MD 80 series TECHNICAL NOTES

GENERAL

► FMS "Economic Crz" = Fixed Cost + Hourly Cost + Fuel Cost = minimum. Gives speeds to minimise the total cost.

► Stick shaker activates at approximately 10% above the stall speed.

At Stall Speed, stall warning lights will flash and horn will sound.

► Aircraft has 10 emergency exits. Don't use aft stairway after ditching (water).

AIRFRAME AND INTERIOR

RADOME
TAILCONE
AFT ACCESS COMPARTMENT (AFT STAIRWAY) UNPRESSURISED
NOSE WHEEL WELL
MAIN WHEEL WELL
WING BOX

FWD stairway: FWD DOOR must be open. Unlock latch inside must be unlocked.
Extended electrically but also can be manually pulled out.

AFT Stairway: Hydraulic (R system). Freefall if no hydraulics.

Hold the handle to OPEN to extend. (May need to manually lock handles over centre if green light
not on.
Outside Control, will freefall when you open it, will close it hydraulically.

Flight Deck door key kept in pocket just above the Flight Attendents Panel.

ELECTRICAL

► Generator Loads 1.0 Maximum Continuous Load

1.5 5 minutes
> 1.5 5 seconds

► 3 identical generators 40 KVA AC 115 / 200 volts 400 HZ 3 phase

Engine generators have CSD
APU not necessary CSD - runs at constant speed
CSD oil temp normal in flight = +/- 100°C

► Battery is charged by the right system. (Through the Ground Service BUS)

► "APU GEN OFF" amber warning remains ON as long as APU running but generator not delivering power

► X-TIE:

External Power NEVER

APU generator IN FLIGHT ONLY
Eng generators GROUND and IN FLIGHT

If the x-tie is in "AUTO" then whenever the x-tie operates, it will shed galley power automatically.

If 1 channel has a short circuit, then the x-tie will be held OPEN and amber "AC CROSSTIE LOCKOUT" illuminate.

If you are using the APU gen inflight to power 1 channel (ie an eng gen has failed) then switch the APU BUS tie for the
side of the good eng generator to OFF, to take advantage of the AC CROSSTIE LOCKOUT protection.
If you had the APU bus tie ON on the side of the good eng. Assume that side got a short it could damage the eng gen,
the apu gen would then take over supplying that channel also been damaged, then NO GENERATORS.
Whereas with it OFF the APU gen would not supply that channel, because the AC CROSSTIE would LOCKOUT.

► To disconnect a CSD, the switch should be held in disconnect for at least 3 seconds
It can only be reconnected on the ground, not in-flight.

► Fuel pumps are 3 phase. If a circuit breaker pops on 1 phase can continue using the pump on 2 phases.

► No paralleling of generators.
If there is a short in one system the transfer lockout will illuminate and will not be able to x-tie the ac systems.

► Battery power available in flight 30 minutes

► Max continuous TR load = 1.0

► Battery switch must be ON for batteries to be charged.

► GEN BUS supply 3 phase power and supply the heavy draw items. Cooling Fans
Galley Power
Aux Hydraulic Pump.

► AC EMERGENCY BUS

Captains PFD
Captains ND
F/O Compass system

Normally receives power from the L AC BUS but will transfer to the R AC BUS automatically
(AC EMERG PWR TRANSFER RELAY)
if L AC BUS is lost. Can also be powered by the battery
through the EMERGENCY INVERTER
► DC EMERGENCY BUS

VHF COM 1
VHF NAV 1
PA system

Normally receives power from the L DC BUS but will transfer to the R DC bus automatically
(DC EMERG PWR TRANSFER RELAY)
if L DC BUS is lost. Can also be powered directly by the
Battery via the BATTERY DIRECT BUS(Emergency Power).

DC TRANSFER BUS Normally receives power also from the L DC BUS

FUEL

► No Fuel dumping

► On ground fuel can be transferred between tanks via defueling system.

