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Delta Virtual Airlines
McDonnell Douglas MD-88
Aircraft Operations Manual
3rd Edition
September 2014
MD-88 Operating Manual
Table of Contents
Welcome ..................................................................................................................1
History and Overview ................................................................................................2
Power Plant ...........................................................................................................4
Pratt & Whitney JT8D ............................................................................................4
MD-88 Family Technical Specifications ........................................................................5
Cockpit Checkout – FS2004 .......................................................................................6
Main Panel ............................................................................................................6
Overhead Panel .....................................................................................................7
TCAS and Radio Panel............................................................................................8
TCAS ....................................................................................................................8
HUD – Heads-up-Display ........................................................................................9
COCKPIT IN FSX ..................................................................................................... 10
Main Panel .......................................................................................................... 10
Tutorial - Flying the Aircraft ..................................................................................... 12
Pre-Flight ............................................................................................................ 12
Engine Start ........................................................................................................ 13
Taxi .................................................................................................................... 13
Take-off .............................................................................................................. 14
Cruise ................................................................................................................. 14
Descent .............................................................................................................. 15
Approach ............................................................................................................ 15
Landing............................................................................................................... 16
On the Ground .................................................................................................... 17
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MD-88 Fuel Planning and Weight and Balance .......................................................... 18
Zero Fuel Weight (ZFW) ....................................................................................... 18
Fuel Loading Example .......................................................................................... 19
Calculations: ....................................................................................................... 19
Summarizing for both Engines: ............................................................................. 21
Takeoff Weight:................................................................................................... 21
Landing Weight: .................................................................................................. 21
MD-88 Checklist ...................................................................................................... 22
At Gate Parked-Before Engine Start ...................................................................... 22
Engine Start ........................................................................................................ 23
When Cleared to Start ......................................................................................... 24
After Engine Start ................................................................................................ 24
Taxi .................................................................................................................... 25
Before Takeoff/Hold Short Line ............................................................................. 25
Takeoff-Cleared or Taxi to Line Up and Wait ......................................................... 26
Climb to Altitude .................................................................................................. 27
Cruise ................................................................................................................. 27
Descent .............................................................................................................. 27
Approach ............................................................................................................ 28
Landing............................................................................................................... 29
After Landing (When Clear of the Runway) ........................................................... 29
Gate Shutdown.................................................................................................... 29
Emergency Procedures......................................................................................... 30
Stall Recovery ..................................................................................................... 30
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MD-88 Operating Manual
ATC Communications in Emergency Situations .......................................................... 31
Missed Approach ................................................................................................. 31
Rejected Take-off (RTO) ...................................................................................... 31
Single Engine Departure ...................................................................................... 31
Engine Failure Mid-Flight ...................................................................................... 32
Engine Fire .......................................................................................................... 32
Single Engine Landing .......................................................................................... 32
Total Power Loss ................................................................................................. 32
Gear Stuck Up ..................................................................................................... 33
Crew Take-Off Briefing......................................................................................... 33
Crew Approach/Landing Briefing ........................................................................... 34
APPENDIX A—Fuel Burn Tables - Variants ................................................................ 35
Charts ................................................................................................................. 37
Takeoff Speeds ................................................................................................... 38
Maximum Maneuvering and Landing Speeds ......................................................... 39
Climb and Descent Profiles ................................................................................... 40
Maximum Flap Speed ........................................................................................... 40
Climb Profile ........................................................................................................ 40
Standard Rate Climb ............................................................................................ 40
Descent Rate ....................................................................................................... 40
Approach/Landing Speeds .................................................................................... 41
Fuel Settings ....................................................................................................... 41
DVA MD-88 CAT II Aircraft Fuel and Payload ......................................................... 41
Fuel Settings ....................................................................................................... 41
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MD-88 Operating Manual
Payload Settings .................................................................................................. 42
Ground Operations .............................................................................................. 42
APPENDIX B – Printable Checklists For Easy Reference .............................................. 43
Acknowledgements and Legal Stuff .......................................................................... 46
Change Log ............................................................................................................ 47
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MD-88 Operating Manual
Welcome
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Whether you’re a new pilot or an experienced one, we’re glad you’ve chosen to be a
part of the MD-88 program, Delta’s workhorse of the fleet.
We are always seeking to improve the accuracy of this AOM. Should you have questions
about the specifics of this airplane, this manual or aviation in general, you should create
a help desk issue at our website, www.deltva.org
If you would like to receive virtual flight training that is modeled after real world
training, go to the Pilot Center on our website, www.deltva.org where you can sign up
for flight instruction in the DVA Virtual Flight Academy.
We hope you enjoy your time here in the MD88 program. Welcome to the Mad Dog!
MD-88 Chief Pilot
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MD-88 Operating Manual
History and Overview
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The Douglas Aircraft Company was one of the pioneers of American commercial
aviation. After the successful launch of their first jet-powered airliner, the DC-8, Douglas
(like its archrival Boeing) looked to build a smaller, short-range jetliner to bring jet
service to the hundreds of smaller towns and cities that benefited from the Civil
Aeronautics Board’s extension of airline service across the United States in the years
immediately following the Second World War.
The original design for the DC-9 was essentially a scaled down DC-8 – ironic, since
today’s MD-90 seats almost as many passengers as the DC-8-11. By the launch of the
DC-9 program in 1963, Douglas had moved to a twin tail-mounted engine configuration,
like France’s Sud-Aviation Caravelle. Delta Air Lines was the launch customer for the
DC-9-10 and began the world’s first DC-9 service, from Memphis, Tennessee to Kansas
City Missouri on December 8th, 1965.
Unlike the DC-8, whose original models used a single fuselage length, Douglas provided
several early variants of the DC-9. The Series 30 was fifteen feet longer than the Series
10 (allowing for 105 passengers instead of 80) and was fitted with larger wings, engines
and leading-edge devices for better short field performance. The rare Series 20
produced for SAS mated the performance enhancements of the Series 30 with the Series
10 short fuselage. The DC-9 was extended further into the Series 40, 50 and 80 models,
with the latter seating 155 passengers – double that of the Series 10.
The MD-80 began in 1975 as a test where a standard DC-9 was fitted with improved
and more efficient JT8D-200 series turbofans. McDonnell Douglas had originally
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proposed fitting the new engines to a development of the DC-9-55. Instead, they
combined the new engines with a stretched fuselage, increased wing span and other
improvements into a new program. On October 20, 1977, McDonnell Douglas
announced the start of its “Super 80” program. The MD-80 designation however is a
generic designation for the series and does not apply to a certain model type. This
upgraded and modernized aircraft was to be a full 40 feet longer than the DC-9-10 and
include an updated cockpit.
The first flight of a prototype MD-80 was flown in October 1979, followed by the first
delivery, made to Swissair less than a year later. The MD-80 series continued, with the
first MD-82 delivered in 1981 and the first MD-83 (formally called the DC-9-80 “Super
80”) in 1985. Although
sales of the Super 80 were
sluggish initially, American
Airlines order for 67 MD82s (with options for an
additional 100) in early
1984 gave the program its
much needed push. The
MD-88, complete with an
EFIS flight deck, redesigned
cabin interior and other
improvements, made its
first flight in August of 1987 and saw delivery to Delta Air Lines on January 5, 1988.
Despite its slow start, the MD-80 program became a huge success leading to its
milestone 1,000th delivery in March 1992.
On November 14, 1989, McDonnell Douglas launched its MD-90 program, which was
fitted with Rolls-Royce/BMW IAE V2500 turbofans. The MD-90 can seat over 170
passengers, with a range of approximately 2,600 miles. Delta Air Lines worked very
closely with McDonnell Douglas in the development and launch of this stretched version.
Speaking on the subject, Ronald W. Allen (Delta President and CEO) said “The MD-90 is
an aircraft designed for Delta’s future.” From the start, we participated in writing the
specifications for this aircraft in anticipation of where our industry and our company are
headed.” Delta was ultimately the launch customer for the MD-90, with the first being
delivered on February 24, 1995.
The end of the MD-80 program came in 1997, after the merger of Boeing and McDonnell
Douglas. Boeing announced its decision to drop the MD-80 and MD-90 once current
orders were fulfilled. An April 1998 order for 24 MD-83s from TWA, would keep the
MD88 in production until January 2000.
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DC-9’s, long since forgotten by Delta Air Lines, were reacquired with the merger with
Northwest Airlines and were operated as late as January 2014.
