MD-80 Flight Manual 麦道80飞行手册 2(32)

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At the Captain’s discretion, after consideration of ambient conditions, a single engine taxi-in without the APU may be accomplished.  Prior to engine shutdown, turn off the right air conditioning pack to reduce the electrical load.
During single engine taxi-in, after the right engine is shut down, the master caution light will come on three times with the following annunciator panel lights –R GEN OFF, R CSD OIL PRESS LOW, and R OIL PRESS LOW. Use single engine taxi only when sufficient taxi distance to the ramp exist to allow enough time for the engine to spool down and the master caution system to be reset after the above lights come on.  This ensures a valid master caution system in congested areas.
Visually check the hydraulic pressure and quantity prior to entering the ramp area for normal readings.
Note:  30 seconds after landing the WING ICE ALERT and WING HTR INOP lights will flash 12 to 15 times as part of a system self test.
Note:  Two minutes after landing, the digital flight guidance system automatically initiates a power-up test to check the reliability of the software program, random access memory, processor functions, and accelerometer inputs.  The test takes 8 seconds.  During the test, all displays on the flight guidance control panel, except the VHF NAV, go totally blank.  The Captain’s FMA will display PWR UP TEST BOX 1. The First Officer’s FMA will display PWR UP TEST BOX 2. The YAW DAMP OFF annunciator light will also illuminate during the test.  Upon completion of the test, all displays revert to ambient or basic readouts.
GATE ARRIVAL PROCEDURES

Flap/Slat Retraction
Retract the flaps and slats when approaching the ramp area.
This will ensure the flaps/slats are fully retracted prior to ramp personnel approaching the aircraft, and allow the F/O to devote full attention outside as the aircraft arrives at the parking position.
Observe the flap indicators moves to 0 and that the slat LAND, AUTO, DISAGREE, and TAKEOFF lights are out.
Note:  A feedback force will be felt on the flap/slat handle if it is moved to UP/RETR before the flaps are fully retracted.  When the flaps reach the retracted position, a metallic “Click” sound may be heard.  Do not force the flap/slat handle:  wait until the flaps are up before moving the flap/slat handle to UP/RETR. 
Note:  In the event of heavy ice accumulation or a blown tire on landing, leave the flaps at 15° until an inspection can be made after parking. 

Parking Aircraft
Upon arrival of aircraft at station, the assigned safety person will guide it to the normal parking location.
Parallel Parking
The safety person is responsible to ensure that aircraft, personnel, and equipment at gate behind are safe from injury or damage from jet blast before giving clearance signal for aircraft to taxi into forward gate.  The safety person must advise high lift truck operators at immediate gate behind to lower truck bed and hold aircraft out of forward gate until bed on truck has been lowered.
J-Line Parking (Refer to Operations Manual)
The safety person will assume a position at the base of the J-Line, assisting the cockpit in aligning the nose wheel.  When the aircraft is signaled to turn, the safety person will assume a position on the left side of the aircraft 45 degrees to the cockpit and walk the aircraft to its final position.
It is most important that the aircraft continue on a straight line for approximately 10 feet after the last turn is completed.  This ensures that all wheels are in line and that the stress placed on the landing gear is relieved.
Nose-In Parking
Nose-In Without Mechanical Aids - The safety person will provide appropriate signals to the flight deck from a position which affords 100% visibility by the cockpit.  The signals will relate solely to wheel alignment and stop.  (Refer to Operations Manual)
Nose-In With Mechanical Aids - Once ramp clearance has been ascertained by either the ramp supervisor or his designated alternate, a visual signal will be activated to advise the cockpit that parking activity may commence.  At no time then, will ground personnel be directly involved in the parking of the aircraft itself.
After the aircraft has come to a complete stop, an agent will insert wheel chocks firmly both fore and aft of either the inboard main wheel assemblies or the nose wheel tires.  After the chocks are inserted, a hand signal will be given to the crew to release the brakes.  After acknowledging “Chocks In” signal and after both engines have been shut down, complete PARKING CHECKLIST.
Note:  If the APU is not available for electrical power, the left engine will remain running until external power is applied.
Brake and Tire Considerations - Quick Turnarounds
Quick turnaround is an “At the Ramp” time restriction placed on the aircraft by the manufacturer (see Limitations Section) which ensures an adequate time to absorb excessive brake heat without the possibility of having the fuse plugs release pressure during or after the subsequent takeoff.  In the case of the MD-80, the applicable time period is 27 minutes (ramp time).  This waiting period must elapse at the ramp if the landing weight or brake temperature exceeds a certain permissible level.
　
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