► Centre Tank will always empty first because "Boost Pumps" are in series, therefore the output pressure
is twice that of the main tanks.

► Fuel pumps fwd and aft are all AC pumps. There is a DC start pump for when AC pwr not available.
DC start pump is used when AC pwr not available. It will supply fuel to start the APU or engines.

► 4 Dipsticks in each main tank and 1 in the centre tank.

There is a chart inside the nose wheel well

► DC pump supplies from the right main tank

► Maximum defuel rate is approx 550 kg/min

► Centre Tank, after reads "0" for 10 mins then switch the pumps OFF

► Maximum fuel imbalance 680 kg

► Maximum imbalance with aux tanks 180 kg between the aux tanks

► Fuel Heat Cycle 1 minute

NO TAKE-OFF with Fuel Heat ON

► THRUST Lever Position FCU inputs required

N2 RPM for giving correct fuel flow
Eng INLET Temp
Press at Diffuser

APU

► Operates at a constant RPM (100%)

► Fuel for APU supplied from Right Main Tank normally.

► APU doors => 2 normal and 1 ram door.

Doors must be open before starter motor can engage (manual operation can be used if necessary).

► Min battery voltage for APU start is 25 volts

Battery must be on for all APU ops. If switch battery off then APU would stop.

► If APU will not start when master to start then could be:
Circuit Breakers
Door Malfunction
Battery less than 25 volts

► Allow 1 min warm-up after start before using APU to supply bleed air (aircon)

► APU air switch must be off for all flight operations

APU may NOT be used for air supply in the air, only on ground.

► APU autoshutdown occurs if: APU FIRE annunciated, overspeed (rpm> 110%)

► For starting the APU. If external AC pwr available then switch on 1 Right Main Fuel Pump.
If no external pwr available then switch on DC Start Pump.
Once APU stabilised / pwr available then Right Main Fuel Pump ON and DC Start Pump OFF.

► Has its own fire protected compartment. There are 2 bottles of extinguishant for the whole aeroplane.
The APU compartment is ventilated and cooled by a fan.

► LOAD CONTROL VALVE: (Bleed Air modulation). Reduces the pneumatic output if necessary. If a high EGT is sensed
then the load control valve will reduce the air load.

► Electrical load prioritised

► When starting the APU check that at approximately 35% RPM the OIL LOW PRESS goes OUT.

APU cannot be used for an air supply in-flight.

APU Air Switch, must be OFF for all flight operations.
APU can only cross-tie in flight not on ground (ground switch)
 FUEL BURN approximately 150 kg / hr
Min Battery Voltage for Start = 25 volts

1 min warm-up period after start before supplying bleed air (airconditioning)

ALTITUDE LIMITATIONS STARTER MOTOR LIMITATIONS

MAX OPERATING ALTITUDE 35000 FT 28 volt DC starter motor
MAX START WINDMILLING 24000 FT
ELECTRICAL 30000 FT 1 attempt
5 min COOLING
ELECTRICAL LOAD 100 % UP TO 25000FT 1 attempt
70 % ABOVE 25000 FT 5 min COOLING
1 attempt 60min OFF

APU AUTO SHUTDOWN:

APU FIRE
OVERSPEED: RPM > 110 %.

After Starting APU auto timer will allow 60 secs before air supplied.
When shutdown APU with master it will allow 60 secs before shutting down, for cooling.

HYDRAULICS

► LEFT DUAL RIGHT

L THRUST REVERSER SLATS R THRUST REVERSER

I/B FLIGHT SPOILERS FLAPS O/B FLIGHT SPOILERS
ELEVATOR AUGMENTATION GROUND SPOILERS RUDDER
BRAKES LANDING GEAR
NOSE STEERING AFT STAIRWAY
Transfer Pump is also

► Aux Pump - 3000 psi (Backup and for ground operations (no eng running))
Driven off LEFT AC BUS

► Transfer Pump, only transfers pressure, no fluid.

