MD-80 Flight Manual 麦道80飞行手册 1(148)

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Brakes
Avoid riding the brakes to control taxi speed as brake heat buildup could become excessive.  If taxi speed is too high, reduce speed with a steady brake application and then release brakes to allow them to cool.  Continuous braking should be avoided.  Allow for decreased braking effectiveness on slick surfaces.
Taxiing In Reduced Visibility
Caution must be exercised when taxiing in conditions of reduced visibility. The crew should familiarize themselves with the airport taxiways, intersecting runways, and any obstructions which may be a hazard to safety. The crew should not hesitate to discontinue taxiing if any doubt exists about the aircraft’s location on the field.  If the Captain does stop the aircraft, the First Officer must notify ground control so any approaching aircraft can be notified.
Outside vigilance by both crew members is paramount when taxiing in conditions of reduced visibility.  If possible, checklists should be accomplished while the aircraft is not moving and the parking brake is set. While taxiing, utilize the Jeppesen airport diagrams to the maximum extent possible.  If confusion exists, ask for clarification from ground control. When cleared for takeoff, ensure that the correct runway is being used.
INTENTIONALLY LEFT BLANK
BEFORE TAKEOFF CHECKLIST
The Captain will call for the BEFORE TAKEOFF CHECKLIST when cleared onto the active runway.  Exterior lights will be delayed until on the runway and cleared for takeoff.
F/O CHALLENGE  BEFORE TAKEOFF F/O RESPOND 
Cabin PA ................................................................................. COMPLETED APU Air, Pneumatic X-Feeds ................................................OFF, CLOSED Ignition................................................................................ OVRD / CONTIN Annunciator Panel & Brake Temperatures................................CHECKED TCAS.......................................................................................................TARA 

F/O CHALLENGE F/O RESPOND Cabin PA ................................................................................COMPLETED
Normally, the First Officer will make the takeoff announcement using the
following phraseology:
“FLIGHT ATTENDANTS, PLEASE BE SEATED FOR DEPARTURE.”
Note:  On some aircraft, when either the handset or hand microphone PA is activated, both flight deck overhead speakers are muted. Special attention must be made to hear incoming radio transmissions.
APU Air, Pneumatic X-Feeds ..............................................OFF, CLOSED

APU bleed air must be turned off before takeoff.  Normally the APU should be shut down prior to takeoff.  Use of APU inflight is restricted to electrical output only.
If takeoff is to be made in rain or with water or slush on the runway, the APU should remain on for takeoff with the Left and Right APU bus switches on.
Pneumatic crossfeeds must be closed for takeoff.
Ignition...............................................................................OVRD / CONTIN

Note:  On aircraft so equipped, select GRD START & CONTIN.
Annunciator Panel & Brake Temperatures.............................. CHECKED

The RUDDER TRAVEL UNRESTRICTED light must be On.  All other panel lights should be out except those of an advisory nature.
Observe the brake temperature OVHT light is out and that all brake
temperatures are below 205°C.
TCAS.....................................................................................................TARA

Selecting the Transponder/TCAS to any mode other than STBY activates
the Predictive Windshear function of the radar.
TAKEOFF NOTES
Exterior Lights
The exterior lights will be illuminated after takeoff clearance is received as a signal to other aircraft that you have been cleared for takeoff and are beginning takeoff roll.  The use of ground flood lights and/or landing lights below 18,000 ft. MSL is recommended.
Reduced Thrust Takeoff
Reduced thrust takeoffs using the Assumed Temperature method are the normal procedure whenever performance limits and noise abatement procedures permit.  Reduced thrust takeoffs lower EGT which will extend engine life.
Load planning will relay the assumed temperature to the flight deck.  This temperature will be the most restrictive of the runway limit or climb limit weight (line 7 of ACCULOAD) with 2000 pounds added to allow for last minute passengers and bags.
Note: By referencing the Pilot Weight Manifest ATOGW and comparing it
to the ACCULOAD Runway Analysis, the crew may determine that a
higher assumed temperature takeoff may be available.
Reduced takeoff thrust is to be used by Continental Airlines on all takeoffs as standard operating procedure.  If conditions are encountered during the takeoff where additional thrust is desired such as a temperature inversion, windshear or engine failure, the crew should not hesitate to advance thrust.
　
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