MD-80/-90 & B717-200 Panel Installation & Handling Notes

[aerofoto - HJG Admin]

MD-80/-90 & B717-200 PANELS INSTALLATION & HANDLING NOTES - SECTION # 1


UPDATED: April 5th 2021


PLEASE NOTE: THIS MANUAL IS CURRENTLY UNDER RECONSTRUCTION


HJG MD-80/-90 & B717-200 PROJECT INFORMATION

We are grateful to Nicholas BOTAMER for modeling the MD80/90 series of aircraft for HJG.

We are additionally grateful to Mike MONCE, and Benoit PLAMONDON for their work on this MD80/90 project to in respect of FDE and audio development for this project.

THANK YOU EVERYONE !

The HJG MD80/90 project is comprised of each of the following elements ....


- Aircraft Base Pack files
- Aircraft Panels (imported - not produced by HJG authors)
- Aircraft Textures
- Smoke Effects (use DC9 FX)
- Sound pack/s


First and foremost it is important to appreciate that there is no such thing as just a standard MD80/90 TYPE aircraft.

MD-80/-90 type aircraft differ principally in terms of their size, engine power/thrust ratings, and their certified weights.

Most previously released MD80/90 simulations focus on just 1 specific and aircraft/engine/weight configuration for this family of aircraft.

The variation offered by HJG represents all of the entire MD80/90 family (plus a couple of very rare examples too) .... in terms of each the most major engine types and weight configurations which apply to these aircraft !

These notes will constantly be revised and updated in the future as is determined necessary.


1. MD-80/-90 & B717-200 AIRCRAFT BASE PACKS

WHAT MODELS ARE REPRESENTED/AVAILABLE AND WHAT's DIFFERENT ABOUT EACH ONE ?

9 MD80/90 aircraft base packs are provided.

Each aircraft base pack is aircraft type, power plant, and weight specific as follows ....


MD-81 Aircraft Base Pack .... P&W JT8D-209 (18,500 LBS thrust e/a / MGTOW 143.000 LBS)

MD-82 Aircraft Base Pack .... P&W JT8D-217A/C (20,000 LBS thrust e/a / MGTOW 149.500 LBS)

MD-82-SF Aircraft Base Pack .... P&W JT8D-217A/C (20,000 LBS thrust e/a / MGTOW 150.500 LBS "cargo configuration")

MD-83 Aircraft Base Pack .... P&W JT8D-219 (21,000 LBS thrust e/a / MGTOW 160.000 LBS)

MD-83-SF Aircraft Base Pack .... P&W JT8D-219 (21,000 LBS thrust e/a / MGTOW 161.000 LBS "cargo configuration")

MD-87 Aircraft Base Pack .... P&W JT8D-217C (20,000 LBS thrust e/a / MGTOW 140.000 LBS)

MD-87ER Aircraft Base Pack .... P&W JT8D-217C (20,000 LBS thrust e/a/ MGTOW 149.000 LBS)

MD-88 Aircraft Base Pack .... P&W JT8D-219 (21,000 LBS thrust e/a / MGTOW 149.500 LBS)

MD-90-30 Aircraft Base Pack .... IAE V2500-D5 (25.000 LBS thrust e/a / MGTOW 156.000 LBS)

MD-90-30ER Aircraft Base Pack .... IAE V2528-D5 (28.000 LBS thrust e/a / MGTOW 160.500 LBS)

MD-90-30IGW Aircraft Base Pack .... IAE V2528-D5 (28.000 LBS thrust e/a / MGTOW 168.000 LBS)

B717-200 Aircraft Base Pack .... BR715-A1 (18,000 LBS thrust e/a / MGTOW 110.000 LBS)

PLEASE NOTE .... MD-87ER, and both MD-90-30ER aircraft are rare, but, do exist none-the-less.

PLEASE NOTE ALSO .... most standard MD-90-30 aircraft have by now been re-certified in accordance with the higher -IGW MGTOW.


Appropriate performance and load variations have been incorporated into the FDE (CFG file) for each HJG MD-80/-90 type/series aircraft .... in accordance with known aircraft specifications and performances whilst also bearing in mind certain FS limitations !

2 MD80 models are included inside each of the MD-81/-82/-83 aircraft base pack files .... the same 2 models being duplicated into each of these 3 base packs. Both models are different .... in that these represent both the early DC-9 type and later/modified chisel shaped rear fuselage tail cone aircraft versions.

1 only MD-87 model is included inside this particular aircraft base pack file .... this particular aircraft is shorter than other MD80/90 aircraft versions and features the later/modified chisel shaped tail fin and rear fuselage tail cone and redesigned tail fin.

1 only MD-88 model is included inside this particular aircraft base pack file .... this particular aircraft features the longer MD-81/-82/-83 type fuselage with later/modified chisel shaped rear fuselage tail cone.

1 only MD-90-30 model is included inside each of the MD-90/-ER/-IGW aircraft base pack files .... this particular aircraft features a longer fuselage than MD-81/-82/-83/-88 aircraft versions, larger engines, and the later/modified chisel shaped rear fuselage tail cone and redesigned MD87 type tail fin.

3 B717-200 models are included inside the B717-200 aircraft base pack file. Each model is different .... in that these represent both eyebrow and non-eyebrow featured aircraft versions as well as a model enabling belly titles texturing.

PLEASE NOTE .... MD-84/-85/-86/-89 aircraft designations "DO NOT" exist !

For further clarification of these aircraft model/base pack models and their most distinguishing features then please refer to the illustrations and descriptions below


MODEL DESCRIPTIONS

WHAT'S DIFFERENT ABOUT EACH MODEL ?

MD-81/-82/-83/-88 AIRCRAFT BASE PACKS

MODEL.01 (DC9 type rear fuselage tail cone shape)


MODEL.02 (Modified chisel shaped rear fuselage tail cone)



MD-82SF/-83SF AIRCRAFT BASE PACKS

MODEl.FREIGHTER01 (DC-9 type rear fuselage tail cone shape and animated port side forward fuselage main deck cargo door)

MODEl.FREIGHTER02(Modified chisel shaped rear fuselage tail cone and animated port side forward fuselage main deck cargo door)



PLEASE NOTE: The port side forward fuselage main deck cargo door animation on each of these freighter specific models ....

.... functions on the basis of the wing fold keyboard command which needs to be "manually assigned" within FS OPTIONS/ASSIGNMENTS.


MD 87 AIRCRAFT BASE PACKS

MODEL.01 (Shorter fuselage fuselage. MD-81/-82/-83 type engine nacelles. Modified tail fin. Chisel shaped rear fuselage tail cone)



MD-88 AIRCRAFT BASE PACK

MODEL.02 (MD81/82/83 type fuselage. MD-81/-82/-83 type engine nacelles. Chisel shaped rare fuselage tail cone .... SAME AS ABOVE # "02" MD-81/-82/-83 MODEL)


MD-90-30 AIRCRAFT BASE PACKS

MODEL.1 (Longer fuselage. Larger engines. Modified MD-87 type tail fin. Chisel shaped rear fuselage tail cone)



B717-200 AIRCRAFT BASE PACK

MODEL.01 (Eyebrow featured FD wind shield)

MODEL.02 (Non-Eyebrow featured FD wind shield)

MODEL.03 (Eyebrow featured FD wind shield with belly titles texture enabkliung).


All HJG MD-80/-90 and B717-200 Aircraft Base Pack files must be installed inside the FS9/FS2004 "AIRCRAFT" folder .... in accordance with accompanying installation instructions.


2. PANELS

WHAT PANELS ARE AVAILABLE AND WHICH ONE SHOULD BE USED WITH EACH MD80/90 AIRCRAFT BASE PACK ?

No specificly HJG engineered MD80/90 panels are currently available or planned in the future.

We have therefore imported 4 panel options all of which have been tested and demonstrated to work very well with each of the HJG supplied aircraft models, FDE, and sound packs. The panel panel options provided by HJG are as follows ....

MD-80 PANEL by Paul GOLDING & Tom WOODS (known as the "Golding White" panel) .... featuring a fully analogue type instrument configuration with an HUD..

MD-80 PANEL by Paul GOLDING & Leon SEALE (known as the "Golding Red" panel) .... featuring a fully analogue type instrument configuration.updated..

MD80 (semi-EFIS) PANEL by Marco SPADA & Paul GOLDING (known as the "Spada" panel) .... featuring a semi-EFIS type instrument configuration.

B717-200/MD-80 (EFIS) PANEL by Steve SOUTHEY, Glen COPELAND, Ken MITCHELL, and Richard PROBST (known as the "Southey" panel) .... featuring an EFIS type instrument configuration.