Maintains pressure between 2000 and 3100 psi, cycling on at 2000 psi and then off at 3000 psi.

► For Eng driven pumps to operate in the LOW or OFF positions electrical pwr is required.

► Reservoir capacity is 19 qrts.

► Oil Qty LOW Light ON < 8 qrts before start

< 4 qrts eng operating

► Temp sensor - in reservoir (Hi Temp warning > 95°C)

Pressure Sensor - downstream of pump

► Relief valve will vent fluid back to reservoir if pressure exceeds 3600 psi.

► Prior to engine start the Eng Hyd Pumps must be in "HI" position.

► T/O CRUISE TOD

ENG PUMPS hi low hi
AUX PUMP on off on
TRANSFER PUMP on off on

► With complete loss of hyraulic press in both systems the brakes and thrust reversers will operate from
accumulator pressure. L/G will be via manual extension. There would be no slats or flaps or nosewheel
steering available.

► If electrical power is lost to the hydraulic system, the pumps will automatically revert to 3000 psi.
(electrical power is required for the hi/lo switch)

► Auxillary pump overheat protection can be overridden by placing the aux pump in override.

► Hydraulic LOW PRESS warning will come on below 900 psi and goes out at 1200 psi.

► Fuid Loss: Transfer pump shut/off valves will close isolating the Transfer Pump from both systems.

LANDING GEAR

► After T/O once hydraulic press is reduced to 1500 psi (pumps => LOW) then the gear rests on the
gear doors. There are no uplocks.

► Ground Shift Mechanism ( operates with the extension and retraction of the nose oleo )

► Emergency extension of the gear is by gravity (freefall). The doors are opened.

► Gear horn : Below 1200 ft RA not extended can be silenced

< 210 KIAS => either thrust lever idle.

Flap extended beyond 26° and gear not cannot be silenced

down and locked
► Max retraction speed is 250 KIAS
Max extended is 300 KIAS / mach .70

► The gear door open light (amber) indicates the position of the inboard main doors.
If lit indicates 1 or both inboard main gear doors not closed.
Outboard doors are mechanically linked to the struts and remain open when gear is extended.

Inboard Main Doors Hydraulic (amber light indicates open)

Outboard Main Doors Mechanical (linked to gear strut)
Nose Gear Doors Mechanical

► Tiller 82° left and right

Rudder Pedals 17° left and right

► Don't taxi with the I/B gear doors open. They rest on the ground.

► Brake Temp Indicator (BTI) in "ALL" position will indicate the hottest brake temp.

► No anti-skid at slow taxi speeds, therefore don't brake hard.

► Max brake temp for T/O is 205°C.

Overheat warning light comes on when > 305°C and will only go off when temp < 260°C.

► If brake temp > 305°C after T/O, then leave Gear Extended for 10 mins or until temp below 200°C.

► Fuse plugs will melt at temp > 400°C.

► Auto brake system (ABS) => if you press either brake pedal more than 25% of travel will revert to manual braking.

► 3000 psi is required for gear operation

► MANUAL EXTENSION: - Releases the main door latches (gear rests on doors, so when doors open, will fall)
- Releases the nose gear over centre lock
- Places the gear hydraulic system in BYPASS

► Bypass Relief VALVE shut-off for towing.

► IF YOU CANNOT RETRACT the GEAR after T/O: One of two reasons:
1 Anti retraction mechanism has failed
2 Ground Shift Mechanism has failed
First check if steering is still working:
NO Then anti retract mechanism has failed can retract
YES Then ground shift mechanism has failed. DO NOT RETRACT GEAR
Nose gear will not retract, nose oleo is compressed, the nose centring mechnism will not
work. Pull ground control relay CB's to get all systems back.

► If gear is jammed up then would have to use the emergency extension system

► WHEEL NOT TURNING light will come on if one main wheel rotates 20% slower than the average of the remaining
3 wheels.

