- - - - AT 20% N2 - - - -
FUEL Lever (Affected Engine)...................................................... ON
- - - - AT 35% N2 - - - -PNEU X-FEED Valve Lever (Affected Engine).....................CLOSE
Start Valve.......................... DIRECT MAINTENANCE TO CLOSE
Start Valve........................ VERIFY CLOSED BY MAINTENANCE
PNEU X-FEED Valve Lever (Affected Engine) ....................... OPEN
IF OR Start Valve Re-Opens (Verified by Maintenance): PNEU X-FEED Valve Lever (Affected Engine) ..............CLOSE FUEL Lever (Affected Engine)............................................. OFF Maintenance action is required.
IF * * * * Start Valve Remains Closed (Verified by Maintenance): PNEU X-FEED VALVE (Affected Engine)....... AS REQUIRED Continue normal operation.
* * * *
Sec. 3 Page 130 MD-80
Rev. 01/01/97 #25 Continental Flight Manual
START VALVE OPEN LIGHT STAYS ON AFTER START
Note: If this light comes on during flight, refer to START VALVE OPEN LIGHT ON INFLIGHT CHECKLIST, this section.
PNEU X-FEED VALVE Lever (Affected Engine)........................CLOSE
Closing pneumatic crossfeed valve isolates engine from opposite engine or APU pneumatic supply.
FUEL Lever (Affected Engine) .......................................................... OFF ENG IGN Switch ................................................................................ OFF Caution: Shutdown should be complete prior to ground personnel approaching the engine. Maintenance action is required. If necessary, refer to START VALVE MANUAL OPERATION, this section.
* * * *
MD-80 Sec. 3 Page 131
Flight Manual Continental Rev. 05/15/95 #23
AUTOMATIC RESERVE THRUST INOPERATIVE
ART Switch...........................................................................................OFF
With flaps extended and both engines operating, the ART INOP
annunciator light will be on for taxi and takeoff.
Takeoff Data ........................................................................RECOMPUTE
Caution: If ART is placarded inop or off, a flex takeoff should be made if authorized. If a flex takeoff is not authorized, a maximum rated thrust takeoff (20,850 lbs) must be made. The combination of an assumed temperature of (00) and the takeoff flex button depressed with ART off or inoperative is not authorized.
Note: With the ART switch off, the TRI will display maximum thrust (20,850 lbs/eng) in the EPR window when T.O. is selected. Operation of the aircraft at maximum thrust is legal and safe but it contributes to accelerated engine wear. If the only option available is to make a takeoff at maximum thrust with the T.O. button on the TRI depressed, document the use of maximum thrust in the maintenance logbook (i.e., “Max Thrust Takeoff/ART Inop Flt 447, DEN”).
In the event of an engine failure, maximum thrust (20,850 lbs) can be obtained by depressing the G.A. button on the thrust rating computer (TRI) and manually advancing the throttles to the value displayed on the TRI.
The autothrottles will advance automatically to the G.A. setting when in the flight mode and the TRI is selected to G/A.
* * * *
Sec. 3 Page 132 MD-80
Rev. 01/01/97 #25 Continental Flight Manual
EGT INOPERATIVE OR READS HIGH
Thrust...................................................................................REDUCE
Engine Instruments...........................................................MONITOR
IF EGT Constant and All Other Indications Decrease:
Assume EGT circuit malfunction.
OR
* * * *
IF EGT Exceeds 630.C and Cannot be Decreased:
Shut down engine.
OR
* * * *
IF EGT Exceeds 630.C (but not over 645.C) and Thrust Reduction
Decreases EGT to below 625°C with other indications normal:
Continued engine operation permissible. Record discrepancy of
OR over limit and time.
* * * *
IF EGT has exceeded 645.C:
A precautionary engine shutdown should be accomplished at
Captain’s discretion.
* * * *
MD-80 Sec. 3 Page 133
Flight Manual Continental Rev. 08/01/98 #27
Caution: Avoid operating an engine in a persistent surging condition by reducing thrust to a point where surge condition is cleared. Multiple surges can cause compressor damage and possible engine failure. If both engines are surging, reduce thrust on one engine at a time.
Note: For any loss of thrust during takeoff, ENGINE FAILURE AFTER V1 profile should be flown until reaching a safe altitude, or until obstacle clearance is assured. In the event of dual engine surging, both engines may be reduced to CLIMB thrust at or above 400 feet AGL.
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