We are extremly grateful to Paul GOLDING, Marco SPADA, and Steve SOUTHEY for their kind "consent" .... allowing HJG to host each of these 4 panel versions. Although these panels have been available elsewhere and with various separate updates .... each version of these panels has been updated, by us, to include "all of the necessary files" along with some very minor side views edits where necessary. In some cases there are colour mismatches between the side view and main panel BMP files included, but, this does not detract from the functionality and enjoyment of these panels.

Real world MD-80/-90 and B717-200 aircraft feature a variation of panel/instrument standards. These vary according to aircraft production/delivery periods and airline/operator preferences .... as well as modifications/upgrades which have been applied to these aircraft subsequent to their original delivery in the case of some early production aircraft versions.

The following aircraft type/panel configurations are recommended .... but .... any of these 4 panels function perfectly well (provided they are installed precisely as directed) with any of the MD80/MD90 aircraft base pack versions provided by HJG.

MD-81 - use either the MD80 (white) PANEL by Paul GOLDING & Tom WOODS .... or .... the MD-80 (red) PANEL by Paul GOLDING & Leon SEALE

MD-82 - use either the MD80 (white) PANEL by Paul GOLDING & Tom WOODS .... or .... the MD-80 (red) PANEL by Paul GOLDING & Leon SEALE

MD-82-SF - use either the MD80 (white) PANEL by Paul GOLDING & Tom WOODS .... or .... the MD-80 (red) PANEL by Paul GOLDING & Leon SEALE

MD-83 - use either the MD80 (white) PANEL by Paul GOLDING & Tom WOODS .... or .... the MD-80 (red) PANEL by Paul GOLDING & Leon SEALE

MD-83-SF - use either the MD80 (white) PANEL by Paul GOLDING & Tom WOODS .... or .... the MD-80 (red) PANEL by Paul GOLDING & Leon SEALE

MD-87 - use B717-200/MD80 (EFIS) PANEL by Steve by Steve SOUTHEY, Glen COPELAND, Ken MITCHELL, and Richard PROBST.

MD-88 (and -ER) - use B717-200/MD80 (EFIS) PANEL by Steve by Steve SOUTHEY, Glen COPELAND, Ken MITCHELL, and Richard PROBST.

MD-90-30 (and ER/-!GW) - use B717-200/MD80 (EFIS) PANEL by Steve by Steve SOUTHEY, Glen COPELAND, Ken MITCHELL, and Richard PROBST.

All HJG supplied MD-80 panels must be installed inside the "HJG MD-80/-90 AIRCRAFT BASE PACK" folders (to replace the MSFS default Panel assignment) .... strictly in accordance with accompanying installation instructions. PLEASE NOTE .... do not circumvent the recommended panel/gauges/modules installation procedures or problems "WILL" result


3. TEXTURES

WHAT TEXTURES CAN BE USED WITH EACH MD-80/-90 AIRCRAFT BASE PACK MODEL AND HOW SHOULD EACH FILE BE NAMED/SUPPLIED ?

All HJG MD-81/-82/-83/-88 models support the same textures. The only differences between some of these models is the shape of their rare fuselage tail cones, but, this detail does not affect texture BMP names. For e.g .... any MD-81 texture will fit any of the MD-82/-83/-88 aircraft base pack models without any problems whatsoever.

The MD-87 model will support textures for this particular aircraft type only. There is 1 only model version supplied for this particular aircraft type.

The MD-90 models will support textures for this particular aircraft type only. There is 1 only model version supplied for this particular aircraft type.

All HJG B717-200 models support the same textures. There are 3 model versions supplied for this particular aircraft type.

"PUBLIC VERSION" PSD files "are available" for HJG MD-81/-82/-83/-87/8-8 aircraft versions (only) and may be made available upon communication with HJG management .... subject to certain conditions being first being met and prior to supply.

All HJG supplied MD80 textures must be installed inside the "MD80/90 AIRCRAFT BASE PACK" folders .... in accordance with accompanying installation instructions.


4. SOUND PACKS

WHAT SOUND PACKS ARE AVAILABLE AND WHICH ONE SHOULD BE USED WITH EACH MD80/90 AIRCRAFT BASE PACK ?

HJG offer 1 only MD-80 sound-pack .... along with 1 only MD-90 sound pack (also used for the B717-200).

These particular sound packs represents the P&W JT8D-209/217/219 engine version for the MD-81/-82/-83/-87/-and MD-88 .... and an IAE V2528-D5 engine version for the MD-90 (and B717-200).

PLEASE NOTE: HJGH do not currently offer BR715-A1 specific audio for the B717-200, but, the currently supplied MD-90 sound packs is an "acceptable substitute".

We recommend the following MD-80/-90 and B717-200 aircraft type sound pack assignments ....


MD81 BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUND PACK
MD-82 BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUND PACK
MD-82-SF BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUND PACK
MD-83 BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUND PACK
MD-83-SF BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUN DPACK
MD-87 BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUND PACK
MD-87 ER BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUND PACK
MD-88 BASE PACK .... use .... P&W JT8D 215/217 MD-80 SOUND PACK
MD-90-30 BASE PACK .... use .... IAE V2500 MD-90 SOUND PACK
MD-90-30 ER BASE PACK .... use .... IAE V2500 MD-90 SOUND PACK
MD-90-30 IGW BASE PACK .... use .... IAE V2500 MD-90 SOUND PACK
B717-200 BASE PACK .... use .... IAE V2500 MD-90 SOUND PACK (temporary assignment)

PLEASE NOTE .... the currently available "IAE V2500 MD-80" sound pack also works fine (as a "temporary assignment") with HJG B717-200 models, FDE, as well as each of the above recommended panel versions. Other MD-80/-90 audio options are available from both AVSIM.COM and FLIGHTSIM.COM, but, are not guaranteed to function properly with HJG supplied FDE, aircraft models, and panels .... at least not in accordance with our expectations.

All HJG supplied MD80 and MD90 sound packs must be installed inside the "HJG MD-80/-90 and B717-200 AIRCRAFT BASE PACK" folders (to replace the MSFS default Sound assignment) .... in accordance with accompanying installation instructions.


5. SMOKE EFFECTS & OTHER DETAILS

WHAT SMOKE EFFECTS ARE AVAILABLE OR SHOULD BE USED WITH EACH MD80/90 AIRCRAFT BASE PACK ?

All HJG MD-80/-90 aircraft base pack files are configured to use the standard HJG DC-9 smoke effects files.

These smoke effects files are currently available from the AIRCRAFT EFFECTS downloads section on the HJG website.

PLEASE NOTE .... using either of the 4 above recommended MD-80/-90 and B717-200 panel options these smoke effects must be manually toggled "ON/OFF" using the keyboard "I" command. Unlike is the case with all HJG specific aircraft panels these smoke effects "do not" work automatically.

All HJG supplied DC-9/MD-80 smoke effects must be installed inside the FS9/FS2004 "EFFECTS" folder .... in accordance with accompanying installation instructions.

HJG DC-9/MD-80 smoke effects are available from the "AIRCRAFT EFFECTS" section of the HJG downloads page.

PLEASE NOTE: Smoke Effects are not provided, or required, for the HJG supplied MD-90 and B717-200 simulations as these aircraft types are "virtually" smokeless in comparison with their MD-80 counter parts.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

MD-80/-90 & B717-200 PANELS INSTALLATION & HANDLING NOTES - SECTION # 2

UPDATED: April 5th 2021


Please read the installation instructions carefully.

These panels must be Installed "precisely in accordance with the recommended installation procedures".

Do not circumvent the recommended installation instructions.

Problems are usually always the result of not following the recommended instructions "to the letter".

More than one .... in fact all of these panel versions .... may be installed "together", if desired, and without any conflicts whatsoever.

Each of these 4 panel have some features not represented in the others.

These notes will constantly be revised and updated in the future as is determined necessary.


2.1. MD80 (white) PANEL by Paul GOLDING & Tom WOODS


This particular panel is easy to use and features an early analogue type MD80 panel configuration .... and also features HUD and TCAS.

This particular panel must be installed in the Aircraft Base Pack folder in liew of the default MSFS Panel folder provided and may not function properly if installed according to any other protocol.

This particular panel should be used with HJG MD-81/-82/and -83 aircraft base packs.

This particular panel functions perfectly with the MD80/90 sound packs hosted by HJG.

This particular panel supports all of the basic MSFS panel features .... and more .... so .... a great deal of explanation is not necessary beyond hiliting the following basic details ....

KEYBOARD COMMANDS

- SHIFT+2 opens/closes the O/H sub panel
- SHIFT+3 cycles between NAV1 and COM1 radio display panels
- SHIFT+4 opens/closes the GPS sub panel.
- SHIFT+5 opens/closes enlarged TCAS screen
- SHIFT+6 opens/closes ATC screen at the bottom left of the MP.
- SHIFT+7 open/closes the HUD (frame only over the center left windshield.portion).
- SHIFT+8 activates/deactivates HUD data/information.

