Contents

1.0.0 – Foreword

1.1.0 – Airplane General

1.2.0 – Flying Tips

1.2.1 – General

1.2.2 – Takeoff

1.2.3 – Inflight

1.2.4 – Descent

1.2.5 – Approach

1.2.6 – Landing

1.3.0 – Flight Guidance

1.3.1 – Basic System Layout

1.3.2 – Flight Guidance Panel

1.3.3 – Flight Mode Annunciator

1.3.4 - Auto Throttle System

1.3.5 – FGS Flight Mode Annunciator Examples

1.3.6 – FGS Reminders / Notes

1.3.7 – Thrust Rating Panel

1.4.0 – Ground Operations

1.4.1 – Powerback

1.4.2 – Ground Movement

1.5.0 – Crosswind Guidelines

1.5.1 – Takeoff

1.5.2 – Approach & Landing

1.6.0 - Auto Brake System

1.6.1 – Takeoff

1.6.2 – Landing

1.6.3 – General

1.7.0 – Air

1.7.1 – Anti-Ice & Bleed Config

1.7.2 – Air Conditioning

1.7.3 – A/C Packs OFF Departure

1.7.4 – Abnormal Bleed Configuration

1.8.0 – EOAP

1.9.0 – Engine Thrust Recovery

1.9.1 – Automatic Reserve Thrust (ART)

1.9.2 – Automatic Thrust Restoration (ATR)

1.0.0 First and foremost

The aim of this document is to provide dedicated users of the Fly The Maddog X simulation a

pocket guide for advanced flying techniques and aircraft operation. Except for a few elements

which were considered necessary for quick reference, in-depth system descriptions were left out to

cut the size of the document and make essential information as easy to access as possible.

For detailed information about basic aircraft systems please refer to the AOM which is provided

with the add-on. This guide purely focuses on giving pilots a guideline for questions and

challenges encountered in everyday operation.

We hope you will find yourself as excited flying the Maddog as we were while developing and

testing it.

Sincerely,

The Fly The Maddog X Development Team

1.1.0 Airplane General

The McDonnell Douglas MD-80 series / DC-9-81/82/83 is powered by two aft mounted JT8D-217A

or 219 axial-flow turbofan engines and is designed to provide efficient operation and reliable

transportation of passengers and cargo. An APU together with an integral forward stairway and aft

stairway facilitates passenger loading, unloading and engine starting at airports with minimal

ground support equipment.

The MD-80 fuselage is of all-metal construction consisting of a nose, center and tail section. In

addition to cockpit and cabin, the fuselage contains a nose gear wheel well, forward accessory

compartment, E&E compartment, forward, mid and aft cargo compartments, main gear wheel well

accessory compartment and an air conditioning and accessories compartment in the tail section

aft of the pressure bulkhead.

Courtesy Boeing

All external doors and emergency exits, with exception of the forward stair well door, are plug-type

and pressure sealed.

The tailcone is the aft end of the aircraft´s fuselage and may be jettisoned by actuation of either an

interior or exterior control as long as the airplane is on the ground to provide an emergency exit.

Compared to many current aircraft types in service, the MD-80 (like other aircraft of the DC-9

series) has quite a different approach in terms of the flight control system. Primary flight controls

consist of conventional aileron, rudder and elevator control surfaces. Secondary flight controls

consist of lift-augmenting leading-edge slats, spoilers, inboard and outboard flaps and horizontal

stabilizer.

The flaps may be positioned in six different permanent detents from 0 to 40 degree range.

A specific MD-80 feature is called “Dial-A-Flap” and allows free flap selection from 0 to 13 degrees

and 15 to 25 degrees for takeoff. The specific setting can be selected with the takeoff flap selector

thumbwheel on the right side of the pedestal.

The primary flight controls are cable connected to the control surfaces and are aerodynamically

actuated via control tabs. Therefore, the pilot does not have direct control over the control

surfaces, but over small tabs on the trailing edge of the ailerons and elevator with exception of the

rudder. To move the whole control surface, it is necessary to have some airflow along the aircraft.

