MD-80 Flight Manual 麦道80飞行手册 2(72)

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Manual Backup - The load planner uses backup data stored on microfiche to obtain the Runway Analysis and manually calculates the center of gravity. The data is transmitted to the flight crew via radio closeout, hard copy telex, or a completed Form 362A Pilot Weight Manifest Worksheet. The flight crew uses the V-Speeds for Takeoff - Manual Calculation procedure in this section to obtain takeoff V-Speeds.
MD-80  Sec. 5 Page 3 
Flight Manual  Continental  Rev. 12/01/97 #26 
Temp .
F -.
C Conversion 

.C  .F  .C  .F  .C  .F  .C  .F  .C  .F  .C  .F  .C  .F 
50  122  36  97  22  72  8  47  -6  21  -20  -4  -34  -29 
49  120  35  95  21  70  7  45  -7  20  -21  -6  -35  -31 
48  119  34  93  20  68  6  43  -8  18  -22  -8  -36  -33 
47  117  33  91  19  66  5  41  -9  16  -23  -10  -37  -35 
46  115  32  90  18  65  4  40  -10  14  -24  -11  -38  -36 
45  113  31  88  17  63  3  38  -11  12  -25  -13  -39  -38 
44  111  30  86  16  61  2  36  -12  10  -26  -15  -40  -40 
43  110  29  84  15  59  1  34  -13  9  -27  -17  -41  -41 
42  108  28  82  14  57  0  32  -14  7  -28  -18  -42  -43 
41  106  27  80  13  55  -1  30  -15  5  -29  -20  -43  -45 
40  104  26  79  12  54  -2  29  -16  3  -30  -22  -44  -47 
39  102  25  77  11  52  -3  27  -17  2  -31  -24  -45  -49 
38  100  24  75  10  50  -4  25  -18  0  -32  -25  -46  -50 
37  99  23  73  9  49  -5  23  -19  -2  -33  -27  -47  -52 

Wind Component Table

Note: Shaded areas exceed Maximum Demonstrated Crosswind
INTENTIONALLY LEFT BLANK

MD-80  Sec. 5 Page 5 
Flight Manual  Continental  Rev. 05/15/95  #23 
TAKEOFF 

NORMAL
The runway analysis for takeoff is based on stopping distance data that was determined using well rested and prepared test pilot crews in new aircraft with cold, new brakes and new tires on a dry, scrubbed clean runway. Some factors which can adversely affect a line crew in achieving optimum stopping performance are:
.  
Alertness/reaction time

.  
Failure to hold maximum brake pedal deflection until a stop

.  
Condition/inflation of tires

.  
Condition/performance of brakes

.  
Runway lineup distance (not accounted for in data)

.  
Acceleration rate to V1

.  
Variations in winds/ use of crosswind controls

.  
Wet runway (contaminated runway degradation is accounted for, but no correction is made for a wet runway. Stopping distance on a wet runway generally exceeds that for a dry runway. The possibility of hydroplaning must be considered.)

.  
Buildup of rubber deposits on the runway surface

.  
Accumulations of Deicing Fluid on Runway

Pilots should use the following guidance when determining whether or not a runway is wet for dispatch / performance considerations: A runway is considered wet if it has a shiny appearance and .1 inch (3mm) or less of standing water. Runways which are damp (darker in appearance than completely dry runways) but have no shiny appearance, are generally not considered wet. Concrete runways which are grooved and crowned drain well and thus are rarely considered wet except during (and not after) a moderate or greater rain shower. When more than .1 inch (3mm) of standing water is reported on the runway, standing water penalties should be taken.
Runway Analysis in Flight Departure Papers
General
ACCULOAD produces the Runway Analysis in the Flight Departure Papers. These charts provide takeoff performance data for up to seven runways for all valid power/flap combinations. Maximum runway and climb limit gross weights are given for a range of temperatures above and below the planned takeoff temperature. A range of gross weights with the associated flex temperatures and takeoff V-speeds is also included. These charts may be used to manually determine maximum allowable takeoff weights, Flex Temps, and takeoff V-speeds.
　
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