MAIN PANEL FEATURES

- Most of the ASI speed bugs, located around the rim of the ASI, are selectable using "silent" mouse/hot points located at various axis around the rim of the ASI.

- SUB PANEL VIEW SELECTION ICONS are located along the bottom center middle of the MP.

- The AP control panel, located above the MP and below most of the windshield, is activated using the AP switch. This AP features all of the standard MSFS AP flight control and NAV modes .... ALT SEL/ALT HLD/VS/HDG/CRS/NAV/AT/IAS SPD/APPR/YD. Most auto-flight modes are annunciated within the anunciator display located at the upper middle section of the MP (above the Altimeter gauge).

- The ENGINE THRUST COMPUTER, located within the lower center middle section of the MP (left of the engine # 1 EGT and F/F gauges) features selectable TO/GA/MCT/CR thrust setting tabs. Each of these modes functions in accordance with the AT system which must first be activated. PLEASE NOTE .... The accuracy of these thrust computations in relation to engine gauge indications has not been verified.

- The engine EPR limit bugs are selectable using the SET knobs located at the bottom right rim of each EPR gauge.

- The ENGINE FIRE WARNING system lamps, located within the upper right middle section of the MP) illuminate per the test buttons .... but .... do not trigger a fire warning bell/alarm. The engines may be shutdown using the black tabs located at the extreme left and right sides of the engine fire warning system. These lamps also turn horizontally whenever an engine is shutdown .... but .... the engine may then prove difficult to restart afterward.

- The WING LANDING/NG LIGHT switches are located at the extreme top left side of the AP panel.

- The NAV1/NAV2 RADIOS are located on AP panel and to the right of the LANDING and NG lighting switches (or use SHIFT 3 keyboard commands), are cycled using large knob below the radio frequency windows. COM/VHF1/VHF2/ADF1 are cycled using the available tabs. PLEASE NOTE .... ADF2 is not available. Refer to the "ADDITIONAL NOTES - NAV1/NAV2/ADF/COM1/COM2 RADIOS" section of these notes for information regarding the functionality of both the NAV and COM Radios in this panel version.

- Engine thrust reverser lamps are not featured on this MP.

OVERHEAD SUB PANEL FEATURES

- The FUEL TANK SELECTOR switch is located within the bottom left section of the O/H panel.

- The AC/NO SMOKING and SEAT BELT notice switches (with sounds) are located within the bottom center left section of the O/H panel.

- The AVIONICS/BATTERY/PITOT HEAT/DEICE switches are each located within the bottom middle section of the O/H panel.

- The ICE PROTECTION/PITOT HEAT/DEICE switches are each located within bottom middle section of the O/H panel

- The NAV/BEACON/STROBE/PANEL lighting switches are each located at the bottom right section of the O/H panel.

- The FUEL QUANTITY indicator is located at the top left section of the O/H panel.

- The GENERATOR switches are located within the center top middle section of the O/H panel.

- The ENGINE STARTER and FUEL PUMP switches are located within the center middle section of the O/H panel .... the FUEL PUMP switches must first be selected "ON" for engine startup .... the STARTER switches must then be selected "ON" for engine startup and then "depressed" until N2 20% for engine ignition/startup

CENTER PEDESTAL SUB PANEL FEATURES

"NOT FEATURED" in this particular panel version.

OTHER FEATURES

The following call outs are activated automatically subject to the appropriate event first being recognized by the simulation ....

- Gear Up
- Gear Down
- Over Speed
- Sink Rate
- Glide Slope
- Stall
- Too Low Terrain/
- Pull Up
- Landing Gear
- 400/300/200/100/50/40/30/20/10

- T/O V-speed and 2500/APPROACHING MINIMUMS/MINIMUMS call outs are not featured within this panel.

- High quality interior panel side views creating a 7-point 2D vista around this panel/FD and are selected using the numeric keyboard pad.

- The HUD featured in this panel is opened/closed using both SHIFT 7 and SHIFT 8 keyboard commands. SHIFT 7 opens/closes the HUD frame only .... SHIFT 8 must then be selected to activate/deactivate the HUD information.

- The TCAS screen is opened/closed using the SHIFT 5 keyboard commands (or per the 4th sub panel selection view icon in the top row) .... and then activated by clicking inside the top left corner of the TCAS screen resulting in a "TCAS SYSTEM TEST OK" call out.

ADDITIONAL NOTES

NAV1/NAV2/ADF/COM1/COM2 RADIOS

The NAV Radios featured in this panel version function differently from those of most other FS panels.

The visible NAV 1 Radio frequency cannot be adjusted in MP view.

To select another Radio frequency .... and/or change between NAV1/NAV2/ADF/COM1/COM2 Radios .... the RADIO STACK sub panel must first be commanded into view using the following keyboard commands

SHIFT 3

The default NAV 1 radio box, located on the top left side of the AP section of the MP, below the windshield, is then replaced by the RADIOS sub panel .... featuring all necessary Radio options.

All NAV1/NAV2/ADF/COM1/COM2 Radio frequencies in this panel version are controlled from the RADIOS sub panel.

Clicking the "VHF1, VHF2, ADF, COM1, COM2" tabs, located below the left/"Active" Radio frequency box on this RADIOS sub panel, cycles the "Active" box between NAV1/NAV2/ADF/COM1/COM2 radios.

To change Radio frequencies .... the large round knob, located to the right of the Radio Stack, must be used to enter a frequency into the right/"Standby" box.

In NAV1/2 or COM1/2 mode .... clicking the top and bottom left sides of this knob will raise and lower (respectively) the 3-digit prefix of any NAV frequency. Clicking the top and bottom right sides of this knob will raise and lower (respectively) the 2-digit suffix of any NAV frequency. In ADF mode .... clicking the left side of this knob cycles the first digit of any ADF frequency. Clicking the center of this knob cycles the second digit of any ADF frequency. Clicking the right side of this knob cycles the third digit of any ADF frequency.

The selected Radio frequency must then be cycled from the right/"Standby" box to the left/"Active" box using the transfer tab located between both.

KNOWN PANEL ISSUES

- It has been reported (by 2 individuals only) that this particular panel might display a missing ASI gauge. PLEASE NOTE .... nothing is missing from the panel gauges suite or incorrectly entered into the supporting PANEL.CFG. This potential issue is "EXTREMELY RARE" and, for reasons which have yet to be determined, is likely the result of file conventions as might apply to "SOME", but by no means all, PC operating systems. "IF" confronted with this issue .... then try renaming the "AIRSPEED" gauge name .... and then enter the new gauge name into the "GAUGE17" data line reference for the MAIN PANEL VIEW in the PANEL CFG. By far the majority of users "should not "be confronted with this particular issue though. AGAIN .... this is an "EXTREMELY RARE" potential issue only.

- Disregard the FLAP "DISAGREE" lamp indication which appears when flaps are selected using this panel version. This warning is a "false indication". Set FLAPS normally .... then using the FLAP indicator gauge confirm the FLAPS have extended to the selected setting .... and proceed normally. PLEASE NOTE: We cannot resolve this "false indication" until a (possible) future panel or FDE edit/upgrade.


2.2. MD-80 (red) PANEL by Paul GOLDING & Leon SEALE


This particular panel is easy to use and features a later analogue type MD80 panel configuration .... and also features HUD and TCAS.

This particular panel must be installed in the Aircraft Base Pack folder in liew of the default MSFS Panel folder provided and may not function properly if installed according to any other protocol.

This particular panel features a very similar configuration to the above version, but, also differs in some respects.

This particular panel should be used with HJG MD-81/-82/and -83 aircraft base packs.

This particular panel functions perfectly with the MD80/90 sound packs hosted by HJG.

This particular panel supports all of the basic MSFS panel features .... and more .... so .... a great deal of explanation is not necessary beyond hiliting the following basic details ....

KEYBOARD COMMANDS

- SHIFT+2 opens/closes the O/H sub panel
- SHIFT+3 cycles between NAV1 and COM1 radio display panels
- SHIFT+4 opens/closes the GPS sub panel.
- SHIFT+5 opens/closes enlarged TCAS screen
- SHIFT+6 opens/closes ATC screen at the bottom left of the MP.
- SHIFT+7 open/closes the HUD (frame only over the center left windshield.portion).
- SHIFT+8 activates/deactivates HUD data/information

MAIN PANEL FEATURES

- The "flashing"red AP disconnect lamp associated with the auto-flight mode anunciator, located above the Altimeter and and RA, is cancelled using the small grey tab located toward at the top right corner of the auto-flight mode anunciator display.

- The ENGINE THRUST COMPUTER, located within the lower center middle section of the MP (left of the engine # 1 EGT and F/F gauges) features selectable TO/GA/MCT/CR thrust setting tabs. Each of these modes functions in accordance with the AT system which must first be activated. PLEASE NOTE .... The accuracy of these thrust computations in relation to engine gauge indications has not been verified.