In 1991, McDonnell Douglas again started considering a shorter, more efficient version
of the MD-90 and dubbed it the MD-95. With the merger of McDonnell Douglas and
Boeing in 1997, Boeing decided to continue the pursuit of the MD-95 and labeled it the
Boeing 717. The 717-200, the commercial version, was sold to Hawaiian Airlines,
Midwest Airlines and AirTran. With AirTran’s merger with Southwest Airlines (an allBoeing 737 fleet), Delta Air Lines acquired many Boeing 717’s with the intention of using
them to replace the DC-9’s and MD-88’s. The Boeing 717 features a glass cockpit (most
closely similar to the MD-11), fly-by-wire technology, a lighter weight due to the removal
of the air stairs, and quieter, more efficient engines. The Boeing 717 was only produced
in a -200 version but aircraft weights vary slightly depending on the interior specifics
ordered.
The DVA fleet includes versions of the DC-9, MD-88, MD-90 and Boeing 717 aircraft.
Power Plant
As is to be expected with an aircraft whose commercial service spans several decades,
the MD-88 and its ancestors are powered by a variety of different turbofan engines.
Pratt & Whitney JT8D
The Pratt & Whitney JT8D-208 was the original engine type available on the MD-80 and
MD-81. Each engine produced roughly 18,500 pounds of thrust for a combined thrust of
just over 37,000 pounds. The twin JT8D-208 burns, on average, 7,035 lbs of jet fuel
per hour on a typical flight.
The Pratt & Whitney JT8D-217 allowed
greater operational capabilities including
increased high altitudes and better warm
temperature performance. The JT8D-217
produced 20,000 pounds of thrust per
engine. Increasing the operational weight
of the airplane. These were found on the
SUPER 82 or MD-82
When the MD-83 (DC-9-83) variant was
produced – the long-range version was
equipped with 21,000 lb thrust JT8D-219
engines. They continued to be placed on the MD variants up until the MD-90 series.
The MD-90 was outfitted with the newer 26,000 pound thrust International Aero Engines
AG (IAE) V2500, as well as the edition of glass cockpits. The MD-90-30 was outfitted
with the newer 28,000 lb thrust V2528-D5.
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MD-88 Operating Manual
MD-88 Family Technical Specifications
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Dimensions
DC9-51
MD-88
MD-90
Boeing 717
Length
119 Ft 4 In
147 Ft 8 In
152 Ft 6 In
124 Ft 0 In
Height
25 Ft 7 In
29 Ft 6 In
30 Ft 6 In
28 Ft 9 In
Wingspan
93 Ft 4 In
107 Ft 8 In
107 Ft 8 In
93 Ft 4 In
Wing Area
1,000 SF
1,270 SF
1,270 SF
1,000 SF
2 x JT8D-15 or
2 x JT8D-17
16,000 Lbs
2 x JT8D-217A
2 x V2528-D5
20,000 Lbs
28,000 Lbs
2 x RR
BR715-A1-30
18,500 Lbs
Empty Weight
64,675 Lbs
77,976 Lbs
88,000Lbs
67,500 Lbs
Max Zero Fuel Wt
98,500 Lbs
122,000 Lbs
131,000 Lbs
94,000 Lbs
Max Takeoff Weight
121,000 Lbs
149,500 Lbs
153,000 Lbs
110,000 Lbs
Max Landing Wt.
110,000 Lbs
128,500 Lbs
136,500 Lbs
100,000 Lbs
27,900 Lbs
34,150 Lbs
33,078 Lbs
25,290 Lbs
6,100 Ft
6,100 Ft
6,100 Ft
6,100 Ft
4,690 Ft
4,690 Ft
4,690 Ft
4,690 Ft
135
172
152
106
Max Fuel
39,230 Lbs
39,230 Lbs
39,168 Lbs
24,609 Lbs
Max Payload
33,825 Lbs
34,150 Lbs
39,140 Lbs
26,500 Lbs
2
2
2
2
FL 370
FL 350
FL 370
FL 370
Maximum Range
2,067 nm
2,372 nm
2,085 nm
1,375 nm
Flaps Up Stall
Speed (Max
TOW)
155 KIAS
155 KIAS
149 KIAS
155 KIAS
Flaps 30 Stall
Speed
Max IAS (FL300)
118 KIAS
118 KIAS
112 KIAS
118 KIAS
M 0.74
485 KIAS
M 0.84
495 KIAS
M 0.84
481 KIAS
M 0.77
438 KIAS
Powerplants
Engine Type
Takeoff Thrust (ea.)
Weights
Payloads
Typical Payload
Takeoff Distance
(Max Wt.)
Landing Distance
(Max Wt., Flaps 25)
Capacity
Max Seating
Cockpit Crew
Service Ceiling
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MD-88 Operating Manual
Cockpit Checkout – FS2004
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Here are detailed pictures of the FS2004 MD-88 cockpit. This is an expanded cockpit
layout that covers everything in the aircraft cockpit. You should refer to this for cockpit
familiarization. The MD-90, Boeing 717 and DC-9 cockpits are different and are not
covered in detail here. More information on the DC9 cockpit and model can be located
at www.hilmerby.com.
Main Panel
Below is an outline of the MD88 main panel.
1.
Pilot’s Heads-Up-Display (HUD)
2.
Mode Control Panel (MCP). Manages the Autopilot system and HUD on/off
3.
Altitude Indicator (V Speeds are adjustable – explained later)
4.
Radio Distance Magnetic Indicator (RDMI)
5.
Digital Navigational Display (HSI)
6.
Attitude Indicator
7.
Autopilot Information panel.
8.
Altimeter
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9.
TCAS (Traffic Collision Avoidance System) Display
(Turned on using the RADIO toggle switch below the RDMI –additionally brings
up COM1/ADF1/NAV/and Transponder selections}
10.
DME readout/trim degree readout
11.
EGT / N1 / N2 / Fuel Flow Information
12.
Fuel Temp/Oil Pressure, Temp, Quantity/Hydraulic Pressure, Quantity/Flaps/Slats
13.
Fuel Quantities / Tantalizer / Gross Weight
Overhead Panel
The overhead panel contains additional controls for other aircraft systems.
1. No Smoking and Seat Belts
2. Airfoil Anti-Ice
3. Windshield Anti-Fog and Anti-Ice
4. Engine Anti-Ice LEFT and RIGHT
5. Pitot Heat ON/OFF
6. Windshield Rain Repellent
7. LNAV and STROBE Light toggle
8. Overhead Console Lights
9. Cabin Pressure Setting
10. Left and Right Engine Fuel Pumps
11. Left and Right Engine START switches
12. Left and Right Engine GENERATOR switches
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TCAS and Radio Panel
The TCAS (Traffic Collision Avoidance System) and Radio Control panel contains a few
controls that the pilot needs to be familiar with.
1. TCAS Test and Transponder Mode select. When you left click, knob turns left
and you will hear the TCAS SYSTEM TEST OK message. Click right, knob turns
right through settings (Standby, On, Traffic Advisory, Traffic Advisory and
Resolution Advisory).
2. Where you set your actual Squawk Code when given by ATC
3. TCAS scan mode and distance (6 – 40nm)
4. PRIMARY and ALTERNATE COMM 1 radios
5. Clicking on the VHF1/VHF2/ADF and COM will allow you to change frequencies in
the PRIMARY and ALTERNATE frequency box above.
TCAS
1. Cycles the TCAS mode between the modes TEST, STBY, XPDR, TA and RA
2. Cycles the TCAS forward range between 6, 12, 18, 24, and 40nm
3. Cycles the TCAS vertical range between BLW (Below), N (Normal) and ABV
(Above)
4. Toggles the TCAS between Relative (two digits), and Altitude (three digits)
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HUD – Heads-up-Display
The Heads up Display provides the pilot with critical flight information without having to
look down at the main panels. This system is very useful, especially during takeoffs and
landings.
1. Airspeed in KIAS (Knots Indicated Airspeed)
2. Artificial Horizon Line and velocity vector
3. Altitude above MSL Altitude (Mean Sea Level)
4. Radar Altimeter (AGL – Above Ground Level)
5. Heading indicator and angle of bank indicator
6. Mach speed, and method of navigation (NAV/GPS)
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COCKPIT IN FSX
Below is the cockpit for the FSX version of the MD-88.
Main Panel
As compared to the FS2004 panel, the FSX panel contains additional information that
may be useful.
