Altitude Advisory System automatically alerts the crew that the airplane is approaching the preselected altitude or that the airplane is deviating from a previously selected and captured altitude. An advisory light on the altimeters provides the alert for either of the above situations. The advisory light will come on steady when the airplane is 750 feet from the selected altitude. The light will then stay on until the airplane is within 250 feet of the selected altitude. If the airplane deviates from the acquired altitude with more than 250 feet, the advisory light will come on flashing, accompanied by an aural tone alert followed by the spoken word Altitude.
Autothrottle
The autothrottle function automatically positions the throttles to maintain airspeed or engine thrust as required for the operational mode selected. The autothrottle function will control the throttles for the following maneuvers: take-off climb cruise holding approach flare (not simulated, manually retard the throttles) go-around
GENERAL (contd)
Performance Management System
The Performance Management System (PMS) operates as a fully integrated selectable mode of the Digital Flight Guidance System. The PMS is programmed to compute a cost efficient flight profile based on cost index value, airplane performance and manual inputs. The PMS is programmed to provide automatic protection against engine overboost, overspeed, minimum speed, and 250kts speed restriction below 10,000ft. The PMS continuously computes an optimum flight profile from present position to the bottom of descent (BOD). The PMS computed profile includes a top of descent (TOD) point for idle power descent to BOD. The PMS has three modes of operation: CLB (climb), CRZ (cruise) and DES (descent). Each of these modes can be operated in the optimum (OPT) submode for minimum operating cost or in the non-optimum (NONOPT) submode which uses manually entered speed, rate of climb/descent, and altitudes. Note: The NON-OPT mode is currently not simulated. However, the pilot may manually input speed and altitude.
FLIGHT DIRECTOR
1. Captains FD Switch When switched to on, the V-command bar is displayed on the ADI providing the crew with pitch and roll guidance commands from the DFGC. 2. First Officers FD Switch See description of Captains FD switch. 3. CADC Selector For description, refer to Section 14 Flight Instruments. 4. FD CMD Selector NORM DFGC 1 provides the Captains V-command bar and fast/slow pointer with command inputs, and DFGC 2 provides the First Officers V-command bar and fast/slow pointer with command inputs. BOTH ON 1 DFGC 1 provides both the Captains and First Officers Vcommand bar and fast/slow pointer with command inputs. BOTH ON 2 DFGC 2 provides both the Captains and First Officers Vcommand bar and fast/slow pointer with command inputs.
5. VERT GYRO NORM Vertical Gyro 1 provides input to the Captains ADI, DFGC 1 and 2. Vertical Gyro 2 provides input to the First Officers ADI, DFGC 1 and 2, and weather radar antenna. L ON AUX The Auxiliary Vertical Gyro replaces Vertical Gyro 1 inputs. R ON AUX The Auxiliary Vertical Gyro replaces Vertical Gyro 2 inputs. 6. FD Light Comes on when the FD CMD Selector is out of the NORM position.
AUTOTHROTTLE
1 Autothrottle Mode Selector Buttons SPD SEL Selects SPD SEL mode. The FMA will display SPD and the preselected speed value. MACH SEL Selects MACH SEL mode. The FMA will display MACH and the preselected Mach value. EPR LIM Selects EPR LIM mode. The FMA will display EPR and the thrust mode selected on the Thrust Rating Indicator. The exception to this is the TO FLEX mode where EPR plus the temperature selected on the ASSUMED TEMP selector is displayed on the FMA. 2. Autothrottle SPD/MACH Readout Digital readout of the indicated airspeed or Mach value selected with the SPD/MACH select knob. 3. SPD/MACH select knob Click the numbers to select the value in the SPD/MACH Readout. Press knob to momentarily switch between airspeed and Mach in the SPD7mach Readout. 4. AUTO THROT Switch Engages the autopilot. The switch will automatically go to off when reverse power is applied or when a power loss occurs. 5. Airspeed Command Bug Reflects the value set in the SPD/MACH Readout.
6. THROTTLE Warning Light (Red) The light comes on flashing whenever the autothrottle disengages automatically or the AUTO THROT switch is moved to the OFF position. In the real aircraft the flashing light is turned off by pressing the autothrottle disconnect button on the throttle. In the panel, simply click the light to turn it off.
ROLL MODE SELECTORS
1. Mode Selector Buttons NAV Pressing the NAV button arms the DFGC to capture and track a course input by the ONS. Arm FMA will annunciate NAV. Roll FMA will annunciate NAV CAP when capturing ONS course and NAV TRK when tracking ONS course. VOR LOC Arms DFGC to capture and track a selected VOR or LOC course. Arm FMA will annunciate VOR or LOC. Roll FMA will annunciate VOR or LOC CAP when capturing selected course, and VOR or LOC TRK when tracking selected course. ILS Arms DFGC to capture and track selected localizer and glideslope. Arm FMA will annunciate ILS. Roll FMA will annunciate LOC CAP when capturing selected localizer, and LOC TRK when tracking selected localizer. Pitch FMA will annunciate GS CAP when capturing selected glideslope and CAP TRK when tracking selected glideslope.
AUTO LAND Arms the DFGC to engage AUTO LAND mode after selected localizer and glideslope has been captured. Arm FMA will annunciate LND. After AUT LND has been annunciated on the FMA, all other control modes except go-around mode are inhibited. 2. HDG Select knob Click the numbers in the digital readout to select heading. Push the knob in to activate Heading Hold mode. The DFGC will then hold the aircrafts current heading. The roll FMA will annunciate HDG HLD. Pull the knob out to activate Heading Select mode. The DFGC will then give roll commands to capture the selected heading in the HDG Readout. When the selected heading is captured, the DFGC will revert to Heading Hold mode. The roll FMA will annunciate HDG SEL, and then HDG HLD. Note: Bank angle selection is currently not available in the panel. 3. HDG Readout Digital readout of the heading selected with the HDG Select knob.
PITCH MODE SELECTORS
1. Pitch Profile Readout The first part of the window displays the operating mode selected: V M S P Vertical Speed Mach Indicated Airspeed Turbulence
The next part of the window displays pitch reference: climb (+) or descent (-). The last part of the window displays the appropriate numerical value according to the operating mode. 2. Pitch Control Wheel Rotating the Pitch Control Wheel towards ANU (aircraft nose up) or AND (aircraft nose down) will change the Pitch Profile Readout, ADI v-command bar, and aircraft pitch attitude if the autopilot is engaged. The Pitch Control Wheel is active in the following modes: VERT SPD Varies the vertical speed. Selection of a vertical speed of less than 100fpm engages the altitude hold mode. Varies the speed. Aircraft will pitch up to loose speed and pitch down to gain speed. Varies aircraft pitch attitude. Disengages ALT HOLD mode and engages VERT SPD mode.
3. Mode Selector Buttons ALT HOLD Engages ALT HOLD mode which will hold the aircrafts current altitude. Pitch FMA will annunciate ALT HLD. VERT SPD Engages VERT SPD mode which will hold the aircrafts current vertical speed. The vertical speed can be varied with the Pitch Control Wheel. Pitch FMA will annunciate VERT SPD. IAS/MACH If the airplane is below FL270, IAS hold mode is selected when the button is pushed. Pressing the button again will select MACH hold mode. If the aircraft is above FL270, MACH hold will be selected when the button is pushed. Pressing the button again will select IAS hold mode. The speed can be varied with the Pitch Control Wheel. Pitch FMA will annunciate IAS or MACH. PERF PMS pitch command is coupled to the autopilot. Pitch FMA will annunciate the appropriate mode: PERF CLB, PERF CRZ or PERF DES. 4. AP ON Switch Engages/disengages the autopilot. The switch will automatically disengage when a loss of power occurs. 5. DFGC 1 2 Switch Selects DFGC 1 or 2 for all flight guidance system functions except FD. Note that if AP and/or ATS are engaged, switching DFGC will cause these to disengage.
IAS/MACH TURB ALT HOLD
PITCH MODE SELECTORS (contd)

6. ALT Preselect Readout Digital readout of the altitude selected with the ALT Preselect knob. 7. ALT SET Knob Click the digital readout to set the altitude. Pull the knob out to arm capture of the preselected altitude. 8. TURB Mode Button Engaging the TURB mode provides dampened pitch and roll commands from the DFGC. The autothrottle will automatically disengage. Roll FMA will annunciate WNG LVL. Pitch FMA will annunciate TURB.
YAW DAMPER, MACH TRIM AND ALTITUDE ADVISORY LIGHT
1. YAW DAMP Switch OFF Disables yaw damper operation if AP is disengaged. ON Yaw damper operation is engaged regardless of AP status. OVRD Disables yaw damper operation regardless of AP status.
2. MACH TRIM COMP Switch NORM Mach trim compensation mode is in operation. OVRD Mach trim compensation mode is inoperative.
43. YAW DAMP OFF Light (Amber) Comes on to indicate yaw damper is off.
60. MACH TRIM INOP Light (Amber) Comes on to indicate Mach trim compensator is off, or Mach Trim Comp switch is in the OVRD position.
1. Altitude Advisory Light The Altitude Advisory Light receives input from the altitude alert system. The light comes on steady when the aircraft is 750ft from the preselected altitude and goes off when the aircraft is within 250ft of the preselected altitude.
The light will come on flashing if the aircraft deviates from the captured altitude by 250ft or more. The altitude alert system is deactivated at glideslope capture.
ATTITUDE DIRECTOR INDICATOR
1. Bank Angle Index Bank angle markings at 10, 20, 30, 45 and 60 degrees. 2. Bank Indicator Aircraft bank is displayed by the Bank Indicator against the fixed bank angle index. 3. Horizon Bar Roll attitude is shown by the horizon bar relative to the stationary aircraft symbol. Pitch attitude is shown by vertical movement of the horizon, and read against the pitch calibration scale using the aircraft symbol as a reference. 4. Glideslope Deviation Display Shows vertical deviation from the glideslope. The pointer is removed from view when no glideslope is tuned. 5. Test Button Push the button to test the ADI. When pressed, the ADI will indicate a 20 degree right bank and 10 degree nose up attitude. The ATT flag will appear during the test. 6. Rising Runway The Rising Runway symbol is actuated by the radio altimeter at and below 200ft AGL to indicate deviation from the glideslope. The Rising Runway symbol will be rising until it appears to touch the aircraft symbol at actual touchdown. The symbol is removed from view when no glideslope is tuned.
7. Slip Indicator To fly coordinated the ball should be kept in the center position. If the ball is out of the center position, the aircraft is either slipping or skidding. 8. Fixed Aircraft Symbol Indicates aircraft position in relation to the horizon index. 9. V-Command Bar Provides roll and pitch guidance commands from the DFGC. The v-command bar is removed from view when the FD switch is in the OFF position. 10. Fast/Slow pointer The fast/slow pointer gives an indication of the aircrafts current speed in relation to the autothrottle SPD/MACH readout, safe stall margin speed (ALPHA SPD) or PMS target speed. Full deflection either side indicates approximately 10 knots. The pointer will be removed when speed control data is invalid or when ATS is in RETD (retard) mode. 11. Decision Height Light The light comes on when the aircraft has reached the decision height preselected on the Radio Altimeter.
ATTITUDE DIRECTOR INDICATOR (contd)
1. GS Flag Appears when glideslope indication is unusable. The flag is removed from view when not tuned to a LOC station. 2. ATT Flag Appears during ADI test and when attitude data is unusable. 3. Runway Flag Appears when LOC or radio altimeter signals are unusable. The flag is removed from view when not tuned to a LOC station. 4. FD Flag Appears when input data to v-command bar is unusable. 5. Speed Flag Appears when input data for slow/fast indications are unusable.
FLIGHT MODE ANNUNCIATOR
1. Autothrottle Mode Window (Green) Annunciates the active autothrottle mode. 2. Armed Mode Window (Amber) Annunciates the modes currently armed. 3. Roll Mode Window (Green) Annunciates the active lateral DFGC mode. 4. Pitch Mode Window (Green) Annunciates the active vertical DFGC mode. 5. FD and AP1/AP2 Lights (Blue) The FD light indicates the FD switch on the glareshield is in the FD position. The AP1/AP2 light indicates whether DFGC 1 or DFGC 2 is providing guidance input.
6. THROTTLE Warning Light (Red) The light comes on flashing whenever the autothrottle disengages automatically or the AUTO THROT switch is moved to the OFF position. In the real aircraft the flashing light is turned off by pressing the autothrottle disconnect button on the throttle. In the panel, simply click the light to turn it off. 7. AP OFF Warning Light (Red) The light comes on flashing whenever the AP automatically disengages or the AP master switch is moved to the OFF position. In the real aircraft the flashing light is turned off by pressing the AP disconnect button on the flight controls. In the panel, simply click the light to turn it off.
FLIGHT MODE ANNUNCIATOR
1. Flight Mode Annunciator Legend Lights ILS Light (Amber) The Legend comes on when a deviation between LOC/GS1 and LOC/GS2 has been detected. Horizon Light (Amber) Not currently simulated. Heading Light (Amber) Not currently simulated. Monitor Light (Amber) Not currently simulated. No Autoland Light (Amber) The legend comes on steady whenever a situation that does not permit autoland has been detected. The light comes on flashing during the Autoland Preflight Test. AP Trim Light (Amber) This legend indicates that the autopilot has a sustained out-of-trim horizontal stabilizer condition. FD Light (Blue) Indicates that the FD switch on the glareshield is in the FD position. AP1/AP2 Light (Blue) The AP1/AP2 light indicates whether DFGC 1 or DFGC 2 is providing guidance input.
2. RESET Button Pushing this button resets the ILS, HORIZON, MONITOR and NO AUTOLAND legend lights on the FMA. Push the button a second time to recall all legend lights that has been reset.
FMA AUTOTHROTTLE WINDOW
ALFA SPD
ATS is in ALFA mode. This mode is automatically engaged whenever the selected speed/mach in the digital SPD/MACH readout is lower than the minimum maneuvering speed for the current flap/slat and weight configuration. The autothrottle system will control the throttles to maintain a safe margin above stall speed. PERF mode is engaged and the autothrottle system is off. The display flashes as a reminder to engage the autothrottles. Autoland preflight test in progress. ATS is in clamp mode. Power is removed from the ATS servo which moves the throttle handles. ATS is in EPR LIM mode with TO FLX mode selected on the TRI and 25 degrees selected on the assumed temperature readout. ATS will maintain a de-rated takeoff thrust. ATS is in EPR LIM mode with CL mode selected on the TRI. ATS will maintain maximum climb thrust. ATS is in EPR LIM mode with CR mode selected on the TRI. ATS will maintain maximum cruise thrust.
EPR G/A
ATS is in EPR LIM mode with GA mode selected on the TRI. ATS will maintain maximum go-around thrust. ATS is in EPR LIM mode with MCT mode selected on the TRI. ATS will maintain maximum continuous thrust. ATS is restricting thrust to prevent exceeding the flap limit airspeed. This mode engages automatically when a speed higher than the flap limit speed is selected in the SPD/MACH readout. ATS requires a throttle setting lower than the minimum authority. ATS is in MACH SEL mode. ATS will maintain .83 Mach as selected in the SPD/MACH readout. ATS is restricting thrust to prevent exceeding the maximum mach operating speed. This mode engages automatically when a speed higher than the MMO speed is selected in the SPD/MACH readout. ATS controlled by PMS to maintain climb thrust. ATS controlled by PMS to maintain cruise thrust. ATS controlled by PMS to maintain descent thrust.
EPR MCT
ATS OFF
FLAP LIM
AUTO LND CLMP
LOW LIM MACH .830 MMO LIM
EPR 25
EPR CL EPR CR
PERF CLB PERF CRZ PERF DES
FMA AUTOTHROTTLE WINDOW (contd)

PWR RETD ATS automatic power up test is in progress. ATS is in retard mode. The throttles are automatically retarded during the flare maneuver of an autoland procedure. ATS is restricting thrust to prevent exceeding the slat limit airspeed. This mode engages automatically when a speed higher than the slat limit speed is selected in the SPD/MACH readout. In this panel the FLAP LIM mode will be used to restrict thrust for both flaps and slats limit. ATS is in SPD SEL mode. ATS will maintain the airspeed in the SPD/MACH readout. ATS is in MACH SEL mode. ATS will maintain the mach number in the SPD/MACH readout. ATS is restricting thrust to prevent exceeding the maximum operating airspeed. This mode engages automatically when a speed higher than the VMO speed is selected in the SPD/MACH readout.
SLAT LIM
SPD 250 SPD/ MACH ATL VMO LIM
FMA ARM WINDOW
ALT
The altitude in the Altitude Preselect window is armed for capture. ILS mode is armed for capture of localizer and glideslope. LAND mode is armed for capturing of selected ILS for automatic landing. LOC mode armed for capture of localizer course. ONS mode armed for capture of ONS track. Autoland preflight test in progress. VOR mode armed for capture of VOR course. Automatic power up test in progress.
ILS LND
Go-around Modes: When the autopilot or flight director is engaged in LOC TRK and G/S TRK modes, radio altimeter indicates less than 1500 feet, and the flaps are in the landing configuration, the FMA will annunciate whether autopilot, flight director, or manual goaround is available. AUT G/A F/D G/A MAN G/A Comes on to indicate that autopilot go-around is available. Comes on to indicate that flight director go-around is available. Comes on to indicate that only manual go-around is available.
LOC NAV PRE VOR UP
FMA ROLL WINDOW
ALN
When the autopilot is in LAND mode, the Align sub-mode is engaged when the aircraft descends below 150 feet AGL. The align mode will transition the aircraft from a crab angle for crosswind correction to a forward slip (sideslip) to bring the aircraft in to alignment with the runway. The autopilot is in LAND mode, both radios are tuned to the ILS frequency, radio altitude is less than 1500 feet, flaps are in the landing configuration, the localizer and glideslope are being tracked, and the AUTOLAND logic has been satisfied. Autoland preflight test in progress. Go-around mode has been engaged. If active, the autopilot and/or v-command bars will maintain the current heading of the aircraft. The autopilot is in heading hold mode. The DFGC will maintain the heading of the aircraft at the time the mode was engaged. The autopilot is in heading select mode. The DFGC is providing commands to maintain the heading in the HDG readout.
LOC CAP
The autopilot is engaged in either LOC, ILS or LAND mode, and capture of the localizer of the selected ILS has been initiated. The autopilot is engaged in either LOC, ILS or LAND mode, and the localizer of the selected ILS is being tracked. The autopilot is coupled to the Omega Navigation System, and capture of the selected ONS course has been initiated. The autopilot is coupled to the Omega Navigation System, and the selected ONS course is being tracked. At main gear spin-up, the autopilot will automatically switch to rollout mode. Go-around is disarmed. Runway center line will be maintained using the localizer. The FD take-off mode is engaged. The DFGC will command the vcommand bar to maintain runway heading. Automatic power up test in progress. The autopilot is engaged in VOR mode, and capture of the selected VOR radial has been initiated.
LOC TRK
AUT LND
NAV CAP
NAV TRK
FLT GO RND
ROL OUT
HDG HLD
TAK OFF
HDG SEL
TST VOR CAP
FMA ROLL WINDOW (contd)

VOR CRS The autopilot is engaged in VOR mode, and VOR station passage is occurring (cone of silence). The DFGC is maintaining the magnetic VOR course displayed in the CRS readout. The autopilot is engaged in VOR mode, and the selected VOR radial is being tracked. The Turbulence mode is engaged. The DFGC maintains wings level.
VOR TRK WNG LVL
FMA PITCH WINDOW
ALT CAP ALT HLD
The Altitude Preselect mode is engaged and the preselected altitude is being captured. The Altitude Hold mode is engaged. The DFGC is maintaining the aircrafts altitude at the time the mode was engaged. The autopilot is in LAND mode, both radios are tuned to the ILS frequency, radio altitude is less than 1500 feet, flaps are in the landing configuration, the localizer and glideslope are being tracked, and the AUTOLAND logic has been satisfied. Automatic power up test in progress. The autopilot is in LAND mode, and the flare phase before touch down has been initiated. The autopilot is engaged in either ILS or LAND mode, and capture of the glideslope of the selected ILS has been initiated. The autopilot is engaged in either ILS or LAND mode, and the glideslope of the selected ILS is being tracked.
GO RND
Go-around mode has been engaged. If active, the autopilot and/or v-command bars will maintain 10 degree pitch up attitude. The autopilot is engaged in IAS hold mode. The DFGC will maintain the aircrafts airspeed at the time the mode was engaged by giving pitch commands. The autopilot is engaged in Mach hold mode. The DFGC will maintain the aircrafts Mach speed at the time the mode was engaged by giving pitch commands. The autopilot is engaged in ILS mode. This annunciation will come on flashing if the autopilot is still engaged below 100 feet AGL. Climb pitch attitude is currently being determined by the PMS. Cruise pitch attitude is currently being determined by the PMS. Descent pitch attitude is currently being determined by the PMS. At main gear spin-up, the autopilot will automatically switch to rollout mode. Go-around is disarmed. The FD v-command bar will be centered.
IAS
AUT LND
MACH
BOX 1/2 FLAR
NO FLR
G/S CAP
PERF CLB PERF CRZ PERF DES ROL OUT
G/S TRK
FMA PITCH WINDOW

SPD LOW This light comes on when a selected pitch mode has resulted in an airspeed which is lower than the ALFA reference speed by 10 percent. The FD take-off mode is engaged. The DFGC will command the vcommand bar to maintain a 10 degree pitch up. Autoland preflight test in progress. The Turbulence mode is engaged. The DFGC maintains the aircrafts pitch attitude at the time the mode was engaged. Use the pitch control wheel to adjust the pitch attitude of the aircraft. The autopilot is engaged in basic Vertical Speed mode. The airplane vertical speed is being maintained by pitch attitude control.
TAK OFF
TEST TURB
VERT SPD
PERFORMANCE MANAGEMENT SYSTEM
1. Data Display Area The Data Display Area consists of four lines with 24 characters per line. Each character is display by a 7x5 LED dot matrix. The first line consists of the title and the scratchpad 2. Line Select Keys (1, 2, 3) Pushing the Line Select Keys can transfer data entries from the scratchpad to the selected line, arm/select PMS sub modes, or call up additional data/pages. 3. Mode Annunciators (CLB, CRZ, DES) CLB PMS is engaged in climb mode. CRZ PMS is engaged in cruise mode. DES PMS is engaged in descent mode. 4. Function Keys CLB Selects display of performance and data related to climb. CRZ Selects display of performance and data related to cruise. DES Selects display of performance and data related to descent. VERT WPTS PLAN Selects displays the vertical waypoint data. Displays pages relative to preflight and enroute planning.
CLEAR Clears any alert/advisory messages in the scratchpad. Also clears data entered into the scratchpad. STS TEST When pushed and held down the button functions as a lamp/display test. All Mode Annunciators, Line Select Keys, PMS Failure Light and Data Display Area will light up. When released, the status page will be displayed.
5. Slew Switch The Slew Switch is used when multiple pages are available under the same title. Up and down arrows in the upper right corner of the Data Display Area indicates that more data/pages can be reached by using the Slew Switch. 6. Dimmer Control Knob Not simulated. 7. Data Entry Keys These keys are used to enter data into the scratchpad. Dual function keys will normally enter the numerical value. However, if the Alternate Function Key (lower right corner) is pressed, the alternative character will be entered. 8. PMS Failure Light Comes on when PMS data is not valid.
PERFORMANCE MANAGEMENT SYSTEM (contd)
1. CDU MESSAGE Light The light comes on to alert the crew that a message is displayed in the scratchpad of the PMS CDU. The light goes out when the message is cleared. 2. VERTICAL ALERT Light The light comes on to alert the crew that a vertical speed or airspeed change is about to occur as a result of PMS operation. Note: The PMS Alert lights are located just underneath the Flight Mode Annunciator.

DATA DISPLAY AREA LINES STATUS PAGE The Status page is accessed by pressing the STS TEST button. The Status page is also the default startup page when the PMS is powered on.
The Data Display Area consists of four lines with 24 characters per line. The first line is the Title/Scratchpad line. The scratchpad area is used to accept data from the data entry keys. The scratchpad area is also used to display various messages to the pilots. The following lines are called Line 1, Line 2, and Line 3. DATA ENTRY For dual function keys, for example W4, the numerical value 4 will be entered into the scratchpad, unless the Alternate Function key is pushed first. If the Alternate Function key is pushed first, the letter W will be entered into the scratchpad. The / key is used when more that one parameter is loadable. For example, the PLAN-CRZ page Altitude parameters. Three altitudes may be entered as 220/290/330. However, you could also enter /290 to enter just the second altitude, or //330 to enter just the third altitude.
The Status page is used to test the PMS before flight. Hold down the STS TEST button to test the lamps and digital display on the PMS CDU. The title/scratchpad line displays the page title, aircraft type, engine type, and software update status. Line 1 gives access to the Fault Status page (not simulated) and displays the current cost index. Line 2 displays the aircrafts specific drag factor (KD) and Fuel Flow Factor (KF). Line 3 gives access to the Test page (not simulated). The Test page and Fault Status pages are normally only used by maintenance. Line 3 also displays the expected descent speeds. Note: It is currently not possible to enter or modify any of the data in the Status page.