By moving the yoke, the control tabs move into the opposite direction than commanded by the

pilot and thus push the actual control surface into the correct position. On the elevator, alongside

the control tabs, there are geared tabs which are not directly controlled but assist the control tabs

in moving the elevator into position. The elevator also features a third kind of tab – the anti-float

tab – which counters the tendency of the elevator to float upwards on approach. The ailerons also

have a second type of tab – the trim tab – which is not geared and allows for aileron trim. During

normal operation the rudder is hydraulically operated. A control tab on the trailing edge is locked

and only becomes active if hydraulic pressure is lost.

1.2.0 Flying Tips

1.2.1 GENERAL

The slower the aircraft flies, the softer the controls get. This results in small yoke movements

necessary to control the MD-80 at high speed and greater control inputs required as speed

decreases. It is known that the aircraft might feel slightly sluggish especially on approach.

1.2.2 TAKEOFF

To allow for constant and equal engine spool up, set throttles slightly ahead of the idle detent. By

doing this, engine RPM can be aligned without applying a high thrust setting. Once engines are

stable and spool up has been checked, bring the throttles forward to 1.4 EPR in a smooth but

steady manner. If AT is used for takeoff, set the AT switch to ON once engines have reached 1.4

EPR.

- CLMP will engage at 60kts

f

After lift-off speed is reached, rotate the aircraft with a constant steady rate smoothly to a

maximum of 20° nose up attitude. Avoid large elevator control inputs.

Reaching the desired height for noise abatement (e.g. 3000ft), accelerate towards FLAP/SLAT

retract speed by selecting half of the current climb rate (VERT SPD) via the pitch wheel on the

FGCP. Once acceleration process is complete continue climb-out with IAS/MACH, EPR LIM or

VNAV.

1.2.3 INFLIGHT

When in straight and level flight a thrust setting of about 1.25 EPR (approx. 65% N1) can be used to

achieve the following:

CONFIGURATION SPEED (KIAS)

CLEAN 250

SLATS EXT 210

FLAPS @ 11° 180

FLAPS @ 15° 160

1.2.4 DESCENT

Planning – The common method (Height x 3 = Descent distance required) can be used for

descent planning. Descent speed should either equal cruise speed / the provided company value

until reaching 10,000ft or other speed restrictions. Around 6nm are required to slow down 10kts

without the use of drag devices (Based on zero wind condition, add 1nm per 10kts of wind)

Monitor the descent by applying the procedure mentioned above regularly, check V/S roughly

equals ground speed x 5.

Note: There are many ways to descent from cruise level, one that’s particularly special to the MD-

80 though, is the IAS/MACH descent in conjunction with CLMP.

Once a descent is initiated with VERT SPD, select IAS/MACH on the Pitch Control Panel. Throttles

will be clamped, the FMA displays – CLMP (AT) and IAS or MACH (Pitch). From here on, the

airplane will maintain descent speed by pitch. The throttles, although clamped, can still be

manually set to a different position. This allows the pilot to increase or decrease vertical speed by

alternating engine thrust. The aircraft will hold the selected speed independent of throttle position.

ATTENTION

Throttles should not be set to the true idle position trying to reduce descent speed. Once

the autopilot levels the airplane off at a certain altitude, the engines can´t spool up fast

enough from this position. In order to hold the selected IAS the AT will push the engines to

almost full thrust resulting in an abrupt and uncomfortable acceleration.

Reselecting VERT SPD or any other vertical mode will deactivate CLMP if required.

1.2.5 APPROACH

Normal flap settings for landing are 28° or 40°. If the airplane should be very light, Flaps 40°

should be used in order to reduce approach speed.

Suggested pitch and power settings for the approach:

CONFIGURATION AIRSPEED (KTS) PITCH EPR (N1 %)

11°

GEAR UP

180 6-6.5° 1.32

(68%)

15°

GEAR DN

160 7.0° 1.33-1.35

(66-68%)

28°

GEAR DN

141 3.5° 1.25

(65%)

40°

GEAR DN

137 2-3° 1.29-1.32

(66 – 70%)

1.2.6 LANDING

Vref calculation:

The airplane will automatically calculate approach speeds for different flap settings and will display

these on the FMS APPR page.