1. Airspeed Indicator
2. Standby Navigation (ADF1 and 2 / VOR1 and 2)
3. Attitude Indicator / Digital Informational Display
4. Digital Navigation Information Display (HSI)
5. TCAS Warning System Indicator
6. ACARS Status Panel
7. Altitude Indicator / Altimeter Control
8. Autopilot Display Panel
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9. Flaps Position Indicator
10. Autopilot Control / Navigation Control / Default Icon Panel / Light Control
11. Flight Director Panel / Marker Indicator
12. Standby Attitude Indicator and Approach FD Bars / Chronograph
13. Transponder Control Panel
14. Engine Instrument Panel / Fuel QTY Panel
15. Fluid Pressure / Temp Panel / Flap Position Indicator
16. VOR Selection / Barometer Selection
17. Mini-Panel Throttle Quadrant / Fuel Cutoff
18. Overhead control panel (Lights / Pitot Heat / Engine start position)
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Tutorial - Flying the Aircraft
The purpose of this tutorial is to demonstrate the proper procedures for flying the Delta
Virtual Airlines MD-88.
Pre-Flight
Before starting the flight make sure you have all the charts you may need for the flight.
Normally you will need the airport diagram for each airport, the Standard Instrument
Departure (SID) chart if you are to fly a SID and the relevant approach plates, at least
one for your departure airport and at least one for each runway at your destination and
alternate airports. This will ensure you have flexibility upon arrive in the event a runway
is closed or the weather has changed dramatically. For the purposes of this tutorial, we
will assume there is no active Air Traffic Control.
Start Flight Simulator and choose the ‘Create a Flight’ option. Select the aircraft and
click the OK button. Next select the Fuel and Payload button to open the configuration
window. The payload is a good typical load out. For fuel, you need to make sure the
values are displayed as pounds and enter 995 into each fuel tank. Click OK. Select the
airport and a parking location other than the runway. Remember where you parked as
you will need this to plan your taxi route. For our purpose here, we’ll use the Flight
Simulator’s default weather. Once everything is set, click the ‘Fly now’ button to load
the simulator.
Because the MD-88 is a Stage 2 aircraft, we will assume a certain level of competency in
the pilot and thus will not go into detail with basic procedures such as communicating
with ATC, determining taxi routes or runways to use. By this time, you should be able
to do these tasks.
Let’s get started. Load your flight simulator with the fleet MD-88. Make sure
appropriate payload and fuel loading is complete using the Flight Simulator fuel and
payload menus. Please note that the Fleet MD88 does not have a “Cold and Dark”
setting. If you use CTRL-SHIFT-F1 to completely turn off the engines, and then from
the overhead panel, turn off the battery – that is as close to “Cold and Dark” as you will
get. When the overhead panel press marks show the words OFF – that means that that
function is OFF. When you press those buttons and the text darkens – that means they
are ON or running.
Using the checklist found later in this manual, perform the At Gate – Before Engine Start
checklist to ensure the aircraft and cockpit are properly configured and all aircraft
systems are working.
NOTE: The battery life may be limited. Delays with the Master Power switch on will
quickly drain the battery making it impossible to start engines. If you need to, pause
the simulator between checklist items.
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Engine Start
Now, using the Engine Start and When Cleared to Start checklist, start the engines.
Engines should be started one at a time. Let the engine stabilize and make sure you
have a good fuel flow and that all the temperatures, pressures and torque are in the
green arcs. Now repeat the process and start the other engine. Once both engines are
stable, complete the When Cleared to Start Checklist
Start checklist and After Engine Start checklist items.
setting in the checklist.
Note the typical takeoff trim
Taxi
When ready to taxi, complete all the Taxi checklist items and taxi to the runway. Pay
particular attention to your speed. The airspeed indicator will not register allowable
ground speeds. You must have the HSI NAV/GPS switch set to GPS to get a valid speed
indication on the ground.
Once at the runway hold line, execute the Before Takeoff and the Takeoff - Cleared or
Line up and Wait checklist items making sure the fuel and propeller levers are moved to
the full forward position. Particular attention must be paid to speed management.
In heavy weight situations sharp turns should be made in the 6 to 8 knot speed range or
the nose wheel will become ineffective. Further, use of nose wheel steering cannot be
simply “hard over” At any speed a full deflection turn will cause the nose wheel to skid.
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The result is the aircraft continuing straight ahead. If you get into the skid center the
nose wheel and reapply the turn command but not as aggressively.
Take-off
Takeoff is straightforward. Once in position set the brakes, and advance the throttles to
about the 1/3 or 1/2 position. Allow the engines to stabilize briefly then release brakes
and apply full power. Use rudder to track the runway centerline. When the airspeed
reaches Vr gently pull back on the controls to raise the nose to an 8º nose up attitude at
a rate of 3º per second; tail strikes may occur at pitch angles greater than 10.5º if the
aircraft has not lifted off. Hold the proper attitude and allow the aircraft to fly off the
runway. Once a positive rate is established and when about 100’ above the runway
raise the landing gear. Maintain this attitude until liftoff. Continue rotation to achieve
and hold a speed of V2+10 knots. V2 at Max Gross takeoff weight is about 188 knots.
Your target speed after liftoff will be about 170 KIAS. Once a positive rate of climb is
established and the gear is up, set Autopilot to ALT and adjust the climb rate to
maintain an initial climb rate speed at V2+20. When passing 1500 feet, the
“acceleration altitude”, adjust the rate of climb to allow for a reasonable rate of speed
increase (around 240 knots) and while maintaining good rate of climb of at least 1500
FPM.
As you continue your climb to your cruise altitude, continue to monitor airspeed and rate
of climb. Continue your climb out complying with any departure restrictions. Upon
reaching 10,000 feet MSL, turn
landing lights off and accelerate to
between 290 and 300 KIAS. The
landing lights will cause noise and
a vibration if left extended over
250 knots. Initial acceleration
should be performed through a
combination of increased thrust
and decreased climb rate (to
approximately 1,200 fpm).
As you approach your cruise altitude, adjust the rate of climb to reach zero at your
altitude and adjust power to the cruise setting. Trim to maintain altitude or engage the
autopilot and autothrottle. Monitor fuel and engine instruments as we proceed towards
our destination. At approximately FL230 (23,000 feet), set Mach to .72 or .74 and
continue climb to assigned altitude.
Cruise
Set cruise speed. Typical cruise speeds are between Mach 0.76 and Mach 0.80. Delta
Virtual Airlines typically suggests an economy cruise speed of Mach 0.76.
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Continue until you near your destination. When approximately 200 miles from your
destination obtain the current weather and determine the landing runway. You may
have selected a landing runway during preflight but keep in mind that weather often
changes, especially after a lengthy flight. And since the MD-88 does not have an FMC,
you will have to compute the descent profile manually.
Descent
During your preflight planning, you should have determined when to start your descent.
When not under ATC control, descent from cruising altitude should be commenced
approximately 70 nm from the destination or desired Top of Descent (TOD) point. A
good rule of thumb to use is as follows: Calculate the number of feet between your
cruising altitude and 10,000, divide by 1,000 and multiply by three. For example,
descent from FL290 to 10,000 feet MSL is:
(19,000 / 1000) x 3 or (19 x 3) = 57, and will therefore take 57 miles.
When you reach your initial descent point, enter the target altitude, and the aircraft will
enter an idle power descent at the current target speed (with Auto Throttle set) The
aircraft will not level off at any intermediate altitudes unless you adjust your descent
profile manually – the same holds true for the speed. The use of speed brakes is left
completely to the discretion of the pilot. The MD-88’s speed can sometimes be difficult
to keep under control. Always stay ahead of the aircraft.
If you choose to use SPD and V/S to manage your descent follow the process for climb
out but in reverse. Use an enroute descent speed of 300 KIAS and you can set the
vertical speed a desire as long as you meet and altitude restriction.
Approach
Be sure to use the Approach and Landing checklists.
At 12,000 feet MSL or where specified when following a STAR, reduce descent rate and
decelerate to 250 KIAS. Never exceed 250 KIAS below 10,000 feet. Violation of this rule
on the MD-88 check ride is an automatic failure. Furthermore it is company policy to
turn on the landing lights when below 10,000 feet.
If flying an instrument approach, set the ILS approach frequency and course setting.