PLAN PAGE Normally, when the Status page has been checked, the pilot will enter the relevant flight plan data into the DATA page. ENTERING FUEL LOAD DATA Data Entry Keys KEY IN PLANNED FUEL LOAD FOR THE TRIP The fuel load data should be entered as pounds (LBS). The same principle as for GWT entry applies to Fuel data entry. You may key in, for example 20000. You may also enter that as 20. Either way, the PMS will interpret this as 20,000lbs of fuel. Minimum fuel load is 5,000lbs.
The data should be entered to make the Performance Optimization Algorithm (POA) operational. Without this data, the PMS cannot provide optimum performance commands to control speed and altitude. The PLAN page is accessed by pressing the PLAN key. ENTERING GROSS WEIGHT DATA
Line Select Key 2 PRESS The data keyed into the scratchpad is transferred into Line 2. ENTERING TRIP (DISTANCE) DATA Data Entry Keys KEY IN PLANNED FLIGHT DISTANCE The flight distance should be entered in nautical miles (NM). You may key in, for example 800 for an 800NM flight. Minimum distance is 100NM.
Line Select Key 3 PRESS The data keyed into the scratchpad is transferred into Line 3. Data Entry Keys KEY IN AIRCRAFT GROSS WEIGHT The aircraft gross weight should be entered as pounds (LBS). You may key in, for example 150000. You may also enter that same weight as 150. Either way, the PMS will interpret this as 150,000lbs. Minimum GWT is 120,000lbs. BOTTOM OF DESCENT (BOD) DATA When GWT, Fuel and Trip data has been entered, the PMS will automatically calculate and present Bottom of Descent (BOD) data. Line 1 will display the aircraft gross weight at the BOD point and Line 2 will display fuel remaining at the BOD point. Note that this data is somewhat premature and can not be considered accurate. These numbers should however give you a rough estimate of what to expect in terms of fuel burn for the planned flight.
Line Select Key 1 PRESS The data keyed into the scratchpad is transferred into Line 1. Note: If you key in for example 150200, this will be displayed as 150KLB. However, the PMS will still perform all calculations using 150,200lbs.

PLAN-CRZ PAGE The PLAN-CRZ page is accessed through the PLAN page. Press the PLAN key. Then use the slew switch, up or down, to access the PLAN-CRZ page. Data should be entered into this page to allow the PMS to calculate a flight plan profile that is optimum for the given environment conditions. Up to three altitudes may be entered on Line 1. The expected wind component may be entered on Line 2. Air temperature or deviation from ISA at the first top of climb flight level may be added to Line 3. ENTERING WIND COMPONENT Data Entry Keys KEY IN EXPECTED WIND COMPONENT Enter the expected wind component at the top of climb. Enter a positive number for a tail wind and a negative number for a head wind. Wind data should be entered as knots.
Line Select Key 2 PRESS The data keyed into the scratchpad is transferred into Line 2. ENTERING TEMPERATURE Data Entry Keys KEY IN EXPECTED TEMPERATURE OR DEVIATION FROM ISA Enter the expected temperature or ISA deviation at the top of climb. If you key in the expected temperature at the top of climb, the PMS will automatically calculate the ISA deviation. If you key in the ISA deviation, the PMS will automatically calculate the temperature at the top of climb. Temperature may be entered as Fahrenheit or Celsius, depending on your FS settings.
ENTERING ALTITUDES Data Entry Keys KEY IN PLANNED FLIGHT LEVELS FOR THIS FLIGHT Up to three altitudes may be entered. All altitudes should be entered as flight levels (3 digits). Use the slash / key to separate different altitudes. For example, key in 220/290/330. If you wish to key in just the second altitude, you should key in a slash followed by the flight level. For example, /290. And if you would like to key in just the third altitude, you should key in double slashes followed by the flight level. For example, //330.
Line Select Key 3 PRESS The data keyed into the scratchpad is transferred into Line 3. REPLANNING PLAN Key PRESS CLEAR Key PRESS Line Select Key 3 PRESS Line 3 will display Confirm Replan?. Press Line Select Key 3 again to confirm. Line Select Key 3 PRESS All data entered into PMS is cleared.
Line Select Key 1 PRESS The data keyed into the scratchpad is transferred into Line 1.

WAYPOINTS PAGE (WPTS) The Waypoints page displays a complete list of all the vertical waypoints the PMS has calculated for the vertical profile of the planned flight. Note: When a number is enclosed by brackets, the waypoint is a speed restriction waypoint. PPOS PAGE The first waypoint in the Waypoints page is always PPOS. This waypoint represents the aircrafts current position. The PPOS waypoint does not display the normal waypoint data. It displays the aircrafts current ground speed. The Title line displays the title along with the current optimum and maximum available flight levels. The optimum flight level is the flight level calculated by the PMS to be the most efficient in terms of cost and time for the current flight. The maximum flight level is the maximum altitude the aircraft will be able to cruise at with the current gross weight. For all practical purposes, this may be considered to be the aircrafts current service ceiling. Line 1 through Line 3 displays the vertical waypoints. These may be scrolled up and/or down using the slew switch. The data displayed for each waypoint are: Name Altitude (feet) Distance to waypoint (NM) Time to waypoints (hours and minutes) Names used for waypoints: 250, 295: Climb speeds TOC: Top of Climb ARM: Armed Altitude TOD: Top of Descent BOD: Bottom of Descent The PPOS page displays true airspeed, head/tailwind component, standard air temperature, ground speed, track, heading, and drift angle. Push Line Select Key 1 outside the PPOS waypoint entry to bring up the PPOS page.

CLIMB PAGE Press the CLB key to bring up the Climb page. Data Entry Keys KEY IN NEW AIRSPEED Enter the new airspeed. For example 270. Line Select Key 1 PRESS The data keyed into the scratchpad is transferred into Line 1. Note that the airspeed can only be modified on the Climb page if the PMS is in climb mode, and so on. The Title says CLB-OPT signifying that the PMS is operating in the OPT, or optimum, mode. Note that this panel does not simulate any other modes than the optimum mode. On Line 1 the Climb page displays the current climb speed; SPD [250]. The speed readout is enclosed by brackets when this is a speed restriction, such as 250kts speed restriction below 10,000ft. Line 1 also displays the current EPR (Engine Pressure Ratio). Line 2 displays the TRI (Thrust Rating Indicator) mode together with the EPR Limit calculated by the TRI. Line 3 displays the next vertical waypoint. Distance and time display will count down as you approach the waypoint. Note that although the Climb page is displayed, the PMS may not necessarily be in climb mode. The Mode Annunciators will display which PMS mode is currently active. MODIFYING THE CURRENT AIRSPEED The aircraft airspeed may be modified by keying in a new airspeed and inserting it to Line 1. This will cause the PMS to command the aircraft to fly at a non-optimum airspeed. However, in this panel the title line will still say OPT.
MODIFYING THE NEXT ALTITUDE The altitude of the next vertical waypoint may be modified by inserting a new altitude into Line 3. This will cause the PMS to command the aircraft to fly at a nonoptimum altitude. However, in this panel the title line will still say OPT. Data Entry Keys KEY IN NEW ALTITUDE Enter the new altitude. For example 23000 or 230 for 23,000ft. Line Select Key 3 PRESS The data keyed into the scratchpad is transferred into Line 3. Note that the altitude can only be modified on the Climb page if the PMS is in climb mode, and so on. Note: This function is intended for changing the altitude you are currently climbing to or descending to. However, you can also change the altitude while in cruise. The PMS will not switch to CLB or DES mode though.

LEVELING OFF PRIOR TO TOC If required, for example by ATC instruction, it is possible to have the PMS level off the aircraft at an altitude lower than the TOC altitude. When climbing in CLB mode: Altitude Preselect SET NEW LEVEL OFF window ATITUDE Simply arm a lower altitude in the Altitude Preselect window on the Flight Guidance panel. Notice that the next waypoint now says ARM* indicating that the PMS will level off the aircraft at an altitude lower than the TOC. CONTINUING THE CLIMB FROM AN INTERMEDIATE ALTITUDE When the PMS is in cruise mode on an ARM altitude lower than the TOC, arm a higher altitude and go to the Climb page to initiate the climb. Altitude Preselect SET NEW LEVEL OFF window ATITUDE Arm a higher altitude. This can be the TOC altitude, or a lower altitude if required by ATC to step climb up to your final TOC. Function Key PRESS CLB This brings up the Climb page. Notice that Line Select Key 1 is blinking, indicating that the PMS is ready to initiate a climb. Line Select Key PUSH LINE SELECT KEY 1 The PMS will now initiate the climb to the next armed altitude. CRUISE PAGE Press the CRZ key to bring up the Cruise page.
The display and operation of the Cruise page is the same as for the Climb page. Please see the description for the Climb page. DESCENT PAGE Press the DES key to bring up the Descent page.
On Line 1 of the Descent page FLT IDLE is displayed indicating that the throttle setting for descent is flight idle. On Line 2 the current vertical speed is displayed. Line 3 displays the next vertical waypoint. The operation of the Descent page is the same as for the Climb page. Please see the description for the Climb page.

ENGAGING PERF MODE To have the PMS control the vertical profile of the flight, engage PERF mode on the DFGS. Push the PERF mode selector button on the Flight Guidance panel to engage PERF mode. Note that PERF mode requires that the Auto Throttle System is armed. If ATS is not armed, ATS OFF will flash in the FMA throttle window for 5 seconds. If ATS has not been armed within 5 seconds, the PERF mode will automatically disengage. PMS MESSAGES The PMS can display the following messages: BOD FUEL o Data input to the PLAN page results in fuel level at the BOD which is to low. ARM ALT o No altitude has been armed on the DFGS. The pilot should immediately arm a new altitude. ADD DRAG o The pilot should add drag and increase rate of descent in order to avoid overshooting the BOD. PMS DISC o The PMS has automatically disconnected from the DFGS. This is normal when passing the BOD.
Whenever the PMS has a message to display, the PMS Annunciator on the main panel will light up to alert the pilots.
Super 80 AOM APU Section 9
SECTION 9
APU
Super 80 AOM APU Section 9 Page 1
TABLE OF CONTENTS
GENERAL............................................................................................................................................................ 2 CONTROLS AND INDICATORS ..................................................................................................................... 3
GENERAL
General
The Auxiliary Power Unit (APU) is a gas turbine engine installed to supply pneumatic requirements for cabin air conditioning and engine starting as well as electrical power for normal airplane systems operation while on the ground. The APU is operable in flight to supply an alternate source of electrical power. The APU installed aft of the rear pressure bulkhead in the unpressurized area of the lower fuselage. All APU controls and indicators are located on the overhead panel.
Limitations
The APU can be started on the ground or inflight. Maximum operating altitude for the APU is FL350. Maximum starting altitude for the APU is FL240. APU bleed air is only available on the ground.
Electrical system A 40 KVA power AC generator is mounted on the APU to provide electrical power to either or both electrical systems.
1. APU EGT GAUGE Indicates percent of maximum continuous APU exhaust gas temperature. 2. APU PERCENT RPM GAUGE Indicates APU RPM as a percentage of an established normal operating RPM. Normal operating range is indicated by a green arc between 95 and 105 percent RPM. 3. APU FIRE AGENT SWITCH For description see Fire Protection Section 12. 4. APU AIR SWITCH (Ground operation) ON APU bleed control valve opens to provide APU bleed air to the airplane pneumatic system. AIR COND COLDER Closes turbine bypass valve and increases differential pressure across air conditioning turbine lowering temperature of conditioned air during ground operation. Use of this switch position, although providing cooler air, significantly reduces cockpit / cabin airflow. OFF Remove electrical power from door control circuit.
5. APU FIRE CONT SWITCH For description see Fire Protection Section 12. 6. APU MASTER SWITCH START (Momentary) Initiates APU start. Release to RUN after observing initial rise in RPM. RUN Normal APU operating mode. OFF Automatically shuts off bleed air regardless of AIR switch position and shuts down APU. 7. APU DOORS CONTROL SWITCH AUTO Automatically selects ram door position for starting and non ram door position for ground and flight operation. RAM (Momentary) Provides manual override to open ram door. Note: The click area to open/close the guard, is located just right of the switch.
Super 80 AOM COMMUNICATIONS Section 10
SECTION 10
COMMUNICATIONS
Super 80 AOM COMMUNICATIONS Section 10 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 CONTROLS AND INDICATORS ................................................................................................................ 3 ACARS....................................................................................................................................................... 5
GENERAL
VHF COMMUNICATIONS SYSTEMS
The VHF communication systems are two separate identical systems designated VHF-l and VHF-2. The transmitting and receiving frequency selection is controlled from the VHF COMM control panels. Each panel has two frequency selectors and a transfer switch to select the transmitter frequency to be used. The VHF radios are located just aft of the throttle quadrant.
MODE S TRANSPONDER
A Mode S transponder is installed in the aircraft. In addition to ground replies for altitude identification, the Mode S transponder provides air-to-air surveillance and communication with other Mode S equipped airplanes for the purpose of collision avoidance. The transponder is located on the forward part of the pedestal.
SELCAL
Not currently simulated in the panel.
1. VHF FREQUENCY READOUT (2) Readout indicates selected VHF frequency. 2. VHF FREQUENCY SELECTOR (2) Click the frequency readout to change the frequency. 3. VHF TFR SWITCH The VHF transfer switch selects which frequency is currently active. This permits communication on either of the selected VHF frequencies.
4. VHF SQ DISABLE SWITCH Disables squelch circuit to verify VHF receiver reception. 5. VHF COMM SELECTOR BAR Appears when VHF frequency is not in use.
CONTROLS AND INDICATORS (contd)
1. FUNCTION SELECTOR STBY Supplies power to transponder but does not allow transponder to reply to interrogation signals. ON Allows transponder to reply to interrogation signals. NOTE: On the ground, the transponder is in standby operation when function selector is in either STBY or ON position. Ground control relays keep the transponder in standby operation until liftoff, when the function selector is in the ON position. At liftoff, function selector in ON, ground control relays automatically switch transponder from standby operation to on operation. At touchdown, function selector in ON, ground control relays automatically switch transponder from on operation to standby operation. 2. NORM/TEST SWITCH NORM Monitor light comes on when the transponder is being interrogated by a ground station. TEST If the transponder is operating correctly the monitor light will come on. 3. MONITOR LIGHT (Green) 4. CODE READOUT Digital readout of code numbers selected with code selector knobs.
5. TFR SWITCH Used to select either ATC transponder 1 or ATC transponder 2. Only one transponder, ATC transponder 1, is installed in this panel. 6. IDENT BUTTON Used only on request of ground controller. When pushed, an identification signal is transmitted for approximately 20 seconds. 7. ALT RPTG (Altitude reporting) SWITCH OFF Disables altitude reporting function. ALT RPTG Transponder will transmit a RPTG reply giving altitude of airplane in response to interrogation. 8. MODE SELECTOR Used to set the transponder mode as requested by ground controller. Usually set to mode A. 9. CODE SELECTOR KNOBS Click the numbers in the code readout to change the transponder code.
1. MICROPHONE SELECTOR BUTTON (7) Push to select. Integral light comes on to indicate selection. Because of mechanical interlock, only one button can be latched down at a time. 2. RADIO/INT SWITCH Momentary in RADIO only. RADIO Keys radio transmission circuit for mask or boom microphone as selected by the microphone selector buttons. INT Depending upon position of boom/mask switch, boom or mask microphone is "hot" and connected to flight interphone.
3. VOLUME CONTROL LEVER (12) Move lever to adjust volume. Note: In the panel, up is on and down is off. 4. VOICE/IDENT SWITCH VOICE Filters out audio code signals. IDENT Unfiltered reception. Permits reception of both code and voice signals.
ACARS
(Aircraft Communications Addressing and Reporting System)
Description
The ACARS system permits transceiving operational and informational data digitally over a third VHF COMM transceiver dedicated to the ACARS data-link and operating on a discrete frequency of 131.55 MHz. The ACARS system in this panel has a very limited range of functionality compared to the one in the real aircraft. The ACARS unit in this panel has three key functions: 1. Insertion of departure station, destination station and flight number, which is used for loading a flight plan in the ONS (Omega Navigation System). 2. OOOI (Out-Off-On-In) information. 3. GMT display.
Control Unit (CU)

The CU provides a terminal for entering and displaying data. The CU is located on the forward part of the pedestal.
OUTOFFON-IN (OOOI) Reports

These reports are generated for automatic transmission by the following sensors: OUT Forward entrance door closed, Parking Brake released. OFF Nose gear strut extension. ON Nose gear strut compression. IN Parking Brake set, forward entrance door opened.
CONTROL UNIT
1. GMT BUTTON When pressed, present GMT in hours, minutes and seconds will be displayed. Pressing pushbutton when GMT is displayed, removes GMT display. 2. OUT-OFF-ON-IN (000I) BUTTONS Displays (while pressed) the GMT and station where selected event occurred. When released, display returns to blank or previous status. 3. ALPHANUMERIC DISPLAY Displays ACARS information and data input from the keyboard and slew switches. When a function selector is used, the left side of the display will indicate an abbreviated designation for the information being displayed or needing to be inserted. The right side of the display will indicate the currently entered data, or if data needs to be entered, it will indicate "0" where a numeric entry is required and "/" where an alpha (letter) entry is required. The basic display mode is GMT. 4. SLEW SWITCHES Used to insert alpha characters in the display directly above each switch. Click directly on the characters in the display to change the character. Note that this panel can accept up to 4 characters for the identifier (ICAO codes). The real aircraft accepts only 3 characters for the identifier (IATA codes).
5. KEYBOARD Used to insert numeric data prior to entry. Inserted number is displayed in the right most display and shifts left as next number is inserted. 6. CLR BUTTON Used to clear displayed numeric data prior to entering new data or if an error is made during data insertion. 7. ENT BUTTON Transfers data manually inserted (via Keyboard or Slew Switches and being displayed on the Alphanumeric Display) into the Management Unit. 8. FUNCTION SELECTORS Used to initiate data entry. To deselect any function that has been initiated but not entered, re-press the Function Selector, or select another function. FLT NO Button Used to insert flight number (max 5 digits). DEST STA and DEPT STA Buttons Permits use of the Slew Switches to insert destination or departure station. When pressed, any previously entered station will appear in the display. If there is no station entered, an oblique line (/) appears above each Slew Switch.
OPERATION
The ACARS unit is used to request and receive flight plans for the Omega Navigation System. In order to facilitate this, the Departure Station, Destination Station and Flight Number must be entered into the ACARS unit. Based on this information, the correct flight plan is requested from Dispatch and loaded into the ONS. Entering Departure Station DEPT STA Button KEYBOARD ENT Button PRESS KEY IN THE 4 LETTER ICAO DEPARTURE STATION IDENTIFIER. PRESS
Entering Destination Station DEST STA Button KEYBOARD ENT Button PRESS KEY IN THE 4 LETTER ICAO DESTINATION STATION IDENTIFIER. PRESS
Entering Flight Number FLT NO Button KEYBOARD PRESS KEY IN THE FLIGHT NUMBER WITH THE NUMERIC KEYS (1-5 DIGITS) PRESS
ENT Button
Super 80 AOM ELECTRICAL Section 11
SECTION 11
ELECTRICAL
Super 80 AOM ELECTRICAL Section 11 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 CONTROLS AND INDICATORS ................................................................................................................ 4 WARNING AND CAUTION LIGHTS .......................................................................................................... 7
GENERAL
General
The MD-80 electrical system is designed for simple and automatic operation. When a problem occurs, the system automatically takes the best course of action to maintain electrical power to the system. The airplane electrical power system consists of a 115 volt, 400 Hz AC power generating and distribution system. For control circuits, lighting and other load devices requiring DC power, 28 volt DC power is supplied by transformer-rectifiers (TR). Power for the DC system is supplied from two batteries when the main power distribution system is de-energized. A battery charger, powered from an AC bus, maintains the batteries in a charged state. The controls and indicators for the electrical system are located on the left side of the overhead panel. The APU generator is mounted directly on the APU, and driven at a constant speed by the APU governing system. Each engine-driven generator is driven through a constant-speed drive (CSD), which converts the variable speed output of the engine to a constant speed.
AC power distribution system

The electrical system is comprised of independent left and right systems which are normally powered by the respective engine driven generator. APU power and external power may be selected to power either or both generator buses. The Ground Service Bus provides power to those circuits necessary for ground servicing operations. An automatic priority system is installed to determine which power source is used. Power is automatically applied from the highest available priority source. Electrical system priority: 1. Engine generator 2. APU generator 3. External power 4. AC crosstie relay Example: If the APU is supplying power to the bus, and an engine driven generator is placed on the bus, the APU generator will automatically be taken off the bus. The shutdown of a generator will automatically transfer the load from that generator to the remaining operating generator, through the AC crosstie relay.
AC power generating system

AC power is normally supplied by any of two or three AC generators, one on each engine and one on the auxiliary power unit (APU). Each generator is rated at 40 KVA maximum continuous output and is capable of supplying sufficient power for operation of essential electric systems in the event of loss of the other two generators. For ground operations, an external power source may be connected to the airplane. The external power receptacle is located on the lower fuselage, left side.
GENERAL (contd)
DC power distribution system
The function of the DC power distribution system is similar to the AC system in that the right and left system function separately. The DC system has a manual crosstie in the event of a failure of either side. In addition to the left and right systems, DC power is supplied from the battery.
Batteries
Two 14 volt batteries are connected in series to supply 28 volt DC power. The battery is automatically being charged when electrical power is on the aircraft and the battery switch is ON. When operating on emergency power, the batteries should last for 30 minutes.
Battery charger
The battery charger is operative when the aircraft power is on, and the battery switch is in the ON position. When the battery is fully charged, the battery charger will be in a pulsating mode. If the battery is in a low state of charge, the ammeter will indicate a continuous current of approximately 65 amperes, and then switch into a pulsating mode as the battery becomes fully charged.
1. CSD DISCONNECT SWITCH (L, R) NORM Guarded switch normally in this position. DISC (Momentary) Disconnects CSD from engine drive. 2. CSD OIL TEMPERATURE GAUGE (L, R) Indicates CSD oil outlet temperature or oil temperature rise across the drive. 3. CSD TEMP PUSH FOR RISE BUTTON When actuated, temperature rise (outlet temperature minus inlet temperature) is displayed on outer scale of indicator.
4. GEN SWITCH (L, R) RESET (Momentary) Resets generator control circuit. OFF Disconnects generator from AC power distribution system. ON Connects generator to AC power distribution system. 5. APU GEN SWITCH RESET (Momentary) Resets generator control circuit. NORM For normal operation. 6. AC LOAD METER (3) Indicates the load each AC generator is delivering to the distribution system. Indicates from 0 to 1.5 with 1.0 indicating 100% of generator rated capacity.