Wind additives should either equal half of the current steady wind or the difference between

steady wind and gust value. Should both calculations be possible use the greater additive.

- Add a minimum 5 kts / maximum 20kts

- AUTOLAND: Vref + 5 regardless of gust / steady wind

If conditions require greater additives than 10kts (gust) / 15 (steady) discontinue

autoland operation

FLAPS 28 / 40 reference

Target speed

Flaps 11 / 15 maneuver

Slats Extended, Flaps 0 maneuver

Clean maneuver

1.3.0 Flight Guidance System – FGS

FGS consists of:

1.3.1 Basic System Layout

LEFT RIGHT

Autopilot DFGC (1/2) selector also determines which DFGC supplies command to:

-Autopilot (AP)

-Auto Throttle (AT)

-Flight Director (F/D)

-Lateral / Vertical Navigation

-Altitude Alert

-Speed Control

-EPR Selection

-Auto Thrust Restoration (ATR)

-Auto Reserve Thrust (ART)

-Engine Sync

-Yaw Damper

-Mach Trim Compensation

AIRCRAFT SENSORS

-CADC 1 & 2

-Flap/Slat/Spoiler sensors

-Stab/Elevator sensors

DFGC 2 DFGC 1

F/D 1 F/D 2

F/D Command Bars

Fast / Slow Indicator

AUTOPILOT

-Commands Roll, Pitch, Yaw control (dual servos)

-Powered by either DFGC -> one active / one “hot spare”

Auto Throttle

-Commands Throttle servos

-Controls speed, Mach number, engine thrust

-EPR/TRP panel

-FMS

-

-Altitude Alert

-EPR Sync

-ART

-ATR

-Yaw Damper Actuator

-Mach Trim Actuator

VHF NAV 1 Auto Throttle

Panel

Directional

Control Panel

Pitch Control

Panel

Altitude Selector

VHF NAV 2

Auto Throttle Panel

SPD/MACH knob – adjust SPD

->1st detent - fast change

->PUSH SPD <-> MACH

SPD/MACH SEL – activates SPD / MACH mode

EPR LIM – Auto Throttle to MAX EPR set

FMS OVRD – manipulate FMS speed

Directional Control Panel

NAV – AP follows FMS LNAV course

VOR LOC – AP follows NAV course / localizer

ILS – arm AP ILS function (G/S, LOC)

AUTO LAND – arm automatic landing function

HDG SEL knob – adjust HDG

->PUSH to engage HDG HOLD

->PULL to engage HDG SEL

Pitch Control Panel

Pitch Select Wheel – set VERT SPD / IAS, MACH / PITCH

->ANU = Up / AND = Down

VNAV – AP follows FMS vertical profile

ALT HOLD – AP will maintain altitude at engagement

->engages if VERT SPD is > 100 fpm

ALT preselect – preselect an altitude (for level-off)

->PUSH – 100ft / NORM – 1000ft / PULL – Arm ALT

->automatically arms if new ALT is set

->arms altitude alert

TURB – engages TURB mode

->AP holds pitch attitude (can be selected) / WINGS LVL

ATTENTION

-Activating TURB mode disengages Auto Throttle

-Dampens DFGC pitch/roll commands

1.3.2 Flight Guidance Control Panel (FGCP)

The easiest way to get into how the FMA works in conjunction with the Autopilot system is to it

compare with the FGCP. After a short look it should appear that, from left to right, the FMA is quite

similar to the layout of the FGCP.

On the outer left side the current Auto Throttle mode is displayed. (Example: IAS, MACH, CLMP)

Next to it is the “Arm” section which shows the armed AP modes. (For example, if an altitude is set

on the FGCP the “Arm” section shows ALT to remind you that the aircraft, if controlled by the AP,

will level-off once the altitude set is reached.)

The center right “Roll” part shows the currently active lateral navigation mode. (Example: HDG,

NAV TRK, VOR TRK). In addition, all lateral captures will be announced with CAP once e.g. a VOR

or LOCalizer signal has been recognized and the AP is capturing the radial set.

The outer right side displays the vertical/pitch mode that is currently active. It will, as the “Roll”

panel, also announce capture of a specific setting. For example once a set altitude is in the process

of being captured, the display will show ALT CAP before switching to ALT HOLD.