Flaps can be extended at 280 KIAS. Speed brake extension is NOT authorized with flaps
or gear extended. Keep in mind that the primary functions of the flaps are for added lift
at lower speeds and not to slow the aircraft. A good rule of thumb is to deploy FLAPS 1
when slowing through 200 KIAS. You will see a vertical line of red dots in the airspeed
section of the PFD. Once established on the localizer, set the autopilot with the missed
approach heading and altitude information. Even if you are performing a visual
approach, the instrument approach information should be set up, if available, as a
backup. By the time you reach 5 miles from the runway, your target is to be at 160
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KIAS, 15 (one notch) of flaps. When within 5 miles slow to 145 KIAS and deploy 25º
flaps (second notch). Short runways or heavy weight may call for a FLAPS 30 landing.
Allow the speed to continue to drop to 128 KIAS. This is the final approach speed or
Vref in most landing configurations. When slowing through 140 KIAS, lower the landing
gear. Remember, these are turbine engines and need time to spool up before getting
an increase in power. If you wait until the speed reaches 128 KIAS to add power, your
speed will continue to drop. Too much drop and you could stall. Hold 128 KIAS and a
descent rate of 500-600 FPM all the way to the runway.
Landing
Due to the size of the panel, it may be necessary to make adjustments to see the
runway in a landing configuration. Possible actions include:
1. Resizing the panel (FS9 only)
2. Adjust your viewpoint (FS9 only) (SHIFT-DEL or SHIFT-ENT for up and down)
3. Switching to the mini panel using the “W” key.
If landing clearance is not received prior to reaching the decision height, you MUST
declare a missed approach. A missed approach must also be declared if visual
confirmation of the field has not been established upon reaching the decision height.
Don’t try to flare too much because this airplane loves to fly and will float for a long
time. Maintain a steady descent all the way to the runway. Touchdown should be at
between 130 and 140 KIAS.
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On the Ground
Once you are on the runway, reduce power to idle, apply full reverse thrust (Press and
hold F2), and apply the brakes. When slowing thru 60 KIAS, disengage the reverse
thrust and continue wheel braking.
Exit the active runway at the first possible taxiway. You can conduct a high-speed taxi at
no more than 25 knots (utilize the GPS for accurate speeds while taxiing). Normal
taxiway speed is <15 knots.
Turn off landing lights and white strobe lights.
Squawk standby.
If ATC is present, obtain your taxi clearance and taxi to the gate using the same
procedures you did on the way out.
Congratulations. You have completed a full flight in the Mad Dog.
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MD-88 Fuel Planning and Weight and Balance
Detailed instructions on fuel planning are covered in the Flight Encyclopedia that can be
found in the DVA Document Library.
Fuel Burn Charts – PPH/Engine
Altitude
Indicated
True
Fuel Burn
Airspeed
Airspeed PPH/Eng.
Ground
12-20 KIAS
0 KTAS
800
12,000
280 KIAS
347 KTAS
1,600
FL180
290 KIAS
394 KTAS
1,800
FL240
290 KIAS
429 KTAS
1,700
FL300
280 KIAS*
448 KTAS
1,500
FL360
270 KIAS*
464 KTAS
1,600
*Indicated Mach 0.80.
The burn numbers were taken from the DVA fleet MD-88 in clear skies and no wind. As
shown, cruise from 12,000 to FL240 was 300 knots. Mach 0.80 was used between FL300
and FL360. The numbers are averages from a couple minutes spent at each altitude.
They are just to give an estimate to your expected burn rate in pounds per hour. It is
up to the pilot to ensure the aircraft has enough fuel to complete the flight.
Fuel requirements for normal IFR operations require fuel to reach your destination plus
reserves of 45 extra minutes. If an alternate is required, then fuel the aircraft to reach
your destination, alternate, then an extra 45 minutes. Further information can be found
in FAR 91.167. Additional fuel burn tables are included at the latter part of this AOM for
the MD-90, DC-9-50 and Boeing 717-200.
Delta Virtual Airlines’ MD-88 and MD-90 have three fuel tanks, center, left and right wing
tanks. Each wing tank has a capacity of 1,383 gallons (9,266 lbs) of fuel, and the center
tank has a capacity of 3,074 gallons or 20,596 lbs for a total of approximately 39,128 lbs
(payware versions may vary from the DVA Fleet version). With a full load of fuel the
MD-88 is capable of flying close to 2,700 nautical miles. Although the aircraft is capable
of flying these distances, it is not safe to do so under typical payload conditions.
Zero Fuel Weight (ZFW)
ZFW is the fully loaded airplane weight less fuel weight. ZFW will remain constant
throughout the flight as the gross weight and fuel weight decrease by the same amount.
However, ZFW will change with Payload and must be recalculated whenever passenger
or cargo weight changes.
PAGE 18
MD-88 Operating Manual
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o
Max Gross Wt = Empty Wt + Max Fuel Wt + Typical Payload
= 77,976 lbs + 39,128 lbs + 34,150 lbs = 151,254 lbs
o
ZFW = Fully loaded Wt (Including Payload) – Fuel Wt
Example: Max Gross Wt and Typ Payload
ZFW = 151,248 lbs – 39,875 lbs = 111,373 lbs
Fuel Loading Example
Total Flight Distance: 800 nm
Alternate Airport Distance: 150 nm
Cruise Altitude: FL300 @ Mach 0.80
Typical Payload: 34,150 Lbs
Zero Fuel Weight: 112,126 Lbs
Winds Aloft: 0
Calculations:
o
There is no unusable fuel calculation in this example. Enough reserves and
contingencies are built into the calculation to account for any unusable fuel.
o
An MD-88 typically burns around 1,600 lbs of fuel on the ground. This includes
startup, taxi, miscellaneous ramp time, hold at runway, etc. We will assume 1/2
hr total ground time. This amounts to: 0.5 hr x 800 PPH/ENG or 400 Lbs/ENG.
o
The Enroute Fuel Burn Rate of 1,500 PPH/ENG is shown in the Burn Rate Table
FL300 column. This value will be greater during climbout and less in descent
and should average out to the published value during the course of the flight.
o
The formula for True Airspeed is KTAS = KIAS + (.02 x KIAS x Altitude/1,000).
o
The True Airspeed at FL300 = 280 + (.02 x 280 x 30,000/1,000) = 448 KTAS
o
The Enroute Flight Time = Trip Distance / TAS = 448 / 4 + 10 min = 1.95
rounded up to the nearest half hour = 2.0 hr
o
The Flight Time To Alternate = Distance / TAS = 150 / 448 = 0.5 hr (0.33
rounded up to nearest ½ hour)
o
The Enroute Fuel Used = Burn Rate x hrs = 1,500 PPH/ENG x 2.0 = 3,000
Lbs/Eng
PAGE 19
MD-88 Operating Manual
o
Back to Top
The Fuel To Alternate Allowance = Burn Rate x hrs = 1,500 x 0.5 = 750
Lbs/Eng
o
The aircraft Zero Fuel Weight = 112,126 Lbs
o
Gross Weight: Zero Fuel Weight + Fuel to Load (not including hold or reserve) x
2 engines = 112,126 Lbs + 2 * 4,150 Lbs = 120,426 Lbs
o
In addition to fuel for the trip, it is necessary to plan for a 30 minute reserve and
45 minute hold. These can be determined similar to calculating the enroute fuel
burn. Taking 30 minutes to be equal to 0.5 hours times 1,500 Lbs/hour per
engine results in 750 Lbs/ENG. Perform a similar calculation for a 45 minute
hold. The 30 minute reserve is optional and should only be used if flying online
or if weather conditions will likely require flying a holding pattern near the
destination.
Fuel should be loaded in the left and right wings first. Once 100% full then begin
loading the center fuel tank. The center tank will drain out first.