7. POWER IN USE LIGHT (4) Indicates selected power source is connected to respective bus. 8. APU PWR AVAIL LIGHT Indicates APU power is available. 9. APU BUS SWITCH (L, R) OFF Removes APU power from respective buses. ON Selects APU power to respective buses. 10. EXT PWR AVAIL LIGHT Indicates external power is available. 11. EXT PWR BUS SWITCH (L, R) OFF Removes external power from selected bus. ON Selects external power to respective bus. 12. GALLEY SWITCH OFF De-energizes galley power relays removing power from all galleys. ON Energizes galley power relays which supply power to all galleys. 13. AC BUS X TIE SWITCH OPEN Opens AG crosstie relay, isolating left and right AG distribution systems. Prevents automatic closing of relay with loss of left or right AG bus power. AUTO Normally operated in this position. With loss of left or right AG bus power, relay closes automatically, connecting the two buses together. 14. DC BUS X TIE SWITCH CLOSE Connects left and right DC buses, allowing any combination of T/Rs to power both DC buses. OPEN Normal position. Isolates left and right DC distribution systems. 15. DC LOAD METER (L, R) Indicates load the respective T/R is delivering to the distribution system. Reading of 1 indicates 100% of T/R rated capacity. 16. AC VOLTS METER Indicates voltage output of generators or external power. 17. FREQUENCY METER Indicates frequency control of generator or external power in cycles per second. 18. DC VOLTS/AMPS METER Indicates charge or discharge current of battery, battery voltage, or DC bus voltage. 19. INDICATOR SELECTOR SWITCH When moved to either L or R positions, AC voltage and frequency for selected sources are read on respective meters. All other positions select only a single source as indicated on switch placard. 20. EMER PWR SWITCH OFF Removes battery as source of emergency power. ON Connects battery as source of emergency AC and DC power. 21. EMER PWR IN USE LIGHT Indicates emergency power is on. 22. BATT SWITCH OFF Removes battery from battery bus, battery charger and DC transfer bus. ON Connects battery to battery bus. Selects battery to battery charger, and DC transfer bus.
1. GROUND SERVICE BUS POWER IN USE LIGHT (2) (Blue) The light indicates that the selected power source is connected to the Ground Service Bus and supplying power. 2. APU PWR SWITCH OFF Removes APU generator power from the Ground Service Bus ON Connects APU generator power to the Ground Service Bus. 3. APU PWR AVAIL LIGHT (Blue) Indicates that APU generator power is available.
4. EXT PWR SWITCH OFF Removes external power from the Ground Service Bus ON Connects external power to the Ground Service Bus. Note: External power will be selected to power the Ground Service Bus if both APU generator and external power switches are selected ON. 5. EXT PWR AVAIL LIGHT (Blue) Indicates that external power is available.
3. APU GEN OFF LIGHT (Amber) Comes on to indicate APU is operating but APU generator is not in use. MASTER CAUTION lights also come on. 4. AC BUS OFF LIGHT (L) (Amber) Comes on to indicate generator bus is not powered. MASTER CAUTION lights also come on. 5. GEN OFF LIGHT (L) (Amber) Comes on to indicate generator relay is open, disconnecting generator from its bus. MASTER CAUTION lights also come on. 6. CSD OIL PRESS LOW LIGHT (L). (Amber) Comes on to indicate oil pressure in CSD is below operating limits. MASTER CAUTION lights also come on. 8. AC CROSSTIE LOCKOUT LIGHT (Amber) Comes on to indicate AC crosstie relay is locked open and automatic AC crosstie is inoperative. MASTER CAUTION lights also come on. 9. BATTERY OFF LIGHT (Amber) Amber light that comes on when Battery switch is in the OFF position. 10. DC TRANSFER BUS OFF LIGHT (Amber) Not in use.
11. AC BUS OFF LIGHT (R) (Amber) Comes on to indicate generator bus is not powered. MASTER CAUTION lights also come on. 12. GEN OFF LIGHT (R) (Amber) Comes on to indicate generator relay is open, disconnecting generator from its bus. MASTER CAUTION lights also come on. 13. CSD OIL PRESS LOW LIGHT (R). (Amber) Comes on to indicate oil pressure in CSD is below operating limits. MASTER CAUTION lights also come on. 14. DC BUS OFF LIGHT (Amber) Comes on to indicate either left or right DC bus is not powered. MASTER CAUTION lights also come on. 49. AC EMER BUS OFF LIGHT (Red) Comes on to indicate emergency AC bus is not powered. MASTER WARNING lights also come on. 56. DC EMER BUS OFF LIGHT (Red) Comes on to indicate emergency DC bus is not powered. MASTER WARNING lights also come on.
Super 80 AOM FIRE PROTECTION Section 12
SECTION 12
FIRE PROTECTION
Super 80 AOM FIRE PROTECTION Section 12 Page 1
TABLE OF CONTENTS
GENERAL
General
A fire detection system is provided for each engine and the APU. Each detection system consists of two detector loops mounted parallel to each other. With the loop switch set to BOTH, only one loop needs to detect a fire or overheat condition to activate the fire warning system.
Fire Warning System

The fire warning for an engine fire consists of the following lights and warning sounds: A red ENG FIRE light located in the fire handle on the upper main instrument panel. The MASTER CAUTION light on the glareshield. Aural warnings (fire bell and vocal) from the central aural warning system.
1. ENG FIRE Handle (L and R) Provides fire warning indication and protection for the applicable engine. Lights within the handle are turned on by the engine fire detection system or test circuit. Pulling the handle will silence the aural warnings and shut off engine fuel. 2. AGENT LOW Light (1 and 2) (Amber) Comes on to indicate fire extinguishing agent has been discharged (pressure below required minimum).
3. FIRE BELL OFF Switch Push to turn off aural warnings for engine fire. 4. LOOPS TEST Button (A and B) Push to test the fire detection system loops circuits.
1. APU FIRE AGENT SWITCH (No. 1 and No. 2) (Momentary) Moving switch to DISCH with FIRE CONT switch in OFF & AGENT ARM discharges respective fire extinguishing agent into the APU compartment.
2. APU FIRE CONT SWITCH NORM Provides control power to APU MASTER switch for normal operation. OFF & AGENT ARM Shuts down APU and arms APU FIRE AGENT switches for subsequent discharge of fire extinguishing agent.
Super 80 AOM FUEL Section 18 Page 2
1. LOOPS Selector Switch (L Eng, R Eng, APU) The Loops Selector switch connects the applicable engine or APU to the selected fire detection loop(s). The switch is normally set to BOTH, except when isolating and testing for malfunctioning and/or inoperative loop(s).
2. LOOP A Light (L Eng, R Eng, APU) (Amber) The light comes when activated by associated fire detection loop or when the LOOPS Test switch is pressed. Note: Pressing LOOPS Test switch B will test both LOOP A and LOOP B. (LOOPS Test switch A is currently not simulated) 3. LOOP B Light(L Eng, R Eng, APU) (Amber) Same as LOOP A light.
Super 80 AOM FLIGHT CONTROLS Section 13
SECTION 13
FLIGHT CONTROLS
Super 80 AOM FLIGHT CONTROLS Section 13 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 MAJOR COMPONENT LOCATION.......................................................................................................... 7 LONGITUDINAL CONTROL AND TRIM..................................................................................................... 8 RUDDER CONTROL AND TRIM ............................................................................................................... 11 SPEEDBRAKE/SPOILER ............................................................................................................................ 12 FLAPS/SLAT SYSTEM................................................................................................................................ 13 MACH TRIM AND STALL WARNING ...................................................................................................... 14 WARNING INDICATORS......................................................................................................................... 15
GENERAL
The primary flight controls of the airplane consist of aileron, rudder and elevator control systems. Secondary flight controls consist of leading-edge slats, flight and ground spoilers, inboard and outboard flaps, and horizontal stabilizer. An anti-float tab, geared to horizontal stabilizer movement, is installed outboard of the gear tab. The purpose of the anti-float tab is to fly the elevator up when the horizontal stabilizer is trimmed nose up. Without this tab, the elevators tend to float at extreme nose-up trim settings. Stabilizer trim is accomplished by actuation of the LONG TRIM handle on the pedestal. Engine strakes are added to the engine nacelles to enhance longitudinal control for stall recovery. The elevators normally operate aerodynamically. However, for extreme high angle of attack flight conditions, a 3000 PSI hydraulic power augmentation system is installed for additional nose down capability. This feature is called Elevator Augmentation. The main purpose for the Elevator Augmentation system is to allow the airplane to recover from a deep stall when natural airflow across the tail is insufficient to fly the elevators. A Mach Trim Compensator is installed on the First Officers control column. The Mach Trim Compensator provides force to move the columns slightly aft when the airspeed is above M.80. This action offsets the effects of Mach Tuck that occurs at high speeds. When the airplane is parked, it is possible for the elevators to split due to tail winds. When this occurs, the flight crew may notice the control columns feel locked in position. The condition is removed as soon as the airplane is taxied and the natural airflow of the tail flies the elevator toward the neutral position.
PRIMARY FLIGHT CONTROLS Lateral Control System

The ailerons provide the primary roll control and are augmented by the flight spoilers when increased roll control is required. The control column in the cockpit is cable connected to an aileron control tab which controls aileron movement. In flight, the deflecting control tab will cause the aileron to aerodynamically position. Aileron trim is provided by a separate tab on each aileron. The trim tab is cable controlled by the Aileron Trim knob on the aft pedestal.
Longitudinal Control System

Each elevator operates independently. Each elevator is controlled by a single control tab located inboard on the elevator. The control tabs are cable connected to the control column. A gear tab is installed outboard of the control tab on the elevator. The gear tab is linked to move in the opposite direction of the elevator. Thus, the gear tab always assists the operation of the control tab.
GENERAL (contd)
Rudder System
The rudder normally operates in the powered mode and is actuated by hydraulic pressure. In the event of a system failure or by pilot selection, the rudder may operate in manual mode actuated by a control tab. A Rudder Unrestricted light on the overhead annunciator panel comes on whenever full rudder throw is available. Nose strakes are added to the forward part of the fuselage to enhance directional control during high angle of attack flight. The rudder pitot tube is electrically heated whenever probe heat is on.
Powered Rudder Operation

During powered rudder operation, the control tab is locked and the rudder is actuated by hydraulic pressure from the right system based on rudder pedal input. Hydraulic power to the rudder may be shut off by placing the rudder power control handle in the manual position. When hydraulic pressure drops below 950 PSI, the rudder automatically reverts to manual operation. Trim is accomplished by turning the trim knob on the pedestal.
Yaw Damper
A yaw damper is installed to provide damping of any lateral directional oscillation.
SECONDARY FLIGHT CONTROLS Spoiler System

Each wing has inboard and outboard flight spoilers that are operational during all phases of flight.
Manual Rudder Operation

During manual rudder operation, rudder pedal movement operates a control tab on the rudder. Trim is accomplished by turning the trim knob on the pedestal.
Flight Spoilers
There are two Flight Spoiler panel on each wing. These panels have a threefold purpose: 1. They are used as roll augmentation devices. 2. They are used as speed brakes when the aircraft is inflight. 3. They are used on the ground to act as Ground Spoilers.
Rudder Throw Limiter

A Rudder Throw Limiter is installed to protect the empennage from overload in case of inadvertent application of excessive rudder control. The limiter operates by ram air pressure from the pitot tube on the leading edge of the vertical stabilizer. The higher the speed, the more restriction on rudder movement.
GENERAL (contd)
Speed Brakes
In flight, manually moving the spoiler lever aft will extend the four flight spoilers to serve as speed brakes. When used as speed brakes, the spoiler panels will extend symmetrically up to a maximum of 35 degrees. In flight, if the speedbrakes are extended with the flaps extended 6 degrees or more, the Spoiler/Flap Extended light on the overhead annunciator panel and the Master Caution light will come on, and a warning horn will sound accompanied by the word Speedbrake. On the ground, if either throttle is advanced with the spoiler lever not fully forward, the take-off warning horn will sound accompanied by the word Spoilers. spoilers will cause the take-off warning horn to sound accompanied by the words Auto Spoiler. When the throttles are retarded to idle and reverse thrust selected during a rejected take-off, the spoilers will automatically deploy and initiate automatic braking. All spoiler panels will be extended to 60 degrees. Auto spoilers and auto brakes are applied until pilot takeover, by stowing the spoilers, or the airplane comes to a full stop.
Spoiler Operation Landing

At main gear wheel spin up or nose strut compression, the spoilers are automatically deployed and extended to 60 degrees. In the event of a go-around, the spoilers will automatically retract upon advancing the left throttle lever.
Ground Spoilers
There is one inboard Ground Spoiler panel on each wing. These panels are locked down inflight and electrically unlocked on the ground. The Ground Spoilers will only operate during landing and rejected takeoffs.
Flaps System
There are two flap segments on the trailing edge of each wing. The segments are interconnected to form one flap on each wing. Flaps may be positioned in any of six permanent detents in a 0 to 40 degree range by movement of the flap/slat handle.
Spoiler Operation Take-Off

The spoilers are armed for take-off by squeezing the spoiler handle and raising it to the armed position. Arming the spoilers for take-off without positioning the AUTO BRAKE selector to TO causes the take-off warning horn to sound (when the throttles are advanced) accompanied by the words Auto brake. Likewise, positioning the AUTO BRAKE switch to TO without arming the
GENERAL (contd)
Leading Edge Slat System
The leading edge slat system provides wing lift augmentation. There are six slat segments on the leading edge of each wing. The segments are interconnected to form one slat on each wing. The slats are hydraulically operated. The slats are actuated by the flap/slat handle. Three slat positions may be selected: Retracted Mid-sealed Extended When the flap/slat handle is in the UP/RET position, the slats are retracted. When the flap/slat handle is positioned in the 0 to 13 range, the slats are in the mid-sealed position. When the flap/slat handle is position in the 15 to 40 range, the slats are in the extended position. Maximum airspeed with the slats in the extended position is 240 KTS. Maximum airspeed with the slats in the midsealed position is 280 KTS. Maximum airspeed with the slats in the retracted position is Vmo or Mmo. The aural and vocal warning system will be activated if the throttles are advanced for take-off and the slats are not extended. A cable operated indicator moves for and aft along a track on the pedestal to indicate the current nose up or nose down trim setting. When the horizontal stabilizer is moved, an audio signal will sound for every 2 of stabilizer movement. A vocal warning will be sounded whenever the stabilizer is moved by the autopilot at a rate greater than 20 in 30 seconds. A switch on the aft pedestal is used to stop a primary-trim runaway stabilizer condition. Note: In the real airplane the warning sounds are for every 1 of stabilizer movement and rate greater that 2 in 30 seconds. These values have been increased as the MSFS autopilot is very active on the stabilizer trim. This would have generated quite a bit of noise in the cockpit if the real values had been used. The stabilizer trim is electrically operated, thus stabilizer trim will be unavailable if a total loss of electric power occurs. The stabilizer will then be locked in the position it had at the time the electrical power was lost.
Take-Off Condition Computer

The Take-off Condition Computer (TCC) is used to determine the take-off trim setting. The TCC is a geared computer device that display a trim setting based upon crew input of CG and flap setting. The take-off trim setting is displayed numerically and by a green pointer. The crew will trim the stabilizer until the white Stabilizer Position Indicator is adjacent to the centerline of the green pointer.
Horizontal Stabilizer
A movable horizontal stabilizer provides longitudinal trim. The stabilizer is moved by a jackscrew driven by an electric motor. The stabilizer trim is operated by moving the trim control handle on the pedestal. Operation of the trim control handle will cause the autopilot to disengage.
GENERAL (contd)
Take-off Warning
A take-off audible warning signal and voice warning will sound if the throttles are advanced for take-off together with at least one of the following conditions: the stabilizer trim is not set according to the computed take-off trim setting the flap/slat handle is not set in accordance with the setting on the Take-off Condition Computer the slats are not extended the spoiler lever is not fully forward the parking brakes are on.
Post Stall Pusher System

Whenever a stall is detected, the control column will be abruptly moved forward, the STICK PUSHER PUSH TO INHIBIT glareshield light will come on, and the autopilot, if engaged, will be disconnected. The Post Stall Pusher System will keep forward pressure on the control column until the airplane has come out of the stalled condition or the STICK PUSHER PUSH TO INHIBIT glareshield light is pushed in.
Stall Protection System

Prior to the onset of a stall, the stall protection system will be activated. The airplane is equipped with two stall detection systems, each receiving input from an angle-of-attack vane, the horizontal stabilizer and the slat/flap position transmitters. When approaching a stalled condition the following will be activated: SPD LOW in the Pitch FMA window Stick Shaker will be activated. At stall the claxon aural warning and vocal Stall will sound. Stall warning light will come one. Stick Pusher will be activated.
Autoslats
Not currently simulated.
MAJOR COMPONENT LOCATION
LONGITUDINAL CONTROL AND TRIM
Control Column (2) Movement of the control wheel deflects an aileron control tab. Aerodynamic forces on the control tab moves the aileron.
1. AILERON TRIM Control Rotate the trim control knob left or right to deflect and aerodynamic trim tab on each aileron.
2. AILERON TRIM Indicator Indicates the amount of left or right wing down aileron trim setting.
LONGITUDINAL CONTROL AND TRIM (contd)
1. ALT LONG TRIM Control Alternate longitude trim control. Currently not simulated.
2. STABILIZER TRIM PRIMARY MOTOR BRAKE Switch This switch is only used to stop a runaway stabilizer condition. NORM Normal stabilizer trim operation. STOM Brake applied to prevent stabilizer movement. Currently not simulated.
LONGITUDINAL CONTROL AND TRIM (contd)
1. LONG TRIM Handles Move both handles simultaneously in the same direction to trim the stabilizer. 2. LONG TRIM Indicator The LONG TRIM indicator is mechanically connected to the stabilizer. It indicates position and movement of the stabilizer. 3. LONG TRIM TAKE-OFF POSITION Indicator This indicator is positioned by the Take-off Condition Computer based on CG and flap setting input. The LONG TRIM indicator must be aligned with this indicator prior to takeoff.
4. TAKE-OFF CONDTN LONG TRIM Readout Indicates longitude trim setting for take-off based on CG and flap setting input. 5. CG Readout Take-off Condition Computer CG input. 6. FLAP Readout Take-off Condition Computer flap setting input.
RUDDER CONTROL AND TRIM
1. RUD HYD CONT Lever (Rudder Hydraulic Control Lever) PWR Locks rudder control tab in faired position. Rudder movement is hydraulically assisted. MAN Rudder control tab is unlocked. Hydraulic power to the rudder is removed. 2. RUDDER TRIM Control Rotate trim knob left or right to trim rudder during power operation and trim rudder control tab during manual operation.
3. RUDDER TRIM Indicator Indicates the amount of left or right rudder trim setting. 4. YAW DAMP Switch OFF Yaw damper operation is disabled if the autopilot is disengaged. If the autopilot is engage, yaw damper operation is automatically provided. ON Yaw damper operation is provided regardless of autopilot status. OVRD Stops all yaw damper operation.
Rudder Pedals Push left or right pedal to yaw the airplane left or right.
SPEEDBRAKE/SPOILER
1. SPEEDBRAKE/SPOILER Lever Manual In flight, the speedbrake/spoiler lever is used to control the flight spoilers to act as speedbrakes by pulling the lever aft to the EXT position. On the ground, the lever is used deploy all spoiler panels, flight spoilers and ground spoilers. Automatic When the speedbrakes are armed prior to landing, all spoiler panels will deploy upon main wheel spin up at touchdown and the lever will move to the EXT position. If the speedbrakes are armed prior to take-off, the spoiler panels will deploy when reverse thrust is selected for a rejected take-off. The speedbrakes are armed by pulling the lever up in the RET position.
FLAP/SLAT SYSTEM
1. FLAP/SLAT Lever Move FLAP/SLAT lever to any of the six permanent detents to set flap and slat as required by the current flight conditions. 2. FLAP POSITION Indicator The indicator has two needles, indicating the position of the left and right flaps respectively.
3. SLAT ADVISORY LIGHTS TAKE-OFF (Blue) Indicates the FLAP/SLAT lever and wing slats are in the take-off range. DISAGREE (Amber) Indicates left and/or right wing slats position disagrees with the FLAP/SLAT lever. AUTO (Blue) Indicates the slats have automatically been extended from the mid to the extend position by the stall warning system. LAND (Green) Indicates FLAP/SLAT lever is set at more than 26 degrees and slats are fully extended.
MACH TRIM AND STALL WARNING
1. STALL TEST Switch SYS2 Tests right stall system. The system will operate the stick shaker on the control column, turn on the STALL and STICK PUSHER PUSH TO INHIBIT lights, and test the stall recognition speakers. OFF Turns the test off, normal operating mode. SYS1 Tests the left stall system. Same tests performed as with SYS2. 2. MACH TRIM COMP Switch NORM The system will automatically provide Mach trim when needed. OVRD Deactivates the Mach trim system. Mach trim INOP light will come on.
3. STALL Light (Red) A flashing STALL light indicates the airplane is in a stalled condition, or a test of the stall warning system. 4. STICK PUSHER PUSH TO INHIBIT Light (Amber) Comes on whenever the post stall pusher is activated, or during stall warning test. Push Disengages post stall pusher system.
WARNING INDICATORS
43. YAW DAMP OFF Light (Amber) Comes on to indicate Yaw damper is not operating. 53. SPOILER DEPLOYED (Amber) Comes on to indicate Ground Spoiler is extended in flight, or any spoiler is deployed on the ground with the spoiler lever in the stowed position. 57. RUDDER TRAVEL UNRESTRICTED Light (Blue) Comes on to indicate full rudder travel is available (22 degrees). 60. MACH TRIM INOP Light (Amber) Comes on when the MACH TRIM COMP switch is placed to OVRD.
71. ELEVATOR PWR ON (Blue) Comes on to indicate that the hydraulic elevator augmentation system is active. 78. SPOILER/FLAP EXTENDED Light (Amber) Comes on to indicate speedbrakes are extended with flaps extended beyond 6 degrees. MASTER CAUTION light will also come on. The light will not come on when on the ground. 79. RUDDER CONTROL MANUAL Light (Amber) Comes on to indicate there is no hydraulic power to the rudder.
Super 80 AOM FLIGHT INSTRUMENTS Section 14
SECTION 14
FLIGHT INSTRUMENTS
Super 80 AOM FLIGHT INSTRUMENTS Section 14 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 AIRSPEED/MACH INDICATOR................................................................................................................. 3 CADC AND STATIC AIR SWITCHING ...................................................................................................... 4 ALTIMETER ................................................................................................................................................. 5 RADIO ALTIMETER..................................................................................................................................... 6 STANDBY INSTRUMENTS AND CLOCK .................................................................................................... 7 VERTICAL SPEED INDICATOR AND GROUND PROXIMITY WARNING SYSTEM ................................... 8
GENERAL
Pitot/Static Systems
The pitot/static system provides air data sensing to the number 1 and 2 Central Air Data Computer (CADC). The CADC provide outputs of airspeed, Mach, altitude and vertical speed. Three separate pitot/static systems are installed. The Captains pitot/static system provides input to CADC 1, the FOs pitot/static system provides input to CADC 2, and the auxiliary pitot/static system provides input to the standby altimeter and airspeed indicator. The pitot tubes are mounted on top of the nose radome. The static ports are installed on both sides of the fuselage. When the airspeed exceeds 280 knots with the slats extended, a clacking sound followed by the spoken word slat overspeed will be heard from the Central Audio Warning System (CAWS) until airspeed is back below 280 knots or the slats are retracted.
Standby Instruments
The standby instruments consist of the standby horizon, standby altimeter, standby airspeed indicator and standby magnetic compass. These instruments are powered by the DC transfer bus and should operate at all times, even if a loss of generator power occurs. The standby magnetic compass is currently not simulated.
Primary Flight Instruments

The primary flight instruments are the airspeed/Mach indicator, vertical speed indicator, and altimeter. CADC 1 provides input to the Captains primary instruments and CADC 2 provides input to the FOs primary instruments. In the event of a CADC failure, either CADC may be selected to provide input to both the Captains and FOs primary instruments.
Radio Altimeter
The radio altimeter provides radio altitude indications up to a maximum of 2500 feet AGL. During an ILS approach, the radio altimeter will actuate the rising runway symbol on the ADI at approximately 200 feet AGL.
Ground Proximity Warning System

A Ground Proximity Warning System is installed to alert the crew of potentially dangerous flight conditions. The system provides warning annunciations for the following situations: Excessive rate of descent Excessive terrain closure rate Altitude loss after take-off Descent in wrong configuration Descent below the glideslope
Overspeed Warning
When the maximum operating airspeed (VMO or MMO) is exceeded, a clacking sound followed by the spoken word overspeed will be heard from the Central Audio Warning System (CAWS) until airspeed is back within limits.
AIRSPEED/MACH INDICATOR
1. Mach Readout Indicates current computed Mach number. Minimum Mach readout is .150. 2. VMO Pointer Indicates maximum computed permissible airspeed. Failure of the VMO advisory system will drive the pointer to 257.5 knots. 3. Airspeed Pointer Indicates computed airspeed. 4. Airspeed Reference Bugs Freely movable pointers normally used to alert the pilot to specified airspeeds. 5. Airspeed Command Bug Refer to section 8 Auto-flight, for description.
6. OFF Flag Appears when Mach input data is unusable. 7. A/S Flag Appears when airspeed input data is unusable. 8. MAX SPD WARN TEST Switch (Momentary) Set switch to TEST to test the overspeed warning system. A clacking sound followed by the spoken word overspeed will be heard from the Central Audio Warning System (CAWS).
CADC AND STATIC AIR SWITCHING
1. CADC Selector NORM Captains primary instruments receive input from CADC 1 and FOs primary instruments receive input from CADC 2. BOTH ON 1 Both the Captains and FOs primary instruments receive input from CADC 1. BOTH ON 2 Both the Captains and FOs primary instruments receive input from CADC 2. 2. CADC Light (Amber) The light comes on to indicate that the CADC Selector switch is out of the NORM position.
3. STATIC AIR Selector NORM When the Captains Static Air Selector is in NORM, CADC 1 receives static pressure from the Captains static port. ALT When the Captains Static Air Selector is in ALT, CADC 1 receives static pressure from the alternate static system.
ALTIMETER
1. Altitude Alert Advisory Light Refer to section 8 Auto-flight, for description. 2. Altitude Reference Index (Orange) The index is set with the Reference Index knob. 3. Digital Readout The Digital Readout is made with a continuously rotating drum which indicates barometric altitude from -1000 to 50,000 feet. The leftmost number on the drum counter is marked green in the 0 position to alert of altitudes of less than 10,000 feet.
4. 100 Foot Pointer The pointer will make a full circle for each 1,000 feet of altitude gained or lost. 5. MB/IN HG Readout Digital readout of the current barometric pressure setting expressed in millibars and inches of mercury. 6. Baro Set Knob Used to change the barometric pressure setting. 7. Reference Index Knob Used to set altitude reference index.
RADIO ALTIMETER
1. Tape Below 0 0 1000 1000 2500 Above 2500
Black and white diagonal stripes. Green. Blue. Black.
5. Warning Flag (Yellow) Appears when power to the instrument is lost. 6. Decision Height Bug (Orange) The Decision Height Bug is set using the Set Knob. The bug travels with the altitude tape. 7. Decision Height Light (Amber) The light will come on when descending through the set Decision Height. The light will also come on when descending through 1000 feet. Push the light to extinguish.
2. Fixed Altitude Reference Marker (Orange) Reference mark indicating radio altitude above the terrain. 3. Decision Height Digital Readout Indicates the currently set Decision Height, as set with the Set Knob. 4. Set Knob The Set Knob is used to set the Decision Height in the Decision Height Digital Readout window.
STANDBY INSTRUMENTS AND CLOCK
1. Roll Attitude Pointer The Roll Attitude Pointer indicates aircraft roll against the fixed roll index marks. All index marks are in 10 degree increments. 2. Pitch Attitude Scale The Pitch Attitude Scale indicates aircraft pitch in 5 degree increments up and 10 degree increments down. 3. Airplane Symbol The Airplane Symbol indicates pitch attitude referenced against the horizon drum pitch attitude scale. 4. Erection and Trim Knob Used for fast erection of the gyro and adjustment of the aircraft symbol. Currently not simulated. 5. 100 Foot Pointer The pointer will make a full circle for each 1,000 feet of altitude gained or lost.
6. Digital Readout The Digital Readout is made with a continuously rotating drum, except for the two first digits, which indicates barometric altitude from -1000 to 50,000 feet. The leftmost number on the drum counter is marked with black and white diagonal stripes in the 0 position to alert of altitudes of less than 10,000 feet. 7. MB/IN HG Readout Digital readout of the current barometric pressure setting expressed in millibars and inches of mercury. 8. Baro Set Knob Used to change the barometric pressure setting. 9. Standby Airspeed Pointer Indicates airspeed as determined from the uncorrected alternate pitot/static inputs. 10. Clock Eight-day, stem wound clock with sweep second hand. Click the clock to increase/decrease time.
VERTICAL SPEED INDICATOR AND GROUND PROXIMITY WARNING SYSTEM
1. Vertical Speed Pointer The pointer indicates vertical speed in feet per minute.
2. OFF Flag The flag appears when the vertical speed data is unusable.
1. GND PROX WARN Switch OVRD The override position prevents the GPWS from actuating during an intentional flap up landing. NORM Normal mode. The system remains silent during all normal flight conditions, and annunciates dangerous flight conditions. TEST (Momentary) Performs a systems integrity test. The GPWS, BELOW G/S, and GPWS FAIL lights will come on, accompanied by the aural alert Whoop Whoop and the vocal alerts Pull up and Glideslope.
2. Below G/S Switch and Light (Amber) The light comes on to indicate that corrective action is required due to excessive deviation below the glideslope. The light is accompanied by the aural annunciation Glideslope. Pushing the switch will inhibit the below glideslope warning and extinguish the light. 3. GPWS Warning Light (Red) The GPWS warning light comes on to indicate that corrective action is required due to airplane proximity to the ground or the airplane is not in the proper configuration for descent. The light is accompanied by an aural alert, whoop Whoop, pull up. Push to test the light.
GROUND PROXIMITY WARNING SYSTEM (contd)
This mode indicates that rate of descent is excessive for the current altitude and the condition should be corrected. The mode is independent of aircraft configuration and is active from 2450 feet to 50 feet AGL.
This mode indicates that terrain closure rate is too excessive for the current altitude and the condition should be corrected. During an approach, when the aircraft is in the landing configuration, pull up annunciation is replaced by terrain.
This mode is activated if the aircraft looses more than 10% of the initially gained altitude after takeoff. The warning will be repeated until a positive rate of climb has been established. However, the GPWS will continue to compare the current aircraft altitude to the initial altitude of descent. Should the aircraft descend again before reaching the initial altitude, another warning will be generated. The mode is active below 700 feet down to 65 feet AGL.
This mode is activated upon clearing 700 feet AGL after takeoff. Below Mach 0.35 and 500 feet AGL with the landing gear not extended, too low gear is announced. Above Mach 0.35 and below 1000 feet AGL, to low terrain is announced. The mode is inhibited below 50 feet AGL.
This mode is activated upon clearing 700 feet AGL after takeoff. Below Mach 0.29 and 200 feet AGL with the flaps not extended, too low flaps is announced. Above Mach 0.29 and below 1000 feet AGL, to low terrain is announced. The mode is inhibited below 50 feet AGL.
This mode warns that the aircraft is deviating excessively below the ILS glideslope when the aircraft is below 1000 feet AGL and a valid ILS frequency is received. The mode is inhibited below 100 feet AGL.
46. GPWS FAIL Comes on to indicate that the Ground Proximity Warning System is inoperative. The light will also come on when testing the GPWS.
Super 80 AOM FUEL Section 15
SECTION 15
FUEL
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 CONTROLS AND INDICATORS ................................................................................................................ 3 FUEL DISTRIBUTION GUIDE ....................................................................................................................... 6
GENERAL
General
The MD-80 aircraft is equipped with three fuel tanks. The total fuel capacity is 39 128 lbs (5840 US gallons). The main wing tanks each have a capacity of 9 266 lbs. The center wing tank has a capacity of 20 596 lbs. The Fuel Control Panel is located on the overhead panel. Low fuel pressure at the engine inlet is indicated by a light on the annunciator panel. Each engine can suction feed from the respective main tank. The APU can suction feed from the right main tank. Neither engine nor the APU can suction feed from the center tank.
Fuel quantity display