To remember the layout just keep the word TARP in mind.

Regardless of F/D switch position, the FMA will always display active modes if AP is ON.

Above these four display is the FMA Warning Lights section which can alert the pilot about the

following failures:

AP TRIM – Autopilot command / horizontal trim disagree

NO AUTOLAND – FGS detected condition which doesn´t permit an automatic landing

Four of these warning lights are referred to as “Comparator Monitor Lights”, in short, they indicate

a difference between either of the Capitan´s/FO´s:

- ILS indication

- Attitude indication

- Compass direction

In case the Comparator system itself should fail, the “MONITOR” warning will be illuminated.

1.3.3 Flight Mode Annunciator (FMA)

The Comparator lights will, in addition to indicating a system failure, also show which side has

failed. The warning light on the failed side will flash continuously while the light on the non-failed

side will be steady.

Above the FMA Warning Lights two red bars will flash continuously if either AP or AT is

disconnected. These warnings can be reset by pressing either AP / AT disconnect button(s).

On the right edge the FMA will also show which AP (DFGC) is active and if the panels

corresponding F/D is set ON.

1.3.4 Auto Throttle (AT) System (ATS)

Auto Thrust will disengage due:

- Manual deactivation

- ATS monitor detects failure

- ATS in EPR mode -> airspeed exceeds FLAP/SLAT limit or Vmo/Mmo

- Power interrupted for 1/5 sec

- DFGC unit switched

- Reverse thrust is applied

DFGC signals to Auto Throttle control:

- Throttle lever servos

- F/S indication

- F/D command bars

The Auto Throttle System can CLMP (Clamp) the throttles to a specific setting by removing

electrical power from the servos. This is common during Take-Off or if AP/AT modes are

incompatible.

The Auto Throttle System is bound to following restrictions:

1.3.5 FGS Flight Mode Annunciator Examples

TAKEOFF

TRP MODE AUTO

THROTTLE

ARM ROLL PITCH

TO FLEX (EPR) 50 ALT TAK

OFF

TAK

OFF

ILS APPROACH w/ AUTOLAND

ANNOTATIONS AUTO

THROTTLE

ARM ROLL PITCH

SPD 250

ILS HDG

SEL

ALT

HLD

SPD 220 ILS LOC

CAP

ALT

HLD

LOC intercept

SPD 200 ILS LOC

TRK

ALT

HLD

On LOC track

SPD 200 ILS LOC

TRK

G/S

CAP

G/S intercept

SPD 180 ILS LOC

TRK

G/S

TRK

LOC & G/S

intercepted

If an automatic landing is planned, press AUTOLAND on FGCP @ approx. 1500ft AGL.

AUTOLAND

ARM

SPD 160 AUT

G/A

AUT

LND

AUT

LND

Autoland engaged

@ APPROX 150FT (RA) SPD 140 AUT

G/A

ALN AUT

LND

ALN Align – aircraft

starts alignment with

RWY

@ APPROX 50FT (RA) RETD AUT

G/A

ALN AUT

LND

Throttles retard

SHORTLY AFTER RETD AUT

G/A

ALN FLAR Flare initiated

Note: Over sloping or irregular terrain, FLAR and/or RETD may be unreliable.

AFTER TOUCHDOWN RETD F/D

G/A

ROL

OUT

ROL

OUT

20 SECONDS AFTER

MLG TOUCHDOWN

RETD ROL

OUT

ROL

OUT

ARM screen blanks,

Go-Around guidance

is not available

anymore

Automatic thrust disengages once reverse thrust is applied. After an automatic landing is

successfully completed, disengage the Autopilot after roll out.

ANNOTATIONS AUTO

THROTTLE

ARM ROLL PITCH

SPD 140 AUT

G/A

ALN

AUT

LND

“GO AROUND”

PRESS EITHER TOGA

BUTTON

Advance throttles manually to G/A EPR limit.

EPR

G/A

ALT GO

RND

GO

RND

The aircraft will from here on automatically pitch to command bar + wings LVL. AT will

refine thrust setting once throttles are released. If bank angle is less than 3° Roll modes

switches to HDG HOLD.