PAGE 20
MD-88 Operating Manual
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Summarizing for both Engines:
Flight Event
Ground Operations
Enroute Consumption
Fuel to Alternate
30 Minute Hold
45 Min Reserve
Total Fuel to load
Each Engine (Lbs) Two Engines (Lbs)
400
3,000
500
750
1,125
5,775
800
6,000
1,000
1,500
2,250
11,550
Takeoff Weight:
The Takeoff Weight will be the Zero Fuel Weight + Fuel to Load or:
112,126 Lbs
11,550 Lbs
123,676 Lbs
Landing Weight:
The Landing Weight will be the Takeoff Weight – Enroute Consumption – Ground or:
123,676 Lbs
6,800 Lbs
116,876 Lbs
Note that only the “Enroute Consumption” and “Fuel To Alternate” change from flight to
flight and this does not include the fuel burned when holding at an altitude to cross a
STAR at an assigned altitude. Therefore, our non-changing “Base” fuel for every flight
at FL300 is the sum of
Ground Operations
30 Min Hold
45 Min Reserve
Total Base
800
1,600
2,250
4,650
Lbs
Lbs
Lbs
Lbs
This quantity should be included in every flight flown at FL300, regardless of planned
distance and route. Add to the above your enroute and alternate fuel to determine total
fuel required for your actual flight. Your results may vary slightly based on the number
of significant numbers used in calculation. Do not use the fuel calculated by the FS
program in the route planner for check rides. These formulas may be programmed into
an Excel spreadsheet if desired for easier reference.
PAGE 21
MD-88 Operating Manual
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MD-88 Checklist
Note: Abbreviated checklists are included in Appendix B.
At Gate Parked-Before Engine Start
o
All Charts/Flight Plan
On Board
o
Weight/Balance
Verify Configuration
o
V speeds/Flap Settings
Calculate
o
Parking Brakes
ON
o
ACARS (Optional)
Connect Flight Start (Optional)
o
All doors (Outside View)
VERIFY Closed / Locked
o
Flight Controls (Outside View)
Demonstrate FREE & CLEAR
o
Battery Switch
ON
o
Passenger Signs
o
Gear Lever
VERIFY 3 Green/Down/Locked
o
Clock/Stopwatch
VERIFY SET
o
Airspeed Bug
SET Takeoff Vr
o
Alternate Flaps/Gear Indicator
SET
o
Fuel on board
Document Left/Center/Right Amt
o
Radio Master Switch
ON
o
NAV lights
ON
o
Fuel Pumps (ALL)
OFF
o
Wing Anti-Ice
OFF
o
Yaw Damper
ON
o
Cabin Altitude Auto Selector
NORM
`
V speed card page
ON
PAGE 22
MD-88 Operating Manual
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o
COMM1 Radio
TUNE ATIS
o
Altimeter
SET
o
COMM1 Radio
SET
o
NAV1 & 2 Radios
SET & IDENT
o
ADF
SET & IDENT
o
Marker Beacon Audio
ON
o
HSI/CDI
SET (CRS)
o
Heading bug
SET (HDG)
o
Altitude (AP)
SET (ALT)
o
Auto Brakes
RTO
o
Speed Brake Lever
DOWN
o
Flaps
Lever and Indicator AGREE
o
Passenger Signs
SET
ATC CLEARANCE-
Call for IFR/VFR Departure-Push/Start Request
o
Transponder
SET Code/VERIFY Squawk Standby
o
Crew Takeoff Briefing
Completed
o
Beacon Lights
ON
-BEFORE ENGINE START CHECKLIST COMPLETED-
Engine Start
o
o
o
Parking brakes
VERIFY ON
Simulator time at start
Beacon
Document
Verify ON
Execute Pushback using method/tool of your choice.
PAGE 23
MD-88 Operating Manual
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When Cleared to Start
o
Throttle Power Levers
IDLE
o
Engine Area
CLEAR
o
Fuel Pumps (All tanks with fuel loaded)
ON Press Lights out
Normal Engine Start Sequence is RIGHT/LEFT. Engines may be started one
at a time.
o
ENGINE 1 Start Switch RIGHT
PRESS AND HOLD
o
N1
MONITOR Start
o
Engine indications Stable
Engine Start Lights Out
o
Verify Fuel Flow
CHECK
o
Engine Area
CLEAR
o
Engine Start Switch LEFT
PRESS AND HOLD
o
N1
MONITOR Start
o
Engine indications Stable
Engine Start Lights Out
o
Verify Fuel Flow
CHECK
After Engine Start
o
Parking brakes
VERIFY ON
o
Pitot/Static Heat
ON As Required
o
Elevator Trim
SET Takeoff
o
GEN CONT Switches (All)
Verify ON
If Gen is in Fault status, Cycle switch OFF then ON
o
Flap Selector Set Takeoff Flaps
SET
o
MCP Heading
SET (Runway Heading or DP)
o
MCP IAS
SET V2 + 20 (SPD)
PAGE 24
MD-88 Operating Manual
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o
Altitude
SET (ALT)
o
A/T
ARMED
o
Autopilot Disengage
VERIFY OFF
AFTER ENGINE START CHECKLIST COMPLETED
Taxi
ATC TAXI CLEARANCE-
Request taxi to active runway
o
Fasten Seat Belts
ON
o
No Smoking Sign
ON
o
Throttle Power Levers
IDLE
o
Toe Brakes
VERIFY ON
o
Parking Brakes
Release
o
Pushback
Shift+P
o
Taxi Power
45% N1 until rolling
o
Flaps
SET for takeoff
o
Instrument Check-taxi
VERIFY Compass/PFD/ND Move
o
Cabin Announcements
Perform during Taxi
-TAXI CHECKLIST COMPLETED-
Before Takeoff/Hold Short Line
o
Parking Brakes
ON
o
Flight Director
ON
o
Autopilot
CHECK Disengaged
o
Spoilers
VERIFY Retracted
o
Take-off Time and Fuel
Document
o
Flap Selector & Trim
VERIFY Settings
o
COM’s, NAV’s & ADF
VERIFY Settings
PAGE 25
MD-88 Operating Manual
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ATC Take off CLEARANCE – Request for takeoff
Takeoff-Cleared or Taxi to Line Up and Wait
o
Cabin Crew Notify
2 chimes
o
Runway
VERIFY Clear
o
Toe Brakes
ON
o
Landing Lights
ON
o
Strobe Lights
ON
o
Taxi Lights
OFF
o
Transponder
ON Normal (Mode C)
o
Heading bug
VERIFY Runway heading
o
Auto Brakes
VERIFY RTO
o
Throttle Power Levers
Advance 50% N1
o
Engine Instruments
VERIFY stabilized
o
Toe Brakes
Release
o
Throttles Power Levers
Advance Full Power
o
MCP TO/GA
SELECT
o
Vr (as calculated)
Rotate to 8º pitch up
o
At V2 + 10 KIAS + 150’ AGL
Landing Gear UP
o
Flaps
RETRACDT on schedule
o
Elevator Trim
ADJUST
o
Flap Selector
RETRACT on schedule
o
Climb Profile
2,000-2,500 FPM and 250 KIAS
o
Auto Brakes
OFF
o
CMD
SELECT (any)
-BEFORE TAKEOFF CHECKLIST COMPLETEDPAGE 26
MD-88 Operating Manual
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See Emergency Procedures for Abnormal Flight Conditions
Climb to Altitude
o
Fuel flow rate-engine instruments
Monitor
o
Landing Gear
OFF
o
Landing Lights (10,000 ft)
OFF
o
Autopilot/Autothrottle On
ARM & SET/GPS/LOC
o
Climb Profile
225 KIAS to 2,500 AGL
<250 KIAS to 10,000
290 KIAS to 18,000
300 KIAS to FL270
300 KIAS to Cruise 5001000fpm
o
Cabin Crew Notify
1 chime
o
Crossing 18,000 feet MSL
Reset Altimeter to 29.92 in.
