ABNORMAL ...................................................................................47
Diversion To Alternate..............................................................49
Driftdown Information ...............................................................50
EPR - Maximum Continuous Thrust (One Engine Operation)....52
Holding Speeds / Fuel Flow......................................................47
One Engine Operation - Long Range Cruise.............................55
One Engine Operation - Net Altitude Capability ........................53
LANDING
NORMAL ........................................................................................57
Approach Climb and Landing Runway Limit Charts...................59
EPR - Maximum Go-Around Thrust..........................................58
V-Speeds for Normal Landings.................................................57
ABNORMAL Estimated Landing Distance (in Feet) for Various Flap/Slat Configurations.....................................................73 Estimated Landing Distance Required (in Feet) with Complete Hydraulic Failure................................................................73 Estimated Landing Distance (in Feet) with No Brakes...............74 Estimated Landing Distance (in Feet) with No Anti-Skid............74 Estimated Landing Distance (in Feet) for Various Runway Surface Conditions................................................75 Estimated Landing Distance Required (in Feet) On An Ice Covered Runway..........................................................75 Overweight Landing - Minimum Landing Distance Required.....77 V-Speeds for Abnormal Landings .............................................72 V-Speeds for Overweight Landings...........................................76
MD-80 Sec. 5 Page 1
Flight Manual Continental Rev. 01/01/00 #28
INTRODUCTION
GENERAL
Weight & Balance Policy/Procedures
Operations Engineering controls, via the Accuload computer system, the performance data for specific airports/runways in accordance with the limitations set by the FARs and McDonnell Douglas. The load planner generates the Runway Analysis and balance information using the Accuload computer assuring a flight is operated within maximum allowable weight and center of gravity limitations. Appropriate items from the Load Manifest are given to the flight crew via the Pilot Weight Manifest Worksheet.
Flap Selection
The priority for selection of takeoff and landing flaps is as follows (left to right):
Takeoff: 11., 15., 4., Optimum
Takeoff on wet or
contaminated runway: 22., 18., 15., 11., 4., Optimum
Landing: 40. Primary , 28. Alternate, When the alternate landing flaps setting of 28° is required, code K will be shown in line 9 of the Pilot Weight Manifest.
Aircraft Performance Penalties
The dispatcher is responsible for identifying and inputing all performance related penalties for takeoff, enroute, and landing.
The flight crew should review the performance penalties applied and advise the dispatcher of any discrepancies.
Preparation of the Load Manifest
Automated - The load planner accesses the Accuload computer which assimilates all the required data and performs the required calculations in accordance with procedures. The data is transmitted to the flight crew via radio closeout, hard copy telex, or a completed Form 362A Pilot Weight Manifest Worksheet. A benefit of the Accuload system, although totally separate from it, is a bank of precomputed Runway Analysis for all runways known as the “stored data”. It is from this bank of “stored data” that the Runway Analysis in the Flight Departure Paperwork is drawn. This data will allow the crew to check takeoff capability in the event of a change in takeoff runway or flap setting. Flight crews must be aware that the “stored data” contains no corrections for abnormal takeoff conditions such as contaminated runway (standing water, slush, or snow), low altimeter setting (less than 29.72), or dispatch with inoperative systems (example: AGS inop). When using the Runway Analysis to calculate takeoff capability with an abnormal takeoff condition in effect, the appropriate takeoff weight penalty from this section must be applied. If the takeoff weight penalty for an abnormal takeoff condition is not published in this section, the Flight Crew must contact Load Planning for new data in the event of a change in takeoff runway or flap setting.
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