► Brake Press Indicator, measures the brake accumulator press,

therefore should measure 3000 psi even if pumps are at low (1500 psi)

POWER PLANT

► Pratt and Whitney JT8D-217C, twin spool axial flow

► Starter can be pressurised with pneumatic air from APU, Ground Power Source (Copco), Other Engine.

► Oil Qty Normal = 12 - 16 qrts. (Min for start = 10 qrts)

► Normal oil pressure is regulated to 45 psi

Normal oil temp is 60 - 80 °C

► ART = Automatic Reserve Thrust. In AUTO it is fully automatic. It arms when N1 on both engines > 64%. Weight on wheels, slats ext.
An engine failure is detected when there is a difference of 30% in N1.
It will then automatically increase the thrust on the remaining good engine to 20 850 lbs, an increase of 850 lbs.
When ART is activated, the amber ART will illuminate.

► Eng Sync automatically synchs either N1 or N2.

Synch must NOT be used Below 1500 AGL.
The Left Engine is trimmed to match the Right Engine.

► Fuel Heaters use hot air from 13th stage. (Fuel Heat not allowed ON for Take-off.)

► Each engine has 2 igniter plugs and 1 igniter exciter (box).

► Min N2 for start = 20% N2.

Within 10 secs of putting fuel in there must be an EGT rise.

► Min pneumatic pressure for start = 36 psi.

► Acessory Gearbox is driven off the N2 spool.

Engine starter
Hydraulic Pump
CSD and AC GEN
Fuel Pump and FCU Accessory Gearbox
Oil Pump
 N2 Tach Gen

► EPR = PT 7
PT2

► DC TRANSFER BUS DC EMERG BUS

EPR epr

n1 N1
n2 N2
egt EGT

FUEL FL fuel flow

►
L Fuel T R Low Oil Press Red Below 35 psi
E Oil P I Amber Below 40 psi
F Oil T G
T H
Hyd P T Oil Temp Red > 165°c
D Hyd Q D Amber > 135°c
C C

Flaps Slats
L R L R
D D D D
C C C C

► REVERSERS: are mechanically locked and hydraulically operated.

In flight hydraulic power is shutoff to the reversers but accumulator pressure is still there.
(This is for leak protection).

FIRE PROTECTION

► Each engine and the APU has dual fire loop system (A & B)
If in "BOTH" then both need to sense a fire to activate the FIRE warning

► LOOP Light will come on for any of these 3 reasons: Senses a fire
Tested
Short in the circuit

► Pulling a "FIRE HANDLE"

▪ FIRE Bell is silenced and extinguishing system is armed
▪ Generator Isolated (Generator Control Relay will trip)
▪ Engine Fuel Shut-Off (Fuel fire shut-off valve will close)
▪ Engine Hydraulic Pwr Off (Hydraulic Fire Shut-off valve will close)
▪ Pneumatic x-feed Closed

► There are 2 bottles of extinguishent for the whole aeroplane.

► The eng fire warning gives a master caution (amber) but the fire handle will light RED

ICE PROTECTION

► Icing conditions in-flight are defined as: Ram Air Temperature of below 6°c and cloud (visible moisture).

► 8th stage bleed air used and augmented from 13th stage.

► 1 engine is capable of supplying sufficient air for complete ice protection.

► Ice protection supply pressure regulator valve keeps pressure downstream of valve (ie supply duct) at 21 psi.

► When Air Foil ice protect is selected on, the fuselage strakes are also heated.
When tail de-ice is selected the wing and strakes are then isolated.

► Ram air scoop is heated whenever AIRFOIL ICE is ON regardless of whether it is wing or tail de-ice cycle.

► Tail De-Ice must be selected every 20 mins when in icing conditions. Press button, and the 2½ min cycle commences.
Tail de-ice must also be selected at least 1 min prior to selecting landing flap, if in icing conditions.
Once you are clear of icing conditions, first cycle the tail de-ice, then select Air Foil ice OFF.

