General
.
Check of arrival weather, company calls, approach briefing, and setting of landing airspeed bugs should occur prior to descent.
.
The engine synchronization system should be turned off prior to power reduction for descent.
.
The landing airport altitude and altimeter should be set in the automatic pressurization controller at beginning of descent.
.
If the use of engine/airfoil anti-ice or windshield anti-fog is anticipated, select the appropriate system(s) at beginning of descent.
.
During descent, the PM will call out approaching 18,000 feet as a reminder to reset the altimeters to the area barometric pressure (and as a prompt to accomplish the IN RANGE checklist). Additionally, he will call 1000 feet above the assigned altitude.
.
Fuel crossfeeding should be terminated for approach and landing.
Descent Point
Multiply altitude (in thousands) to lose by three and add ten. Example: Cruise altitude 37,000 + 37 x 3 = 111. 111 + 10 = 121 miles for a descent to a sea level airport.
A good descent profile takes into consideration many variables and can account for significant fuel savings. A normal descent is accomplished at idle thrust and planned so that power will not have to be added until on final approach.
Traffic considerations and speed control at specific airports frequently prevent execution of an ideal descent at best economy speeds. In these cases, the pilot should adjust his descent point so that an idle power descent is still accomplished.
When ATC requests descent prior to your planned descent point, adjust your rate so as to intercept the idle descent profile.
Descent planning should always include consideration of the crossing restrictions shown on the Standard Terminal Arrival (STAR) when applicable.
Descent in Moderate to Severe Precipitation
Refer to SEVERE RAIN / ICE / TURBULENCE CHECKLIST, Section 3 or QRH.
Mexico City Approach and Landing Procedures
Flight crews should check the Pilot Weight Manifest to see the landing flap setting determined by Accuload. If flaps 40° are shown, use normal procedures.
Accuload will assign the alternate landing flaps setting of 28° when required for approach climb performance. This will also be indicated by code K on line 9. When flap 28° are required for landing, flight crews should use flaps 11° for go-around (one engine or two engine).
Sterile Cockpit Light
The sterile cockpit environment begins at 10,000 feet and continues until the aircraft blocks in at the gate. During that time, activities in the flight deck not required for the safe operation of the aircraft are prohibited. The sterile cockpit light is normally turned on at or just prior to passing 10,000 feet in conjunction with cycling of the No Smoking sign approximately 10 minutes prior to landing.
PMS
At least 5 minutes prior to reaching the top of descent point, push the line select key opposite the “Bottom of Descent” and enter the VOR frequency, bearing, and distance for the waypoint into the scratch pad area. (Bearing and distance can be omitted if waypoint is a VOR station.) Push line select key “1” to enter data.
The “Des Opt” page is automatically presented. Push line select key “1” to enable the automatic descent entry profile at the top of descent point. (Exception: If a low altitude has been armed by the pilot, this function will be inhibited.) The optimum descent will include a transition to 250 KIAS at 10,000 feet MSL.
The descent page can be viewed at any time by pressing the “Des” key.
IN-RANGE CHECKLIST
The Pilot Flying should call for the IN-RANGE CHECKLIST at approximately 18,000 feet. For flights with cruise altitudes below 18,000 feet, the IN-RANGE CHECKLIST should be called for at Top of Descent.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：MD-80 Flight Manual 麦道80飞行手册 2(7)