-CLIMB TO ALTITUDE CHECKLIST COMPLETED-
Cruise
o
Elevator Trim
ADJUST for Cruise
o
Flight progress, fuel flow and engine ops
MONITOR
o
Cruise speed
Mach 0.80 @ FL300 & above
o
Crew Approach Briefing
Completed
-ENROUTE CHECKLIST COMPLETED-
Descent
ATC Descent CLEARANCE – Descend
o
Weather
OBTAIN
o
Arrival and Landing Information
VERIFY
o
MCP Altitude
RESET at 40 nm TOD
o
Anti Ice
ON as needed
PAGE 27
MD-88 Operating Manual
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o
Landing Airport Altimeter
SET
o
Airspeed 280 KIAS til 10,000 ft MSL
VERIFY 2,500 fpm descent
o
Airspeed 250 KIAS below 10,000 ft MSL
VERIFY 1,500 fpm descent
o
Flight Spoilers
As Required
o
Landing lights (crossing 10,000 ft)
ON
o
Cabin Crew Notify
2 chimes
-DESCENT CHECKLIST COMPLETED-
Approach
ATC Approach CLEARANCE – Approach
o
Fasten Seat Belts
ON
o
No Smoking Sign
ON
o
MCP Speed
SET per speed chart
o
COMM Frequencies
SET
o
ILS/LOC frequency
SET
o
Navigation Radios
SET Freq/IDENT
o
Autobrakes
SET
o
Flight Spoilers
ARM
o
Flap Selector
SET per schedule
o
APP Mode (If ILS approach)
ARM
At Final Approach
o Flap Selector
25 or 30º
o
Landing Gear
DOWN
o
Stabilized Approach
Established
-APPROACH CHECKLIST COMPLETED-
PAGE 28
MD-88 Operating Manual
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Landing
ATC Landing CLEARANCE - to Land
o
Crossing Threshold
ON SPEED
o
Throttle Power Levers
50’ GND IDLE
o
Spoilers after touchdown
VERIFY Extended
o
Engine Reverse
Reverse (> 80 KIAS – “F2”)
o
Toe Brakes
APPLY
Exit high-speed taxiways at 30kts, or 8-12 knots at any other runway turn off
-LANDING CHECKLIST COMPLETED-
After Landing (When Clear of the Runway)
ATC Taxi CLEARANCE- To gate
o
Transponder/TCAS
SET Standby
o
Landing Lights
OFF
o
Strobe lights
OFF
o
Taxi Lights
ON
o
Flap Selector
UP
o
Flight/Ground Spoilers (GLD)
VERIFY Retract
o
APU
ON
o
Elevator Trim
SET to Zero
-AFTER LANDING CHECKLIST COMPLETE-
Gate Shutdown
o
Parking brakes
ON
o
Taxi Lights
OFF
o
Fuel Pumps
OFF
o
Engines
Shutdown
PAGE 29
MD-88 Operating Manual
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o
Seat Belt Sign
OFF
o
Beacon/Navigation/Panel Lights
OFF
o
Anti-Ice
OFF
o
F/D
OFF
o
A/T
OFF
o
Battery
OFF
o
Simulator Time at Shutdown
Document
o
ACARS Shutdown (optional)
End Flight, File PIREP
Emergency Procedures
Stall Recovery
o
Pre-Stall Symptoms:
Airspeed slowing below Vr – 20Kts
Stall Warning Display Appears
Unable to Hold Autopilot Altitude
Aircraft Attitude above 30º
Stall Recovery Procedure
Disable Autopilot and Autothrottle
Apply Full Power
Push Nose to Horizon
Retract Landing Gear
Raise Flaps on Schedule
Reduce power to pre-stall speed when lost altitude regained
PAGE 30
MD-88 Operating Manual
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ATC Communications in Emergency Situations
Decide whether situation merits the declaration of an emergency.
If so, call “Mayday, Mayday, Mayday, Delta Virtual Airlines (flight number)
declaring an emergency. (State intentions)”
Continue as instructed by procedures plus ATC if possible.
By declaring an emergency, you will receive the right of way unless other aircraft
has more serious emergency.
Missed Approach
Execute Missed Approach if at minimums with no visual reference, or if
uncomfortable with the landing. Never try to salvage a landing out of a poor final
approach.
Call for Max Thrust and flaps 20°.
Engage autopilot missed approach course.
Once positive rate of climb attained, select gear UP.
At 1,500 feet AGL lower nose appropriately and continue with the take off
procedure for cleaning the aircraft up.
Rejected Take-off (RTO)
Note: Procedure only used if problem occurs on the ground before V1.
Set Throttles Full Reverse Thrust (Autobrake should engage).
Put Spoilers UP.
Ensure Auto brake has engaged and if not engage manually.
Call the Tower and inform you are aborting Take-off.
Single Engine Departure
Note: For use when Engine fails after V1
Compensate for lack of power by adding the appropriate rudder.
Reduce climb rate to 1000 fpm as opposed to 3000 fpm.
Reduce throttle to 75% N1.
Return to departure airport.
PAGE 31
MD-88 Operating Manual
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Engine Failure Mid-Flight
Cut-off fuel to Engine.
Set Fuel Cross feed from tank on failed engine side.
Reduce altitude to one where acceptable power setting can be established.
Reduce cruise speed.
If possible continue to destination otherwise attempt to return to origin.
Engine Fire
Pull fire extinguisher handle on appropriate engine.
Cut off fuel to appropriate engine.
Declare emergency.
Cross feed fuel.
Continue to Single engine Landing procedures (see below).
Single Engine Landing
Use rudder to compensate for lack of power.
Use flaps full as opposed to 30°.
Stay on or above the glide slope at all times.
Set Auto-brake FULL.
Do NOT use Thrust reversers on rollout.
Proceed as if normal landing with the exceptions listed above.
Total Power Loss
Determine if possible to reach airfield, if not search for an appropriate field
or clearing to land in.
Stay on or above the glide slope at all times during approach. Once you get
below it, you cannot get back up above it.
Use full flaps for landing.
PAGE 32
MD-88 Operating Manual
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Set Auto-Brake FULL.
Continue as if normal landing.
Gear Stuck Up
Attempt to lower gear using backup hydraulic system.
Inform Air Traffic Control of your situation.
Follow ATC instructions on where to land. If options given, preferences are:
5000’ Smooth/flat field
Grass beside runway (assuming no taxiways to be crossed)
Runway
Large lake or wide river
Bay
Open Ocean
Use full Flaps.
Use lowest possible landing speed to minimize damage.
Reduce landing impact to less than 200 ft per minute.
Sound evacuation alarm on landing.
Crew Take-Off Briefing
Captain to Co-pilot
We will be taking off on RWY (active runway), climbing to (altitude). If we
encounter an engine malfunction, fire or other emergency before V1 (critical
engine failure recognition speed) KIAS, the flying pilot will retard the throttles to
flight idle and bring the aircraft to a complete stop on the runway. The non
flying pilot will notify the proper ATC of our intentions and assist the flying pilot
as requested or needed to operate the aircraft in a safe manner.
If the aircraft has reached Vr (rotate speed) KIAS, the flying pilot will fly the
aircraft per company procedures and the non flying pilot will notify the
appropriate ATC of our intentions and assist the flying pilot as requested or
PAGE 33
MD-88 Operating Manual
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needed to operate the aircraft in a safe manner and land the aircraft as soon as
possible.
Aircraft Weight is: ________
Taxi Instructions to Active: _______________
V Speeds for this flight are (calculated) See prepared Flip Chart(s)
Flap Settings: Takeoff _____ Engine Failure Approach ______
Discuss the Departure Procedures for this flight (Ref Charts, SIDs)
Discuss Weather considerations (Ref ATIS, METAR, and TF)
Crew Approach/Landing Briefing
Captain to Co-pilot
Weather conditions are (obtain from ATIS, METAR and TAF).
Landing on RWY (active runway) at (airport) using the (???) approach (Ref
STAR)
Descend at (???). Our Final Approach altitude will be (???)
V Speeds for this approach are (calculated) (See prepared Flip Chart(s))
Missed approach Procedures are (Ref Approach Plates)
Taxiway Turnoff _____ Taxi Route from Active ________________
Parking at Gate (#)
PAGE 34
MD-88 Operating Manual
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APPENDIX A—Fuel Burn Tables - Variants
DC 9-51 Aircraft
Fuel Burn Charts – PPH/Engine
Altitude
Indicated
True
Airspeed
Airspeed
Ground
12-20 KIAS
0 KTAS
Fuel
Burn
PPH/Eng
800
12,000
280 KIAS
347 KTAS
2,000
FL180
290 KIAS
394 KTAS
2,600
FL240
290 KIAS
429 KTAS
3,100
FL300
280 KIAS*
448 KTAS
2,900
FL360
270 KIAS*
464 KTAS
2,800
*Indicated Mach 0.78.
MD-90 Aircraft
Fuel Burn Charts – PPH/Engine
Indicated
True
Airspeed
Airspeed
Ground
12-20 KIAS
0 KTAS
Altitude
Fuel Burn
PPH/Eng
800
12,000
280 KIAS
347 KTAS
2,650
FL180
290 KIAS
394 KTAS
2,770
FL240
290 KIAS
429 KTAS
2,080
FL300
280 KIAS*
448 KTAS
2,650
FL360
270 KIAS*
464 KTAS
1,920
*Indicated Mach 0.82.