- The AP control panel, located above the MP and below most of the windshield, is activated using the AP switch. This AP features all of the standard MSFS AP flight control and NAV modes .... ALT SEL/ALT HLD/VS/HDG/CRS/NAV/AT/IAS SPD/APPR/YD. Most auto-flight modes are annunciated within the anunciator display located at the upper middle section of the MP (above the Altimeter gauge).

- The WING LANDING/NG LIGHT switches are located at the extreme top left side of the AP panel.

- The NAV1/NAV2 RADIOS are located on AP panel and to the right of the LANDING and NG lighting switches (or use SHIFT 3 keyboard commands), are cycled using large knob below the radio frequency windows. COM/VHF1/VHF2/ADF1 are cycled using the available tabs. PLEASE NOTE .... ADF2 is not available. Refer to the "ADDITIONAL NOTES - NAV1/NAV2/ADF/COM1/COM2 RADIOS" section of these notes for information regarding the functionality of both the NAV and COM Radios in this panel version.

- Most of the ASI speed bugs, located around the rim of the ASI, are selectable using "silent" mouse/hot points located at various axis around the rim of the ASI.

- The ENGINE FIRE WARNING system lamps, located within the upper right middle section of the MP) illuminate per the test buttons .... but .... do not trigger a fire warning bell/alarm. The engines may be shutdown using the black tabs located at the extreme left and right sides of the engine fire warning system. These lamps also turn horizontally whenever an engine is shutdown .... but .... the engine may then prove difficult to restart afterward.

- SUB PANEL VIEW SELECTION ICONS are located along the bottom center middle of the MP.

- Engine thrust reverser lamps are not featured on this particular MP.

OVERHEAD SUB PANEL FEATURES

- The FUEL TANK SELECTOR switch is located within the bottom left section of the O/H panel.

- The AC/NO SMOKING and SEAT BELT notice switches (with sounds) are located within the bottom center left section of the O/H panel.

- The AVIONICS/BATTERY/PITOT HEAT/DEICE switches are each located within the bottom middle section of the O/H panel.

- The ICE PROTECTION/PITOT HEAT/DEICE switches are each located within bottom middle section of the O/H panel

- The NAV/BEACON/STROBE/PANEL lighting switches are each located at the bottom right section of the O/H panel.

- The FUEL QUANTITY indicator is located at the top left section of the O/H panel.

- The GENERATOR switches are located within the center top middle section of the O/H panel.

- The ENGINE STARTER and FUEL PUMP switches are located within the center middle section of the O/H panel .... the FUEL PUMP switches must first be selected "ON" for engine startup .... the STARTER switches must then be selected "ON" for engine startup and then "depressed" until N2 20% for engine ignition/startup

CENTER PEDESTAL SUB PANEL FEATURES

"NOT FEATURED" in this particular panel version.

OTHER FEATURES

The following call outs are activated automatically subject to the appropriate event first being recognized by the simulation ....

- Gear Up
- Gear Down
- Over Speed
- Sink Rate
- Glide Slope
- Stall
- Too Low Terrain/
- Pull Up
- Landing Gear
- 400/300/200/100/50/40/30/20/10

- T/O V-speed and 2500/APPROACHING MINIMUMS/MINIMUMS call outs are not featured within this panel.

- High quality interior panel side views creating a 7-point 2D vista around this panel/FD and are selected using the numeric keyboard pad.

- The HUD featured in this panel is opened/closed using both SHIFT 7 and SHIFT 8 keyboard commands. SHIFT 7 opens/closes the HUD frame only .... SHIFT 8 must then be selected to activate/deactivate the HUD information.

- The TCAS screen is opened/closed using the SHIFT 5 keyboard commands (or per the 4th sub panel selection view icon in the top row) .... and then activated by clicking inside the top left corner of the TCAS screen resulting in a "TCAS SYSTEM TEST OK" call out.

ADDITIONAL NOTES

NAV1/NAV2/ADF/COM1/COM2 RADIOS

The NAV Radios featured in this panel version function differently from those of most other FS panels.

The visible NAV 1 Radio frequency cannot be adjusted in MP view.

To select another Radio frequency .... and/or change between NAV1/NAV2/ADF/COM1/COM2 Radios .... the RADIO STACK sub panel must first be commanded into view using the following keyboard commands

SHIFT 3

The default NAV 1 radio box, located on the top left side of the AP section of the MP, below the windshield, is then replaced by the RADIOS sub panel .... featuring all necessary Radio options.

All NAV1/NAV2/ADF/COM1/COM2 Radio frequencies in this panel version are controlled from the RADIOS sub panel.

Clicking the "VHF1, VHF2, ADF, COM1, COM2" tabs, located below the left/"Active" Radio frequency box on this RADIOS sub panel, cycles the "Active" box between NAV1/NAV2/ADF/COM1/COM2 radios.

To change Radio frequencies .... the large round knob, located to the right of the Radio Stack, must be used to enter a frequency into the right/"Standby" box.

In NAV1/2 or COM1/2 mode .... clicking the top and bottom left sides of this knob will raise and lower (respectively) the 3-digit prefix of any NAV frequency. Clicking the top and bottom right sides of this knob will raise and lower (respectively) the 2-digit suffix of any NAV frequency. In ADF mode .... clicking the left side of this knob cycles the first digit of any ADF frequency. Clicking the center of this knob cycles the second digit of any ADF frequency. Clicking the right side of this knob cycles the third digit of any ADF frequency.

The selected Radio frequency must then be cycled from the right/"Standby" box to the left/"Active" box using the transfer tab located between both.

KNOWN PANEL ISSUES

- It has been reported (by 2 individuals only) that this particular panel might display a missing ASI gauge. PLEASE NOTE .... nothing is missing from the panel gauges suite or incorrectly entered into the supporting PANEL.CFG. This potential issue is "EXTREMELY RARE" and, for reasons which have yet to be determined, is likely the result of file conventions as might apply to "SOME", but by no means all, PC operating systems. "IF" confronted with this issue .... then try renaming the "AIRSPEED" gauge name .... and then enter the new gauge name into the "GAUGE17" data line reference for the MAIN PANEL VIEW in the PANEL CFG. By far the majority of users "should not "be confronted with this particular issue though. AGAIN .... this is an "EXTREMELY RARE" potential issue only.

- Disregard the FLAP "DISAGREE" lamp indication which appears when flaps are selected using this panel version. This warning is a "false indication". Set FLAPS normally .... then using the FLAP indicator gauge confirm the FLAPS have extended to the selected setting .... and proceed normally. PLEASE NOTE: We cannot resolve this "false indication" until a (possible) future panel or FDE edit/upgrade.


2.3. MD80 (semi-EFIS) PANEL by Marco SPADA & Paul GOLDING


This particular panel is easy to use and features a semi-EFIS type MD80 panel configuration .... but .... does not feature HUD and TCAS.

This particular panel must be installed in the Aircraft Base Pack folder in liew of the default MSFS Panel folder provided and may not function properly if installed according to any other protocol.

This particular panel should be used with HJG MD-81/-82/and -83 aircraft base packs.

This particular panel functions perfectly with the MD80/90 sound pack hosted by HJG.

This particular panel supports all of the basic MSFS panel features .... and more .... so .... a great deal of explanation is not necessary beyond hiliting the following basic details ....

KEYBOARD COMMANDS

- SHIFT+2 opens/closes the GPS NAV sub panel
- SHIFT+3 opens/closes the O/H sub panel
- SHIFT+4 opens/closes the CP sub panel

MAIN PANEL FEATURES

- The "flashing"red AP disconnect lamp associated with the auto-flight mode anunciator, located above the Altimeter and and RA, is cancelled using the small grey tab located toward at the top right corner of the auto-flight mode anunciator display.

- The ENGINE THRUST COMPUTER, located at the extreme right of the MP features selectable CL/CR/TO1/TOGA tabs. Each of these modes functions in accordance with the AT system which must first be activated. PLEASE NOTE .... The accuracey of these thrust computations in relation to engine gauge indications has not been verified.

- The AP control panel, located above the MP and below most of the windshield, is activated using the CMD tab. This AP features all of the standard MSFS AP flight control and NAV modes .... ALT SEL/ALT HLD/ROC ROD/HDG/CRS/NAV/AT/SPD/APPR/YD. Most auto-flight modes are annunciated within the anunciator display located at the upper middle sectiom of the MP (abocve the Altimeter gauge).

- The WING LANDING/NG LIGHT switches are located at the extreme top left side of the AP panel.

- The NAV1/NAV2 RADIO frequencies appear at the extreme top left and right sides of the AP panel respectively and may be adjusted using the NAV radio selection facilities provided on the CP sub panel. PLEASE NOTE .... refer to the "ADDITIONAL NOTES - NAV1/NAV2/ADF/COM1/COM2 RADIOS" section of these notes for information regarding the functionality of both the NAV and COM Radios in this panel version.