G/A logic disengages if:

- Another pitch mode is selected

- Pitch wheel is moved (engages VERT SPD)

- Preselected G/A altitude is reached

AP disconnects if:

- TOGA buttons pressed after flaps are already set to 28° or less

G/A will not disengage at the moment of touchdown, but activating TOGA on the ground causes

the AP to disconnect. A manual Go-Around will have to be performed from here.

1.3.6 FGS Reminders / Notes

Auto Throttle:

- Reaching desired climb/descent MACH/IAS -> Press speed selector knob to either

select current MACH or IAS (This changeover occurs automatically passing FL270 if

the FMS controls speed)

Roll:

- HDG HOLD will only engage if aircraft bank angle is below 3° of WING LVL

- Overflying a VOR´s “cone of confusion”, the AP will switch from VOR TRK to VOR CRS

(Course) until receiving signal again.

Pitch:

- If in ALT HOLD, rotating pitch wheel to greater to +/- 100ft or greater VERT SPD

mode will activate.

- For flight level change, setting a different VERT mode on the FGCP is required

- ALT deviations above 250ft will activate aural + visual warning (ALT advisory)

- Turbulence penetration speed 285kts / .75-.79M (whichever is lower)

->250kts below FL250

- If pitch wheel IAS conflicts Auto Throttle, VERT SPD is engaged

->VERT SPD flashing 3 seconds

- IAS/MACH selected with AT ON in SPD mode

->CLMP activates -> allows IAS/MACH to be engaged

GO-AROUND while AUTOLAND

Climbing less than 2000ft it is advisable to use SPD SEL and VS 1000fpm. If a climb of more than

2000ft is required use IAS with EPR LIM.

When climbing watch out for SPD/MACH ATL indications on the FMA, this indicates that the

engines are running at maximum EPR. Ignoring the change from a normal AT mode to SPD or

MACH LIM may result in a stall condition as the airplane can no longer maintain speed.

1.3.7 Thrust Rating Panel (TRP)

The TRP is one of the main components on the MD-80

flight deck, it controls the maximum EPR value available

and is supplied from both DFGCs. It allows the pilots to

select different thrust modes for each phase of flight.

Current EPR limit is shown at the top of the engine display

panel and as with two amber lines on the EPR gauges.

Note: If necessary, EPR limit can also be manually set by

pulling out the L/R knobs on the engine panel.

The TRP provides the following modes:

T.O. – EPR limit for takeoff

TO FLEX – EPR LIM can be manually alternated by selecting an “Assumed Temperature”

with the ASSUMED TEMP selector

GA (Go-Around) – EPR limit in case of a go-around

MCT (Max Continuous Thrust) – EPR limit for MCT

CL (Climb) – EPR limit for climb

CR (Cruise) – EPR limit for cruise

If no thrust mode is selected or an uncertified engine bleed setting has been selected “NO MODE”

light will illuminate.

ATTENTION

If a reduced thrust takeoff is planned (TO FLEX) ART switch has to be set to OFF.

1.4.0 Ground Operation

1.4.1 Powerback

1.4.2 Ground Movement

- Use 1.1 EPR MAX momentarily to begin rolling unless aircraft is very heavily loaded

- Idle power may cause acceleration once aircraft is moving

- Maximum steering 82° from center to L/R

-> Single HYD system operative: 55° towards operating system / 82° towards inoperative

side

- Aircraft reacts very sensitive to nose gear steering input

-> To allow smooth turns assist entry with rudder pedal steering (approx. 17° L/R)

- Avoid braking while turning, if still required brake outside wheels first

- If additional thrust is required while turning increase outside engine power

- Overshooting the centerline will be required in all turns due to gear position

CHECK

-Both thrust reversers operative

-Ramp clear of personnel / ground

equipment

-Precipitation not above medium

-Do not apply brakes when rolling

backwards

-Max. 1.3 EPR

PROCEDURE

FLAP/SLAT handle………..UP/RET

Thrust levers……………….…IDLE reverse

Engine panel…………………Check reverse operation

Thrust setting………………..MAX 1.3 EPR

Once reverse taxi complete:

Thrust levers…………………Forward IDLE

To stop the backward movement apply slight

amount of forward thrust.

