FLIGHT PROCEDURES

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GENERAL

 

This section provides you with a pictorial display of different procedures and flying techniques to get the most out or your MD-80.

 

 

PROFILES

 

 

Autoflight status must be confirmed and progress monitored by observing the Flight Mode Annunciator.

 

Autothrottle should normally be used for takeoff. Advance the throttles and then press the EPR LIM mode switch. FMA annunciates CLMP at 60 knots.

 

Refer to TPS data for flap/retraction schedule. Make normal rotation at Vr. Do not fly flight director commands until after rotation. Maintain V2 to V2 + 10 up to 1,000 feet AFE.

 

Autopilot may be engaged above 500 feet AGL.

 

At 1,000 feet AFE, reduce vertical speed to no less than 1,000 feet per minute (fpm), select EPR CL*, flaps up/slats retract on schedule. Accelerate to minimum maneuvering (mm) speed.

 

Limit bank angle to 15 degrees until attaining minimum maneuvering (MM) speed (V2 + 15 knots with takeoff flaps) for existing flap/slap configuration.

 

At, 3,000 feet AFE, adjust VERT SPD to accelerate to desired climb speed.

 

* If needed for operational consideration considerations, takeoff thrust may be used up to the five-minute limit.

 

 

 

Autoflight status must be confirmed and progress monitored by observing the Flight Mode Annunciator.

 

Autothrottle should normally be used for takeoff. Advance the throttles and then press the EPR LIM mode switch. FMA annunciates CLMP at 60 knots.

 

Refer to TPS data for flap/retraction schedule. Make normal rotation at Vr. Do not fly flight director commands until after rotation. Maintain V2 to V2 + 10 up to 800 feet AFE.

 

Autopilot may be engaged above 500 feet AGL.

 

At 800 feet AFE, reduce pitch attitude to approximately 15 degrees and select EPR CL on TRI/TRP. Adjust pitch attitude as necessary to accelerate to minimum maneuvering (mm) speed (v2 + 15 knots with takeoff flaps). Limit bank angle to 15 degrees until attaining minimum maneuvering (MM) speed. Climb to 3,000 feet at V2 + 15 knots. Use HDG SEL for turns.

 

At, 3,000 feet AFE, adjust VERT SPD to accelerate to desired climb speed.

 

 

 

 

Autoflight status must be confirmed and progress monitored by observing the Flight Mode Annunciator.

 

Autothrottle should normally be used for takeoff. Advance the throttles and then press the EPR LIM mode switch. FMA annunciates CLMP at 60 knots.

 

Make Normal rotation at Vr. Do not fly flight director pitch commands until after rotation. Maximum pitch attitude is 20 degrees.

 

Use HDG SEL for any turns. Limit bank angle to 15 degrees until attaining minimum maneuvering (MM) speed (V2 + 15 knots with takeoff flaps) for existing flap/slap configuration.

 

Autopilot may be engaged above 500 feet AGL

 

 

 

* If engine failure occurs before FMA CLMP annunciation, disconnect autothrottles.

 

Maximum effort stopping techniques shall be intiated:

 

    1. Apply maximum breaking while closing the throttles.

 

    2. Manually extend the speed brakes

 

    3. Apply reverse thrust.

 

    4. Maintain directional control.

 

    5. When stopped, establish communications with cabin and check for damage, consider evacuation requirements.

 

 

 

Use normal rate of rotation at Vr. V2 should be attained at approximately 35 feet. Select HDG SEL and runway heading. 

 

Use TPS Data for flap/slat retraction speeds and clean minimum maneuvering speeds (MM).

 

If an engine fire warning occurs on takeoff, fly the engine failure profile depicted above, whether the engine is producing significant thrust or not.

 

 

 

Use Speed Cards for minimum maneuvering speeds. 

 

Radios should be tuned to facilitate position awareness during initial vectoring in the terminal area.

 

 

 

If the aircraft is to be vectored through the localizer, and ILS is armed, cancel the intercept by with HDG HLD. Then use HDG SEL and re-arm ILS when desired.

 

If autopilot is not used, follow flight director commands.

 

 

 

If the aircraft is to be vectored through the localizer, and ILS is armed, cancel the intercept by with HDG HLD. Then use HDG SEL and re-arm ILS when desired.

 

 

 

Continuously monitor raw data, failure annunciators, and warning lights during all autoflight approaches.

 

Normal autoflight procedures utilize, autopilot, flight director, and autothrottles.

 

If the aircraft is to be vectored through the localizer, and ILS is armed, cancel the intercept by with HDG HLD. Then use HDG SEL and re-arm ILS when desired.

 

A satisfactory landing is a touchdown in the touchdown zone with nosewheel within 25 feet of runway centerline.

 

During rollout be especially alert for any deviations from runway centerline which may adversely affect safety.

 

 

 

Use Speed Cards for minimum maneuvering speeds. 

 

Sink rate from the final approach fix to MDA will depend on ground speed, altitude change, missed approach point and any approach chart restrictions.

 

If circling approach is to be made, Use FLAPS 28 (at flaps 28 maneuvering speed) until circling maneuver is complete.

 

Conditions required to leave MDA:

 

    1. Runway environment

    2. Flight Visibility

    3. Airport in a position to land in touchdown zone.

 

 

 

Autoflight status must be confirmed and progress monitored by observing the Flight Mode Annunciator.

 

Prior to leaving any altitude, set and arm the next stepdown or MDA.

 

If circling approach is to be made, Use FLAPS 28 (at flaps 28 maneuvering speed) until circling maneuver is complete.

 

 

 

Use Speed Cards for flap/slat retraction speeds and minimum maneuvering speeds. 

 

If go-around is initiated  with an engine inoperative, coordinate rudder with thrust application. At 1,000 feet AFE, shallow the climb and retract flaps/slats as necessary while accelerating to appropriate speed.

 

 

 

Se Go-Around-Basic for additional details.

 

Below 1,500 feet on approach, if auto G/A logic is satisfied, AUT G/A will be displayed. In not, FD G/A will be displayed.

 

Missed approach heading and altitude are pre-set on the approach. 

See ILS basic or ILS Autoflight for details.

 

If autopilot is not used, follow flight director commands.

 

If engine fails during an auto go-around, the autopilot may remain engaged until exiting the go around pitch mode.

 

 

 

Use Speed Cards for flap/slat retraction speeds and minimum maneuvering speeds. 

 

If autothrottle system is off, apply speed additives for gusts.

At altitudes down to 500 feet, some deviation from the normal approach path is allowed.

Below 500 feet, if any significant departure from the normal approach path occurs, and corrective action is not immediately effective, go-around is mandatory.

 

During flare maneuver, runway closure rate should be reduced at a constant rate by coordinated use of thrust and elevator controls. Sink rate must never reach zero prior to touchdown.

 

Rate of throttle closing depends on ground speed, airspeed at start of flare, gross weight, etc.

Throttles will normally be closed at touchdown.

 

 

AIRSPEED BUG SETUP

 

Following are diagrams that display the airspeed bug set up and procedures for different phases of flight.