- Most of the ASI speed bugs, located around the rim of the ASI, are selectable using "silent" mouse/hot points located at various axis around the rim of the ASI.

- A NAV/GPS mode switch is located at the extreme bottom left of the MP.

- The HSI display may be set to "ROSE" mode using the whiite switch, located below the GPS tab within the center left of the MP.

- SUB PANEL VIEW SELECTION ICONS are located along the bottom center middle of the MP.

- Engine thrust reverser lamps are not featured on this particular MP.

OVERHEAD SUB PANEL FEATURES

- The AC switch (with sound) located within the middle right section of the O/H panel

- The NO SMOKING and SEAT BELT notice switches (with sound) are located within the bottom right section of the O/H panel.

- The PITOT HEAT switch is located within the center middle section of the O/H panel.

- The FUEL START/SHUTOFF levers are located within the lower center left middle section of the O/H panel .... both must be selected "ON" for engine startup.

- The ENGINE STARTUP switches are located within the lower center left middle section of the O/H panel (left of the FUEL START/SHUTOFF switches/levers) .... the STARTER switches must then be selected "ON" for engine startup and then "depressed" until N2 20% for engine ignition/startup

- The FUEL CROSS FEED switch is located within the extreme lower left section of the OH panel.

- The APU starter switch (with sound) is located within the extreme lower left of the OH panel.

- The INSTRUMENT PANEL LIGHTING switch is located within the top middle right section of the OH panel.

- An ATC TRANSPONDER is located within the top middle right section of the O/H panel.

- The STROBE LIGHTING switch is located within the extreme top right section of the O/H panel .... and seems to function only in the "OFF" position.

CENTER PEDESTAL SUB PANEL FEATURES

- The ELEVATOR TRIM setting is displayed at the top right section of the CP panel.

- The COM1/COM2/NAV1/NAV2/TRANSPONDER/ADF1 radios are located within the bottom center section of the CP panel. PLEASE NOTE .... ADF2 is not available. Refer to the "ADDITIONAL NOTES - NAV1/NAV2/ADF/COM1/COM2 RADIOS" section of these notes for information regarding the functionality of both the NAV and COM Radios in this panel version.

OTHER FEATURES

The following call outs are activated automatically subject to the appropriate event first being recognized by the simulation ....

- Over Speed
- Don't Sink
- Glide Slope
- Stall
- Terrain/Terrain
- Pull Up
- Landing Gear
- 400/300/200/100/50/40/30/20/10

- T/O V-speed and 2500/APPROACHING MINUMS/MINIMUMS call outs are not featured within this panel.

- High quality interior panel side views creating a 7-point 2D vista around this panel/FD and are selected using the numeric keyboard pad . PLEASE NOTE .... these side views do not currently match the colour of the MP, but, are otherwise perfectly acceptable and do not detract from either the appearance or functionality of this panel. This particular detail "MAY" (no promises) be properly addressed among other possible enhancements "AT A LATER DATE".

ADDITIONAL NOTES

NAV1/NAV2/ADF/COM1/COM2 RADIOS

The NAV Radios featured in this panel version function differently from those of most other FS panels.

The visible NAV 1 and NAV2 Radio frequencies cannot be adjusted in MP view.

To select another Radio frequency .... and/or change between NAV1/NAV2/ADF/COM1/COM2 Radios .... the RADIO STACK sub panel must first be commanded into view using the following keyboard commands

SHIFT 4

All NAV1/NAV2/ADF/COM1/COM2 Radios, in this panel version, are controlled from the RS located on the CENTER PEDESTAL sub panel.

To change Radio frequencies .... a new frequency must first be entered into the right/"Standby" box .... and then cycled across to its corresponding left/"Active box using the transfer tab located between both.

Transferring a NAV1/NAV2 Radio frequency from right/"Standby" box to its corresponding left/"Active" box, on the CP RADIO STACK, results in the visible MP NAV1/NAV2 radio frequencies also then changing "automatically in accordance with the new selections.

The selected/"active" NAV 1 Radio frequency always remains visible on the left side of the AP section of the MP .... below the windshield.

The selected/"active" NAV 2 Radio frequency always remains visible on the right side of the AP section of the MP .... below the windshield.

KNOWN PANEL ISSUES

- Disregard the FLAP "DISAGREE" lamp indication which appears when flaps are selected using this panel version. This warning is a "false indication". Set FLAPS normally .... then using the FLAP indicator gauge confirm the FLAPS have extended to the selected setting .... and proceed normally. PLEASE NOTE: We cannot resolve this "false indication" until a (possible) future panel or FDE edit/upgrade.


2.4. B717-200/MD80 (EFIS) PANEL by Steve SOUTHEY, Glen COPELAND, Ken MITCHELL, ana Richard PROBST


This particular panel is more complex but otherwise quite easy to use and features a modern/advanced EFIS type MD80/90 panel configuration .... and features TCAS but no HUD.

This particular panel is quite different from each of the other 3 panel options in terms of both layout and functionality .... AND .... must be installed in the Aircraft Base Pack folder.

This particular panel version features a modern/advanced EFIS type MD87/-88/-90/and B717-200 panel configuration.

This particular panel version should be used with HJG supplied MD-87/-88/-90-30/and B717-200 aircraft base pack/FDE suites in particular, but, can also be used with all HJG MD80/90 aircraft if desired.

This particular panel functions perfectly with the MD80/90 sound packs hosted by HJG..

This particular panel supports all of the basic MSFS panel features .... and more .... so .... a great deal of explanation is not necessary beyond hiliting the following basic details ....

KEYBOARD COMMANDS

- SHIFT+2 opens/closes the O/H sub panel
- SHIFT+3 opens/closes the Radio sub panel
- SHIFT+4 opens/closes enlarged the TCAS screen
- SHIFT+5 opens/closes the GPS sub panel.
- SHIFT+6 activates/deactivates the MP lighting
- SHIFT+7 increases/decreases the size of the 4 EFIS instrument/data screens (promoting better legibility).
- SHIFT+8 increases/decreases the size of the NAV mode and RANGE selection controls (promoting better legibility).

MAIN PANEL FEATURES

- The principle SUB PANEL VIEW SELECTION ICONS are located vertically at the extreme left section of the MP

- The AUTO BRAKE selector knob is located within the bottom left section of the MP {b]PLEASE NOTE .... the functionality of thos AB system has not been verified.[/b]

- The small lamp located above the top left section of the MP .... above first EFIS display screen and serves to provide a visual GPWS indication in regard to ground proximity .... cycling from black to green/orange/red in relation to terrain proximity.

- A SPOILER ARM tab is (labelled "ARM") is located within the top right section of the MP .... above third EFIS screen and to the right of the digital clock .... and must be mouse clicked in order to be armed.

- A SPOILER ANUNCIATOR lamp (labelled "SPOILER DEPLOYED" when illuminated in response to Spoilier deployment) is located eithin the top center left section of the MP .... above the third EFIS display screen and to the left of the digital clock.

- REVERSE THRUST ANNUNCIATOR lamps are located within top center right of the MP .... to left and right sides of the Fire Warning system .... and illuminate "REVERSER ENGAGED" when reverse thrust is engaged.

- The small white switch located above the Spoiler anuniciator lamp activates/deactivates MP lighting.

- The first EFIS display screen on the MP provides speed/altitude/attitude/and heading information .... the barometric pressure indication on this screen may be changed using the DEC/INC tabs on the on the NAV MODE/RANGE section of the AP panel and which may be enlarged per SHIFT+8 keyboard commands for improved legibility .... additionally the first white knob on this enlarged panel cycles the second EFIS display through ILS/VOR/NAV/ARC/PLAN modes .... with the 5 small tabs located along the bottom of this enlarged panel then being used to cycle the NAV options through CSTR/WPT/ARPT/VORD/NDB information. The second white knob on this enlarged panel cycles the NAV display through 5 range options covering 10/20/40/60/120 NM.

- The third EFIS display provides secondary NAV information.

- The fourth EFIS display screen on the MP provides basic engine N1/EGT/BANK ANGLE/ALTITUDE/FLAP SETTING/TRIM/LANDING GEAR POSITION/TOTAL FUEL QUANTITY information .... additionally the white knob located above this screen cycles this display through 3 options ranging from the above descriptions to full engine information covering EPR/N1/EGT/N2/FUEL FLOW to basic FLIGHT DATA information.

- The upper most of the 4 vertical SUB PANEL SELECTION ICONS located at the extreme left section of the MP is used to increase/decrease the size of the 4 EFIS display screens for improved legibility

- The 3rd (from top) of the 4 vertical sub panel selection icons located at the extreme left section of the MP is used to open/close the TCAS display .... which then appears over the 4th EFIS display screen .... and is activated per the "MODE" tab and then adjusted using the "RNG" tab.