PAGE 35
MD-88 Operating Manual
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Boeing 717 Aircraft
Fuel Burn Charts – PPH/Engine
Indicated
True
Airspeed
Airspeed
Ground
12-20 KIAS
0 KTAS
Altitude
Fuel Burn
PPH/Eng
800
12,000
280 KIAS
347 KTAS
2,200
FL180
290 KIAS
394 KTAS
2,350
FL240
290 KIAS
429 KTAS
2,400
FL300
280 KIAS*
448 KTAS
2,390
FL360
270 KIAS*
464 KTAS
2,420
*Indicated Mach 0.80.
PAGE 36
MD-88 Operating Manual
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Charts
V SPEED TEMPLATE
McDonnell-Douglas MD-88
_114,000__ LBS
Takeoff Gross Weight _______________
Flaps 11
Flaps 15
V1
120
V1
118
Vr
127
Vr
125
V2
136
V2
134
Landing
Flaps
0
22
15
28
40
219
150
147
137
132
Vref
X
X
X
128
123
Vapp
X
X
X
131
129
Maneuvering
In this example, 114,000 lbs is the gross weight of the airplane – there are 2 flap
settings for takeoff.
PAGE 37
MD-88 Operating Manual
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Takeoff Speeds
The chart below should serve to provide a guideline for proper takeoff speeds using
Flaps 15. Slightly higher speeds would be used for Flaps 11.
WEIGHT (lbs)
90,000
92,000
94,000
96,000
98,000
100,000
102,000
104,000
106,000
108,000
110,000
112,000
114,000
116,000
118,000
120,000
122,000
124,000
126,000
128,000
130,000
132,000
134,000
136,000
138,000
140,000
142,000
144,000
146,000
148,000
150,000
TAKEOFF SPEEDS FLAPS 15
V1
VR
V2
FR
100
108
119
134
101
110
120
135
103
111
121
136
104
113
123
138
106
115
124
139
107
116
125
140
109
117
126
141
110
118
128
143
112
120
129
144
113
121
131
146
115
122
132
148
116
123
133
148
118
125
134
149
119
126
135
150
121
128
136
151
122
129
137
152
123
130
138
153
125
131
139
154
126
132
141
156
127
134
142
157
129
135
143
158
130
136
144
159
131
137
145
160
133
139
146
161
134
140
147
162
136
141
148
163
137
142
150
165
138
143
151
166
140
144
152
167
141
146
153
168
143
147
154
169
V1
102
104
105
107
108
110
111
113
114
116
117
118
120
121
122
124
125
127
128
129
131
132
133
135
136
138
139
140
141
143
144
VR
110
111
113
114
116
117
118
120
121
123
124
125
127
128
129
130
132
133
134
135
136
138
139
140
141
142
143
145
146
147
148
V2
121
122
123
125
126
127
128
129
131
132
133
134
136
137
138
139
140
141
142
144
145
146
147
148
149
150
151
152
154
155
156
FLAPS 11
FR
SR
134
157
135
159
136
160
138
162
139
163
140
165
141
167
143
168
144
170
146
171
148
173
148
175
149
176
150
178
151
179
152
181
153
182
154
184
156
185
157
187
158
188
159
189
160
191
161
192
162
194
163
195
165
196
166
198
167
199
168
201
169
202
V1 – Takeoff decision. Before V1, the pilot can abort takeoff. After V1, MUST take off
VR – Rotation speed at which the pilot raises the nose and departs the runway
V2 – Takeoff safety speed to be reached before passing 35 ft above runway altitude
FR – Speed to begin flap retraction
SR – Speed that flaps and slats should be fully retracted.
PAGE 38
MD-88 Operating Manual
Back to Top
Maximum Maneuvering and Landing Speeds
MINIMUM MANEUVERING FLAP / SLAT
WEIGHT
0
0
11
15
28
(lbs)
RET
EXT
EXT
EXT EXT
86,000
190
148
130
128
119
88,000
192
150
132
130
121
90,000
194
152
133
131
122
92,000
197
154
134
133
123
94,000
199
155
136
134
124
96,000
201
157
138
135
126
98,000
203
159
139
136
127
100,000
205
160
141
138
129
102,000
207
162
142
139
130
104,000
209
164
144
140
131
106,000
211
165
145
142
132
108,000
213
167
146
143
134
110,000
215
168
147
144
135
112,000
217
170
149
146
136
114,000
219
171
150
147
137
116,000
221
173
152
148
138
118,000
223
174
153
149
139
120,000
225
176
154
150
141
122,000
227
177
155
152
142
124,000
229
178
157
153
143
126,000
230
180
158
154
144
128,000
232
182
159
156
145
130,000
234
183
160
157
146
132,000
236
185
161
158
148
134,000
237
186
163
159
149
136,000
239
187
164
161
150
138,000
241
188
165
162
151
140,000
243
190
166
163
152
142,000
244
191
167
164
153
144,000
246
193
168
165
154
146,000
248
194
169
166
155
148,000
250
196
171
168
156
150,000
251
197
172
169
157
PAGE 39
40
EXT
115
117
118
119
120
122
123
124
125
127
128
129
130
131
132
134
135
136
137
138
139
140
141
143
144
145
146
147
148
149
150
151
152
LANDING
FLAPS VREF
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
111
113
114
115
116
117
118
120
121
122
123
124
125
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
LANDING
FLAPS
VREF
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
107
109
110
111
112
113
114
116
117
118
119
120
121
122
123
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
MD-88 Operating Manual
Back to Top
Climb and Descent Profiles
Maximum Flap Speed
Flap Position
8
20
30
45
Maximum Speed
215 KIAS
215 KIAS
185 KIAS
170 KIAS
Climb Profile
Speed
V2 + 10 KIAS
200 KIAS
250 KIAS
290 KIAS
.74 mach
Altitude
1,000 ft AFE
2,500 ft AFE
10,000 ft
Cruise Alt
Level Cruise
Standard Rate Climb
FPM
2500
1500
1000
500
Altitude
Below 10,000 feet
10,000 to15, 000 feet
15,000 to FL200
Above FL200
Descent Rate
Target Speed
Descent Rate
310 KIAS
250 KIAS
Vref 30 + 80 KIAS
2300 fpm
1400 fpm
1100 fpm
PAGE 40
With Flight
Spoilers
5500 fpm
3600 fpm
2200 fpm
MD-88 Operating Manual
Back to Top
Approach/Landing Speeds
Speed
Altitude
210 KIAS
Below 10,000 feet
180-190 KIAS
170 KIAS
Vref + 5
Varies
Vref + 5 @ 45 Flaps
Landing
Bold is where changes are made in Fuel/Payload Settings
Distance from
Airport
30 nm
24 nm
15 nm
Final Approach Fix
Runway Threshold
Fuel Settings
Tank
Left
Center
Right
%
40.0
40.0
40.0
Total Fuel
Fuel Weight Lbs/gal: 6.7
Pounds
2143.8
1433.6
2143.8
5720.5
Capacity
5359.4 lbs
3584.1 lbs
5359.4 lbs
14302.8 lbs
DVA MD-88 CAT II Aircraft Fuel and Payload
Standard Flight Setup
Empty Weight
Payload
Std Economy Fwd
Std Economy Aft
Gross Weight
Max Gross Weight
51,250 lbs
77976 lbs
Fuel
5720.5 lbs
7500 lbs
3000 lbs
3000 lbs
44121 lbs
Left (40%)
Center (40%)
Right (40%)
2143.8 lbs
1433.6 lbs
2143.8 lbs
Max Allowable
Fuel
12850 lbs
Fuel Settings
Tank
Left
Center
Right
%
40.0
40.0
40.0
Total Fuel
Fuel Weight Lbs/gal: 6.7
Pounds
2143.8
1433.6
2143.8
5720.5
PAGE 41
Capacity
5359.4 lbs
3584.1 lbs
5359.4 lbs
14302.8 lbs
MD-88 Operating Manual
Back to Top
Payload Settings
Station
Flight Crew
Galley
Std Economy Fwd
Std Economy Aft
Fwd Baggage
Center Baggage
Aft Baggage
Total
Pounds
400
200
3000
3000
300
300
300
7500
Ground Operations
Taxi – straight ahead between 20 and 25 knots ground speed
Taxi – turning maximum 12 knots ground speed
PAGE 42
MD-88 Operating Manual
Back to Top
APPENDIX B – Printable Checklists For Easy
Reference
The following checklist found in Delta Virtual Airline’s document library is formatted to fit
on one double-sided sheet for printing and ease of reference on the following pages.