The Digital Fuel Quantity Display is located on the left side of the center instrument panel. It displays the fuel quantity of each main tank, the center tank, total fuel quantity and aircraft gross weight.
Fuel feed
Each fuel tank has two AC boost pumps installed. Each main boost pump can supply both engines at take-off power. Fuel is normally provided to each engine from the respective main wing tank. Crossfeed from either main tank to either engine is available, but fuel transfer is not. The purpose of crossfeed operation is to correct a main tank imbalance. The Fuel Crossfeed Valve Lever is located on the pedestal. Fuel loaded in the center tank should be used before the main wing tank fuel. The two center tanks pumps are connected in series to provide higher pressure than that of the wing tank pumps, connected in parallel, and insure usage of the center tank fuel even with both main tank pumps operating. A 28 volt DC start pump, operated by a switch on the overhead panel, is installed in the right main tank and is used for APU or engine starting when AC power is not available.
1. START PUMP SWITCH OFF Pump is off. ON Pump is on supplying fuel pressure to the right engine and APU. 2. FUEL BOOST PUMP SWITCHES (left, center, right) (aft and forward) OFF Turns off applicable fuel boost pumps. ON Turns on applicable fuel boost pumps.
3. FUEL HEAT SWITCHES (left and right) OFF Normal Position ON Momentary. Turns on fuel heater for left or right engine. The fuel heater is automatically switched off when the fuel heater cycle is complete.
1. FUEL TEMP GAUGE (L, R) Indicates temperature of fuel after fuel has flowed through the air/fuel heat exchanger. 2. FUEL FLOW GAUGE/FUEL USED READOUT (2) Dial indicates fuel flow rate delivered to engine. Digital readout indicates total fuel used by engine. 3. FUEL USED RESET SWITCH (Momentary) When switch is moved up to RESET, the digital counter on FUEL USED Digital Indicator moves to zero. 4. DIGITIZED FUEL QUANTITY DISPLAY Displays individual tank quantity, total fuel quantity, and gross weight. When ANNUN/DIGITAL LTS TEST button is pressed, each digit displays the number 8.
5. SELF TEST KNOB Test will indicate 3000 lbs in each tank, total fuel will indicate 9000 lbs and ZFW will indicate existing ZFW plus 9000 lbs. 6. SET ZFW BUTTON Calculated Zero Fuel Weight (ZFW) is set by rotating the button in the required direction. Release button and ZFW and fuel quantity will add up to gross weight. As fuel is used, quantity shown continuously reduces to represent actual gross weight.
1. FUEL X-FEED LEVER OFF Fuel crossfeed valve is closed, allowing left main fuel tank to feed left engine and right main fuel tank to feed right engine and APU. ON Opens fuel cross feed valve, allowing either or both main tanks to feed both engines and APU.
2. FUEL CONTROL LEVERS (L, R) Fuel lever lock/release button must be depressed to unlock lever prior to actuation to ON or OFF. OFF ON Shuts off fuel to applicable engine, and then turns off ignition. Turns on ignition to applicable engine, and then turns on fuel.
Note: When a fuel lever is set to ON, ignition is turned on for the applicable engine regardless of ignition switch position.
1. CTR FUEL PRESS LO LIGHT (Amber) Not in use. 2. FUEL LEVEL LOW (Amber) Comes on to indicate either wing (main) tank fuel quantity has reached 2500 pounds. 34 & 41. INLET FUEL PRESS LO LIGHT (L, R) (Amber) Comes on to indicate low fuel supply pressure at the engine. Light also comes on when engine is operating on suction feed. MASTER CAUTION Lights also come on.
FUEL DISTRIBUTION GUIDE

Fuel in Pounds. Based on 6.7 Lbs/Gal.
TOTAL FUEL LOAD 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12,000 13,000 14,000 15,000 16,000 17,000 18,000 18,532 19,032 19,532 20,032 20,532 21,032 21,532 22,032 22,532 23,032 23,532 24,032 24,532
LEFT & RIGHT MAIN TANKS (EACH) 500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 7,000 7,500 8,000 8,500 9,000 9,266 (FULL)
CENTER TANK 0
TOTAL FUEL LOAD 25,032 25,532 26,032 26,532 27,032 27,532 28,032 28,532 29,032 29,532 30,032 30,532 31,032 31,532 32,032 32,532 33,032 33,532 34,032 34,532 35,032 35,532 36,032 36,532 37,032 37,532 38,032 38,532 39,032 39,128 (FULL)
LEFT & RIGHT MAIN TANKS (EACH) (FULL)
CENTER TANK 6,500 7,000 7,500 8,000 8,500 9,000 9,500 10,000 10,500 11,000 11,500 12,000 12,500 13,000 13,500 14,000 14,500 15,000 15,500 16,000 16,500 17,000 17,500 18,000 18,500 19,000 19,500 20,000 20,500 20,596 (FULL)
500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000
Super 80 AOM HYDRAULICS Section 16
SECTION 16
HYDRAULICS
Super 80 AOM HYDRAULICS Section 16 Page 1
TABLE OF CONTENTS
GENERAL
The MD-80 hydraulic system consists of independent left and right systems. Each system has a reservoir and is pressurized by a single engine-driven pump.
Hydraulic System Fluids

Standard: Chevron Hyjet IVA Substitutes: Chevron Hyjet IV Monsanto Skydrol 500B4 Skydrol LD4
Hydraulic Supply
The left and right hydraulics reservoir is located in the left and right main gear wheel wells. Each reservoir supplies fluid to its own system respectively.
Hydraulic Pumps
The left hydraulic system is pressurized by a pump mounted on the left engine and the right hydraulic system is pressurized by a pump mounted on the right engine. Each of the engine-driven pumps can operate in a high pressure or low pressure mode. The high pressure mode provides 3000 PSI and is used for taxi, take-off and landing. The low pressure mode provides 1500 PSI and is selected on the After Take-off Checklist to reduce wear on the system. An auxiliary, electrical pump is installed in the right hydraulic system and is designed for continuous operation at 3000 PSI. A power transfer pump is installed to transfer pressure between the left and right hydraulic system. Note that there is no transfer of fluid between the left and right hydraulic system. For the transfer pump to operate, either the left or right system must be pressurized to provide energy to drive the transfer pump. The transfer pump is normally used during taxi, take-off and landing as a backup source of pressure.
1. HYD PRESS GAUGE (2) Indicates system hydraulic pressure between pumps and reservoir. 2. TRANS HYDRAULIC PUMP SWITCH ON Mechanically connects left and right hydraulic systems. OFF Mechanically separates left and right hydraulic systems. 3. ENG HYD PUMPS SWITCH (L, R) HI Engine-driven pump operate at 3000 PSI (upper green band). LOW Engine-driven pump operate at 1500 PSI (lower green band). OFF No pressure output for system circulation other than pump lubrication and cooling.
4. AUX HYDRAULIC PUMP SWITCH ON Turns on electrically drive hydraulic pump. Operates at 3000 PSI. OFF Pump inoperative. OVRD Auxiliary pump turned on. 5. HYD FLUID QUANTITY GAUGE (2) Indicates quantity of hydraulic fluid in reservoir.
75 & 82. HYD PRESS LOW LIGHTS (L, R) (Amber) Comes on when hydraulic pressure to the spoiler supply system drops below normal levels. The MASTER CAUTION light will also come on.
Super 80 AOM LANDING GEAR Section 17
SECTION 17
LANDING GEAR
Super 80 AOM LANDING GEAR Section 17 Page 1
TABLE OF CONTENTS
GENERAL
The airplane is equipped with a fully retractable tricycle landing gear consisting of nose gear and main gear assemblies. The landing gear is actuated by the landing gear handle. When retracted, the landing gear is fully enclosed by doors. In case of a hydraulics failure, the landing gear may be mechanically released to freefall to the extended locked position. Braking is provided by dual hydraulic multidisc wheel brakes with anti-skid systems (ABS) on the main gears. A visual and aural indicating and warning system provides indication of gear and brake system status. Spray deflectors are installed on both main gear and nose gear assemblies to minimize water and slush ingestion on take-off and landing. A tail bumper assembly, mounted on the bottom of the aft fuselage, prevents structural damage if the aft fuselage should make contact with the ground.
Nose Gear Doors

The nose gear wheel well doors consist of two forward doors and to aft doors. The forward doors are closed when the gear is extended.
Nose Wheel Steering

The nose wheel steering system is hydraulically controlled through a full range of 164 degrees, 82 degrees to either side of center, by a steering wheel located on the captains left console. When the steering cylinders are in the neutral position, they act as shimmy dampers.
Main Gear
The airplane is equipped with two main landing gear and one nose gear, all with dual wheels and locks mounted on a shock strut. When extended, each main landing gear is locked down by over-center linkage. When retracted, the main landing gear assemblies are held up by hydraulic pressure, providing the engine driven pumps are selected to supply 3000 PSI. If the pumps are selected to supply 1500 PSI, the main gear will rest upon the doors. If hydraulic power is unavailable for gear extension, the main gear doors latches may be released by the emergency gear extension lever.
Nose Gear
The nose gear assembly is steerable, has dual wheels, and is mounted in a wheel well in the forward lower section of the nose of the airplane. A ground shift mechanism, mounted on the nose gear strut, is operated by compression and extension of the nose gear strut. This mechanism is used to establish ground or flight modes of operation.
GENERAL (contd)
Main Gear Doors
The main gear doors consist of a hydraulically operated main door and a mechanically operated outboard door. The main gear doors are mechanically latched when closed. The main gear doors cycle to the closed position when the gear is approaching the extended position.
Brakes
Each main gear wheel is fitted with a dual system, disc-type power brake. Each brake contains two independent cylinder and passageway systems. Each system contains four hydraulic cylinders, one bleed port and one hydraulic pressure port. The wheel brakes are controlled by two completely independent hydraulic brake systems. Each system is capable of supplying reserve brake pressure in the event of a hydraulic pressure failure in the other system. The airplane wheel brakes may be mechanically applied by depressing the brake pedals. A fully automatic anti-skid system is installed to obtain a more effective braking application, through control of wheel rotation at the point of maximum braking efficiency. The system is deactivated whenever the landing gear handle is not in the down detent, parking brakes set, arm switch at OFF, or airplane is at low taxi speeds. Both main landing gear wheels and nose gear wheel are fitted with spin brakes. The purpose of the spin brake is to stop the tire rotation after take-off. A gauge and annunciator light proved visual indication of brake temperature. The parking brakes are set by pulling up the park brake control knob (located on the captains left console). Park brake on is indicated by an annunciator light on the overhead panel. If the throttles are advanced to a take-off setting with the parking brake set, the aural/vocal warning system will be activated.
Visual/aural Indicating and Warning System

The landing gear position and status is indicated by annunciator lights on the upper main instrument panel. Three landing gear position lights come on green to indicate that the landing gear is down and locked. The lights will come on red when the landing gear is in any intermediate position. The landing gear door annunciator will come one anytime either of the main landing gear doors are not closed and latched. The landing gear warning horn and vocal warning will sound when the airplane is at or below 210 KTS and either one of the throttles are closed and the landing gear handle is not in the down position. The landing gear warning horn and vocal warning will also sound whenever the flaps are extended to beyond 26 degrees and the landing gear handle is not in the down position. Reference markings on each main gear landing gear over-center linkage provide visual confirmation that the landing gear is down and locked. Nose gear verification is provided by a green indicator pin on the pedestal just behind the throttle quadrant.
GENERAL (contd)
Automatic Brake System (ABS)
The Automatic Brake System (ABS) is an electrically controlled means of automatically applying the brakes in order to maintain a constant level of deceleration. The ABS has two modes of operation; landing mode and take-off mode. The landing mode provides pilot selection of three levels of deceleration; MIN, MED, and MAX. In the MIN and MED position, the system compares actual airplane deceleration with the pilots selection. In the MAX position, full brake system pressure is applied to the brakes and maximum deceleration is limited to anti-skid system operation. During the rollout from a landing or rejected take-off, the Auto Brake System will automatically disarm under the following conditions: Speed brakes are stowed Either throttle is advanced Airplane comes to a full stop When the ABS disarms, the ABS light on the glareshield will come on. The take-off warning horn and vocal (AUTO BRAKE) will sound if the AUTO BRAKE selector is in a position other than TO with the Spoiler Lever armed.
1. GEAR LIGHT (LEFT, NOSE, RIGHT) Green Comes on to indicate: gear handle is down and landing gear is down and locked; gear down and locked with emergency gear extension lever raised. Red Comes on to indicate; landing gear handle down and landing gear not down and locked; landing gear in transit or not in agreement with landing gear handle; gear up and locked and either one or both throttles retarded to idle. OFF Indicates landing gear handle up and landing gear up and locked. 2. GEAR DOOR OPEN Light Comes on to indicate either one or both main gear doors are not fully closed and locked. 3. NOSE GEAR DOWN LOCK INDICATOR A pin indicator (green) will appear (up) when the nose gear is down and locked. The pin will disappear (down) when the gear is up and locked.
4. GEAR HORN OFF Button When the airspeed comes below 210 KTS, the landing gear warning horn and vocal will sound if either one or both throttles are retarded to idle and the landing gear is not down and locked. Pushing the Gear Horn Off button will silence the landing gear warning horn and vocal if flaps are set to less than 26 degrees. If the flaps are set to more than 26 degrees, the landing gear warning horn and vocal can not be silenced. 5. GEAR HANDLE UP Positions control valve to retract the landing gear. DOWN Positions control valve to hydraulically unlock, extend, and lock the landing gear.
1. EMERGENCY GEAR EXTENSION LEVER Mechanically releases the main gear and nose gear uplock latches allowing the landing gear to free fall and lock in the down position. The Emergency Gear Extension Lever is located on the right hand side of the pedestal on the floor. Open the cover plate to uncover the lever. 2. NOSE GEAR STEERING WHEEL The Nose Gear Steering Wheel provides control of the nose gear steering during ground operations.
3. PARK BRAKE CONTROL To set parking brake, lift the park brake control in the center of the Nose Gear Steering Wheel. Release the park brake by depressing the Park Brake Control or by depressing the brake pedals. If the park brake is set and the throttles advanced for take-off, a take-off warning will sound.
1. BRAKE PRESS Gauge Indicates left and right brake system hydraulic pressure. 2. ANTI-SKID Switch OFF Anti-skid system is inoperative. ON Activates the anti-skid system. The anti-skid system will monitor the wheel speed to provide maximum braking without skidding the wheels. 3. TEST CHK Switch OFF Test circuit inoperative. TEST (Momentary) Activates anti-skid test circuit. Anti-skid lights on overhead annunciator panel will come on. 4. WHEEL NOT TURNING Light Comes on when any of the main gear wheel is moving 20% slower than the fastest moving main gear wheel. 5. AUTO BRAKE ARM/DISARM Switch ARM ABS is armed for automatic braking during take-off or landing. The switch is magnetically held in the arm position. DISARM ABS is inoperative. Manual braking available.
6. AUTO BRAKE Selector TO Provides automatic brake during a rejected take-off. OFF ABS inoperative. Manual braking available. MIN After landing the brakes are automatically applied with a minimum force. MED After landing the brakes are automatically applied with a medium force. MAX After landing the brakes are automatically applied with a maximum force. In LAND mode (MIN, MED, MAX), only the right hydraulic system is used for braking. For TO mode, both right and left hydraulic system is used for braking. 7. ABS DISARM Light The ABS Disarm light comes on anytime the Auto Brake System is automatically disarmed. The ABS Disarm light will also come on if the AUTO BRAKE Selector switch is in any position other than OFF and the AUTO BRAKE ARM/DISARM switch is positioned to DISARM.
1. BRAKE TEMP GAUGE Indicates selected or hottest brake temperature. Hot brakes: 200C - 400C Overheated: Over 400C 2. OVHT LIGHT Comes on when the brake temperature exceeds 305C and goes off when the temperature has cooled to 260 C.
3. BRAKE TEMP TEST BUTTON Tests the brake temperature circuit and overheat light. Temperature gauge will indicate 450C and overheat light will come on. 4. BRAKE TEMP SELECTOR SWITCH Selects which brake temperature to display on the Brake Temp gauge. When set to ALL, the gauge will display the temperature of the hottest brake.
72. PARKING BRAKES ON LIGHT Comes on to indicate the parking brakes are set.
76. L OUTBD ANTI-SKID LIGHT 77. L INBD ANTI-SKID LIGHT 83. R OUTBD ANTI-SKID LIGHT 84. R INBD ANTI-SKID LIGHT Comes on to indicate a malfunction in the anti-skid system. All these lights will also come on when testing the anti-skid system with the anti-skid TEST CKT switch.
Super 80 AOM MISCELLANEOUS Section 18
SECTION 18
MISCELLANEOUS
Super 80 AOM MISCELLANEOUS Section 18 Page 1
TABLE OF CONTENTS
COCKPIT LIGHTING ....................................................................................................................................... 2 VOICE RECORDER........................................................................................................................................... 3 ANNUNCIATOR PANEL................................................................................................................................... 4
COCKPIT LIGHTING
OVHD CONSOLE LTS Knobs PANEL On/off switch for integral lights on overhead panel. FLOOD On/off switch for overhead panel flood lights.
1. CKT BKR LT Switch On/dim/off switch for circuit breaker panel floodlights. 2. STBY COMP LT Switch On/dim/off switch for standby compass floodlights. 3. THNDRSTRM LT Switch OFF Lighting is controlled individually by the FO and captain. ON Overrides individual light settings and turns on all cockpit floodlights to full intensity.
4. CKPT FLOOD Lights Switch OFF Turns off cockpit overhead flood lights ON Turns on one light in both cockpit overhead floodlights. ALT Turns on both lights in both cockpit overhead floodlights.
INSTRUMENT PANEL LTS Knobs PANEL On/off switch for instrument panel and console integral lights. DIGITAL On/off switch for the digital readouts of the Flight Mode Annunciator and HSI. FLOOD On/off switch for instrument panel flood lights.
COCKPIT LIGHTING (contd)
CTR INSTR & PED LTS Knobs PANEL On/off switch for center instrument panel integral lights. DIGITAL On/off switch for the digital readouts on the Fuel Quantity display unit. FLOOD On/off switch for the center instrument and pedestal flood lights.
Flight Guidance Control Panel Lights 1. FGCP Digital Lights Knob on/off. 2. FGCP Mode Buttons and Integral Lighting Knob on/off.
VOICE RECORDER
1. COCKPIT MONITOR MICROPHONE Actuated by audible sounds in the cockpit. Sounds are transmitted from the microphone to a recorder containing a 30 minute loop tape. 2. TEST Button When pushed a test signal is sent to the recorder at 0.8 seconds interval for each of the four channels. The test cycle is completed in 5 seconds. 3. ERASE Button When the Erase button is pushed and held for more than 2 seconds, the tape will be erased. The aircraft must be on the ground and the parking brakes must be engaged for this feature to be enabled. (Currently not simulated)
4. HEADSET Jack When a headset is plugged in and the test button is pushed, a 600Hz tone indicates that the system is operational. 5. TEST MONITOR METER The Test Monitor Meter indicates recording level during test. A minimum recording level of 8 should be indicated by the needle. A reading of zero indicates a failure of respective channel.
ANNUNCIATOR PANEL
1. CTR FUEL PRESS LO LIGHT (Amber) Not in use. 2. FUEL LEVEL LOW (Amber) Comes on to indicate either wing (main) tank fuel quantity has reached 2500 pounds. 3. APU GEN OFF LIGHT (Amber) Comes on to indicate APU is operating but APU generator is not in use. MASTER CAUTION lights also come on. 4. AC BUS OFF LIGHT (L) (Amber) Comes on to indicate generator bus is not powered. MASTER CAUTION lights also come on. 5. GEN OFF LIGHT (L) (Amber) Comes on to indicate generator relay is open, disconnecting generator from its bus. MASTER CAUTION lights also come on. 6. CSD OIL PRESS LOW LIGHT (L). (Amber) Comes on to indicate oil pressure in CSD is below operating limits. MASTER CAUTION lights also come on. 7. EMER LIGHT NOT ARMED (Amber) Comes on to indicate the Emergency Lights switch is out of the ARM position. 8. AC CROSSTIE LOCKOUT LIGHT (Amber) Comes on to indicate AC crosstie relay is locked open and automatic AC crosstie is inoperative. MASTER CAUTION lights also come on. 9. BATTERY OFF LIGHT (Amber) Amber light that comes on when Battery switch is in the OFF position. 10. DC TRANSFER BUS OFF LIGHT (Amber) Not in use.
11. AC BUS OFF LIGHT (R) (Amber) Comes on to indicate generator bus is not powered. MASTER CAUTION lights also come on. 12. GEN OFF LIGHT (R) (Amber) Comes on to indicate generator relay is open, disconnecting generator from its bus. MASTER CAUTION lights also come on. 13. CSD OIL PRESS LOW LIGHT (R). (Amber) Comes on to indicate oil pressure in CSD is below operating limits. MASTER CAUTION lights also come on. 14. DC BUS OFF LIGHT (Amber) Comes on to indicate either left or right DC bus is not powered. MASTER CAUTION lights also come on. 15. ENG ANTI-ICE ON LIGHTS (L, R)(Blue) Indicates engine anti-ice system is on. 16. WING ANTI-ICE ON LIGHT (Blue) Indicates anti-ice heat has been selected for wing leading edge and strakes. 22. ENG ANTI-ICE ON LIGHTS (L, R)(Blue) Indicates engine anti-ice system is on. 23. TAIL DE-ICE ON LIGHT (Blue) Indicates de-ice heat has been selected for the leading edge of the horizontal stabilizer. 24. PITOT/STALL HEATER OFF LIGHT (Amber) Comes on to indicate METER SEL & HEATER selector in OFF. MASTER CAUTION light also comes on.
ANNUNCIATOR PANEL (contd)

