.  
If the charts are not in your pilot Jeppesen Manual, open the brick to obtain the charts.

.  
When finished using the charts, place them back in the brick, securing the brick with the rubber band.

.  
During the in-range radio call to a hub, advise Ops that your aircraft requires a new brick.

2.  If during the preflight inspection a pilot discovers the aircraft’s brick is open:
.  
If in EWR, CLE, or IAH advise Ops and a brick will be delivered to the aircraft.

.  
In other cities or if a new brick is not available, the pilot should verify that the charts for the alternate airports are onboard in either the brick or in the pilots’ Jeppesen manual.

.  
If the charts for an alternate airport are not onboard advise your dispatcher. Appropriate charts may be faxed from dispatch or a different alternate may be selected.

3.  If the aircraft brick is missing:
.  
If in EWR, CLE, or IAH advise Ops and a brick will be delivered to the aircraft.

.  
If the charts for an alternate airport are not onboard advise your dispatcher. Appropriate charts may be faxed from dispatch or a different alternate may be selected.

.  
Advise your dispatcher that your aircraft will need a brick upon arrival at the next hub city.

Page 1 of 2
The brick program is being launched on a trial basis. If a pilot has an empty chart binder due to this chart reduction, do not discard the binder.
Bricks will be updated as necessary, usually every 8 weeks. If a chart becomes unusable, a “Brick” NOTAM will be printed on the flight papers advising the pilot not to use that chart.
There may be times when the charts for an airport will be in both the brick and the Pilots’ Jeppesen manual. This will occur when the charts for an airport in the brick become unusable due to a change in the instrument procedure. When this occurs Jeppesen may issue the charts to the pilots’ manual until the next brick is issued. If Jeppesen does not issue new charts to the Pilots’ manual, then a brick notam will be on the flight papers advising the crew of unusable charts in the brick. When looking for a chart, always check the Pilots’ Jeppesen manual first, and then the brick.  If a chart is located in both the brick and the pilots’ manual, the pilots’ manual will have the most current chart.
The following MD-80 Training Bulletins are current and should be retained. Any specific MD-80 Bulletin not listed below should be discarded.
MD-80-99-08, 99-10, 00-01, 00-06, 00-07, 01-01, 01-02, 01-03, 01-04 and 01-05.

Captain H.J. Fruchtnicht MD-80 Fleet Manager
Page 2 of 2
Continental Airlines TRAINING BULLETIN Issued by FLIGHT STANDARDS

MD-80-01-06 August 16, 2001 FLIGHT CONTROL JAM
An MD-80 (at another airline) experienced a high speed rejected takeoff when the pilot was unable to rotate the aircraft at Vr. The aircraft stopped on the runway with no damage other than hot brakes. Subsequent investigation revealed that while the right elevator operated normally, the left elevator was jammed in the full-nose-down position.
The night prior, the aircraft had been subjected to strong quartering tailwinds, with gusts approaching 100 MPH. It is believed that the left elevator was forced into a trailing edge down position beyond the design limits, which caused it to jam.
Maintenance and the flight crew checked the flight controls prior to the attempted flight by exercising them from the cockpit. (A physical inspection of the elevators to ensure freedom of movement was not accomplished.) It is believed that the control tabs responded properly to the cockpit input, but that the 'feel' with one elevator jammed was not sufficiently different from the norm to alert the crew to the problem.
If there is any possibility that the aircraft has been subjected to winds in excess of 75 mph, verification of the proper functioning of the flight controls prior to flight is essential. Maintenance should perform visual and physical inspections (moving the surfaces by hand) of all flight controls, and an operational check of the systems.
If weather conditions are such that this cannot be safely performed, an acceptable alternative would be to turn the airplane into the wind and visually observe that both elevators move to a faired position; this check should then be followed by a flight control check from the cockpit, with the surfaces and tabs visually verified to move properly in response to control column input.
The following MD-80 Training Bulletins are current and should be retained. Any specific MD-80 Bulletin not listed below should be discarded.
MD-80-99-10, 00-01, 00-07, 01-01, 01-02, 01-03, 01-04, 01-05 and 01-06.

Captain H.J. Fruchtnicht MD-80 Fleet Manager
Page 1 of 1
Continental Airlines TRAINING BULLETIN Issued by FLIGHT STANDARDS
　
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