- LANDING LIGHTS, TAXI LIGHTS, NAV and STROBE LIGHT switches are located within the OH section section of the MP above the wind shield.

- The AP control panel, located along the top of the MP and below the windshield, is activated using the AP tab. This AP features all of the standard MSFS AP flight control and NAV modes .... featuring VS/ALT/APPR LAND/HDG/NAV/AT/IAS/MACH/FD

- There are 2 additional SUB PANEL SELECTION ICONS located at the extreme left side of the AP control panel. The left icon increases/decreases the size of the NAV MODE/RANGE selector panel in liew of SHIFT+8 keyboard commands .... and the right icon opens/closes the O/H panel in liew of SHIFT+2 keyboard commands.

OVERHEAD SUB PANEL FEATURES

- The SEAT BELT and NO SMOKING sign switches are paired and located within the top middle section of the OH panel. {b]PLEASE NOTE .... these have no audible tone/chime when selected.[/b]

- The PITOT HEAT and DEICE switches are paired and located within the upper top left section of the OH panel.

- The ALTERNATOR switches are located with the lower center left section of the OH panel.

- The ENGINE DEICE switches are located within the extreme left and right section of the OH panel .... the left switch relates to ENGINE # 1 and the right switch relates to ENGINE # 2.

- The BATTERY/AVIONICS switch is located within the extreme lower left section of the OH panel

- The PANEL LIGHTING may be selected "ON/OFF" using the cream switch located within the lower left section of the OH panel

- The ENGINE STARTER switches (2 small red tabs) are located within the center top middle section of the OH panel .... these must be selected "ON" but do not need being depressed for individual engine startup.

- The ENGINE FUEL CONTROL/IGNITION levers (2 large red tabs) are located around the upper top left section of the OH panel .... these must be engaged at precisely N2 20% for engine ignition/startup.

CENTER PEDESTAL SUB PANEL FEATURES

"NOT FEATURED" in this particular panel version.

OTHER FEATURES

The following call outs are activated automatically subject to the appropriate event first being recognized by the simulation ....

- Over Speed
- Glide Slope
- Stall
- Landing Gear
- 400/300/200/100/50/40/30/20/10

- T/O V-speed and 2500/APPROACHING MINIMUMS/MINIMUMS call outs are not featured within this panel. PLEASE NOTE .... a series of "bump" sounds may be heard during T/O and which roughly coincide with what would normally be AIRSPEED ALIVE/80 KTS/V1/VR/V2/POSITIVE RATE/GEAR UP call outs .... which do not, as yet, function correctly. This particular detail "MAY" (no promises) be properly addressed among other possible enhancements "AT A LATER DATE".

- High quality interior panel side views creating a 7-point 2D vista around this panel/FD and are selected using the numeric keyboard pad . PLEASE NOTE .... these side views do not currently match the colour of the MP, but, are otherwise perfectly acceptable and do not detract from either the appearance or functionality of this panel. This particular detail "MAY" (no promises) be properly addressed among other possible enhancements "AT A LATER DATE".

KNOWN PANEL ISSUES

- "NONE AT THIS TIME".


A FEW FINAL WORDS ABOUT THESE 4 PANEL VERSIONS

Each of the 4 MD80 panels offered by HJG has been individually checked for functionality prior to uploading.

Each of these panels offered was noted to perform "FINE" .... or it simply would not ever have been be uploaded here.

Despite this and our endeavours to provide the very best classic/historic jetliner "FREEWARE", it is not inconceivable that difficulties might be encountered by some .... perhaps due only to the extensive variability among PC systems today rather than end user induced fault. HJG will try and assist troubleshooting any reported issues, but please understand, whatever fault occurs on one PC system may not be universally experienced.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

MD-80/-90 & B717-200 PANELS INSTALLATION & HANDLING NOTES - SECTION # 3

UPDATED: April 5TH 2021


MD80/90 BASIC FLYING GUIDE/TUTORIAL


Use only the MD-80/-90/and B717-200 panel versions recommended for use with HJG MD-80/-90/and B717-200 aircraft.

The HJG/HILMERBY/CARTY DC-9 panel series should not be used with these MD80/90 aircraft.

Use the recommended MD80 panels.

Each of the 4 MD80 panel versions offered by HJG are very easy to use.


ENGINE STARTUP

Engine startup procedures in each of these panels is quite fundamental and simple. Engine startup procedures beyond those stated within each of the panel descriptions are not necessary.


TAXIING

When ready to taxi .... engine power should be increased "cautiously" .... in order to start moving.

Slightly more power than is realistic might be required in order to commence taxiing. This is due to a known/common FS ground friction phenomenon which affects some simulations more than others.

Once taxiing .... engine power should be reduced, and then adjusted as is necessary, in order to maintain an approximately 15 KT - 20 KT taxiing speed.


TAKE-OFF

No more than 3 knotches of flap .... and approximately 5 units of elevator Trim should be set for a normal T/O (at MGTOW), but, this will depend upon aircraft weight.

T/O power should be set manually .... to approximately N1 95%.

"TOGA" mode can also be used for T/O .... BUT .... the AT system must first be activated.

T/O V-Speeds will vary according to aircraft weight, flap setting, and airport elevation, but, should typically be in the vicinity of the following speeds ....

SPD V1 135-140 KTS - FLAP 15
SPD VR 140-145 KTS - FLAP 15
SPD V2 141-155 KTS - FLAP 15

Time required to accelerate toward the critical T/O V-Speeds will vary according to aircraft weight, engine power setting, and airport elevation.


CLIMB

Landing gear should be retracted ASAP after becoming airborne .... as soon as the VSI needle passes through 500 FMP "positive ROC"

Operating at MGTOW .... and with 3 knotches of flap set for T/O and climb .... the initial after T/O ROC should be restricted to approximately 1,800 FPM for each of these MD80/90 aircraft.

Selecting the AP "ON" ASAP after T/O and "GEAR UP" .... with preset HDG, ROC, and target altitude values is advantageous to control.

Flaps should be retracted in increments during the climb .... FLAP 3 being retracted at approximately 200 KIAS .... FLAP 2 being retracted at approximately 215 KIAS .... and FLAP 1 being retracted (for a clean wing) at approximately 230 KIAS .... and the ROC then increased to approximately 2,500 FPM for each of these MD80/90 aircraft.

Depending upon MD80/90 aircraft version .... an AT controlled target climb airspeed of between 270 KIAS (MD81 only) - 280 KIAS (MD82/83/87/88/90-30) should be set.

The AT system should be selected "ON" within 10 KTS of acquiring the selected target AT airspeed. Following this procedures will avoid the use of excessive engine power and possible surging.

A minor 3 KT - 4 KT discrepancy between the selected AT and acquired airspeed may be evident during most of the climb to cruising altitude and during AT controlled speed mode. This may may remain evident until within a few thousand feet of the selected target cruising altitude. This can be a normal FS AT indication.

ROC should be adjusted with altitude and as prescribed within the "BASIC FLYING GUIDES" for each MD80/90 aircraft. PLEASE NOTE .... these procedures are not based on actual real world handling and are simply intended to result in the best ROC/speed performance, within FS, and without using excessive engine power.

The suggested ROC/speed profiles may appear "similar" for each MD80/90 aircraft .... but .... extensive testing has proven a roughly 2% difference/improvement between the MD81 through MD88 versions .... with indicated MD90-30 performance demonstrated to be superior to that of the MD80's .... in terms of the indicated AT controlled engine power settings required to maintain the recommended airspeed throughout the climb toward cruising altitude, and in level cruise also.

The more powerful MD90-30 aircraft are capable of sustained higher than prescribed initial ROC (3,000 FPM + up to 10,000 FT .... if desired) whilst following the same recommended altitude/ROC adjustments. Following these procedures will result in very stable airspeed indications throughout the climb toward cruising altitude.


CRUISE

Target cruising altitude should be set early during the climb.

Any altitude between 25,000 to 31,000 FT (depending upon the length/duration of any route) is a good typical cruising altitude for MD80/90 aircraft.

ROC should be adjusted to less than 1000 FPM within the last 1000 FT of any level-off or target cruising altitude .... then less than 500 FPM within the last 500 FT of any level-off or target cruising altitude .... and then less than 200 FPM within the last 200 FT of any level-off or target cruising altitude. Following these procedures will result in very smooth AP controlled altitude captures.

Once established at the selected cruising altitude .... the cruising airspeed can be set .... in increments of approximate 5 KT increases .... until the desired AT controlled cruising airspeed has been acquired. Following these procedures will result in very smooth transition from climb to cruising speed and avoid the use of excessive engine power and possible surging during acceleration toward the selected cruising airspeed.

Depending on cruising altitude and aircraft weight .... typical "economic" MD-80/-90 cruising air speed are as follows ....

MACH 0.76 to MACH 0.79

MACH 0.81 should never be exceeded at 25,000 FT .... using any of these MD80/90 simulations.