29. FUEL HEAT ON (L) (Blue) Comes on to indicate bleed air supply to air/fuel heat exchanger is open. 30. ENG SYNC ON Light (L, R) Comes on to indicate ENG SYNC switch is selected to N1 or N2 when landing gear handle is in the down position. 31. L START VALVE OPEN (Amber) Comes on to indicate the engine starter valve is open, allowing bleed air to flow into the compressor stage of the turbine. 34. L INLET FUEL PRESS LO LIGHT (Amber) Comes on to indicate low fuel supply pressure at the engine. Light also comes on when engine is operating on suction feed. MASTER CAUTION Lights also come on. 36. FUEL HEAT ON (R) (Blue) Comes on to indicate bleed air supply to air/fuel heat exchanger is open. 37. ART INOP Comes on to indicate a failure has been detected in the ART system, or the ART switch is in the OFF position. 38. R START VALVE OPEN (Amber) Comes on to indicate the engine starter valve is open, allowing bleed air to flow into the compressor stage of the turbine. 41. R INLET FUEL PRESS LO LIGHT (Amber) Comes on to indicate low fuel supply pressure at the engine. Light also comes on when engine is operating on suction feed. MASTER CAUTION Lights also come on. 43. YAW DAMP OFF Light (Amber) Comes on to indicate Yaw damper is not operating. 46. GPWS FAIL Comes on to indicate that the Ground Proximity Warning System is inoperative. The light will also come on when testing the GPWS. 48. CABIN ALT LIGHT (Red) Comes on when cabin altitude exceeds 10,000 ft. The CABIN ALT light is accompanied by the MASTER WARNING light. The NO SMOKING and FASTEN SEAT BELTS signs in the cabin also come on. 49. AC EMER BUS OFF LIGHT (Red) Comes on to indicate emergency AC bus is not powered. MASTER WARNING lights also come on. 53. SPOILER DEPLOYED (Amber) Comes on to indicate Ground Spoiler is extended in flight, or any spoiler is deployed on the ground with the spoiler lever in the stowed position. 55. APU FIRE (Red) Comes on when APU fire system is activated. MASTER WARNING lights also come on. 56. DC EMER BUS OFF LIGHT (Red) Comes on to indicate emergency DC bus is not powered. MASTER WARNING lights also come on. 57. RUDDER TRAVEL UNRESTRICTED Light (Blue) Comes on to indicate full rudder travel is available (22 degrees). 60. MACH TRIM INOP Light (Amber) Comes on to indicate Mach trim compensator is off, or Mach Trim Comp switch is in the OVRD position. 61. FIRE DETECTION LOOP Light (Amber) Comes on when testing the Fire Detection system. 66. RAIN REPELLENT RESERVE IN USE LIGHT (Blue) Indicates reserve fluid container has been selected. 68. APU OIL PRESS LOW (Amber) Comes on the APU oil pressure is to low. The light should come on during APU start.
ANNUNCIATOR PANEL (contd)

71. ELEVATOR PWR ON (Blue) Comes on to indicate that the hydraulic elevator augmentation system is active. 72. PARKING BRAKES ON LIGHT Comes on to indicate the parking brakes are set. 75. L HYD PRESS LOW LIGHTS (Amber) Comes on when hydraulic pressure to the spoiler supply system drops below normal levels. The MASTER CAUTION light will also come on. 76. L OUTBD ANTI-SKID LIGHT Comes on to indicate a malfunction in the anti-skid system. The light will also come on when testing the anti-skid system with the anti-skid TEST CKT switch. 77. L INBD ANTI-SKID LIGHT Comes on to indicate a malfunction in the anti-skid system. The light will also come on when testing the anti-skid system with the anti-skid TEST CKT switch. 78. SPOILER/FLAP EXTENDED Light (Amber) Comes on to indicate speedbrakes are extended with flaps extended beyond 6 degrees. MASTER CAUTION light will also come on. The light will not come on when on the ground. 79. RUDDER CONTROL MANUAL Light (Amber) Comes on to indicate there is no hydraulic power to the rudder. 82. R HYD PRESS LOW LIGHTS (Amber) Comes on when hydraulic pressure to the spoiler supply system drops below normal levels. The MASTER CAUTION light will also come on. 83. R OUTBD ANTI-SKID LIGHT Comes on to indicate a malfunction in the anti-skid system. The light will also come on when testing the anti-skid system with the anti-skid TEST CKT switch. 84. R INBD ANTI-SKID LIGHT Comes on to indicate a malfunction in the anti-skid system. The light will also come on when testing the anti-skid system with the anti-skid TEST CKT switch. 87. AFT STAIRWAY DOOR Comes on to indicate the aft stairway door is open. 88. AFT CABIN DOOR Comes on to indicate the aft cabin door is open. 89. AFT GALLEY DOOR Comes on to indicate the aft galley door is open. 90. FWD STAIRWAY DOOR Comes on to indicate the forward stairway door is open. 91. FWD CABIN DOOR Comes on to indicate the cabin stairway door is open. 92. AFT CARGO DOOR Comes on to indicate the aft cargo door is open. 93. MID CARGO DOOR Comes on to indicate the mid cargo door is open. 94. FWD CARGO DOOR Comes on to indicate the forward cargo door is open. 98. FWD GALLEY DOOR Comes on to indicate the forward galley door is open.
Super 80 AOM NAVIGATION Section 19
SECTION 19
NAVIGATION
Super 80 AOM NAVIGATION Section 19 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 COMPASS INDICATOR ............................................................................................................................ 3 HORIZONTAL SITUATION INDICATOR..................................................................................................... 4 VHF NAV CONTROL PANEL AND ADF CONTROL PANEL ..................................................................... 5 MARKER BEACON .................................................................................................................................... 6 LTN-311 OMEGA/VLF NAVIGATION SYSTEM SUPPLEMENT.................................................................. 7 GENERAL......................................................................................................................................... 7 ONS NAVIGATION DATA .............................................................................................................. 8 ONS CONTROL DISPLAY UNIT..................................................................................................... 10 OPERATIONS FLIGHT PLAN....................................................................................................... 12 OPERATIONS ACARS PAGE ..................................................................................................... 13 OPERATIONS ROUTE PAGE ...................................................................................................... 16 OPERATIONS TRACK CHANGE................................................................................................ 20 OPERATIONS NAV DATA PAGE............................................................................................... 23 OPERATIONS POSITION PAGE ................................................................................................. 25 OPERATIONS OMEGA/VLF PAGE ........................................................................................... 26 OPERATIONS MALF/TEST PAGE ............................................................................................... 27
GENERAL
General
The airplane navigation system provides visual and aural information to the flight crew to safely maneuver and navigate the airplane. This information is in operation during pre-takeoff, takeoff, enroute flight, approach and landing. When the airplane is in an air traffic controlled area it also transmits information to ground control personnel to determine airplane identity, location and altitude.
Automatic Direction Finding Systems

The single ADF system consists of a control panel, receiver, a loop antenna and a sense antenna. The control panel on the pedestal selects the operating mode and frequency for the ADF system. The ADF system provides bearing input to the two pointers on the Compass indicator. There is only one ADF system installed in this aircraft.
Marker Beacon System Compass Systems

There are two compass systems. Each compass system is stabilized by an associated directional gyro and receives magnetic heading inputs from an associated flux valve. Compass heading is displayed on the compass indicators and HSIs at all times. The pre-tuned marker beacon system provides visual and aural signals to the flight crew. Three lights on the instrument panel provide visual position indications when passing over an outer, middle, or an inner/airway marker. An aural tone will sound simultaneously with a light.
VHF Navigation System There are two independent VHF navigation systems: VOR1/LOC1 and VOR2/LOC2.
COMPASS INDICATOR
1. ROTATING COMPASS CARD 2. VOR/ADF 1 POINTER Indicates bearing to VOR station selected on the VHF NAV1 control panel or ADF control unit. 3. VOR/ADF 2 POINTER Indicates bearing to VOR station selected on the VHF NAV2 control panel or ADF control unit.
4. VOR/ADF 1 SELECTOR KNOB VOR VOR/ADF 1 pointer displays bearing to VOR station selected on VHF NAV1 control panel. ADF VOR/ADF 1 pointer displays bearing to ADF facility selected on ADF control panel 5. VOR/ADF 2 SELECTOR KNOB VOR VOR/ADF 2 pointer displays bearing to VOR station selected on VHF NAV2 control panel. ADF VOR/ADF 2 pointer displays bearing to ADF facility selected on ADF control panel
HORIZONTAL SITUATION INDICATOR (HSI)
1. MILES NO. 1 READOUT Digital readout of DME 1. 2. MILES NO. 2 READOUT Digital readout of DME 2. 3. GLIDE SLOPE DEVIATION DISPLAY Shows vertical deviation from glide slope. Glide slope pointer is removed from view when an ILS frequency is not selected on the VHF NAV control panel. 4. COURSE POINTER In RAD mode, the Course Pointer indicates selected VOR course as set by the CRS select knob on the VHF NAV control panel. In NAV mode, the Course Pointer indicates the desired track to the next waypoint. 5. HEADING CURSOR In RAD mode, the Heading Cursor indicates selected heading set by HDG knob on the flight guidance control panel. In NAV mode, the Heading Cursor indicates the actual track over the ground. 6. MINIATURE AIRPLANE SYMBOL Symbol is fixed to center of indicator and represents the airplane in relation to movable parts of the indicator. 7. NAVIGATION WARNING FLAG Indicates radio information not valid.
8. COURSE DEVIATION BAR AND SCALE In RAD mode, the Course Deviation Bar Indicates deviation from a selected VOR/LOC course. The bar aligns with the course pointer when the airplane is on course. In NAV mode, the Course Deviation Bar indicates cross track error (XTK). 9. TO/FROM INDICATOR Indicates direction to or from selected station along selected course. 10. ROTATING COMPASS CARD 11. MAG/TRU HEADING MODE ANNUNCIATOR MAG Compass card displays magnetic heading. TRU Compass card displays true heading. 12. RAD/NAV ANNUNCIATOR RAD The HSI operates in RAD (Radio) mode. Indications will be based on radio navigation input. NAV The HSI operates in NAV (Navigation) mode. Indications will be based on input from the Omega Navigation System. Note: The HSI only operates in NAV mode when the Omega Navigation System is coupled to the DFGS. Otherwise, the HSI operates in RAD mode. The ONS is coupled to the DFGS by pressing the NAV button on the Flight Guidance Panel. In NAV mode, the HSI makes indications relative to True North.
VHF NAV CONTROL PANEL AND ADF CONTROL PANEL
1. VOR/LOC FREQUENCY READOUT Digital readout of frequency selected with VOR/LOC frequency select knob. 2. VOR CRS SELECT READOUT Digital readout of course selected with CRS select knob. 3. VOR/LOC FREQUENCY SELECTOR Click the numbers in the frequency readout to increase and/or decrease the frequency.
4. VOR/LOC FREQUENCY SELECTOR Click the numbers in the course readout to increase and/or decrease the course. 5. VHF NAV CP 1 & 2 SELECTOR In this panel NAV1 and NAV2 are located on top of each other. Click the number to toggle between NAV1 and NAV2.
1. FREQUENCY INDICATOR Displays frequency selected by frequency select knob. 2. TFR SWITCH Permits selection of either left or right-hand displayed frequencies. A red bar covers frequency not selected. 3. FREQUENCY SELECT KNOBS (2) Click the numbers in the frequency readout to increase and/or decrease the frequency.
4. A1/NORM SWITCH Not currently simulated. 5. ADF/ANT SWITCH Not currently simulated.
MARKER BEACON
INNER/AIRWAY MARKER BEACON LIGHT (White) Airplane is positioned over inner/airway marker beacon when light is on. An aural tone will also be heard if MKR volume on audio control panel is adjusted properly. MIDDLE MARKER BEACON LIGHT (Amber) Airplane is positioned over middle marker beacon when light is on. An aural tone will also be heard if MKR volume on audio control panel is adjusted properly. OUTER MARKER BEACON LIGHT (Blue) Airplane is positioned over outer marker beacon when light is on. An aural tone will also be heard if MKR volume on audio control panel is adjusted properly.
LTN-311 OMEGA/VLF NAVIGATION SYSTEM SUPPLEMENT

General
The LTN-31l Omega/VLF Navigation System is a worldwide, all-weather navigation system. The system processes the signals transmitted by selected very low frequency Omega Navigation and VLF communication stations to determine the airplane's position in terms of latitude and longitude. The system is capable of displaying information related to the airplane's track (referenced to true north) and how this track compares to a desired great circle track between previously inserted waypoints in such terms as cross-track error, drift angle, ground speed, time and distance to the next waypoint, etc. In addition, by using aircraft true airspeed and heading information, the system is capable of calculating wind direction and speed and, in the event Omega/VLF signals become marginal or unusable, use these parameters in a dead-reckoning mode of operation. The system is capable of interfacing with the ACARS for automate loading of flight plan waypoint data. Omega and VLF stations transmit on frequencies from 1O to 30 KHz. The radiated signals have wavelengths about 16 miles long. The Omega/VLF system computes changes in position from a known starting point by measuring the changes in the phase angles of the received OMEGA/VLF signals which result from the airplane's movement through the wave. Using the departure point latitude and longitude coordinates, the system will automatically synchronize itself with the wave patterns being generated by the Omega/VLF stations, establish a starting point, and select the stations to be used automatically based on the signal strength and crossing angles of the stations being received. Date and time (UTC) are also required during initialization to provide the system with a reference for making wave propagation corrections. These corrections are necessary because the long range of the Omega/VLF transmissions is attained by bouncing the signals along between the surface and the ionosphere, but the height of the ionosphere changes from day to night, causing a shift in wave propagations. This shift is predictable, however, and a programmed correction based on time of day can be made. After entering the latitude/longitude coordinates of the enroute waypoints (either manually or automatically through ACARS) and initiating the first leg, the system will automatically navigate from waypoint to waypoint, providing a continuous output of navigational data. At any time during flight, the position can be updated, waypoints can be changed, and track changes can be made (including the capability of flying offset tracks). The system can also be interrogated to determine distance and flying time between any two points of the flight plan (directly or along the flight plan route). The ONS Control Display Unit (CDU) is located on the pedestal.

ONS Navigation Data Navigation terms used with the Omega/VLF Navigation System.
Note that the HSI will automatically display true headings when the ONS is coupled to the Digital Flight Guidance System and the lateral navigation mode is active (NAV switch). TK GS HDG DA XTK Track is the angle between True North and airplanes actual track over the ground. Ground Speed. Heading is the airplanes heading with respect to True North. Drift Angle is the angle between the airplanes heading and its ground track. Cross Track Distance is the shortest distance between the airplanes position and the desired track. TKE POS WPT DTG TTG Track Error is the angle between the airplanes actual ground track and the desired track. Present Position is the computed latitude and longitude position of the airplane. Waypoint (geographical fix). Distance To Go. The great circle distance from present position to the TO waypoint. Time To Go. Time to fly to the TO waypoint if on the desired track. If off the desired track, time is to a line perpendicular to the desired track passing through the TO waypoint. Desire Track is the angle between true north and the great circle track between the FROM and TO waypoints.
DTK

ONS Navigation Data (contd)
Illustration of an off track situation.
Illustration of an on track situation.
Note: These illustrations are not related to the HIS illustration on the previous page.

ONS Control Display Unit (CDU)
1. ON/OFF SWITCH Used to turn system on or off. 2. DATA DISPLAY Data is displayed on an LED display. A display of data is referred to as a "page". Sample page:
Line 36 Data and/or information. Line 7 Combination message and scratchpad display. All entries from the keyboard are displayed in the scratchpad (left to right). Line 8 Used to display changing functions of each Soft Key. 4. SOFT KEYS Keys whose functions change depending upon the current page being displayed. The function of each key is displayed on the data display line directly above the associated key. 5. ENTER LIGHT (Green) When illuminated, it is acting as a prompt, indicating that the system is ready for entry of data. Extinguishes when the ENT button is pressed. 6. ENT (Enter) BUTTON Used to enter scratchpad data into the system. 7. CLR (Clear) BUTTON Used to clear scratchpad data. 8. CLEAR LIGHT (Green) Not currently simulated.
The general page layout is as follows: Line 1 Page Title. The notation 1/2, 2/2, etc. will appear on the right side of the line if the page contains more than one screen of information, e.g., 1/2 means page 1 of 2 pages. Line 2 Current to/from waypoints. The A or M on the right side of line 2 indicates whether the system is operating in the A (automatic) or M (manual) mode.

ONS Control Display Unit (CDU) (contd)
9. FWD (Forward) BUTTON Used to access the next page of a sequence of pages. 10. REV (Reverse) BUTTON Used to access the previous page of a sequence of pages. 11. KEYBOARD Used to input data. - If a number is to be input, press the applicable key. - If an alpha character is to be input, first press the key bearing the letter, then press the appropriate Soft Key. - When keying in position data, e.g. latitude or longitude, start data entry by pressing the appropriate direction key (N, S, W, E). - Press ENT (Enter) button when data input is complete. 12. PAGE ACCESS BUTTONS Used to directly access a specific main menu page without having to go through the menu. NAV Button Used to access the NAV DATA page. TKC Button Used to access the TRACK CHANGE page. RTE Button Used to access the ROUTE page. 13. MENU BUTTON Press to access the main menu. The main menu consists of two pages. A total of seven items are listed in the main menu. Press the appropriate numeric key to access the submenus. 14. HLD BUTTON Not currently simulated. (In the real airplane this button is used to activate position hold when updating the OMEGA/VLF position and/or relaning the system.) 15. HOLD LIGHT (Green) Not currently simulated. 16. ANNUNCIATOR LIGHTS Not currently simulated.

Operations Flight Plan Creating a Flight Plan
The LTN-311 ONS loads standard Microsoft Flight Simulator 2004 Flight Plans. To create a flight plan in MSFS go to the Flights menu and click the Flight Planner item. This will bring up the MSFS Flight Planner. For instructions on how to use the MSFS Flight Planner, please click the Help button at the bottom of the MSFS Flight Planner. When you have created your flight plan, you need to save it with a special file name. If the flight plan is saved without using the special naming convention the LTN-311 ONS will not be able to retrieve the flight plan you have just created. The flight plan created with the MSFS Flight Planner must be saved with the following name elements: Departure name, 4 letters Dash - Destination name, 4 letters Dash - Flight number, 0-99999, max 5 digits The suffix .PLN is automatically added to all flight plans created with MSFS Flight Planner. Some examples of valid flight plan names are: enbr-engm-336.PLN khyw-kfaa-1.PLN zbaa-yssy-4712.PLN lfpg-eggp-17358.PLN Note: Do not use leading 0s in the flight number such as 014.
Preparing to load a Flight Plan

The LTN-311 ONS in the MD-80 does not have any flight plans stored in the unit in the aircraft. All flight plans loaded in the ONS are uploaded via ACARS to the ONS from the airlines central dispatch center. This centralized approach is very different from most modern navigation systems used today where all the flight plans used by the airline are stored in the unit in the aircraft. The ACARS request for a flight plan is initiated by the ONS. However, the ONS uses some of the data input to the ACARS system in the flight plan request. These are: Departure station Destination station Flight number These data must be input to the ACARS system before the ONS can make a flight plan request. You may have noticed that these data are the same as those required when creating a flight plan in the paragraph above. Please see Section 10 on how to load the required data into the ACARS unit.
Loading a Flight Plan

See AUTOMATIC ACARS UPLINK and/or MANUALLY REQUESTING AN ACARS FLIGHT PLAN in the system description that follows.

Operations ACARS Page
On the LTN-311 ONS, all functions are performed and data is displayed on pages. Pages are selected for display either automatically by the system, or by going through the MENU page. Pages can also be directly accessed using Page Access buttons or from other pages using Soft Keys. The main MENU page can be accessed anytime by pressing the MENU button. INITIALIZATION When the system is turned ON, following the power on page, the INITIALIZATION page is displayed.
The INITIALIZATION page displays: Program number Present position Time (UTC) Date (UTC) TO COMPLETE THE INITIALIZATION PROCESS: ENT Button PRESS Initialization is complete. The system will automatically go to the ACARS DATA page and seek an uplinked flight plan.
To select a page from the main MENU, press that pages number on the keyboard. The selected page will then be displayed and the various functions associated with that page can then be selected from submenus and/or accessed through Soft Keys. A description of the basic LTN-311 operational pages and the functions performed on them follows.

Operations ACARS Page (contd)
The ACARS page enables the pilot to request that a flight plan be uplinked to the ONS. The ONS will automatically make a request for a new flight plan upon completion of the initialization process. When an ACARS flight plan has been uplinked, the pilot can accept the route and replace the current supplemental route. This flight plan can then later be made the active route. The pilot can also reject the route and load all the waypoints manually. The ONS maintains two separate flight plans, or routes, for display. One is the active and the other is the supplemental route. The active route is used by the ONS to navigate the airplane. The supplemental route is an alternate flight plan which may be altered without affecting the airplanes course. AUTOMATICS ACARS UPLINK After the initialization process is complete, the following page will be displayed: Soft Key functions REQ Re-request an ACARS flight plan. RTE SUPPLEMENTAL ROUTE page will be displayed. Note that when an automatic ACARS uplink is made, the flight plan is automatically stored as the supplemental route. received, the following page will be displayed:
Soft Key functions CNCL Cancels the ACARS flight plan request. When an uplinked flight plan has been

Operations ACARS Page (contd)
SUPPLEMENTAL ROUTE PAGE RTE Accesses the supplemental route page.
When a new flight plan has been requested, the Flight plan requested awaiting completion of transmission page will be displayed. The current SUPPLEMENTAL ROUTE page will appear, with a message stating ACARS DATA READY, indicating that the new ACARS flight plan is being held in memory. Soft Key functions ACT Accesses the ACTIVE ROUTE page for loading a route manually. EXEC Press to make the supplemental route the active route. DEL Delete the supplemental route. REV Press to re-sequence the waypoints on the supplemental route in reverse order. This feature can be used to create the flight plan for the return flight. MANUALLY REQUESTING AN ACARS FLIGHT PLAN MENU button PRESS Keyboard PRESS 2 ACARS page is displayed: Soft Key functions ACT Accesses the ACTIVE ROUTE page. ACC Accepts the ACARS flight plan held in memory and makes it the supplemental route, replacing the current supplemental route. CNCL Cancels the ACARS flight plan held in memory. Normal SUPPLEMENTAL ROUTE page soft keys appear.
Soft Key functions FPLN Initiates request for a new ACARS route.

Operations Route Page
The ROUTE page is used to load, view and modify (change, add, delete, reverse) route waypoints. Two routes, an active and a supplemental route, are stored in the system. The active route is used by the ONS for navigation. The supplemental route resides in memory and can, at any time, be made the active route. Whenever a supplemental route is designated to be the active route, the currently active route will become the supplemental route. All waypoints are cleared when the ONS is switched OFF. Each route may contain up to 99 waypoints. ROUTE LOADING THROUGH ACARS Refer to ACARS Page section. MANUAL ROUTE LOADING Route waypoints can be loaded manually on both the active and the supplemental route page. Select the Route Page by pressing a RTE Soft Key, the RTE button, or by access through the menu (MENU button). On the keyboard key in 0 1 to start adding waypoint 01. Soft Key functions RTN Return to basic ROUTE page. ID Used to initialize a waypoint ID entry. When accomplishing waypoint entry, the coordinates or the ID may be entered first. A waypoint may also be entered into the flight plan without an ID. ID Soft Key PRESS Line 7 prompts for entry of an ID consisting of from 1 to 6 alpha/numeric characters. On keyboard KEY IN ID When ID entry is complete ENT Button PRESS On keyboard KEY IN LATITUDE Press N or S button to initialize latitude input. Then key in coordinates at the prompt on line 7. On keyboard KEY IN LONGITUDE Press E or W button to initialize longitude input. Then key in coordinates at the prompt on line 7. ENT button PRESS Waypoint is inserted into the current flight plan. The WPT ADD page will be displayed:

Operations Route Page (contd)
When all waypoints are loaded RTN Soft Key PRESS Basic ROUTE page appears for viewing of entire route. TO VIEW A COMPLETE ROUTE To view a complete route, select the ROUTE page for display by pressing the RTE button, a RTE Soft Key, or by access through the menu (MENU button). The basic ACTIVE ROUTE page: TTG Press to toggle the information shown on the ROUTE page. Pressing this Soft Key will toggle between: ETA, TTG, DTG and DBW. Access the Omega/VLF status page.
STS
The basic SUPPLEMENTAL ROUTE page:
This page will display all the waypoints in the active route. Use the FWD and REV buttons to scroll through all the waypoints in the flight plan. The current TO/FROM waypoint pair is shown on line 2. The prompt on line 7 can be used to enter a waypoint number in order to obtain more information about that waypoint. Soft Key functions SUP Access to the SUPPLEMENTAL ROUTE page. COPY Copy the active route onto the supplemental route, replacing the old supplemental route.
Soft Key functions ACT Accesses the ACTIVE ROUTE page for loading a route manually. EXEC Press to make the supplemental route the active route. DEL Delete the supplemental route. REV Press to re-sequence the waypoints on the supplemental route in reverse order. This feature can be used to create the flight plan for the return flight.

TO CHECK EACH WAYPOINT ON A ROUTE The coordinates of any waypoint on the active or supplemental route may be checked along with DTK and DIS to that waypoint from the preceding waypoint. With the active or supplemental route page displayed: On keyboard KEY IN NUMBER OF WAYPOINT TO BE EXAMINED Example: For waypoint 03, press 0 3. The ROUTE WPT page appears: To change the coordinates of the current waypoint, press the N S E W buttons to initiate the procedure. A prompt will then occur to accept further position data input. TO CHANGE A WAYPOINTS ID RTE button PRESS ROUTE page will be displayed. On keyboard KEY IN NUMBER OF WAYPOINT TO BE CHANGED ROUTE WPT page will be displayed. ID soft key PRESS Input new name for waypoint. TO CHANGE A WAYPOINTS COORDINATES RTE button PRESS ROUTE page will be displayed. On keyboard KEY IN NUMBER OF WAYPOINT TO BE CHANGED ROUTE WPT page will be displayed. On keyboard PRESS N/S/E/W Input latitude/longitude data for waypoint. This example is for the active route. For the supplemental route, line 2 would indicate SUPPLEMENTAL. Use the FWD and REV buttons to browse through the waypoints. Soft Key functions RTN Returns to the basic ROUTE page. DEL Press to delete the current waypoint. ADD Press to initiate insertion of a waypoint at this waypoint location. ID Press to change the waypoints ID. TO ADD A WAYPOINT RTE button PRESS ROUTE page will be displayed. On keyboard KEY IN NUMBER OF POSITION WHERE NEW WAYPOINT IS TO BE INSERTED. ROUTE WPT page will be displayed. ADD soft key PRESS The WPT ADD page will appear. ID soft key PRESS Input new name for waypoint.