1.5.0 Crosswind Guidelines

1.5.1 TAKEOFF

Dry runway……………………………………………………..30 kts

Wet runway…………………………………………………….20 kts

Icy runway……………………………………………………….12 kts

Preapply slight amount of aileron input into the wind and use rudder for directional control. Avoid

use of wheel throw above 5° -> drag producing spoilers engage at 5° or more. Rotate normally

holding crossed controls, increase if required. After lift-off focus on transition to coordinated

aileron and rudder while maintaining wings level.

1. Swept wing, high-tail aircraft have a tendency to turn into the wind, heel over at rotation.

2. Forward pressure on the yoke assists in maintaining control.

1.5.2 APPROACH & LANDING:

Manual rudder…………………………………………………25 kts

Autoland system limit:

- Headwinds < 25 kts

- Tailwinds < 10 kts

- Crosswinds < 15 kts

Crosswind correction with the autoland system engaged begins at about 150ft radio altitude.

Restricted rudder……..……………………………………….12 kts

Instrument approach at or below 2400 RVR…..10 kts

On final establish a crab angle into the wind, maintain this angle until just before touchdown on

the runway. Keep wings as level as possible to avoid excessive bank (8° to either side) otherwise

they will make contact with the ground. Use as little aileron as possible on roll-out, excessive use

can lead to spoiler yaw.

ATTENTION

Use of ailerons with spoilers extended causes spoilers to retract partially on one wing which

in return can cause one-sided lifting of the aircraft.

1.6.0 Automatic Brake System

1.6.1 TAKEOFF

The ABS takeoff mode is selected by setting the AUTO BRAKE selector to T.O. and AUTO BRAKE

ARM/DISARM switch to ARM. The spoilers must be retracted and armed, flaps set to less than 26°.

In case of a rejected takeoff the auto brake system will apply MIN braking if below 70kts. At speeds

above 70kts the ABS will apply maximum available dual-system automatic braking without any

time delay.

-Takeoff aural warning will sound if either spoilers or ABS aren´t armed

1.6.2 LANDING

ABS landing mode is armed prior to landing by selecting an appropriate setting and placing the

AUTOBRAKE ARM/DISARM switch to ARM. Anti-skid must be armed & operational for the ABS to

work.

ABS automatically activates as landing spoilers are deployed or manually by retarding the throttles

below 22°, above this setting system operation is inhibited.

-ABS activates after 1 second (MAX) 3 seconds (MIN/MED)

1.6.3 GENERAL

The system is disarmed if one of either or both brake pedals are pressed, by selecting the

AUTOBRAKE ARM /DISARM switch to DISARM, throttles are advanced beyond 22° or if flaps are

set to less than 26° while aircraft speed is above 70kts during landing. Retracting the ground

spoilers will relief brake pressure but does not disarm the automatic brake system.

-ABS disarm lights on glareshield will illuminate if auto brake is disarmed

-ABS will automatically disarm if malfunction occurs

->AUTO BRAKE FAIL on EOAP

->ABS & MASTER CAUTION lights illuminate

If the fault is cleared, to re-arm the system set AUTO BRAKE selector to OFF and then back to an

appropriate setting and resetting the AUTO BRAKE ARM/ DISARM switch to ARM.

Note: If both ABS and spoilers aren’t armed for TO/Landing, no warning will become active. The

unarmed system warning only activates if either of both systems is armed and the other is not.

1.7.0 Air 1.7.1 Anti-Ice

If icing conditions are present (RAT below +10°C and visible moisture):

Anti-Ice procedure:

Ignition………………….……...A or B

Engine Anti-Ice …...……..ON (One by one)

PNEU Cross Feeds……….OPEN

Air Foil Anti-Ice……………..ON

Anti-Ice Shutdown procedure:

TAIL button………………….Pressed

Wait until TAIL AI complete & reverse procedure described above.