MACH 0.85 should never be exceeded at 31,000 FT .... using any of these MD80/90 simulations.


DESCENT

From 31,000 FT .... descent toward any destination airport should be commence from approximately 100 DME .... depending upon the destination airport elevation.

Airspeed should be reduced immediately prior to commencing any descent .... and an initial 2000 FPM AP controlled ROD then commanded.

ROD and airspeed should both be monitored closely throughout any descent .... and adjusted accordingly to ensure arrival at 10,000 FT by 30 DME from any destination airport and at an airspeed not exceeding 250 KIAS.


APPROACH/LANDING

Landings should not ever be performed with in excess of 25% total fuel load remaining.

The downwind and base legues of any approach to landing should not be flown in excess of 200 KIAS or with 3 knotches of flap extended.

Flaps should be extended incrementally during the approach to landing and at the following approximate air speed ....

FLAP 1/SLATS - 240 KTS
FLAP 2 - 220 KTS
FLAP 3 - 200 KTS

A 20 DME approach to landing is preferable to a short approach.

The ILS should be intercepted at an airspeed not in excess of 180 KIAS .... reducing to 150 KIAS once established on the beam.

The landing gear should be extended by 15 - 12 DME from any RWY threshold .... and FLAP 4 and FLAP 5 selected as required .... with the final to approach to landing airspeed being further reduced and maintained at somewhere between 145 to 148 KIAS.

Approach to landing air speed will vary in accordance to aircraft weight.

"FULL FLAPS" should be selected by 10 DME from any RWY threshold.

Speed and altitude must both be monitored carefully in accordance with distance from any RWY threshold during approaches to landing .... and be adjusted as necessary.

Insufficient airspeed during any approach to landing will cause the nose to drift high .... to the extent of obstructing RWY visibility and inducing an almost negative ROD .... or even possibly an unrecoverable stall should airspeed ever be allowed deteriorate too excessively.

Excessive airspeed during any approach to landing will cause the nose to drift down .... to the extent of causing the both approach airspeed and ROD to increase rendering a normal/safe landing risky/impossible.

Altitude call outs commence "automatically" from 400 FT .... and will be called in increments of 100 FT between 400 FT and 100 FT of altitude .... then called in increments of 10 FT between 50FT and 10FT of altitude.

Both AP and AT should be disconnected at approximately 400FT .... and the approach to landing then continued manually.

At approximately 50 FT above the RWY the thrust levers should be set to their full idle detente .... and ROD descent then reduced to less than 100 FPM .... with no more than 3* nose up pitch attitude being attained.

Spoilers must be extended immediately upon main gear contact with the RWY

Reverse thrust applied once all 3 landing gear have settled on the RWY.

Reverse thrust should be cancelled by 60 KTS.

On behalf of HJG .... we hope you have enjoyed your first MD-80/-90/B717-200 flight .... and trust you will enjoy many more in the future


Mark C
AKL/NZ

[aerofoto - HJG Admin]

MD80/90 & B717-200 PANELS INSTALLATION & HANDLING NOTES - SECTION # 4

UPDATED: December 20th 2021

"MD-81/-82/-82SF/-83/-83SF/-87/-88/-88SF/MD-90-30/B717-200 BASIC FLYING GUIDE/RECOMMENDED MGW LODING/TO/CLIMB PROCEDURES"


PLEASE NOTE .... the following information is not based realworld performance data. This data is based on FS observations in FS2004 (only), operating from the default MSFS KSEA airport, at MGTOW, and using HJG supplied MD-80/90 aircraft base pack FDE and panels. Operating from other MSFS airports, below or in excess of the MGTOW, and using default MSFS or other non-HJG supplied panels and FDE will result in different performance observations. IAS airspeed/MACH velocity indications are based cruise on AT controlled engine thrust at FL310 only .... cruise at either higher or lower altitudes will result in different observations also. Flying the following recommended profiles requires concentration and skill.

PLEASE NOTE ALSO: By default all HJG supplied simulations load into FS with both 100% fuel and payload in accordance with the R?W specifications of each aircraft type .... resulting in a nominal "overload". This is perfectly normal for this circumstance. The end user is expected to manually adjust either fuel or payload, or both, in order to ensure each simulation is set at/near its certified MGW .... or otherwise in accordance with the requirements for ones anticipated virtual flight.


MD-81

2X P&W JT8D-209 turbo-fan engines rated at 18,500 LBS thrust e/a

MGTOW = 143,000 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 9,497 LBS

LEFT = 100.0%
CENTER = 53.9%
RIGHT = 100.0%

No payload adjustment .... results in 3 LBS overload

PANEL = "GOLDING WHITE"

TRIM = 0.7 units (GOLDING PANEL) / 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 134
VR = 144
V2 = 157
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
AFTER T/O CLIMB THRUST = N1 90%
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.50
N1 = 88.7%
EGT = 618
N2 = 89.2%
F/F = 3,040 LBS per engine (6,080 LBS total)
AI = +1*


MD-82

2X P&W JT8D-217A/C turbo-fan engines rated at 20,000 LBS thrust e/a

MGTOW = 150,500 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 2,097 LBS

LEFT = 100.0%
CENTER = 89.9%
RIGHT = 100.0%

No payload adjustment .... results in 17 LBS overload

PANEL = "GOLDING RED"

TRIM = 0.7 units (GOLDING PANEL) / 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 135
VR = 145
V2 = 158
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.05
N1 = 86.7%
EGT = 609
N2 = 87.5%
F/F = 3,200 LBS per engine (6,400 LBS total)
AI = +1*


MD-82SF (freighter conversion)

2X P&W JT8D-217A/C turbo-fan engines rated at 20,000 LBS thrust e/a

MGTOW = 150,500 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 1,597 LBS

LEFT = 100.0%
CENTER = 92.3%
RIGHT = 100.0%

No payload adjustment .... results in 5 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.5 units (SOUTHEY PANEL) / 0.7 units (GOLDING PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 135
VR = 145
V2 = 158
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.05
N1 = 86.7%
EGT = 609
N2 = 87.5%
F/F = 3,200 LBS per engine (6,400 LBS total)
AI = +1*


MD-83

2X P&W JT8D-219 turbo-fan engines rated at 21,000 LBS thrust e/a

MGTOW = 160,000 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 2,097 LBS

LEFT = 100.0%
CENTER = 95.9%
RIGHT = 100.0%

No payload adjustment .... results in 10 LBS overload

PANEL = "GOLDING WHITE/RED"

TRIM = 0.7 units (GOLDING PANEL) / 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 136
VR = 146
V2 = 159
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
AFTER T/O CLIMB THRUST = N1 90%.
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.05
N1 = 85.3%
EGT = 595
N2 = 87.7.2%
F/F = 3,400 LBS per engine (6,800 LBS total)
AI = +1*


MD-83SF (freighter conversion)

2X P&W JT8D-219 turbo-fan engines rated at 21,000 LBS thrust e/a

MGTOW = 160,000 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 2,097 LBS

LEFT = 100.0%
CENTER = 98.8%
RIGHT = 100.0%

No payload adjustment .... results in 10 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.5 units (SOUTHEY PANEL) / 0.7 units (GOLDING PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 136
VR = 146
V2 = 159
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
AFTER T/O CLIMB THRUST = N1 90%.
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.05
N1 = 85.3%
EGT = 595
N2 = 87.7.2%
F/F = 3,400 LBS per engine (6,800 LBS total)
AI = +1*


MD-87

2X P&W JT8D-217C turbo-fan engines rated at 20,000 LBS thrust e/a

MGTOW = 140,500 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 1,837 LBS

LEFT = 100.0%
CENTER = 91.1%
RIGHT = 100.0%

No payload adjustment .... results in 4 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 130
VR = 138
V2 = 149
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.05
N1 = 86.9%
EGT = 610
N2 = 87.6%
F/F = 3,220 LBS per engine (6,440 LBS total)
AI = +1*


MD-87ER (extended range)

2X P&W JT8D-217C turbo-fan engines rated at 20,000 LBS thrust e/a

MGTOW = 149,000 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 475 LBS

LEFT = 100.0%
CENTER = 95.4%
RIGHT = 100.0%

No payload adjustment .... results in 25 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 135
VR = 145
V2 = 158
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.05
N1 = 87.6%
EGT = 613
N2 = 88.2%
F/F = 3,260 LBS per engine (6,520 LBS total)
AI = +1*


MD-88

2X P&W JT8D-219 turbo-fan engines rated at 21,000 LBS thrust e/a

MGTOW = 150,500 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 2,097 LBS

LEFT = 100.0%
CENTER = 89.9%
RIGHT = 100.0%

No payload adjustment .... results in 17 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 135
VR = 145
V2 = 158
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
AFTER T/O CLIMB THRUST = N1 90%.
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 300 KTS
GS = 465 KTS
TAS = 492 (301 X 1.64 = 492)
MACH = 0.79
EPR = 1.05
N1 = 86.5%
EGT = 609
N2 = 87.3%
F/F = 3,380 LBS per engine (6,760 LBS total)
AI = +1*