On keyboard PRESS N/S/E/W Input latitude/longitude data for new waypoint. ENT button PRESS Another WPT ADD page will appear automatically for loading the next sequential waypoint. Press RTN to go back to the basic ROUTE page. Note that when adding a waypoint between existing waypoints, all subsequent waypoints will be shifted downwards one position. When adding a waypoint to the end of flight plan, note that the ONS will automatically select the next available waypoint number. Example: If there are 8 waypoints in the active route, and a new waypoint is added to position 12, the ONS will automatically put the new waypoint in position 9, not 12.

Operations Track Change Page
Once an initial track is activated, the ONS will navigate from waypoint to waypoint. Track changes are made automatically if the system is in the automatic track change mode (A). If the system is in the manual (M) mode, track changes must to be made manually. The ONS allows the pilot to initiate, at any time, a track change from present position to any waypoint. This feature is comparable to the Direct To function seen in many other Flight Management Systems. The TRACK CHANGE page is also used to accomplish remote ranging. Remote ranging permits display of distance, time and desired track between any two waypoints or between present position and any waypoint, either along the programmed route or on a direct route. When remote ranging, the computed time is based on the airplanes current ground speed, if the airplanes speed is higher than 110 knots, otherwise a fixed value of 480 knots is used. The TRACK CHANGE page is accessed by pushing the TKC button, or by selection in the menu (MENU button). TO INITIATE A TRACK CHANGE If the DFGS is coupled to the ONS, select another mode, e.g. HDG HLD, before changing the active track leg. Reconnect the DFGS after the track change has been made. The current track leg is shown in line 2. Lines 3 through 6 show the next 4 waypoints. The FWD button can be used to show subsequent waypoints. The prompt for selecting TO and FROM waypoints for the new desired track are shown on line 7. The present position (00) is the default FROM waypoint. Soft Key functions MODE Used to change the track change mode: automatic (A) or manual (M). RMT Used to initiate remote ranging function. TKC button PRESS TRACK CHANGE page appears:

Operations Track Change Page (contd)
TRACK CHANGE FROM PRESENT POSITION DIRECT TO ANY WAYPOINT With the TRACK CHANGE page displayed: On keyboard KEY IN DESIRED TO WAYPOINT The TRACK CHANGE WPT page appears so that TO waypoint data can be viewed before the track leg change is activated. TRACK CHANGE FROM PRESENT POSITION DIRECT TO ANY POINT NOT CURRENTLY PROGRAMMED AS A WAYPOINT With the TRACK CHANGE page displayed: On keyboard KEY IN WAYPOINT LOCATION NUMBER NOT CURRENTLY BEING USED (WHICH IS BEYOND THE CURRENT ROUTE) The WPT ADD page appears prompting that an ID and/or coordinates for the new TO waypoint be entered.
The TRACK CHANGE WPT page:
Soft Key functions RTN Returns to the TRACK CHANGE page. The proposed track change leg is show on line 3. The coordinates for the new TO waypoint along with DTK and DIS are also displayed on the page. ENT button PRESS Track leg change is activated. The display automatically selects the NAV DATA page for the new track change leg for display.
Soft Key functions RTN Returns to the TRACK CHANGE page. Upon entering the ID and coordinate data, the TRACK CHANGE WPT page will appear. ENT button PRESS The track leg change is activated and the system automatically displays the NAV DATA page for the new track change leg for display. The FROM waypoint WPT00 indicates the airplanes present position.

Operations Track Change Page (contd)
REMOTE RANGING With the TRACK CHANGE page displayed: RMT Soft Key PRESS The REMOTE RANGE page is displayed. The page indicates remote range mode: ALONG F-PLAN or DIRECT PATH on line 2, the TO/FROM waypoints on line 3, along with distance, ETE, ETA and initial DTK info. The prompt at line 7 accepts TO/FROM waypoint input for which remote ranging is desired. DIR or IDIR Soft Key ACT or SUP Soft Key On keyboard PRESS AS REQUIRED PRESS AS REQUIRED KEY IN THE FROM AND TO WAYPOINT BETWEEN WHICH REMOTE RANGING IS DESIRED
NOTE: If the FROM waypoint is to be the present position of the airplane, key in 00 as the FROM waypoint position. Remote ranging can also be accomplished to a point not on the programmed route. This is done by keying in 99 as the TO waypoint. The ADD WPT page will appear and prompt for the insertion of ID and/or coordinates for a new waypoint. This waypoint will not be inserted as a new waypoint in the flight plan.
Soft Key functions RTN Returns to the TRACK CHANGE page. SUP Selects the supplemental route fore remote ranging. Line 1 will then indicate SUP. ACT (When displayed) Selects the active route for remote ranging. Line 1 will then indicate ACT. DIR Selects DIRECT PATH remote ranging. Line 2 will then indicate DIRECT PATH. IDIR (When displayed) Selects ALONG F-PLAN remote ranging. Line 2 will then indicate ALONG F-PLAN.

Operations NAV Data Page
The NAV DATA page is a source of information for the following navigation data related to the currently active track: Estimate time of arrival at the next waypoint Distance and Time-To-Go to the next waypoint True heading and track True airspeed and groundspeed Wind data Desired track Drift angle Track angle error Cross track error Expanded wind data (headwind, tailwind, crosswind) The NAV DATA page is accessed by pressing the NAV button or by accesses through the menu (MENU button). TO DISPLAY NAV DATA NAV button PRESS NAV DATA page is displayed on three separate pages. Use the FWD and REV buttons to flip through the pages. NAV DATA page 1: T-DTK DA TKE XTK Desired track angle (true). Drift angle. Preceding R (right) or L (left) indicates drift direction from heading. Track angle error. Preceding R (right) or L (left) indicates direction of error from desired track. Cross-track distance. Preceding R (right) or L (left) indicates direction of offset from desired track. DIS TTG THDG TK TAS GS Wind Distance from present position to the TO waypoint. Time-To-Go (in minutes) to the TO waypoint. Time is based on current groundspeed. Airplane true heading. Airplane track. True airspeed. Ground speed. Wind direction and speed.
NAV DATA page 2:
ETA
Estimated time of arrival at the TO waypoint.

Operations NAV Data Page (contd)
NAV DATA page 3:
WIND Wind direction and speed. HEAD/TAIL Head or tailwind component. X-RIGHT (LEFT) Crosswind component. Soft Key functions WPT Accesses the ROUTE WPT page for the current TO waypoint. STS Accesses the OMEGA STATUS page.

Operations Position Page
The POSITION page displays information about the airplanes current position, current time and date. To access the POSITION page: MENU button PRESS MENU page is displayed. On keyboard PRESS 1 POSITION page is displayed:

Operations OMEGA/VLF Page
These pages display status, data and information about the Omega and VLF navigation system and stations. The OMEGA/VLF pages are currently not simulated in this panel.

Operations MALF/TEST Page
Used primarily by Maintenance to check the system and for troubleshooting. The MALF/TEST page is currently not simulated in this panel.
Super 80 AOM OXYGEN Section 20
SECTION 20
OXYGEN
Super 80 AOM OXYGEN Section 20 Page 1
TABLE OF CONTENTS
GENERAL
General
The aircraft is equipped with two independent oxygen systems. One oxygen system is installed in the cockpit for the Flight Crew, and the other oxygen system is installed in the passenger compartment for the passengers and Flight Attendants.
Flight Crew Oxygen System

Oxygen to the Flight Crew is supplied from a high-pressure gaseous oxygen supply cylinder. For normal operation of the system the supply toggle switch must be set to ON, the diluter control switch to NORMAL OXYGEN and the TEST MASK/NORMAL/EMERGENCY switch to NORMAL. This setup will supply oxygen to the masks upon demand. In the event of a cabin decompression at altitudes above 28,000 feet, the system will automatically sense the change in cabin pressure and supply the masks with 100% pure oxygen. In the event of an emergency where protective breathing is required (such as smoke in the cabin, etc.) the diluter control switch must be set to the 100% OXYGEN position. If a oxygen regulator failure occurs, the diluter control switch must be set to 100% OXYGEN and the TEST MASK/NORMAL/EMERGENCY switch must be set to EMERGENCY. (The TEST MASK/NORMAL/EMERGENCY switch is currently not simulated)
1. FLOW INDICATOR Provides a visual indication of oxygen flow from the regulator to the masks. 2. TEST MASK/NORMAL/EMERGENCY CONTROL EMERGENCY The regulator supplies oxygen under pressure to the masks. Note that the safety pin must be pulled to place the lever in the EMERGENCY position. NORMAL This is the normal operating position. TEST MASK (Momentary) The regulator supplies oxygen under pressure to the masks for testing purposes. 3. DILUTER DEMAND CONTROL 100% OXYGEN The regulator supplies 100% pure oxygen at all altitudes. NORMAL OXYGEN The regulator supplies oxygen mixed with cabin ambient air at a ratio varying with altitude to the masks. Above 28,000 feet, oxygen under pressure is supplied to the masks.
4. SUPPLY TOGGLE ON Oxygen is supplied to the regulator. OFF Oxygen to the regulator is shut off. 5. REGULATED OXYGEN PRESSURE GAUGE The meter indicates the oxygen pressure in the supply line to the regulator.
Super 80 AOM POWER PLANT Section 21
SECTION 21
POWER PLANT
Super 80 AOM POWER PLANT Section 21 Page 1
TABLE OF CONTENTS
GENERAL ................................................................................................................................................... 2 CONTROLS AND INDICATORS ................................................................................................................ 5 WARNING AND CAUTION LIGHTS ........................................................................................................ 11
GENERAL
The airplane is equipped with two axial-flow, bypass, turbofan, Pratt and Whitney JT8D engines, which have a normal static take-off thrust rating of 20,000 pounds and a maximum take-off thrust rating of 20,850 pounds. The JT8D axial flow turbofan engine utilizes a 14-stage split compressor, a 4-stage split turbine, a 9-can combustion chamber, two integral accessory drive cases, and a full length integral fan annular discharge duct. An automatic reserve thrust (ART) system is installed. In the event of an engine failure, the ART system increases the thrust on the remaining engine. IGN switch position: OVRD High energy ignition is supplied to both ignitors on both engines, regardless of fuel lever and engine starter positions. CONTIN Low energy ignition is supplied to a single ignitor on the engine, depending on fuel lever position. With the engine starter switches in GND or FLT, high energy ignition is supplied to both ignitors on the engine, depending on fuel lever position.
Engine Oil System

Oil is pumped from the oil tank by the main oil pump and delivered to the system through an oil filter. Oil quantity is sensed in the oil tank and displayed on the OIL QUANTITY gauge.
Engine Starting
Either engine may be started by using a pneumatic ground supply or by pneumatic supply from the auxiliary power unit. When one engine is operating, the opposite engine may be started by using the pneumatic crossfeed system. An electrically controlled, pneumatically actuated starter air shutoff valve on each engine controls the starter of the respective engine.
Engine Fuel System

Fuel, from the fuel supply system, passes through the engine driven first stage centrifugal pump. From the pump, the fuel flows through the air/fuel heat exchanger. The fuel is then filtered before entering the fuel control valve. The fuel may bypass the filter if it becomes clogged. A fuel flow transmitter measures fuel delivered from the fuel control to the engine.
Ignition Systems
Two ignition systems, one 20-Joule (high energy ignition system) and one four-Joule (low energy ignition system), are provided for each engine. An IGN (ignition) switch is provided on the ENG panel for ignition system selection.
GENERAL (contd)
Thrust Reversers
Two thrust reverser doors (each engine) provide the means for directing fan air and exhaust gases. The thrust reverser direct flow for reverse engine thrust, to achieve aircraft ground deceleration. When the thrust reverser unlatches, an amber ENG REVERSE UNLOCK light on the center instrument panel comes on. When the reverser is fully extended, a blue ENG REVERSE THRUST light on the center instrument panel comes on. The ART system consists of a two position switch and three annunciator lights. A green ready light comes on when the ART self test has been completed. The amber ART light comes on when the system has detected an engine failure (one N1 30% less than the other N1). When ART has been activated: Fuel control is adjusted to a thrust schedule resulting in an 850 pound increase in thrust. Operating engine instruments display an increase in N1, N2, EPR and fuel flow. EPR LIM readout will display a computed reserve thrust EPR LIM. EPR reference bug will be set according to computed reserve thrust EPR LIM. An amber ART INOP light on the overhead annunciator panel indicates a failure in the ART system, or the ART switch is in the OFF position. System operation is fully automatic with the ART switch in the AUTO position. Self test will be initiated with the airplane on the ground, both engines running and slats extended. With the green READY light on, the ART system is armed when power on both engines is advanced beyond 64% N1. After takeoff, the ART system is disarmed when slats are retracted. However, the ART system will also disarm if both engines are retarded to below 58% N1. When disarmed by slat retraction, the system can only be rearmed with the airplane on the ground. When disarmed by power reduction, the READY light will come on, and the system will rearm when power on both engines is advanced beyond 64% N1.
Engine Synchronizer System

The engine synchronizer system automatically matches the N1 or N2 RPM speed of both engines provided the N1s or N2s (as selected) are within 1% of each other when the synchronizer is turned on. An ENG SYNC ON annunciator light on the overhead panel will come on when the landing gear handle is in the down position and the ENG SYNC selector is in the N1 or N2 position. Note: The ENG SYNC switch must be OFF during takeoff, landing, thrust reverse operation, or when the airplane is below 1500ft AGL.
Automatic Reserve Thrust (ART).

The ART system provides for the automatic detection of an engine failure during takeoff and a subsequent thrust increase on the operating engine.
GENERAL (contd)
Approach Idle
Five seconds after the nose gear indicates down and locked, the engines shift from normal idle to approach idle. Approach idle RPM is approximately 10% higher than normal idle RPM. During landing, five seconds after nose strut compression, the engines shift back to normal idle. Approach idle is currently not simulated in this panel.
1. ENG IGN SWITCH OVRD Provides power to high energy ignitors in both engines, bypassing start switches and fuel levers. OFF Power is removed from all ignitors with start switch and fuel lever in OFF. CONTIN Provides power to low energy ignitors with fuel control levers in ON.
2. FUEL HEAT SWITCH (L, R) ON (Momentary) Timer is energized for one minute, opening shutoff valve, supplying hot air to air/fuel heat exchanger. FUEL HEAT ON annunciator light comes on. OFF Removes power from fuel heat circuit.
1. ENG SYNC SELECTOR OFF Engine RPM synchronization system is disabled. Left engine N1 RPM is matched to N1 right engine N1 RPM. Left engine N2 RPM is matched to N2 right engine N2 RPM.
2. ENG REVERSE THRUST LIGHT (L, R) (Blue) Comes on when thrust reverser doors are fully extended. 3. ENG REVERSE UNLOCK LIGHT (L, R) (Amber) Comes on when thrust reverser are unlatched and extending.
1. THRUST REVERSER LEVER (L, R) Moving thrust reverser lever aft actuates thrust reverser. 2. THROTTLE (L, R) Each throttle is cable connected to its respective engine fuel control unit to regulate engine thrust.
3. FUEL LEVER ON Completes ignition circuit, then turns on fuel. OFF Shuts off fuel, then shuts off ignition.
1. EPR POINTER Indicates current operating EPR of engine. Digital EPR readout displays corresponding value. 2. CMD EPR REFERENCE READOUT Digital readout of EPR reference as set with EPR reference set knob. EPR reference bug is set in correspondence with CMD EPR Reference readout. A mask will cover the numbers when EPR reference set knob is pushed in. 3. EPR REFERENCE BUG Indicates reference EPR. Manually set with the EPR reference set knob, or automatically set according to the selected EPR limit thrust mode on the Thrust Rating Indicator.
4. EPR READOUT Digital readout of current operating EPR of engine. EPR pointer displays corresponding value. 5. EPR REFERENCE SET KNOB Pull out knob to unmask CMD EPR reference readout. Rotate knob to set desired EPR reference readout. When knob is pushed in, a mask will cover the CMD EPR reference readout, and the EPR reference bug will be set to an EPR value applicable to the selected EPR limit thrust mode selected on the Thrust Rating Indicator.
1. N1 TACHOMETER (L, R) Indicates RPM of N1 compressor stage. Small dial is graduated in 1% increments. Large dial is graduated in 2% increments. 2. N2 TACHOMETER (L, R) Indicates RPM of N2 compressor stage. Small dial is graduated in 1% increments. Large dial is graduated in 2% increments. 3. EGT GAUGE (L, R) Indicates exhaust gas temperature in centigrade.
4. FUEL FLOW GAUGE/FUEL USED READOUT (L, R) Dial indicates fuel flow rate delivered to engine. Digital readout indicates total fuel used by engine. 5. FUEL TEMP GAUGE (L, R) Indicates temperature of fuel after fuel has flowed through the air/fuel heat exchanger.
1. OIL PRESS GAUGE (L, R) Indicates oil pressure in distribution lines on engine side of main oil filter. 2. OIL TEMP GAUGE (L, R) Indicates temperature of oil that has passed through fuel/oil cooler.
3. OIL QUANTITY GAUGE (L, R) Indicates usable oil in tank.
1. RAT READOUT Displays digital readout of RAM air temperature. 2. EPR LIM READOUT Displays digital readout of EPR limit for selected operating mode. 3. TEST BUTTON Pushing the button causes a 12 PLUS to be displayed in the RAT readout, and a 2.04 value to be displayed in the EPR LIM readout. All lights should be off. When the button is released, the EPR LIM flag will appear, the NO MODE light will come on, and all mode buttons will be off. 4. TRI MODE SELECT BUTTONS TO If the ART switch is in AUTO, pushing the TO mode button will cause the max take-off EPR limit to be displayed on the EPR LIM readout. If the ART switch is in the OFF position, pushing the TO mode button will cause a computed reserve thrust EPR limit to be displayed on the EPR LIM readout. TO FLX Pushing the TO FLX mode button will cause a reduced EPR limit to be displayed on the EPR LIM readout. Reduced EPR limit is determined by selecting an assumed temperature that is higher than ambient temperature.
GA
MCT
CL
CR
Pushing the GA mode button will cause EPR limit for go-around mode to be displayed on the EPR LIM readout. Pushing the MCT mode button will cause EPR limit for max continuous thrust mode to be displayed on the EPR LIM readout. Pushing the CL mode button will cause EPR limit for climb thrust mode to be displayed on the EPR LIM readout. Pushing the CR mode button will cause EPR limit for cruise thrust mode to be displayed on the EPR LIM readout.
5. NO MODE ANNUNCIATOR LIGHT Comes on to indicate no EPR mode has been selected. The NO MODE light is also accompanied by the EPR LIM flag covering the EPR LIM readout. 6. ASSUMED TEMPERATURE SELECTOR Rotate thumbwheels to set assumed temperature for the TO FLX mode. Temperatures from 0 to 59C or 0 to 140F can be selected.
1. ART SWITCH AUTO Automatic Reserve Thrust system is enabled. If engine failure occurs during take-off, operating engine will automatically provide EPR limit, corresponding to thrust increase. OFF Automatic Reserve Thrust system is disabled.
2. READY and ART Lights READY (Green) Comes on to indicate self test of ART system is performed properly. ART (Amber) Comes on to indicate an engine failure has been detected by a sensor, and the Automatic Reserve Thrust system has been actuated.
29 & 36. FUEL HEAT ON (L, R) (Blue) Comes on to indicate bleed air supply to air/fuel heat exchanger is open. 30. ENG SYNC ON Light (L, R) Comes on to indicate ENG SYNC switch is selected to N1 or N2 when landing gear handle is in the down position. 31 & 38. L/R START VALVE OPEN (Amber) Comes on to indicate the engine starter valve is open, allowing bleed air to flow into the compressor stage of the turbine. 34 & 41. INLET FUEL PRESS LOW (L, R) Comes on to indicate low fuel pressure at engine. MASTER CAUTION light also comes on. 37. ART INOP Comes on to indicate a failure has been detected in the ART system, or the ART switch is in the OFF position.
Super 80 AOM RADAR Section 22
SECTION 22
RADAR
Super 80 AOM RADAR Section 22 Page 1
TABLE OF CONTENTS
GENERAL
General
A color weather radar system displays weather and ground targets at up to 320 nautical miles range.
Antenna
The radar antenna is gyro stabilized in pitch and roll. The antenna tilt is controllable from 15 degrees up, to 15 degrees down.
Indicator
The digital indicator displays weather or mapping targets in green, yellow and red colors. Areas of light precipitation or ground targets with low level reflectivity are represented by green areas on the display. Areas of lower density precipitation or ground targets with moderate reflectivity are represented by yellow areas on the display. Areas of high density precipitation or ground targets with high reflectivity are represented by red areas on the display.
Note:
In this panel the targets displayed on the radar screen are not a true representation of the current weather system in the simulator. Due to limitations within MS Flight Simulator, a semi-random image of targets is displayed.
1. BRT (Brightness) CONTROL Adjusts the intensity of the display. Currently not simulated. 2. RANGE SELECTOR Selects the range to be displayed. 10 10NM range with 2 range marks at 5NM intervals. 20 20NM range with 2 range marks at 10NM intervals. 40 40NM range with 4 range marks at 10NM intervals. 80 80NM range with 4 range marks at 20NM intervals. 160 160NM range with 4 range marks at 40NM intervals. 320 320NM range with 4 range marks at 80NM intervals. 3. GAIN CONTROL Adjusts radar receiver sensitivity. Currently not simulated.
4. MODE SELECTOR OFF Turns the radar system off. TEST The indicator displays a test pattern consisting of three arcs; green, yellow and red. WX The indicator displays areas of high density precipitation in red, lower density precipitation in yellow and light precipitation in green. TURB Not simulated. MAP Not simulated. 5. STAB SWITCH ON Engages antenna gyro stabilization, which compensates for airplane roll and pitch. OFF Disengages antenna gyro stabilization. The antenna is aligned to the airplane fuselage reference plane. 6. ANTENNA TILT CONTROL The tilt control switch is used to vary the vertical scan plane of the outgoing radar beam. Tilt limits are from 15 down to 15 up.

7. DIGITAL RANGE (RNG) READOUT (Blue) Indicates selected range on the Range Selector. 8. SELECTED MODE READOUT Indicates selected mode on the Mode Selector. 9. DIGITAL RANGE MARK (MRK) READOUT (Blue) Indicates the distance between each range mark. 10. ANTENNA TILT READOUT (Blue) Indicates the antenna tilt angle up or down. 11. WEATHER OR GROUND TARGET Areas of light precipitation or ground targets with low level reflectivity are represented by green areas on the display. Areas of lower density precipitation or ground targets with moderate reflectivity are represented by yellow areas on the display. Areas of high density precipitation or ground targets with high reflectivity are represented by red areas on the display. 12. RANGE MARKS (Blue) 13. AZIMUTH MARKS (Blue)
Super 80 AOM PERFORMANCE Section 23
SECTION 23
PERFORMANCE
Super 80 AOM PERFORMANCE Section 23 Page 1
TABLE OF CONTENTS
PREFACE GENERAL......................................................................................................................................... 2 TAKE-OFF TAKE-OFF STABILIZER SETTINGS ..................................................................................................... 4 RESERVE TAKE-OFF EPR ................................................................................................................. 5 RESERVE TAKE-OFF N1 .................................................................................................................... 5 MAX TAKE-OFF EPR........................................................................................................................ 6 MAX TAKE-OFF N1 .......................................................................................................................... 6 V1 VR V2 DEPARTURE SPEEDS FLAPS 4 AND 11 ................................................................ 7 V1 VR V2 DEPARTURE SPEEDS FLAPS 17 AND 24 .............................................................. 8 MINIMUM V1/VMCG VR V2 ......................................................................................................... 9 CLIMB MAX CLIMB EPR ........................................................................................................................... 10 MAX CONTINUOUS EPR .............................................................................................................. 11 CRUISE MAX CRUISE EPR .......................................................................................................................... 12 320 KNOTS CRUISE ....................................................................................................................... 13 MACH .76 CRUISE ........................................................................................................................ 14 MACH .77 CRUISE ........................................................................................................................ 15 MACH .78 CRUISE ........................................................................................................................ 16 MACH .80 CRUISE ........................................................................................................................ 17 2 ENGINE LONG RANGE CRUISE ............................................................................................... 18 CRUISE MACH/280 KIAS DESCENT............................................................................................. 19 HOLDING SPEEDS AND FUEL FLOW ........................................................................................... 20 ARRIVAL MINIMUM CONTROL SPEEDS VMCA ...................................................................................... 21 STALL SPEEDS ................................................................................................................................ 21 GO-AROUND EPR ........................................................................................................................ 22 GO-AROUND N1 .......................................................................................................................... 22 NORMAL FLAPS/SLATS CONFIGURATION MIN. MAN. AND VREF .......................................... 23 STOPPING DISTANCE WITH ABS TOUCHDOWN TO FULL STOP ............................................ 24 MISCELLANEOUS ENROUTE CLIMB ........................................................................................................................... 25
GENERAL
Standard Take-Off Thrust
In general, standard take-off thrust should be used where permitted. The use of standard thrust will improve engine reliability, lengthen engine life, and substantially reduce operating costs by reducing peak pressures and temperatures If an engine failure occurs during the takeoff roll at or after V1, standard thrust on the remaining engine will satisfy the take-off requirements. Some conditions which prohibit the use of standard thrust: Tailwind Snow, slush, ice or standing water on the runway De-ice/anti-ice fluid has been applied and temperatures at or below 6C/42F Engine anti-ice ON MEL item that requires a take-off weight penalty Actual TOW from load close-out or ACARS is greater that assumed TOW In the above conditions, a higher than standard thrust take-off setting may be required.
Cruise Information
Cruise EPR tables are provided for various Mach numbers and True airspeeds at standard temperature. The Long Range Cruise table permits determination of the most economical cruise (most NM flow per thousand pounds of fuel burned). A 320 knots cruise table is provided for use at altitudes below the 320 knots/Mach crossover altitude.
GENERAL (contd)
Speed Cards
Two sets of quick reference Speed Cards are available to the pilots. One set for take-off and a second set for maneuvering/landing. The take-off Speed Cards provide the pilots with various take-off speeds, such as for example V1, VR and V2, for various aircraft configurations and weights. The maneuvering/landing Speed Cards provide the pilots with various maneuvering/landing speeds, such as for example VREF, for various aircraft configurations and weights. Sample speed card: Using the Speed Cards: Click the header to switch between Take-off and Maneuvering. Click the weight to increase or decrease the aircraft weight. Click the bottom boxes to transfer the speeds on the speed card, for the selected configuration, to the Airspeed Indicator bugs. The speeds pointed to by the black arrowheads will be transferred to the ASI.
TAKE-OFF STABILIZER SETTINGS

