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Continental Airlines TRAINING BULLETIN Issued by FLIGHT STANDARDS
MD-80-00-01 February 10, 2000
STABILIZER TRIM INOPERATIVE/MALFUNCTION
RECOMMENDATIONS
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If a horizontal stabilizer trim system malfunction is encountered, complete the MD-80 Flight Manual checklist(s). Do not attempt additional actions beyond that contained in the checklist(s).
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If completing the checklist procedures does not result in an operable trim system, consider landing at the nearest suitable airport.
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If an operable trim system is restored, the Captain should consider proceeding to an airport where suitable maintenance is available, or to the original destination based on such factors as distance, weather, etc.
TRIM MOTOR OVERHEAT / THERMAL CUTOFF
The Primary and Alternate trim motors are each equipped with a thermal cut-off device which interrupts electrical current to the motor if that trim motor overheats. Repeated or continuous use of the trim motor may cause a thermal cutoff. After the motor cools, it will automatically restore trim function when the thermal cutoff resets. Excessive or prolonged testing of the trim system on the ground before departure may generate enough heat to produce a thermal cutoff during routine trimming shortly after takeoff.
An overheat cutoff in one trim motor does not affect the functions of the other motor. If the alternate trim motor overheats, the primary trim system may be used to retrim the stabilizer; the reverse is also true.
If the flight crew uses the primary trim system repeatedly to resist a runaway in the alternate trim system, the primary motor could overheat, and the crew may be left with a runaway alternate trim if the primary trim thermal cutoff occurs. This action could also cause both trim motors to overheat, and result in a temporarily inoperative stabilizer. Also, if a runaway trim motor overheats and stops, it could again runaway once it has cooled and the thermal cutoff resets.
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If the crew determines that the stabilizer is inoperative, and suspects that they may have a thermal cutoff, and if flight conditions permit, the Captain may delay the diversion to an alternate airfield long enough to allow for a cooling period/thermal reset. After a reset, the crew should refer to the RECOMMENDATIONS above.
The following MD-80 Training Bulletins are current and should be retained. Any specific MD-80 Bulletin not listed below should be discarded.
MD-80 PILOTS: MD-80-96-04, 98-02, 98-10, 98-11, 99-03, 99-04, 99-07, 99-08, 99-09, 99-10, and 00-01.
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Continental Airlines TRAINING BULLETIN Issued by FLIGHT STANDARDS
MD-80-00-07 November 28, 2000
TEMPORARY DISABLING OF
THE UPPER WING ANTI-ICE SYSTEM
The Upper Wing Anti-Ice system will be disabled and placarded inoperative on all MD-80 aircraft for the next few months.
Maintenance and Engineering have identified a potential for shorting out of electrical components in the UWAI system in the wing area.
A fix to the problem is underway and should be completed on all aircraft by the spring of 2001.
This will require a close-up check of the upper wing surface for ice build-up prior to all flights as detailed in the Flight Manual, Section 4, pages 255-260.
The UWAI system is a great aid in handling the MD-80 wing ice condition, and the system will be returned to operation as quickly as is possible.
In the meantime, please take extra care during the coming winter months to ensure that wing ice inspections are completed before all flights.
The following MD-80 Training Bulletins are current and should be retained. Any specific MD-80 Bulletin not listed below should be discarded.
MD-80-99-08, 99-10, 00-01, 00-02, 00-03, 00-04, 00-05, 00-06 and 00-07.
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