1.7.2 Air Conditioning

Heated air from the pneumatic system is mixed with cold air from the air conditioning system to

provide temperature control for cockpit and cabin. The aircraft is fitted with two air conditioning

packs (L&R) operating independent as well as parallel. Normally the right pack is fed by right

engine bleed air and controls cabin temperature. The left pack is fed by left engine bleed air and

controls cockpit temperature. If one system should fail, the remaining one is capable of supplying

the requirements for both areas. Air conditioning can be set on the according overhead panel.

The Air Conditioning Supply switches allow the system to operate in two different modes, HP BLD

OFF and AUTO.

HP BLD OFF (High-Pressure Bleed) should be selected on the ground as long as pressuriziation of

the aircraft is NOT required. The augmentation valve stays closed, therefore pressure control is not

provided. HP BLD OFF also has direct influence on bleed air supplied from the engines, if HP BLD

OFF is selected the 13th stage high-pressure manifold will stay shut. Thus, only LP bleed air from

the 8th stage manifold will be used.

AUTO should be selected once one or both engines are started, the augmentation valve then

opens and allows the aircraft to be pressurized.

1.7.3 A/C Packs OFF departure

In case of hot & high operations switching OFF the air conditioning packs may be necessary to

comply with takeoff performance.

Therefore, prior to takeoff:

Air Conditioning Supply switches………………OFF

After takeoff passing 400ft,

Air Conditioning Supply switches………………AUTO

ATTENTION

Air Conditioning Supply switches must be set to AUTO before selecting climb power to

prevent NO MODE light from illuminating.

1.7.4 Abnormal Bleed Configuration

Following is a chart of abnormal bleed configs which cause the “NO MODE” light to illuminate.

TRP MODE SELECTED BLEED CONFIGURATION

T.O., T.O. FLEX, GA, MCT, CL or CR - Air Foil Ice Protection ON

- One or both PNEU CROSS FEEDS OPEN

- Engine AI OFF

T.O. or T.O. FLEX - Engine AI ON

- RAT greater than 10°C

GA - Engine AI ON

- RAT greater than 14°C

MCT - Air Foil Ice Protection ON

- Both PNEU CROSS FEEDS OPEN

CL -Air Foil Ice Protection ON

-One PNEU CROSS FEED CLOSED

MCT, CL or CR -Both A/C Packs OFF

1.8.0 EOAP – Electronic Overhead Annunciator Panel

The EOAP is the general indication and warning display unit in the MD-80. It is divided into 2

sections the EOAP DISPLAYS and EOAP Warning and Advisory Light Panel.

An EOAP DISPLAY shows up to 6 annunciations listed from the top, if more than 6 advisories are

present the right display will fill up accordingly. If even more indications are present the list can be

scrolled by pressing either of the UP/DOWN arrow buttons. The advisories can also be decluttered

into specific sections by pressing one of the buttons below the displays.

1.9.0 Engine Thrust Recovery (ART / ATR)

1.9.1 Automatic Reserve Thrust (ART)

In case of a one-sided engine failure, the ART system automatically provides maximum rated

thrust to the operative engine, when:

- a N1 difference of approx. 30 % is noticed by the DFGC

- invalid N1 readout

- DFGC failure

- ELEC power lost

- Manual DFGC switch

The ATR system is armed once both engines have reached 64% N1. ART will increase TO EPR to

maximum TO EPR and can only be deactivated when the ART switch is set to OFF.

1.9.2 Automatic Thrust Restoration (ATR)

ATR is a separate and independent feature from ART which increases thrust under certain

conditions during an engine failure on takeoff.

If the AT is engaged, the ATR system will disengage CLMP mode and move both throttles until

one engines go-around EPR limit is reached.

ATR is armed if:

- F/D pitch axis in TO mode

- Airplane is above 350ft RA

- Both engine EPRs below G/A EPR

If ART is armed and ATR activates, the EPR limit will be the maximum inflight takeoff rating

reduced by the amount that ART is designed to provide. This is to prevent the engine from

overboosting.

Good luck and always happy landings!

Guide compiled by Felix Leverenz

Sources:

- Fly The Maddog X Beta Team

- Boeing MD-80 Series FCOM Volume 2 & 3

- Boeing MD-80 Series Airplane Characteristics for Airport Planning

- Continental MD-80 Flight Manual

- David Hingtgen´s excellent DC-9/MD-80 Guide