ALL UNITS ARE AIRPLANE NOSE UP TAKE-OFF FLAP SETTINGS CENTER OF GRAVITY % MAC 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 4 8.4 8.1 7.9 7.7 7.5 7.3 7.1 6.9 6.6 6.3 6.1 5.8 5.6 5.4 5.2 5.0 4.8 4.6 4.4 4.2 4.0 3.7 3.5 3.3 3.1 2.9 2.6 2.4 2.2 2.0 1.8 1.5 1.3 1.1 0.9 0.9 11 9.5 9.3 9.1 8.8 8.5 8.2 7.9 7.7 7.4 7.1 6.9 6.6 6.3 6.0 5.8 5.6 5.3 5.0 4.8 4.6 4.4 4.1 3.8 3.6 3.4 3.2 2.9 2.6 2.3 2.1 1.9 1.6 1.4 1.2 0.9 0.9 17 9.9 9.9 9.9 9.6 9.3 9.0 8.7 8.4 8.1 7.9 7.6 7.3 7.1 6.8 6.5 6.2 5.9 5.6 5.3 5.0 4.8 4.5 4.1 3.9 3.6 3.4 3.1 2.8 2.5 2.2 2.0 1.7 1.5 1.3 1.0 1.0 24 9.9 9.9 9.9 9.9 9.9 9.9 9.9 9.5 9.1 8.8 8.5 8.1 7.7 7.4 7.1 6.7 6.4 6.1 5.8 5.5 5.2 4.8 4.5 4.2 3.9 3.6 3.3 3.0 2.7 2.4 2.1 1.8 1.6 1.3 1.0 1.0
RESERVE TAKE-OFF EPR

BASED ON: AC Pack ON. Airfoil Anti-Ice ON or OFF. Engine Anti-Ice ON or OFF.
OAT F < 60 70 80 90 100 110 120 122 130 140 -1000 1.94 1.94 1.94 1.94 1.91 1.87 1.83 1.82 1.78 1.72 SL 1.98 1.98 1.98 1.96 1.81 1.87 1.83 1.82 1.78 1.72
CORRECTION: AC Pack OFF +0.025
PRESSURE ALTITUDE - 1000 FEET 1000 2000 3000 4000 2.00 2.02 2.04 2.05 2.00 2.02 2.04 2.05 2.00 2.02 2.02 2.02 1.97 1.97 1.97 1.97 1.91 1.91 1.91 1.91 1.87 1.87 1.87 1.87 1.83 1.83 1.83 1.83 1.82 1.82 1.82 1.82 1.78 1.78 1.78 1. 78 1.72 1.72 1.72 1.72
> 5000 2.07 2.06 2.02 1.97 1.91 1.87 1.83 1.82 1.78 1.72
RESERVE TAKE-OFF N1
OAT F - 40 - 30 - 20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 122
CORRECTION: AC Pack OFF +0.9%
-1000 81.0 81.9 82.9 83.8 84.8 85.7 86.6 87.5 88.4 89.3 90.1 91.0 91.8 92.7 92.3 91.5 90.9 90.8
PRESSURE ALTITUDE - 1000 FEET 0 1000 2000 3000 4000 83.1 83.8 84.9 85.8 86.8 84.0 84.8 85.9 86.8 87.9 85.0 85.8 86.9 87.8 88.9 86.0 86.8 87.9 88.8 89.9 86.9 87.7 88.9 89.8 90.9 87.9 88.7 89.8 90.8 91.9 88.8 89.6 90.8 91.7 92.8 89.7 90.5 91.7 92.7 93.8 90.6 91.5 92.7 93.6 94.8 91.5 92.4 93.6 94.6 95.7 92.4 93.3 94.5 95.5 96.6 93.3 94.2 95.4 96.4 97.6 94.2 95.1 96.3 96.4 96.4 93.7 94.5 94.5 94.5 94.5 92.3 92.2 92.2 92.2 92.2 91.5 91.5 91.5 91.5 91.5 90.9 90.9 90.9 90.9 90.9 90.8 90.8 90.8 90.8 90.8
>5000 87.8 88.9 89.9 90.9 91.9 92.9 93.9 94.9 95.8 96.8 97.7 97.7 96.4 94.5 92.2 91.5 90.9 90.8
MAX TAKE-OFF EPR

OAT F < 60 70 80 90 100 110 120 122 -1000 1.88 1.88 1.88 1.88 1.86 1.81 1.77 1.76 SL 1.93 1.93 1.93 1.90 1.86 1.81 1.77 1.76
CORRECTION: AC Pack OFF +0.025
PRESSURE ALTITUDE - 1000 FEET 1000 2000 3000 1.95 1.97 1.99 1.95 1.97 1.99 1.95 1.97 1.98 1.92 1.92 1.92 1.86 1.86 1.86 1.81 1.81 1.81 1.77 1.77 1.77 1.76 1.76 1.76
4000 2.02 2.02 1.98 1.92 1.86 1.81 1.77 1.76
> 5000 2.04 2.02 1.98 1.92 1.86 1.81 1.77 1.76
MAX TAKE-OFF N1
OAT F -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 122
CORRECTION: AC Pack OFF +0.9%
-1000 78.8 79.7 80.7 81.6 82.5 83.4 84.3 85.1 86.0 86.9 87.7 88.5 89.4 90.2 90.3 89.7 89.1 89.0
0 80.6 81.6 82.5 83.5 8't.4 85.3 86.2 87.1 88.0 88.9 89.7 90.6 91.4 90.9 90.3 89.7 89.1 89.0
PRESSURE ALTITUDE - 1000 FEET 1000 2000 3000 4000 81.6 82.6 83.6 84.7 82.6 83.6 84.6 85.7 83.5 84.6 85.6 85.7 84.5 85.5 86.5 87.7 85.4 86.5 87.5 88.6 86.3 87.4 88.4 89.6 87.3 88.3 89.4 90.6 88.2 89.2 90.3 91. 5 89.1 90.1 91.2 92.4 89.9 91.0 92.1 93.3 90.8 91.9 93.0 94.3 91.7 92.8 93.9 95.2 92.6 93.7 93.8 93.8 91.9 91.9 91.9 91.9 90.3 90.3 90.3 90.3 89.7 89.7 89.7 89.7 89.1 89.1 89.1 89.1 89.0 89.0 89.0 89.0
> 5000 85.9 86.9 87.9 88.9 89.9 90.9 91.8 92.8 93.7 94.7 95.6 95.3 93.8 91.9 90.3 89.7 89.1 89.0
Super 80 AOM PERFORMANCE Section 23 Page 7 Super 80 Aircraft Operating Manual
V1 VR V2 DEPARTURE SPEEDS
FLAPS 4 AND 11
PRESS ALT 1000 FT 7 to 8 6 to 7 5 to 6 4 to 5 3 to 4 2 to 3 1 to 2 -1 to 1 TEMPERATURE - F 76 or less 77 to 85 86 to 94 95 to 103 95 to 103 104 to 122 77 to 85 86 to 94 95 to 103 104 to 122 104 to 122
76 or less 85 or less 94 or less
76 or less 77 to 85 86 to 94 95 to 103
67 or less 85 or less 77 to 85 86 to 94 95 to 112 104 to 112
76 or less 68 to 85 86 to 94 86 to 94 95 to 103 113 to 122 113 to 122
F L A P S 4 F L A P S 11
TOGW 1000 LBS 90 100 110 120 130 140 150 160 90 100 110 120 130 140 150 160
V1 112 121 129 137 145 152 158 167 130 111 119 125 132 138 145 152
VR 122 129 137 145 151 158 164 170 119 121 125 131 137 143 149 154
V2 130 138 145 152 158 164 170 177 127 129 133 139 144 150 155 161
V1 113 122 131 138 146 153 160 168 103 112 120 126 133 140 146 154
VR 122 130 137 145 151 158 165 170 117 119 125 132 138 144 149 154
V2 130 138 145 152 158 164 170 177 125 127 133 139 144 150 155 161
V1 114 123 132 139 147 155 161 170 104 113 121 128 135 142 148 155
VR 123 131 138 145 152 158 165 171 115 119 126 132 138 144 149 155
V2 130 138 145 152 158 164 170 177 123 127 133 139 144 150 155 161
V1 115 125 133 141 149 157 163 172 106 114 122 129 136 143 149 157
VR 124 132 138 146 153 158 165 172 115 119 126 132 138 144 149 157
V2 130 138 145 152 158 164 170 177 121 127 133 139 144 150 155 161
V1 116 126 134 142 150 157 164 173 107 115 123 130 137 144 150 158
VR 124132 139 146 153 159 166 173 115 121 127 133 139 147 150 158
V2 130 138 145 152 158 164 170 177 121 127 133 139 144 150 155 161
V1 116 127 135 143 151 158 166 175 108 116 124 130 138 145 152 160
VR 125 132 140 147 153 160 167 175 115 122 128 134 139 148 152 160
V2 130 138 145 152 158 164 170 177 121 127 133 139 144 150 155 161
V1 SLOPE CORRECTION: +3 KTS EACH 1% UPSLOPE -1.5 KTS EACH 1% DOWNSLOPE DEPARTURE SPEEDS:
GROSS WEIGHT - 1000 POUNDS 90 100 110 120 130 140 150 160 0/EXT V2 + 5 FLAP RET. 0/ RET 157 165 173 181 188 195 202 209 SLAT RET. 0/RET 194 205 215 225 234 243 251 260 MIN. MAN.
TARGET PITCH ATTITUDE:

TOGW 1000 LBS FLAPS 11 PITCH ATTITUDE - 24 23 22 21 20 19 18 17 16 15 4
90 110 130 150 160
NOTES: Target Pitch Attitudes are approximate sea level reference in degrees for a V2 + 5 climb. V1, VR and V2 values that fall in the shaded area, must be compared to the Minimum V1/VMCG, VR and V2 table values.
V1 VR V2 DEPARTURE SPEEDS
FLAPS 17 AND 24
PRESS ALT 1000 FT 7 to 8 6 to 7 5 to 6 4 to 5 3 to 4 2 to 3 1 to 2 -1 to 1 TEMPERATURE - F 76 or less 77 to 85 86 to 94 95 to 103 95 to 103 104 to 122 77 to 85 86 to 94 95 to 103 104 to 122 104 to 122
76 or less 85 or less 94 or less
76 or less 77 to 85 86 to 94 95 to 103
67 or less 85 or less 77 to 85 86 to 94 95 to 112 104 to 112
76 or less 68 to 85 86 to 94 86 to 94 95 to 103 113 to 122 113 to 122
F L A P S 17 F L A P S 24
TOGW 1000 V1 LBS 90 99 100 106 110 114 120 120 130 127 140 134 150 141 90 95 100 102 110 109 120 116 130 122 140 129 150 136
VR 115 115 120 126 132 138 144 115 115 115 121 126 131 137
V2 126 126 128 134 139 145 150 123 123 123 128 133 138 143
V1 99 107 115 122 129 135 143 96 103 110 116 123 130 137
VR 116 116 120 127 132 138 144 113 113 114 121 126 131 137
V2 124 124 128 134 139 145 150 120 120 122 128 133 138 143
V1 100 108 115 123 130 137 144 97 104 111 116 125 132 139
VR 114 114 120 127 132 138 145 111 111 115 121 126 132 139
V2 122 122 128 134 139 145 150 118 118 122 128 133 138 143
V1 102 109 116 124 132 139 146 96 106 111 117 127 134 141
VR 112 112 120 127 133 139 146 109 109 115 121 127 134 141
V2 120 122 128 134 139 145 150 115 116 122 129 133 138 143
V1 103 110 117 125 133 140 148 99 107 112 119 128 135 142
VR 110 110 120 128 133 140 148 109 109 115 122 128 135 142
V2 118 122 128 134 139 145 150 116 116 122 128 133 138 143
V1 104 111 118 126 135 142 150 100 107 112 120 130 137 146
VR 108 114 121 128 135 142 150 109 109 115 122 130 137 146
V2 116 122 128 134 139 145 1'50 116 116 122 128 133 138 146
V1 SLOPE CORRECTION: +3 KTS EACH 1% UPSLOPE -1.5 KTS EACH 1% DOWNSLOPE DEPARTURE SPEEDS:
GROSS WEIGHT - 1000 POUNDS 90 100 110 120 130 140 150 0/EXT V2 + 15 FLAP RET. 0/ RET 157 165 173 181 188 195 202 SLAT RET. 0/RET 194 205 215 225 234 243 251 MIN. MAN.
TARGET PITCH ATTITUDE:

TOGW 1000 LBS FLAPS 17 and 24 PITCH ATTITUDE - 22 20 18 16
90 110 130 150
NOTES: Target Pitch Attitudes are approximate sea level reference in degrees for a V2 + 10 climb. V1, VR and V2 values that fall in the shaded area, must be compared to the Minimum V1/VMCG, VR and V2 table values.
MINIMUM V1/VMCG VR V2
MINIMUM V1/VMCG
OAT PRESSURE ALTITUDE F -1000 TO S.L. 2000 4000 6000 -40 TO 65 116 113 111 107 70 116 113 111 106 80 116 113 109 104 90 115 111 107 103 100 113 108 104 100 110 110 106 102 98 120 108 103 122 107 103 8000 103 102 101 99 97 -
MINIMUM VR
OAT PRESSURE ALTITUDE F -1000 TO S.L. 2000 4000 6000 -40 TO 65 121 119 117 114 70 121 119 117 112 80 121 119 115 111 90 120 117 112 109 100 118 114 110 106 110 116 112 108 104 120 114 110 122 113 109 -
8000 110 109 107 105 103 -
MINIMUM V2
OAT PRESSURE ALTITUDE F -1000 TO S.L. 2000 4000 6000 -40 10 65 131 127 124 121 70 131 127 124 120 80 131 127 123 119 90 130 125 121 117 100 127 122 118 114 110 125 120 115 112 120 122 118 122 121 117 8000 117 116 114 112 110 -
NOTE: When comparing calculated V1/VMCG, VR and V2 to Minimum V1/VMCG, VR and V2, use the greater value. Minimum V1/VMCG, VR and V2 are applicable for all flap settings.
MAX CLIMB EPR

BASED ON: AC Pack ON. Airfoil Anti-Ice OFF. Engine Anti-Ice OFF. CORRECTION: AC Pack OFF below 1000 feet Engine Anti-Ice Airfoil Anti-Ice 2 Engines Operating 1 Engines Operating
RAT - C -10 1.96 1.97 1.99 0 1.92 +10 1.86 +20 1.78 +30 1.74 1.75 1.77 1.78 1.79 1.80 1.82 1.81 1.80 1.80 +40 1.73 +50 1.61
-0.9% -0.08 -0.02 -0.04
PRESS ALTFEET SL 1000 2000 3000 4000 5000 10000 15000 20000 25000 30000 AND ABOVE
-20 AND BELO W 1.96 1.97 2.00 2.02 2.04 2.06 2.06 2.05
1.98 1.98 2.02
1.91 1.97 2.00
1.88 1.90 1.94 1.94
1.79 1.80 1.84 1.88 1.87 1.87
MAX CONTINUOUS EPR

BASED ON: AC Pack ON.
PRESS ALT -7 & 1 000 FT BELOW 0 0 1.96 1.92 699 1.97 1.92 700 1.97 1.97 1000 1.98 1.98 2000 2.00 2.00 3000 2.02 2.02 4000 2.04 2.04 5000 2.06 2.04 10000 2.06 2.04 15000 2.05 2.03 20000 2.04 2.02 25000 2.03 2.01 30000 2.02 2.00 35000 2.01 1.99 37000 2.01 1.98 RAM AIR TEMP - C +10 1.86 1.86 1.97 1.98 2.00 2.00 2.00 2.00 2.00 2.00 1.99 1.98 1.97 1.95 1.95 +15 1.82 1.82 1.97 1.98 1.99 1.99 1.99 1.99 1.99 1.98 1.97 1.96 1.95 1.94 1.93 +18 1.82 1.82 1.97 1.98 1.98 1.98 1.98 1.98 1.98 1.97 1.96 1.95 1.94 1.93 1.92 +20 1.82 1.82 1.96 1.96 1.96 1.96 1.96 1.96 1.96 1.95 1.94 1.93 1.92 1.91 1.91 +30 1.82 1.82 1.90 1.9Q 1.90 1.90 1.90 1.90 1.90 1.89 1.88 1.87 1.86 1.85 1.84 +40 1.82 1.82 1.83 1.83 1.83 1.83 1.83 1.83 1.83 1.82 1.81 1.80 1.79 1.78 1.78 +41.5 1.82 1.82 1.82 1.82 1.82 1.82 1.82 1.82 1.82 1.81 1.80 1.79 1.78 1.77 1.77 +50 1.76 1.76 1.76 1.76 1.76 1.76 1.76 1.76 1.76 1.75 1.74 1.73 1.72 1.71 1.70
ADJUSTMENTS: A/C PACK OFF

PRESS AL T FEET SL-10000 15000 20000 25000 30000 35000 & ABOVE ADJ. +0.02 +0.03 +0.04 +0.05 +0.06 +0.07
AIRFOIL A/I ON
PRESS ALT FEET SL - 35000 35001 & ABOVE ADJ. -0.05 -0.06
ENGINE A/I ON
PRESS ALT FEET SL - 37000 ADJ. -0.08
MAX CRUISE EPR

BASED ON: AC Pack ON. Airfoil Anti-Ice OFF. Engine Anti-Ice OFF.
PRESS ALT 1000 FEET 5000 10000 20000 23000 25000 27000 29000 31000 33000 35000 AND ABOVE -30 AND BELOW 2.06 2.06 2.04 2.04 2.03 2.05 2.07 2.07 2.07 2.06 -20 2.00 2.00 1.98 1.97 1.97 1.99 2.01 2.01 2.01 2.00 -10 1.93 1.93 1.91 1.90 1.90 1.92 1.93 1.94 1.94 1.93 0 1.86 1.86 1.84 1.83 1.83 1.85 1.86 1.87 1.87 1.86 RAT - C +10 1.79 1.79 1.77 1.77 1.76 1.78 1.80 1.80 1.80 1.79 +20 1.71 1.71 1.69 1.68 1.68 1.70 1.71 1.72 1.72 1.71 +30 1.61 1.61 1.59 1.58 1.58 +40 1.52 1.51 1.49 1.49 1.48
CORRECTIONS: A/C Packs OFF:

PRESS ALT 5000 10000 20000 23000 25000 27000 29000 31000 33000 35000 AND ABOVE +0.02 +0.02 +0.04 +0.05 +0.05 +0.03 +0.01 +0.01 +0.01 +0.02
Airfoil Anti-Ice ON: 2 Engines Operating

Below 15000 Above 15000 -0.02 -0.03
Engine Anti-Ice ON:

All Altitudes -0.08
1 Engine Operating
Below 15000 Above 15000 -0.04 -0.05
320 KNOT CRUISE

BASED ON: 250 KIAS to 10,000 feet. 320 KIAS above 10,000 feet.
PRESS STD STD ALT. DAY IAS TEMP 1000FT TAS KTS C 25 23 21 19 17 15 13 11 9 7 5 458 320 445 320 432 320 419 320 407 320 395 320 384 320 373 320 285 250 276 250 268 250 -34 -31 -27 -23 -19 -15 -11 -7 -3 1 5 1.71 56.2 1.65 55.0 1.60 53.2 1.56 51.3 1.52 49.6 1.48 47.6 1.44 45.9 1.41 44.2 1.33 41.9 1.30 39.9 1.27 37.6
GROSS WEIGHT - 1000 LBS.

146 1.70 56.9 1.64 55.6 1.59 53.8 1.55 51.8 1.51 50.1 1.47 48.1 1.43 46.4 1.40 44.6 1.32 42.6 1.29 40.5 1.26 38.2 142 1.69 57.6 1.63 56.3 1.58 54.3 1.54 52.3 1.50 50.6 1.46 48.6 1.43 46.8 1.39 45.0 1.31 43.3 1.28 41.1 1.26 38.8 138 1.68 58.3 1.62 56.9 1.57 54.8 1.53 52.9 1.49 51.0 1.45 49.0 1.42 47.2 1.39 45.4 1.30 44.0 1.27 41.7 1.25 39.4 134 1.67 58.9 1.61 57.5 1.57 55.4 1.53 53.4 1.49 51.4 1.45 49.4 1.42 47.6 1.38 45.8 1.29 44.6 1.27 42.3 1.25 40.0 130 1.66 59.5 1.60 58.0 1.56 56.0 1.52 53.9 1.48 51.8 1.44 49.8 1.41 48.0 1.38 46.2 1.28 45.2 1.26 42.9 1.24 40.6 126 1.65 60.2 1.60 58.6 1.55 56.5 1.52 54.4 1.48 52.2 1.44 50.2 1.41 48.4 1.37 46.6 1.28 45.8 1.26 43.5 1.24 41.2 122 1.64 60.8 1.59 59.1 1.55 57.0 1.51 54.9 1.47 52.6 1.43 50.6 1.40 48.8 1.37 47.0 1.27 46.4 1.25 44.1 1.23 41.8 118 1.63 61.4 1.58 59.6 1.54 57.6 1.50 55.4 1.47 53.1 1.43 51.0 1.40 49.2 1.36 47.4 1.27 47.0 1.25 44.7 1.23 42.4 114 1.62 62.0 1.57 60.2 1.53 58.1 1.50 55.9 1.46 53.6 1.42 51.5 1.39 49.6 1.36 47.8 1.26 47.6 1.24 45.3 1.22 43.0 110 1.62 62.5 1.57 60.7 1.52 58.6 1.49 56.3 1.46 54.0 1.42 52.0 1.39 50.0 1.36 48.1 1.26 48.2 1.24 45.9 1.22 43.6 106 1.61 63.0 1.56 61.2 1.52 59.1 1.48 56.6 1.45 54.4 1.41 52.5 1.38 50.4 1.35 48.4 1.25 48.8 1.23 46.5 1.21 44.2 102 1.60 63.5 1.56 61.7 1.51 59.5 1.48 57.2 1.44 54.8 1.41 52.9 1.38 50.8 1.35 48.8 1.25 49.4 1.23 47.1 1.21 44.8 98 1.60 64.0 1.55 62.2 1.51 60.0 1.47 57.6 1.44 55.2 1.40 53.4 1.37 51.2 1.34. 49.2 1.24 50.0 1.22 47.7 1.20 45.4 94 1.59 64.5 1.55 62.7 1.50 60.4 1.47 58.1 1.43 55.7 1.40 53.9 1.37 51.6 1.34 49.5 1.24 50.6 1.22 48.3 1.20 46.0
1) EPR required. 2) Specific Range (NM/1000 LBS)
MACH .76 CRUISE

PRESS ALT 1000FT 37 35 33 31 29 27 STD TAS KTS 436 438 442 446 450 454 IAS KTS 245 257 269 281 294 306 STD RAT C -33 -30 -26 -21 -17 -13 1.83 63.7 1.78 61.8 1.73 59.3 1.88 66.4 1.81 65.1 1.76 62.8 1.72 60.1 1.86 68.1 1.79 66.4 1.75 63.7 1.71 60.8 1.84 69.5 1.78 67.5 1.74 64.7 1.70 61.5 1.88 72.4 1.82 71.0 1.76 68.6 1.72 65.6 1.69 62.3 1.86 74.5 1.80 72.6 1.75 69.7 1.71 66.5 1.68 63.1 GROSS WEIGHT 1000 POUNDS 146 142 138 134 130 126 122 118 114 110 106 102 98 1.88 1.85 1.83 1.81 1.79 1.77 1) 2) 79.5 82.0 84.0 86.4 88.5 90.5 1.84 1.82 1.79 1.78 1.76 1.74 1.72 76.2 78.1 79.9 81.5 83.2 84.8 86.4 1.78 1.76 1.75 1.73 1.72 1.70 1.69 73.9 75.3 76.7 78.0 79.3 80.5 81.9 1.74 1.72 1.71 1.70 1.68 1.67 1.66 70.8 71.9 72.9 74.1 75.2 76.3 77.4 1.70 1.69 1.68 1.67 1.66 1.65 1.64 67.3 68.3 69.2 70.2 71.1 72.0 72.9 1.67 1.66 1.65 1.64 1.63 1.62 1.62 63.9 64.7 65.4 66.2 66.9 67.6 68.3 94 1.75 92.5 1.71 87.9 1.67 83.2 1.65 78.5 1.63 73.7 1.61 69.0 90 1.73 94.5 1.69 89.5 1.66 84.6 1.64 79.6 1.62 74.5 1.60 69.6 1.71 96.3 1.68 91.2 1.65 85.9 1.63 80.6 1.61 75.4 1.60 70.3
1) EPR required 2) Specific Range (NM/1000 LBS) TO OBTAIN TOTAL FUEL FLOW: Total Fuel Flow = TAS / Specific Range x 1000 (LBS/HR) Correct STD TAS for deviation from standard temperature before computing total fuel flow. Add 1 KTS for every 1C above standard temperature, or subtract 1 KTS for every 1C below standard temperature. ENGINE ALTITUDE CAPABILITY: Airplane altitude capability at Mach .76 is not limited by engine performance.
MACH .77 CRUISE