► When ice protection is on, "ICE PROT TEMP LOW" may illuminate just after take-off and during low power settings.

► Eng anti ice must be selected on prior to entering icing conditions. If not then use IGN OVR until EPR indications normal.

► ENG COWL 13th stage

INLET GUIDE VANES 8th stage ENG ANTI ICE
PT2 PROBE 8th
BULLET 8th

► Can switch the "Airfoil ICE" ON on the ground in icing conditions. The ground control relay will prevent operation until after
lift-off. (Protection from overheating).
 ► Windows: Centre, Left and Right are de-iced (heated), then these plus: clear view and eyebrow are anti-fog protected.

► RAT probe will not be heated on ground.

► Capt Pitot Heat is powered by DC EMERGENCY BUS

► Without Tail Anti Ice increase approach and manoeuvring speeds by 5 knots.

► Windshield Heat Inop then spd limit 314 KIAS below 10000 ft

0XYGEN SYSTEM

► O2 supply gauge on the overhead panel showing system press +/- 82psi) . There is a guage on cylinder behind the F/O
Minimum presssure on the cylinder for dispatch = 900 psi.

► Normal 1850 psi 60 min (2 crew)

Min 900 psi 30 min (2 crew)

► Cylinder pressure is reduced by a regulator to 82 psi line pressure.

► Cabin HI ALTITUDE 10 000 ft Horn

Master Warning
Aural Warning
Ding Dong at C/A stations
14 000 ft Masks will automatically drop down
Can also be ejected by switch behind F/O
Pax oxygen generators overhead ( 15 mins supply )

► 6 x 120 ltr portable emergency oxygen bottles on aircraft with 4 litre per min and 2 lpm valves
Stowed in emergency drawers ( 3 in front, 3 in back ).

AIR SYSTEMS & PRESSURIS.

► Normal max diff pressurisation is 7.77 psi. Relief valves will govern to max of 8.32 psi.

► APU may not be used as an air supply in-flight.

► Air is supplied by low press 8th stage and where necessary by high press 13th stage.
When switch is in "HP Bleed Off" then only 8th stage air is used.

► Maximum air supply pressure is 72 psi.

► Air Supply: when HP Bld OFF only low press from 8th stage is used.
when in AUTO 8th stage is used, if doesn't meet demand then hi press 13th stage used.

► Air Cond Shutoff: AUTO If an engine failure occurs and cabin diff press is < 1.3 psi, then both aircon systems (packs) shutoff
OVRD The auto shutdown function is overridden.

► FWD Cargo hold is heated and therefore used for animals. Other cargo holds will receive some heat but not as warm as fwd.
Note: If the RADIO RACK FAN fails, then the FWD Hold will no longer receive heat, as this fan blows air over a heater than is then ducted
into FWD hold.

► APU can only run 1 aircon system (pack). Insufficient capacity for both.
Unless you select the "Aircond colder" ON, then reduces the flow, but can operate 2 packs with APU air.

► APU should be shutdown prior to take-off. APU air must be switched OFF first.

► Left Pack => supplies the flight deck. 15% flight deck, 85% cabin.

► Temperature controllers in "AUTO" temp is regulated between 18° and 27°c.

► Recirc fan operates only in flight.

► Turbine inlet temp too high

High Duct Temperature The respective pack will auto shutdown.
Compressor discharge temperature too high
Eng failure, with psid < 1.3 Both packs will shutdown automatically.

► "RADIO FAN" amber warning, indicates that the primary and secondary fan have failed
(Select Radio Rack Venturi)

FLIGHT CONTROLS

AILERONS Control tabs. Control wheel inputs move the control tab.
Augmented by flight spoilers progressively with control wheel deflections of greater than 5°.
Trim tab
Load Feel Unit (springs) returns to neutral position
Control wheels are connected with torque tube. If one control wheel jams, then other one can control ailerons through 1 tab.