MD-88SF (freighter conversion)

2X P&W JT8D-219 turbo-fan engines rated at 21,000 LBS thrust e/a

MGTOW = 150,500 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 9,182 LBS

LEFT = 100.0%
CENTER = 55.5%
RIGHT = 100.0%

No payload adjustment .... results in 17 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 135
VR = 145
V2 = 158
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
AFTER T/O CLIMB THRUST = N1 90%.
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 300 KTS
GS = 465 KTS
TAS = 492 (301 X 1.64 = 492)
MACH = 0.79
EPR = 1.05
N1 = 86.5%
EGT = 609
N2 = 87.3%
F/F = 3,380 LBS per engine (6,760 LBS total)
AI = +1*


MD-90-30

2X IAE V2528-D5 turbo-fan engines rated at 25,000 LBS thrust e/a

MGTOW 156.000 LBS)

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 8,858 LBS

LEFT = 100.0%
CENTER = 57.0%
RIGHT = 100.0%

No payload adjustment .... results in 2 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 135
VR = 143
V2 = 155
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 300 KTS
GS = 465 KTS
TAS = 492 (300 X 1.64 = 492)
MACH = 0.79
EPR = 1.05
N1 = 67.7%
EGT = 576
N2 = 80.9%
F/F = 3,350 LBS per engine (6,700 LBS total)
AI = +1*


MD-90-30ER (extended range)

2X IAE V2528-D5 turbo-fan engines rated at 25,000 LBS thrust e/a

MGTOW 168.000 LBS)

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 8,858 LBS

LEFT = 100.0%
CENTER = 57.0%
RIGHT = 100.0%

No payload adjustment .... results in 2 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 139
VR = 147
V2 = 159
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 300 KTS
GS = 465 KTS
TAS = 492 (300 X 1.64 = 492)
MACH = 0.79
EPR = 1.05
N1 = 67.9%
EGT = 577
N2 = 81.2%
F/F = 3,400 LBS per engine (6,800 LBS total)
AI = +1*


MD-90-30 IGW (increased gross weight)

2X IAE V2528-D5 turbo-fan engines rated at 25,000 LBS thrust e/a

MGTOW 160.500 LBS)

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 8,858 LBS

LEFT = 100.0%
CENTER = 78.9%
RIGHT = 100.0%

No payload adjustment .... results in 13 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 137
VR = 145
V2 = 157
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC and 250 KTS AT after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 300 KTS
GS = 465 KTS
TAS = 492 (300 X 1.64 = 492)
MACH = 0.79
EPR = 1.05
N1 = 67.8%
EGT = 576
N2 = 81.1%
F/F = 3,380 LBS per engine (6,760 LBS total)
AI = +1*


B717-200

2X RR BR715-A1 turbo-fan engines rated at 18,900 LBS thrust e/a

MGTOW = 110,000 LBS

FUEL & PAYLOAD ADJUSTMENT (for MGW departure) ....

Default Overload = 5,639 LBS

LEFT = 80.0%
CENTER = 68.2%
RIGHT = 80.0%

No payload adjustment .... results in 3 LBS overload

PANEL = "SOUTHEY"

TRIM = 5.0 units (SOUTHEY PANEL) / 0.7 units (GOLDING PANEL)
FLAP SETTING = 15* (3 knotches MGW)
MAX T/O THRUST = N2 95% (TOGA)
V1 = 130
VR = 138
V2 = 149
FLAP 15 RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
FLAP 5 RETRACT SPEED = 220 KIAS .... increase ROC to 3,000 FPM
FLAP/LE SLAT RETRACT SPEED = 240 KIAS
TARGET AIRSPEED BELOW 10,000 FT = 250 KTS AT.
TARGET AIRSPEED ABOVE 10,000 FT = 290 KTS AT.

Maintain 3,000 FPM ROC after gear and flap retraction .... then assume the following ROC climb and airspeed/power adjustment schedule .....

- 12,000 FT reduce ROC to 2,500 FPM 260 KTS AT
- 16,000 FT reduce ROC to 2,000 FPM 270 KTS AT
- 20,000 FT reduce ROC to 1,500 FPM 280 KTS AT
- 24,000 FT reduce ROC to 1,000 FPM 285 KTS AT
- 26,000 FT reduce ROC to 800 FPM 290 KTS AT
- 28,000 FT reduce ROC to 500 FPM 295 KTS AT
- 30,000 FT reduce ROC to 200 FPM 300 KTS AT (engage MACH 0.79 AT
- 31,000 FT ALT CAPTURE MACH 0.79 AT

FL310 CRUISE PERFORMANCE ....

FL310 PERFORMANCE AT MACH 0.79
IAS = 301 KTS
GS = 465 KTS
TAS = 493 (301 X 1.64 = 493)
MACH = 0.79
EPR = 1.01
N1 = 81.5%
EGT = 642
N2 = 84.8%
F/F = 1,990 LBS per engine (3,980 LBS total)
AI = +1*


"MD-81/-82/-82SF/-83/-83SF/-87/-88/MD-90-30/B717-200 BASIC FLYING GUIDE/RECOMMENDED MAX PAYLOAD DESCENT.APPROACH TO LANDING PROCEDURES"


"MD-81 DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 137 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 137 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 137-136 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 127-126 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-82 DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 138 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 138 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 138-137 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 128-127 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-82SF (freighter conversion) DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 138 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 138 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 138-137 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 128-127 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-83 DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 139 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 139 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 139-138 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 129-128 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-83SF (freighter conversion) DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 139 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 139 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 139-138 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 129-128 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-87 DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 133 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 133 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 133-132 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 123-122 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-87ER (extended range) DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 134 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 134 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 134-133 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 124-123 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-88 DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 138 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 138 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 138-137 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 128-127 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-88 (freighter conversion) DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 138 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 138 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 138-137 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 128-127 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-90-30 DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 139 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 139 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 139-138 KTS AT.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 129-128 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-90-30ER (extended range) DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 140 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 140 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 140-139 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 130-129 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"MD-90-30IGW (increased gross weight) DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 139 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 139 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 139-138 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 129-128 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


"B717-200 DESCENT"

Descending from FL310 ....

- 110 DME from destination airport .... reduce airspeed to 290 KTS AT .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD.

- 17,500 FT .... adjust QNH 2991/1012 (or as requied).

- 15,000 FT .... reduce ROD to 1,500 FMP.

- 10,000 FT .... reduce ROD to 1,000 FMP .... and reduce airspeed to 250 KTS AT.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- commencing the approach to landing from 18.5 DME is most advantageous for these recommended approach to landing procedures.

- Downwind legue = 240 KTS AT .... select FLAP/LE SLATS.

- Base Legue = 220 KTS AT .... select FLAP 5.

- FINAL APPROACH = 200 KTS AT .... select FLAP 15.

- Yaw Damper = OFF" .... and disengage AT

- ILS/GS intercept = 180 KTS AT .... and reduce airspeed towards 137 KTS AT.

- Select gear down = 175 KTS.

- Select FLAPS 25 = 165 KTS.

- Select FLAP 40/FULL FLAPS 155 KTS .... continue reducing airspeed towards 137 KTS AT.

- Arm Spoilers.

- Approach to landing airspeed (full flaps) = 137-136 KTS.

- 1.000 FT = disengage AT.

- 100 FT disengage AP.

- 20 FT .... idle engine thrust and commence flare for landing at +2* (degres) AI.

- Touchdoewn airspeed = 127-126 KTS

- Check Spoilers "auto-deploy" upon maingear contact with RWY (or manually deploy Spoilers).

- derotate .... to land NG

- Apply reverse thrust.

- 80-60 KTS = cancel reverse thrust .... retract wing spoilers and flaps.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

Forgot to update this manual yesterday .... given we've now released the MD-88SF freighter conversion.

"NEW" .... revised .... and further fine-tuned/perfected basic flying guides/references for our entire MD-80/90 simulations have been posted above. This data also includes the B717-200 too .... as it was, originally, and MDC development.

See the entirety of "SECTION 4" (above) of this manual.

A REMINDER TOO: The rotation issues that earlier affected these simulations have now been "RESOLVED" .... per our April 2021 released FDE updates for this entire virtual flight line.

ALSO: "NEW" customized sound packs for the HJG MD-80's (and DC-9's too) were also released during April 2021. These sound packs are offered as "separate" FS2004 and FSX audio versions. See the following previews.

www.youtube.com/watch?v=y2nTLvrjRQw

www.youtube.com/watch?v=PXr-tNv1mdI

www.youtube.com/watch?v=vi2K9rLAiRI

www.youtube.com/watch?v=mZ5tSIzS38E


Mark C
AKL/NZ