This checklist is for handy reference and should not be used for testing purposes. The
checklist in a prior section of this AOM is concise and accurate.
PAGE 43
MD-88 Operating Manual
MD88 Checklist - 1
MD88 Checklist - 2
At Gate – Before Engine Start
Radio Master Switch
OFF
All Charts/Flight Plan
ON BOARD
Rotating Beacon Switch
ON
Weight/Balance
MEET REQUIREMENTS
Execute Pushback
V Speeds/Flap Settings
Calculate V speed
Cleared to Start
Parking Brakes
ON
Throttle Power Levers
GND IDLE
ACARS (optional)
Connect + Start
Engine Area
CLEAR
All doors
VERIFY Closed
Fuel Pumps
ON
Flight Controls
DEMONSTRATE
Right engine ignition start
PRESS & HOLD
Battery Switch
ON
N1 Pressure
MONITOR
Passenger Signs
ON
Engine instruments
IN Green & stable
Gear Lever
DOWN-3 Green-locked
Verify fuel flow
CHECK
Clock/Stopwatch
VERIFY SET
Engine Area
CLEAR
Airspeed Bug
SET TAKEOFF Vr
LEFT engine ignition start
ON
Alternate Flaps/Gear Ind
SET
N1 Pressure
MONITOR
Fuel on board
Record Amount
Engine instruments
IN green & stable
Internal, Navigation, Logo
LIGHTS ON
Verify fuel flow
CHECK
APU (if available)
START
After Engine Start
Radio Master Switch
ON
Parking brakes
ON
NAV Lights
ON
Pitot/Static Heat
ON
Fuel Pumps
OFF
GEN CONT Switches
ON
Wing Anti-Ice
OFF
Elevator Trim Wheel
SET For Takeoff
Yaw Damper
ON
Flap Selector
SET For Takeoff
Cabin Altitude Selector
NORM
MCP Heading
SET (Runway Heading)
COM1
TUNE ATIS
MCP IAS
SET V2 + 20
Altimeter
SET
Altitude
SET (ALT)
COM1
SET to local freq
A/T
ARMED
NAV 1 & 2
SET & IDENT
A/P Disengage
VERIFY OFF
ADF
SET & IDENT
Marker Beacon Audio
ON
HSI
SET (CRS)
Heading bug
SET (HDG)
Altitude (AP)
SET (ALT)
Auto Brakes
RTO
Speed Brake Lever
DOWN
Flaps
Lever/Indicator Agree
Passenger Signs
SET
ATC
Call for DEP/Start
Transponder
SET Code/Standby
Crew Takeoff Briefing
Beacon Lights
Engine Start
Completed
ON
Parking Brakes
ON
Simulator time at start
Document
TAXI
ATC
Fasten Seat Belts
No Smoking Sign
Throttle Power Levers
NAV/GPS Switch
Toe Brakes
Parking Brakes
Pushback
Taxi Power
Flaps
Instrument Check
Crew Announcements
Before Takeoff
NAV/GPS Switch
Parking Brakes
Flight Director
Autopilot
PAGE 44
Request taxi to active runway
ON
ON
IDLE
SELECT GPS
VERIFY ON
RELEASE
Shift+P / Pushback Tool
45% N1 until rolling
SET for takeoff
VERIFY movement
Perform during Taxi
SELECT NAV
ON
SET ON
Check – Disengaged
MD-88 Operating Manual
MD88 Checklist - 3
MD88 Checklist - 4
Spoilers
VERIFY Retracted
Takeoff Time & Fuel
Document
Flaps & Trim
VERIFY Settings
COM1 & NAV1 & ADF
VERIFY Settings
ATC
Request for Takeoff
Takeoff – Cleared or Lineup & Hold
Cabin Crew Notify
2 Chimes
Runway
VERIFY Clear
Toe Brakes
ON
Strobe & Landing Lights
ON
Taxi Lights
OFF
Transponder
ON – Normal (Mode C)
Heading bug
Runway heading
Auto-brakes
VERIFY RTO
Throttle Power Levers
Advance 50%
Engine instruments
Monitor/Check
Toe Brakes
Release
Throttle Power Levers
Advance Full power
MCP TO/GA
SELECT
Vr (as calculated)
ROTATE to 8º
V2 + 10 KIAS +150’ AGL
Landing Gear UP
Flaps
RETRACT on schedule
Elevator Trim Wheel
ADJUST
Climb Profile
(2,000 – 2,500 fpm)
Auto Brakes
OFF
CMD
SELECT (Any)
Climb to Altitude
Fuel Flow/Engine Instrmnts MONITOR
Landing Gear Lights
OFF
Landing Lights (>10,000’)
OFF
A/P & A/T
ARM & SET/GPS/LOC
Target climb rate/speed
As per schedule
Cabin Crew Notify
2 Chimes
Crossing 18,000 MSL
RESET Altimeter 29.92
Cruise
Elevator Trim Wheel
ADJUST
Fuel Progress, Engine Ops MONITOR
Cruise Speed
M 0.80 @ FL300+
Crew Approach Briefing
Completed
ATC
Request descent
Descent
Weather
OBTAIN
Arrival/Landing Info
VERIFY
MCP Altitude
RESET at 40nm TOD
Anti-Ice
ON as needed
Landing Airport Altimeter
SET
Descent Profile
As Required
Flight Spoilers
As Required
Landing Lights (<10,000’)
ON
Cabin Crew Notify
2 Chimes
Approach
ATC
Request clearance
Fasten Seat Belts
ON
No Smoking Sign
ON
MCP Speed
SET
Comm Freq.
SET
ILS/LOC Freq.
SET
VOR/ADF/NAV
SET Freq
Autobrakes
SET
Flight Spoilers
ARM
Altimeter
SET
Flap Selector Lever
SET per schedule
Flaps at Final Approach
25 or 30 deg
APP Mode (if ILS)
ARM
Landing Gear Lever
DOWN
Stabilized Approach
ESTABLISHED
Landing
ATC
Clearance to land
Crossing Theshold
ON SPEED
Throttle Power Levers
50’ GND IDLE
Engine Reverse
REVERSE (til 80 KIAS)
Toe Brakes
APPLY as required
After Landing (when clear of runway)
ATC Clearance
Taxi to the GATE
Transponder
SET Standby
Landing Lights
OFF
Strobe Lights
OFF
Taxi Lights
ON
Flap Selector
UP
Flight/Ground Spoilers
VERIFY Retract
APU
ON
Elevator Trim
SET to Zero
Shutdown At Gate
Parking brakes
ON
Taxi Lights
OFF
Fuel Pumps
OFF
Engines
Shutdown
Seat Belt Sign
OFF
Beacon/Nav Lights
OFF
Panel Lights
OFF
Anti-Ice
OFF
F/D, A/T, Battery
OFF
Fuel Quantity
DOCUMENT
Doors
OPEN
Simulator time at shutdown DOCUMENT
ACARS Shutdown (optional) End Flight, File PIREP
PAGE 45
MD-88 Operating Manual
Back to Top
Acknowledgements and Legal Stuff
Delta Virtual Airlines 2014 Copyright © 2014 Global Virtual Airlines Group. All rights
reserved.
In no way are we affiliated with Delta Air Lines, its affiliates, or any other airline. All
logos, images, and trademarks remain the property of their respective owners. Delta
Virtual Airlines is a non-profit entity engaged in providing an avenue for flight simulation
enthusiasts.
This manual was originally created by Tyrone Weston in 2003, updated by Larry Foltran,
and updated to Edition 2 in October 2009 by Andrew Kaufmann.
Edition 3 of this manual was updated by Andrew Vane, DVA Director of Manual Services,
with input from senior staff and the MD-88 Chief Pilot. It was published Sept. 2014.
Flight Sim screenshots courtesy of KPWM Spotter of Wikipedia (under GNU free
documentation license) Andrew Vane, Bob Baur, Chase Parker, James Atkins and Trevor
Bair.
This manual is copyright 2014. The authors grant unlimited rights to Delta Virtual
Airlines for modification and non-profit electronic duplication and distribution. Materials
from outside sources were used and other copyrights may apply. All cited sections
remain the property of their authors.
While we strive to mirror real-world operations, this manual is not designed for use in
the operation of real-world aircraft.
NOT FOR REAL WORLD AVIATION USE
PAGE 46
MD-88 Operating Manual
Back to Top
Change Log
Date
By
Change
9/14
TRE
Released for Publication
PAGE 47