PRESS ALT 1000FT 37 35 33 31 29 27 STD TAS KTS 442 444 448 452 456 460 IAS KTS 249 261 273 285 298 311 STD RAT C -32 -29 -25 -21 -16 -12 1.92 53.1 1.85 62.6 1.80 60.7 1.75 58.1 1.90 64.9 1.83 63.8 1.78 61.6 1.74 58.9 1.88 66.6 1.81 65.0 1.77 62.5 1.73 59.7 1.93 68.6 1.86 68.2 1.80 66.2 1.76 63.4 1.72 60.5 1.91 70.8 1.84 69.7 1.78 67.3 1.74 64.3 1.71 61.2 GROSS WEIGHT 1000 POUNDS 146 142 138 134 130 126 122 118 114 110 106 102 98 1.94 1.91 1.88 1.85 1.83 1.80 1.78 1) 2) 75.1 77.7 80.2 82.5 84.7 86.8 88.8 1.88 1.86 1.84 1.81 1.79 1.78 1.76 1.74 72.8 74.8 76.6 78.3 80.0 81.6 83.2 84.7 1.82 1.80 1.78 1.76 1.75 1.74 1.72 1.71 71.1 72.6 73.9 75.2 76.5 77.8 79.1 80.5 1.77 1.75 1.74 1.73 1.71 1.70 1.69 1.68 68.3 69.5 70.5 71.6 72.8 73.9 75.0 76.1 1.73 1.72 1.71 1.69 1.68 1.67 1.66 1.65 65.2 66.2 67.1 68.0 68.9 69.8 70.7 71.6 1.70 1.69 1.68 1.67 1.66 1.65 1.64 1.63 62.0 62.8 63.5 64.3 65.0 65.7 66.4 67.0 94 1.76 90.8 1.73 86.3 1.69 81.8 1.66 77.1 1.64 72.4 1.62 67.7 90 1.75 92.6 1.71 88.0 1.68 83.1 1.65 78.1 1.63 73.2 1.62 68.3 1.73 94.5 1.69 89.6 1.66 84.4 1.64 79.1 1.62 74.0 1.61 69.0
1) EPR required 2) Specific Range (NM/1000 LBS) TO OBTAIN TOTAL FUEL FLOW: Total Fuel Flow = TAS / Specific Range x 1000 (LBS/HR) Correct STD TAS for deviation from standard temperature before computing total fuel flow. Add 1 KTS for every 1C above standard temperature, or subtract 1 KTS for every 1C below standard temperature. Example: FL310 GWT 144,000 RAT -15C From chart: Specific Range = 63.8 RAT -15C = STD + 6 TAS = 452 + 6 = 458 Total Fuel Flow = 458 / 63.8 x 1000 = 7178 LBS/HR ENGINE ALTITUDE CAPABILITY: Airplane altitude capability at Mach .77 is not limited by engine performance.
MACH .78 CRUISE

PRESS ALT 1000FT 37 35 33 31 29 27 STD TAS KTS 447 450 454 458 462 466 IAS KTS 253 264 277 289 302 315 STD RAT C -31 -29 -24 -20 -16 -11 1.88 60.6 1.82 59.1 1.78 56.7 1.93 62.6 1.86 61.8 1.81 60.0 1.76 57.5 1.91 64.3 1.83 64.4 1.79 60.9 1.75 58.3 1.89 66.0 1.81 65.6 1.78 61.8 1.74 59.0 1.94 68.2 1.87 67.5 1.79 66.7 1.76 62.8 1.73 59.8 1.91 70.3 1.85 69.0 1.78 67.8 1.75 63.7 1.72 60.5 GROSS WEIGHT 1000 POUNDS 146 142 138 134 130 126 122 118 114 110 106 102 98 1.94 1.91 1.89 1.86 1.83 1.81 1) 2) 74.9 77.5 79.9 82.1 84.3 86.5 1.89 1.87 1.84 1.82 1.80 1.78 1.76 72.4 74.2 76.0 77.9 79.5 81.1 82.7 1.83 1.81 1.79 1.77 1.76 1.74 1.73 70.6 72.0 73.3 74.6 76.0 77.3 78.6 1.76 1.75 1.74 1.72 1.71 1.70 1.68 68.9 70.0 71.1 72.1 73.2 74.3 75.4 1.74 1.73 1.71 1.70 1.69 1.68 1.67 64.6 65.5 66.4 67.3 68.3 69.1 69.9 1.71 1.70 1.69 1.68 1.67 1.66 1.65 61.3 62.1 62.1 63.5 64.2 64.9 65.6 94 1.79 88.4 1.75 84.3 1.71 79.9 1.68 75.4 1.66 70.8 1.64 66.2 90 1.77 90.4 1.73 85.9 1.70 81.2 1.67 76.4 1.65 71.8 1.64 66.8 1.75 92.3 1.72 87.5 1.68 82.5 1.66 77.4 1.64 72.3 1.63 67.4
1) EPR required 2) Specific Range (NM/1000 LBS) TO OBTAIN TOTAL FUEL FLOW: Total Fuel Flow = TAS / Specific Range x 1000 (LBS/HR) Correct STD TAS for deviation from standard temperature before computing total fuel flow. Add 1 KTS for every 1C above standard temperature, or subtract 1 KTS for every 1C below standard temperature. ENGINE ALTITUDE CAPABILITY:
PRESS ALT 1000 FT 37 35 33 31 TEMP DEV FROM STD - C +5 AND BELOW +10 +15 +20 GROSS WEIGHT - 1000 POUNDS 130 128 126 116 142 142 136 126 149 149 140 134 148 146
29 27 25
149
146 149 148
NOTE: The weights in this table are the maximum gross weights at which Mach .78 can be achieved without exceeding maximum cruise EPR limits.
MACH .80 CRUISE

PRESS ALT 1000FT 37 35 33 31 29 STD TAS KTS 459 461 465 469 474 IAS KTS 260 272 285 297 311 STD RAT C -31 -28 -23 -19 -16 1.98 53.9 1.91 53.9 2.02 56.6 1.96 55.4 1.89 55.1 2.02 57.0 1.94 57.0 1.87 56.1 1.99 58.6 1.92 58.6 1.85 57.3 2.04 60.5 1.96 60.4 1.89 60.2 1.84 58.3 2.02 62.3 1.94 62.3 1.87 61.4 1.82 59.3 GROSS WEIGHT 1000 POUNDS 146 142 138 134 130 126 122 118 114 110 106 102 98 2.04 2.02 1.99 1.96 1.93 1.89 1) 2) 66.6 68.7 71.0 73.7 73.7 79.3 1.99 1.97 1.94 1.91 1.88 1.86 1.84 64.3 66.4 68.7 71.1 73.2 74.9 76.8 1.92 1.89 1.87 1.84 1.83 1.81 1.79 64.3 66.1 67.6 69.2 70.6 72.1 73.5 1.85 1.83 1.82 1.80 1.78 1.77 1.76 62.8 64.0 65.2 66.4 67.6 68.6 69.7 1.81 1.79 1.78 1.76 1.75 1.74 1.73 60.3 61.3 62.2 63.1 64.0 64.8 65.6 94 1.87 81.5 1.82 78.6 1.77 74.9 1.74 70.7 1.72 66.4 90 1.84 83.9 1.79 80.3 1.76 76.1 1.73 71.7 1.71 67.2 1.82 85.9 1.78 82.0 1.74 77.3 1.72 72.6 1.70 67.9
1) EPR required 2) Specific Range (NM/1000 LBS) TO OBTAIN TOTAL FUEL FLOW: Total Fuel Flow = TAS / Specific Range x 1000 (LBS/HR) Correct STD TAS for deviation from standard temperature before computing total fuel flow. Add 1 KTS for every 1C above standard temperature, or subtract 1 KTS for every 1C below standard temperature. ENGINE ALTITUDE CAPABILITY:
PRESS ALT 1000 FT 37 35 33 31 TEMP DEV FROM STD - C -15 130 142 149 -10 -5 0 +5 +10 +15 GROSS WEIGHT - 1000 POUNDS 124 124 122 116 114 110 142 142 132 128 128 124 148 144 142 134 128 124 149 149 149 149 136 130 +20 102 110 116 122
29 27 25
142 142 140
134 140 124
146 126 120
NOTE: The weights in this table are the maximum gross weights at which Mach .80 can be achieved without exceeding maximum cruise
2 ENGINES LONG RANGE CRUISE

PRESS ALT. 1000 IT. 37 STD TEMP - C -57 GROSS WEIGHT - 1000 LBS 140 130 120 110 100 1) 1.89 1.82 1.76 2) 247 246 244 3) 438 436 433 4) 78.9 84.7 90.6 1.87 1.81 1.76 1.70 258 257 255 249 440 438 435 424 72.9 77.6 82.4 87.2 1.86 1.80 1.75 1.70 1.65 270 270 267 261 252 443 443 438 428 413 67.6 71. 7 75.2 79.5 83.5 1.79 1.75 1.70 1.65 1.60 281 278 273 265 252 445 441 433 420 399 64.2 69.2 72.8 76.3 80.5 1.73 1.69 1.65 1.60 1.55 289 286 276 265 251 436 432 417 400 379 63.0 66.3 68.9 72.2 76.5 1.69 1.64 1.62 1.55 1.49 295 286 276 263 248 435 422 407 388 366 61.4 64.0 67.0 70.3 74.4 1.64 1.60 1.55 1.50 1.45 297 287 274 261 250 425 411 392 374 358 59.4 62.0 64.8 68.0 71.4 1.61 1.56 1.51 1.46 1.42 300 285 273 259 250 417 396 379 360 348 57.6 59.8 62.8 65.8 68.7
150
35
-54
33
-50 1.92 281 445 62.5 1.78 293 442 60.4 1.72 300 443 59.0 1.68 306 438 57.1 1.65 312 433 55.3
31
-46
29
-42
27
-38
25
-35
23
-31
90 1.69 237 420 96.0 1.64 240 409 92.9 1. 59 239 392 88.6 1.54 239 379 85.3 1.48 234 353 80.7 1.45 238 351 78.3 1.41 242 346 75.1 1.38 245 341 72.3
NOTES: The highest altitudes (grey) are optimum. Correct STD TAS for deviation from standard temperature before computing total fuel flow. Add 1 KTS for every 1C above standard temperature, or subtract 1 KTS for every 1C below standard temperature. Reduce specific range by 5% for Engine Anti-Ice ON. Reduce specific range by 10% for Engine and Airframe Anti-Ice ON.
ENGINE ALTITUDE CAPABILITY: Airplane altitude capability at LRC is not limited by engine performance.
CRUISE MACH/280 KIAS DESCENT

BASED ON: 800 feet per minute rate of descent at Cruise Mach (0.76) down to Mach Crossover (31,000 feet - 280 KIAS). 280 KTS descent thereafter with idle power down to 10,000 feet. 250 KTS or less (idle power) below 10,000 feet down to initial approach configuration. Clean configuration above 2000 feet. Add 80 pounds fuel burn for each minute of terminal area maneuvering.
PRESSURE ALTITUDE FEET 37,000 35,000 33,000 31,000 29,000 27,000 25,000 23,000 21,000 19,000 17,000 15,000 13,000 11,000 10,000
TO SEA LEVEL DISTANCE NM 150 132 115 96 89 82 75 69 63 58 53 48 43 38 33 TIME MINUTES 27.0 24.5 22.0 19.8 18.2 17.0 16.0 15.1 14.3 13.5 12.6 11.7 10.9 10.1 9.5 FUEL POUNDS 1500 1320 1050 900 860 820 790 760 730 700 680 660 640 620 600
HOLDING SPEEDS AND FUEL FLOW

Holding speeds vary with gross weight and altitude as given in the following chart. These speeds provide the minimum practical fuel flow and corresponding performance (40% stall margin in 30 bank, 50% in level flight) required to guard against speed instability and buffet. BASED ON: 2 Engines Operating. Flaps and Gear UP. AC Pack ON. Anti-Ice OFF.
140 242 6.6 6.5 6.4 6.4 6.3 6.3 6.3 6.3 6.4 6.5 6.6 6.7 6.8 6.9 7.0 7.1 7.2 135 236 6.3 6.3 6.2 6.2 6.1 6.1 6.1 6.1 6.2 6.3 6.4 6.5 6.6 6.6 6.7 6.7 6.8 130 233 6.0 5.9 5.9 5.9 5.9 5.8 5.8 5.9 6.0 6.1 6.2 6.3 6.4 6.4 6.5 6.6 6.7 GROSS WEIGHT - 1000 POUNDS 125 120 115 110 105 HOLDING SPEED - KIAS. 229 224 220 215 210 5.3 5.0 4.8 5.8 5.5 5.2 5.0 4.7 5.7 5.5 5.2 5.0 4.7 5.7 5.4 5.1 4.9 4.6 5.7 5.4 5.1 4.9 4.6 5.7 5.4 5.1 4.9 4.6 5.7 5.4 5.1 4.9 4.7 5.6 5.4 5.1 4.9 4.7 5.6 5.4 5.2 5.0 4.8 5.6 5.4 5.2 5.0 4.8 5.7 5.5 5.3 5.1 4.9 5.8 5.6 5.4 5.2 5.0 5.9 5.6 5.4 5.2 5.0 6.0 5.7 5.5 5.3 5.1 6.1 5.8 5.6 5.4 5.2 6.2 5.9 5.7 5.5 5.3 6.3 6.0 5.8 5.6 5.4 6.4 6.1 5.9 5.7 5.5 6.5 6.3 6.0 5.8 5.6 100 205 4.6 4.5 4.4 4.4 4.4 4.4 4.4 4.5 4.5 4.6 4.6 4.7 4.8 4.9 5.0 5.1 5.2 5.3 5.4 95 200 4.3 4.3 4.2 4.2 4.2 4.2 4.2 4.3 4.3 4.4 4.4 4.5 4.6 4.7 4.8 4.9 5.0 5.1 5.2 90 194 4.1 4.0 4.0 4.0 4.0 4.0 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 5.0
PRESS ALT 1000 FT 37 * 35 * 33 * 31 9 27 25 23 21 19 17 15 13 11 9 7 5 3 1
SID TEMP C - 57 - 54 - 50 - 46 - 42 - 38 - 35 - 31 - 47 - 23 - 19 - 15 - 11 -7 -3 +1 +5 +9 + 13
* Add 5 knots to given holding speed (10 knots for grey box values) when holding above 32,000 feet. CORRECTIONS: Increase/decrease fuel flow by 100 LBS/HR (0.1) for every 1 C above/below Standard temperature. Increase fuel flow by 5%, 200 300 LBS/HR (0.2 0.3), for Engine Anti-Ice ON. Increase fuel flow by 20%, 800 1300 LBS/HR (0.8 1.3), for Engine and Wing Anti-Ice ON. NOTE: Notify ATC when holding at speeds faster than the following ATC holding speeds: ALTITUDE SL - 14,000 FEET ABOVE 14,000 FEET ATC HOLDING SPEEDS 230 KNOTS 265 KNOTS
MINIMUM CONTROL SPEEDS VMCA

BASED ON: Slats Extended One Engine Inoperative. Max Reserve Thrust Any Bleed Air Configuration.
TEMP - F 81 & BELOW 102 122 4/EXT 119 115 110 FLAPS 11/EXT 17/EXT 116 114 113 110 109 107 24/EXT 111 108 104
ADJUSTMENTS:
TEMP - F 81 & BELOW 82 & ABOVE
KNOTS PER 1000 FT ABOVE S.L. -1.5 -2.0
STALL SPEEDS
GO-AROUND EPR
BASED ON: Both AC Packs ON. Engine Anti-Ice ON or OFF. CORRECTION: 1 AC Pack Only Airfoil Anti-Ice ON 2 Engines Operating 1 Engine Operating +0.02 -0.02 -0.04
AIRPORT PRESS AL T - FT -1000 SL 1000 2000 3000 4000 5000 & ABOVE
REPORTED GROUND TEMPERATURE - F 70 AND BELOW 1.92 1.96 1.98 2.00 2.02 2.04 2.06 80 1.92 1.96 1.98 2.00 2.02 2.03 2.03 90 1.92 1.96 1.98 100 1.92 110 1.88 120 1.83 122 1.82
GO-AROUND N1
BASED ON: Both AC Packs ON. Engine Anti-Ice ON or OFF. CORRECTION: AC Pack OFF Airfoil Anti-Ice ON 2 Engines Operating 1 Engine Operating +0.5% -0.5% -1.0%
AIRPORT PRESS AL T - FT -1000 SL 1000 2000 3000 4000 5000 & ABOVE
REPORTED GROUND TEMPERATURE - F -40 80.0 82.3 82.8 83.9 85.2 86.2 87.3 -20 81.9 84.2 84.8 85.9 87.2 88.3 89.3 0 83.8 86.2 86.7 87.9 89.2 90.3 91.4 +20 85.6 88.0 88.6 t;39.8 91.1 92.3 93.4 +40 87.4 89.9 90.4 91.7 93.0 94.2 95.3 +60 89.2 91.7 92.2 93.5 94.9 96.1 97.2 +70 90.0 92.6 93.1 94.4 95.8 97.0 98.1 +80 90.9 93.4 94.0 95.3 96.7 96.9 +90 91.7 94.3 94.9 95.0 +100 92.6 92.7 +110 91.8 +120 91.2 +122 91.1
NORMAL FLAPS/SLAT CONFIGURATION MINIMUM MANEUVERING AND REFERENCE SPEEDS

GROSS WEIGHT - 1000 LBS 86 0/RET MIN MAN 0/EXT MIN MAN 11/EXT MIN MAN 15/EXT MIN MAN 28/EXT MIN MAN 40/EXT MIN MAN 28/EXT VREF 40/EXT VREF 190 148 130 128 119 115 90 194 152 133 131 122 118 94 199 155 136 134 124 120 98 203 159 139 136 127 123 102 207 162 142 139 130 125 106 211 165 145 142 132 128 110 215 168 147 144 135 130 114 219 171 150 147 137 132 118 223 174 153 149 139 135 122 227 177 155 152 142 137 126 230 180 158 154 144 139 130 234 183 160 157 146 141 134 237 186 163 159 149 144 138 241 188 165 162 151 146 142 244 191 167 164 153 148 146 248 194 169 166 155 150 150 251 197 172 169 157 152 154 255 199 174 171 159 154 158 258 202 176 173 161 156 160 260 203 177 174 162 157
111 107
114 110
116 112
118 114
121 117
123 119
125 121
128 123
130 126
132 128
134 130
136 132
138 134
140 136
142 138
144 139
146 141
148 143
150 145
151 146
NOTE: APPROACH SPEED Approach Speed is the final approach speed. Normally, the approach speed is equal to VREF, adjusted for wind and gust as follows: APPROACH SPEED = VREF + WIND + GUST. Tailwind5 are excluded. NOTES: Minimum Approach Speed = VREF + 5 Maximum Approach Speed = VREF + 20
STOPPING DISTANCE WITH AUTOMATIC BRAKE SYSTEM TOUCHDOWN TO FULL STOP

BASED ON: Flaps 28 or 40. Spoilers deployed. No wind. No reverse thrust.
CORRECTIONS: ABS SETTING MAXIMUM MEDIUM MINIMUM
FOR TAILWINDS: ADD FEET PER EACH 5 KNOTS TAILWIND 150 250 350
FOR TEMP DEV ADDD FEET PER EACH 10F ABOVE STD 50 100 150
FOR DOWNHI SLOPE: ADD FEET PER EACH 1% DOWNHILL 100 DRY, 200 WET 0 0
ENROUTE CLIMB
BASED ON: Standard temperature. 250 knots up to 10,000 feet. 290 knots/M.72 above 10,000 feet.
PRESS ALT 1000 FEET 37 35 33 31 29 27 25 23 21 19 17 15 13 11 9 7 5 3 AV CLIMB SPEED KTS 380 377 374 368 361 354 345 335 326 317 308 289 289 278 264 260 256 252 28 55.6 23 48.0 20 43.5 18 39.8 15 35.5 13 31.7 12 28.2 10 25.0 9 22.1 7 19.3 6 16.7 5 14.3 4 10.5 3 8.2 2 5.8 1 3.5 26 50.5 21 44.6 19 40.7 17 37.4 15 33.5 13 30.0 11 26.7 9 23.7 8 21.0 7 18.4 6 15.9 5 13.6 4 10.0 3 7.8 2 5.6 1 3.3 23 46.4 20 41.7 18 38.7 16 35.3 14 31.7 12 28.4 10 25.3 9 22.5 8 20.0 7 17.5 6 15.2 5 12.9 3 9.5 3 7.4 2 5.3 1 3.2 27 49.6 21 43.0 18 39.0 16 36.0 15 33.2 13 29.9 11 26.9 10 24.0 8 21.4 7 19.0 6 16.6 5 14.4 4 12.3 3 9.1 2 7.1 2 5.1 1 3.0 24 45.0 20 40.0 17 36.6 15 33.9 14 31.4 12 28.3 11 25.4 9 22.8 8 20.3 7 18.0 6 15.8 5 13.7 4 11.7 3 8.7 2 6.7 2 4.8 1 2.9 GROSS WEIGHT 1000 LBS 160 155 150 145 140 135 1) 2) 22 41.6 18 37.3 16 34.4 15 31.9 13 29.6 12 26.7 10 24.1 9 21.6 8 19.3 7 17.1 6 15.0 5 13.0 4 11.1 3 8.2 2 6.4 2 4.6 1 2.8 130 25 43.8 20 38.3 17 34.9 15 32.3 14 30.0 12 27.9 11 29.3 10 22.8 8 20.5 7 18.3 6 16.2 5 14.3 5 12.4 4 10.6 3 7.8 2 6.1 1 4.4 1 2.6 125 22 39.8 18 35.6 16 32.7 14 30.4 13 28.3 12 26.3 10 23.9 9 21.5 8 19.4 7 17.3 6 15.4 5 13.5 4 11.8 4 10.0 3 7.4 2 5.8 1 4.1 1 2.5 120 20 16.5 17 33.1 15 29.7 13 28.5 12 26.6 11 24.8 10 22.5 9 20.4 7 18.3 6 16.4 6 14.6 5 12.8 4 11.2 3 9.5 2 7.1 2 5.5 1 3.9 1 2.4 115 1110 105 18 33.8 16 30.9 14 28.7 13 26.8 11 25.1 10 23.4 9 21.3 8 19.2 7 17.3 6 15.5 5 13.8 5 12.2 4 10.6 3 9.0 2 6.7 2 5.2 1 3.7 1 2.3 17 31.3 15 28.9 13 26.9 12 25.2 11 23.6 10 22.0 9 20.0 8 18.2 7 16.4 6 14.7 5 13.1 4 11.4 4 10.0 3 8.5 2 6.3 2 4.9 1 3.5 1 2.1 15 29.1 14 27.0 12 25.2 11 23.6 10 22.2 9 20.7 8 18.9 7 17.1 6 15.4 5 13.9 5 12.3 4 10.9 3 9.4 3 8.1 2 6.0 2 4.7 1 3.3 1 2.0 100 14 27.0 13 25.2 11 23.6 10 22.2 9 20.8 9 19.5 8 17.7 7 16.1 6 14.5 5 13.0 4 11.6 4 10.2 3 8.9 3 7.6 2 5.6 2 4.4 1 3.2 1 1.9 95 13 25.1 12 23.5 11 22.1 10 20.7 9 19.5 8 18.2 7 16.7 6 15.1 6 13.7 5 12.3 4 10.9 4 9.6 3 8.4 3 7.2 2 5.3 1 4.1 1 3.0 1 1.8 90 12 23.3 11 21.9 10 20.6 9 19.4 8 14.2 8 17.1 7 15.6 6 14.2 5 12.8 5 11.5 4 10.3 3 9.1 3 7.9 2 6.7 2 5.0 1 3.9 1 2.8 1 1.7 85 11 21.7 10 20.4 9 19.2 8 18.1 8 17.0 7 15.9 6 16.6 6 13.3 5 12.0 4 10.8 4 9.6 3 8.5 3 7.4 2 6.3 2 4.7 1 3.7 1 2.6 1 1.6 80 10 20.1 9 18.9 8 17.8 8 16.8 7 15.8 7 14.8 6 13.6 5 12.4 5 11.2 4 10.1 3 9.0 3 7.9 3 6.9 2 5.9 2 4.4 1 3.4 1 2.5 0 1.5
RAT C -56 -54 -50 -46 -42 -38 -34 -30 -26 -22 -18 -14 -10 -6 -2 1 5 9
1) Time Minutes 2) Fuel 100 LBS Taxi fuel and time is not included in the table. Add 40 LBS of fuel for every minute of OUT to OFF time.

Manual de Operaciones MD-80

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Super 80

Aircraft Operating Manual

Super 80 AOM TABLE OF CONTENTS

Super 80 Aircraft Operating Manual

Copyright 2005, by CoolSky. All rights reserved.

Super 80 AOM DESCRIPTION Section 1

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 1

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 2

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 3

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 4

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 5

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 6

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 7

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 8

Super 80 Aircraft Operating Manual

OVERHEAD PANEL (AFT)

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Super 80 AOM DESCRIPTION Section 1 Page 9

Super 80 Aircraft Operating Manual

OVERHEAD PANEL (FORWARD)

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Super 80 AOM DESCRIPTION Section 1 Page 10

Super 80 Aircraft Operating Manual

GLARESHIELD AND UPPER INSTRUMENT PANEL

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Super 80 AOM DESCRIPTION Section 1 Page 11

Super 80 Aircraft Operating Manual

CAPTAINS INSTRUMENT PANEL

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Super 80 AOM DESCRIPTION Section 1 Page 12

Super 80 Aircraft Operating Manual

CENTER INSTRUMENT PANEL

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Super 80 AOM DESCRIPTION Section 1 Page 13

Super 80 Aircraft Operating Manual

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Super 80 AOM DESCRIPTION Section 1 Page 14

Super 80 Aircraft Operating Manual

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