MD80 Limitations

150,500

149,500

130,000

122,000

79,000

161,000

160,000

150,000

122,000

79,000

+2.5g to −1.0g

+2.0g to −0.0g

Takeoff +1.7% to −2.0%

Landing +2.0% to −2.0%

37,000 ft.

8,500 ft.*

* Operation is not permitted at temperatures or altitudes exceeding either those noted above or those for which performance is presented. In no case may the performance be extrapolated beyond the temperature or altitude for which performance is presented.

−1,000 ft.**

** For operation at temperature and or altitudes lower than those given on the applicable performance pages, use the performance at the lowest temperature and or altitude shown.

• from 2,525 ft. to 8,500* ft.
• STD +40° C

• below 2,525 ft.
• +50° C (122° F)

* Operation is not permitted at temperatures or altitudes exceeding either those noted above or those for which performance is presented. In no case may the performance be extrapolated beyond the temperature or altitude for which performance is presented.

−54° C (−65° F)**

** For operation at temperature and or altitudes lower than those given on the applicable performance pages, use the performance at the lowest temperature and or altitude shown.

STD + 35° C

−76° C**

** For operation at temperature and or altitudes lower than those given on the applicable performance pages, use the performance at the lowest temperature and or altitude shown.

78 minutes after the activation of BTL 1 when accomplishing the cargo fire inflight procedure.

then the affected cargo compartment(s) must remain empty and the respective FWD, MID, and/or AFT cargo ventilation system(s) (if installed) must remain closed.

then the FPS is considered inoperative in all three cargo compartments. All cargo compartments must remain empty and all cargo ventilation systems (if installed) must remain closed.

VMO 340 KIAS

MMO .84 MACH

• MMO = .79 Above 25,300 feet
• VMO = 325 KIAS below 25,300 feet

Caution: In the event the system is deactivated, carefully monitor MACH/Airspeed indicator(s). When circuit breaker is pulled aural warnings for engine fire and horizontal stabilizer position are also inoperative.

280 KIAS or .57 MACH

240 KIAS or .57 MACH

300 KIAS or .70 MACH

250 KIAS

195 KTS ground speed

300 KIAS/.70M

280 KIAS/.57M

240 KIAS/.57M

280 KIAS/.57M

240 KIAS/.57M

195 KIAS/.57M

280 KIAS or Mach .78

• 250 KIAS
• or minimum maneuvering speed whichever is greater

unpressurized when using manual pressurization control.

8.07 PSI

8.32 PSI

seated at the controls,with safety belt fastened, so if the autopilot malfunctions, aircraft control can be regained immediately.

500 feet on takeoff.

100' AGL for landing

50’ AGL.

three seconds after the airplane is stabilized and tracking the glideslope.

the autopilot can remain engaged if an engine fails.

Autothrottles must be disengaged if engine surge (stall) is detected during takeoff.

RVSM operation

1000 feet AGL

must be engaged

must be in the takeoff mode

not been demonstrated.

desensitized and alerts resulting from encountering windshear conditions will be delayed.

• Observe the speed limitation:
• MMO = .78M.

airplane range calculations and fuel management must not be predicated on its use.

off.

Note: While starting the second engine, the air conditioning supply switch for the operating engine may be turned on, if its pneumatic crossfeed valve is first closed.

OFF

• 30 Seconds
• 760° C
• 110%

• Continuous
• ----- EGT
• 110%

• Continuous
• 630° C
• 110%

• Transient
• 663° C
• 110%

1.25 (50 KVA)

1.0 (40 KVA)

0.7 (28 KVA)

35,000' and below

• 240 KIAS
• .57 MACH

315

315

235

37,000 feet

10 KTS

10 KTS

30 KTS

1/2 inch

4 inches

9,266 lbs.

20,596 lbs.

4,000 lbs. per main tank

1,500 lbs.

12 quarts

40–55 psi

40 psi

35 psi

135° C

165° C

ART OFF or Activated... 21,700

ART Auto....... 21,000

• 90 seconds ON *
• 5 minutes OFF
• 30 seconds ON
• 5 minutes OFF
• Sequence may continue

* May consist of one 90 second motoring cycle of three normal 30 second start cycles in succession, with engine rotation stopped between each start.

• 90 seconds ON *
• 10 minutes OFF
• 60 seconds ON
• 10 minutes OFF
• Sequence may continue

* May consist of one 90 second motoring cycle of three normal 30 second start cycles in succession, with engine rotation stopped betwee

• 90 seconds ON
• 15 minutes OFF
• 90 seconds ON
• 15 minutes OFF
• Sequence may continue

* May consist of one 90 second motoring cycle of three normal 30 second start cycles in succession, with engine rotation stopped between each start.