RUDDERS Hyraulic Mode (normal) moves rudder by actuator, the control tab is locked
Manual Reversion - set on centre console, operate the control tab which will move rudder aerodynamically.
Right hydraulic system powers the rudder.
If hydraulic press in the right system drops below 900 psi then the auto pwr to rudder is shut-off automatically. (manual)
Rudder deflection is a maximum of 17°.

Rudder Limiter: The faster you go the less travel there is on the rudder.
It gets input from a pitot tube on the vertical stabiliser.
 Fully restricted allows 2.5° travel.
The rudder load limiter is effective with both hydraulic and manual reversion

"Rudder Travel Unrestricted" should go OFF above 181 knots

ON below 144 knots

ELEVATORS 2 independent elevators, NOT INTERCONNECTED

Aerodynamically operated by the control tab, assisted by GEARED TAB connected to the stabiliser. (the geared tab
assists to move the elevator not the stabiliser. It moves in the same direction as the control tab.)
Anti Float Tab - only used at HIGH AoA because of disturbed airflow over the elevators.
These prevent excessive elevator down float at large nose up stabiliser settings. ( The control and
geared tab may be in turbulent airflow off wings and therefore not effective enough)

STABILISER

Anti Float Geared Control Tab

Elevator Augmentation For extreme stall conditions.

(L hydraulic system) When elevator tab has 10° displacement
Assists only with NOSE DOWN (ie recovery from high nose attitude)
A Blue "ELEVATOR PWR ON" annunciation
will illuminate

SPOILERS Each wing has two spoiler panels ( Flight and Ground )
Flight Spoiler Panel 2 flight spoilers
Ground Spoiler Panel 1 ground spoiler

Flight Spoilers Ground Spoiler

Speed Brake: Maximum spoiler deflection is 35°

No Speed Limits
May not use with Flaps because increases the stall speed (IF flap > 6° then WARNING)
master caution => spd brk extended

May not use speed brake during gear extension, due to ground switch if it malfunctions, could deploy
ground spoilers

Ground Spoilers cannot deploy in flight, but if you pull speedbrake past 35° (past last detent for flight)
then flight spoilers will deploy up to 60° (ground mode).

2 signals will cause auto spoilers to deploy when landing: Flight and Ground to 60°
- Wheel Spin Up on landing
- Secondary signal from ground shift mechanism when nose wheel touches.
The wheel spin up will cause deployment but if this fails then the secondary signal from groundshift will deploy the spoilers

FLAPS 1 flap on each wing Double Slotted moves aft and down (fowler)
Mechanically interconnected preventing any split / assymmetry.

0°
11° Take-off May not use 13° to 15° for Take-Off.
15°

28° Landing
40°

L hydraulic system O/B actuator

R hydraulic system I/B actuator

SLATS
6 on each wing
No mechanical interconnection between left and right wing

BLUE T/O MID pos

BLUE AUTO EXTENDED
GRN LAND EXTENDED

YAW DAMPER
Gives no feedback to pedals
Has its own actuator to move the rudder. Works in both rudder hydraulic auto and manual modes of rudder operation.

3 positions:

ON Works irrespective of autopilot on or off

OFF Works only when autopilot engaged
OVRD Disables the yaw damper with or without autopilot engaged.
TAKE-OFF WARNING
T/O WARNING

THRUST LEVER ADVANCED

Flap / Slat Lever One or Both Spoiler handle not Horizontal stab pos Parking Brake ON
not at T/O Slats not extended in retract position not in T/O range
setting

STALL PROTECTION SYSTEM

A o A vanes
2 independent stall indication systems Any INPUT Lost then "STALL IND FAILURE" AMBER WARNING
SLAT position transmitter
FLAP position transmitter
Horizontal Stabiliser position transmitter

Stick Shaker will come ON at 10% above Stall Speed.

STALL TEST
Stick Shaker
Aural Warnings
Stall Lights
Stick Shaker Lights