MD-80 Flight Manual 麦道80飞行手册 2(22)

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Engines  2  25 
Flaps / Slats  40/LD or 28/LD  40/LD or 28/LD 
Auto Pitch Trim  WITH or WITHOUT6  WITH or WITHOUT6 
Dual Vertical Gyros  2  2 
Triple Vertical Gyros  3 or 27  3 or 27 
Dual AHARS  28  28 
DH Light  2 or 19  2 or 19 
Autopilot Warning  2 or 110  2 or 110 
FMA  2 or 110  2 or 19 
Radio Altimeters  2 or 19  2 
CAWS  Not Required  Required 
Auto Ground Spoilers  Not Required  Required 
Slow / Fast Indicator  Not Required  Not Required 
Air Data Computer  2 or 1 or 011  2 
DFGS Computer  2 or 1  2 or 1 
Auto Ground Rollout  N/A  WITH or WITHOUT 
Autobrakes  WITH or WITHOUT  WITH or WITHOUT 
Windshield Wipers  WITH or WITHOUT12  WITH or WITHOUT12 
1- FD CMD switch may be in any position. 2- Must be used if operational. 3- The APU may be used instead of one engine generator. 4- RADIO NAV switch (if installed) must be in NORM position. 5- Autoland can be completed if engine failure occurs below 50 feet. 6- Without APT, the aircraft must be manually trimmed and the glideslope tracked at final approach speed prior to autopilot engagement. 7- VERT GYRO switch may be in any position. 8- AHARS may be in NORMAL or BASIC mode. 9- F/O’s must be working for monitored approach. 10- Either side of flight deck. 11-One required if autothrottle is to be used, CADC switch may be in any position. 12-Required for CAT II when falling precipitation within 5 miles of landing field. 

ILS APPROACH PROFILE ILS CAT II (MONITORED) APPROACH PROFILE

INTENTIONALLY LEFT BLANK

 

NON-PRECISION APPROACHES

Note:  Non-precision approaches will be flown using the autopilot (and autothrottles) if available.  All non-precision approaches in visibility less than 1 nm or RVR 5000 feet flown using monitored approach procedures.
A non-precision approach is any instrument approach where electronic glideslope information is not provided.  The following procedures will enhance safety by minimizing the potential for CFIT.
Constant Rate Descent
Descent on final approach will be controlled so as to emulate the constant rate descent of a normal ILS glidepath to the runway, while meeting any altitude crossing restrictions.  This controlled, constant rate descent will increase safety and cause the aircraft to arrive at the Derived Descent Altitude (DDA) at the Visual Descent Point (VDP).
Derived Decision Altitude
50 feet is added to the published MDA and this altitude is used as a Derived Decision Altitude (DDA).  The aircraft is descended using a constant rate of descent, and a decision to land or execute a missed approach must occur at or before the DDA.  Initiating a missed approach at the DDA ensures that the aircraft will not descend below the MDA.  A decision to continue the approach below DDA requires adequate visual reference (discussed under DA(H)/DDA, this section), and the aircraft must be in a position to make a safe landing.
Note:  The Flight Crew must monitor their position relative to the published Missed Approach Point (MAP).  In the event a missed approach is initiated prior to the MAP (most likely condition), start a climb to the appropriate altitude, but do not begin a turn until reaching the MAP.
Crew Coordination
The Flight Crew shall both calculate, and agree upon, the DDA and the
vertical speed down required for a constant rate descent. The PM should provide information and assistance allowing the PF to devote full attention to aircraft control without having to repeatedly refer to the approach plate.  The PM should attempt to visually acquire the runway and provide “vectors” to align the aircraft with the extended centerline of the runway.  The PM will monitor altitude and airspeed throughout the approach and during descent to the runway.
Standard Non-Precision Approach Procedures
Course Guidance
During the final approach segment of a non-precision approach PRIOR TO REACHING DDA, the following course deviation parameters apply:
.  
Localizer deviation: 1 dot

.  
VOR course deviation: 1 dot

.
NDB:  +/- 5 degrees on bearing pointer Exceeding any of the above listed parameters is indicative of an unstabilized approach.  Deviations from these parameters are acceptable only for brief

periods of time and only if positive action is being taken to correct the deviation.
Descent Guidance
Flight crews should always calculate a VDP if one is not published on the approach plate (refer to Visual Descent Point, this section).  The goal of a constant rate descent is to arrrive at DDA at the VDP.
　
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