Continuous

• 2 minutes ON,
• 3 minutes OFF

• 2 minutes ON,
• 23 minutes OFF

50–61

10 seconds

20 seconds

20 seconds

110%

163° C

11.2° C

115 ± 8

400 ± 20

• 1.0
• 1.0 to 1.5 ...5 minutes
• 1.5 to 2.0... 5 seconds

115 ± 8

400 ± 20

• Ground........... 1.25
• Below FL250.. 1.0
• above FL250... 0.7

• Volts...........115 ± 8
• Frequency. 400 ± 20

• Charger Operating
• 25–37.5
• Charger NotOperating
• 25 Minimum

26 Degrees

Green Zone

1,750 psi or green band

1,300 psi—3 crew

900 psi—2 crew

2,800 to 3,100 psi

1,300 to 1,600 psi

2,800 to 3,100 psi

2,000 psi

• Left System
• 7.0 qts or less

• Right System.
• 8.0 qts or less

7.77 psi

8.32 psi

13 and 15 degrees.

the 0 degree flap configuration with or without slats extended.

the speed brakes are deployed.

gear extension.

dispatch conditions.

• 135 KTS
• The RUDDER CONTROL MANUAL light will illuminate when the rudder lever hydraulic control is placed inthe manual position and/or the right hydraulic system is unpressurized.

either the right engine hydraulic pump must be on low andthe auxiliary hydraulic pump and power transfer unit must be off, or the rudderpower lever must be in manual position.

takeoff.

all dispatch conditions.

For AUTO SLAT FAIL light on, limit speed to 240 KIAS unless flap/slat handle is inUP/RET position. For AUTO SLAT FAIL light or message (with EOAP) on with slats retracted, reduce airspeed to 240 KIAS before extending slats. Slats must be at mid position (flaps 0 through 13°) or fully extended position (flaps 15° through 24°) fortakeoff.

fuel pump circuit breakers.

Fuel management and loading limitations do not apply to ballast fuel.

If main wing tanks are full, additional fuel may be added to the center tankuntil full to attain maximum ramp weight.

If main wing tanks are not full, then fuel may be added to the center tank untilfull. However, this requires that the maximum zero fuel weight (MZFW) bereduced by the amount of fuel in the center tank.

the center tank fuel pumps must be individually checked to verify pump operation. This must be accomplished by observing that both inlet fuel pressure low lights extinguish when each individual center tank pump is activated.

extra reserve fuel is loaded to compensate for an inoperative pump.

6.3 to 7.1 pounds per gallon.

into the center wing tank for ballast purposes.

• A. The center tank quantity indicator must be operational.
• B. Placard must be installed adjacent to ballast fuel tank pump switches stating the amount of ballast and prohibiting its use.
• C. The maximum allowable zero fuel weight must be reduced by the amount of ballast fuel.
• D. Ballast fuel is unusable, and completion of flight, including reserve fuel, must not require use of ballast fuel.

1500 lbs.

auxiliary pump circuit breakers.

• Power Transfer Unit . ON
• L. Engine Hyd. Pump . HIGH
• R. Engine Hyd. Pump . HIGH
• Right Auxiliary Hyd. Pump. On

operative for takeoff.

A. When the Overwing Ice Protection System cockpit warm light is not illumintated, and does not illuminate after reset.

B. When the Over wing Ice Protection System is disarmed or when either system fail light is illuminated and any of the following conditions occur:

• When the ambient temperature is less than 10 degrees C and high humidity (temp/dewpoint spread of 3° C or less) or visible moisture (rain, drizzle, sleet, snow, fog, etc.) is present;

• When frost or ice is present on the lower surface of either wing;

• After completion of deicing.

Note: This limitation does not relieve the requirement that all aircraft surfaces are free of frost, snow, and ice accumulation, as required by Federal Aviation Regulations Sections 91.527 and 121.629.

A. If the center or side windshield heat is inoperative, the speed must be below 315 knots IAS under 10,000 feet.

B. If the 3/16 inch outer anti-ice glass ply of the center and/or side windshields is cracked, the speed must be below 315 knots IAS under 10,000 feet. Wind- shield heat for the affected windshield must be OFF.

D. If the 3/16 inch inner defog glass ply of the center and/or side windshields is cracked, the speed must be below 235 knots, IAS under 10,000 feet. Wind- shield heat for the affected windshield must be OFF.

Note: There is no speed restriction above 10,000 feet and there are no speed restrictions on the clear view or eyebrow windows.

A. The engine ignition must be turned to CONTIN for takeoff and landing.

B. The static port heaters must be on if the temperature is 5° C or below.

Red radial line

Orange radial line

Yellow arc

Green arc

armed for all flight operations.

departure from the passenger loading ramp and must remain in position until arrival at the unloading ramp.

departure from the passenger loading ramp. Both handles must remain in this condition until arrival at the unloading ramp.

using Takeoff Flex mode of the thrust rating system.

• Orange Radial
• Red Radial

• 475° C
• Momentary for starting

• 625° C
• Momentary for starting

• 480° C
• Continuous

• Base of Orange Radial
• (590° C)
• 5 Minute Limit

• Orange Radial
• (595° C)
• 2 Minute Limit

• Base of Red Radial
• (625° C)
• 5 Minute Limit

• Red Radial
• (630° C)
• 2 Minute Limit

The sum of both takeoff and acceleration must not exceed 5 minutes.

• 580° C
• Continuous

40 PSI. (Green band)

NOTE: Oil pressure in the yellow is permissible for sustaining flight, preferably at reduced power settings. Pressures below the red radial are unsafe.

in the OFF position any time below1500' AGL.

Do not take off with ICE FOD ALERT light (or message) annunciated. The requirement that the flight crew ensure all wing surfaces are free of frost, snow and ice accumulation must always be accomplished in compliance with the applicable sections of the Federal Aviation Regulations without any reliance on the Ice FODAlert System.

the base of the yellow arc.

NOTE: An oil temperature in the yellow arc, up to the red radial is allowed for a maximum period of 15 minutes.

In-flight movement of reverse thrust levers or use of reverse thrust is prohibited. Ground reverse thrust is limited to maximum continuous thrust settings except in an emergency.

TCAS II resolution advisory (RA).

NOT to be used during normal operation and is only provided for MEL relief if the normal locking system or mechanism fails.

be accordance with Company es-tablished procedure (e.g., knocks or intercom requests). Any use of the Door Access Code is considered to be an emergency access request.

aural and visual alerts will not function. The mechanical lock is to be used to secure the Flight Deck and entry must then be in accordance with Company procedure (e.g., knocks or inter-com requests).

once each flight day.

1. The HT9100 GNSS Navigation Management System Pilot’s Guide, Pub. No. C28-3653-014-00, December 1999 (or later appropriate revision), or the equivalent airline document with the informatin contained therein, must be available to the flight crew whenever navigation is predicated on the use of the HT9100.

2. The HT9100 Navigation System must have software version -006X installed, where X represents the FAA approved minor revision level.

3. IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.

Note: Many of the waypoints identified in the Navigation Database and used by the HT9100 to fly the approach may be unnamed in the published Terminal Procedures. These include waypoints such as the intersection of two radials, DME positions, waypoints located on a DME Arc, turn waypoints, or waypoints to indicate a Final Approach Fix (FAF). The pilot should review the approach legs and cross check the appropriate publication to ensure the procedure is flown correctly.

• 4. Instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the HT9100 data base. The system must incorporate the current data base update cycle.
• a. Instrument approaches must be conducted in the approach mode and Receiver Autonomous Integrity Monitor (RAIM) must be available in the Final Approach Fix and Missed Approach Point (MAP).
• b. APPR (Approach) mode must be annunciated at the Final Approach Fix.
• c. The HT9100 can only be used for approach guidance if the reference coordinate datum system for the instrument approach is WGS-84 or NBAD-83.
• d. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS approaches are not authorized with the HT9100.
• e. When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS navigation, the aircraft must have operational equipment capable of using that navigation aid, and the required navigation aid must be operational.

5. When GPS integrity (Receiver Autonomous Integrity Monitor [RAIM]) capability is lost, enroute and terminal IFR operation can be continued provided the HT9100 position is verified every 15 minutes, using other on board IFR approved aircraft navigation equipment or other ground referenced locations.

6. RNP flight operations approval must be attained through an appropriate Flight Standards certification authority and are subject to GPS satellite availability for the selected route.

7. GPS positioning may not be approved for IFR use in other countries. Pilots should ensure that GPS is authorized by the appropriate sovereign state prior to its use.

8. Use of the system as installed on aircraft equipped with any Digital Flight Guidance Computer other than 4034241-930 or later approved version is prohibited.

9. The use of the HT9100 for navigation below MDA or DH is prohibited.

10. Descent Vertical Navigation (Descent VNAV), normally available with software version -006X, is not approved for use and shall remain disabled for this instal- lation.

MAINT CHECK annunciated.

NORM position exceptfor inflight failures of the EFIS symbol generator.

When operating using FMS as primary navigation, the appropriate data must be displayed on EFIS by selecting MAP or PLAN modes or by selecting NAV data for the ROSE, ARC, or Compact modes as appropriate. The EFIS Compact Mode when displayed in the Primary Flight Display, (upper display), with the flight director operating is in compliance with FAR 25 certifi- cation requirements; however, compliance with FAR 25 certification require- ments does not constitute operational approval to use the Compact Mode as primary flight instrument in Instrument Meteorological Conditions. When the pilot flying the aircraft is using the Compact Mode during Instru- ment Meteorological Conditions, it must be displayed on his Primary Flight Display (PFD) (upper display), his Flight Director must be operating, and the approach/landing minima must not be less than 300 foot ceiling and 3/4 mile visibility. The compact mode in the Navigation Display (lower display) is not approved as a primary flight instrument. Flight Director must be operative on the PFD of each pilot who has Map or Plan (FMS only) mode selected for display on his ND during takeoff or ap- proach.

The -905 or -914 Symbol Generators are the only symbol generators that are certified for interface with the Collins Weather Radar System, Receiver/ Transmitter Unit P/N 622-5132-101.

comply with a GPWS or Enhanced GPWS warning.

within 15 nm oftakeoff, approach or landing at an airport not contained in the EGPWS Airport Database. Refer to Honeywell document 060-4267-000 for airports containedin the installed EGPWS Terrain Database.

terrain display.

FMS positionhas been updated within 5 minutes prior to takeoff or verified with actualrunway position.