At 1000 ft AGL:“Speed top bug.”Retract flaps/slats on schedule and accelerate to clean min man spd.At missed approach altitude (if returning):
or “Speed 170”
“Inrange checks”.
Leave flaps/slats at 15°/TO and maintain 170 kias until a course ofaction has been determined.
or If departing the area, resume a normal takeoff profile.
Always call for “AFTER TAKEOFF CHECKLIST”
Use of autopilot/autothrottles is recommended.
SIMULTANEOUSLY:
Press either TOGA button.
Set/verify GA thrust.
“Flaps 15, Check max power.”
“Positive rate.” Gear up.”
“Altitude arm.”
“Heading select.” (When reqd.)
Fly the published missed
Approach ( or as directed.)
1000 ft AGL
Missed Approach Altitude
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MD-80 Sec. 4 Page 193
Flight Manual Continental Rev. 01/01/00 #28
LANDING PROCEDURES
Landing Flap Selection
A flaps 40° landing is recommended for most situations. A flaps 28° landing should be considered for the following situations:
.
Gusty wind conditions
.
Possibility of windshear exists
.
Occasional proficiency practice.
Final Approach
Once landing flaps have been established, target speeds (under stable air conditions) will be VREF + 5 knots. However, the decrease in wind velocity approaching the surface of the earth has the effect of a decrease in airplane velocity. Consequently, caution must be exercised to prevent airspeed bleed off and increased sink rate during the last stage of the approach.
Target approach speed is VREF + 5 knots for landing in reported winds of zero to 10 knots. When landing in higher wind conditions (above 10 knots), add 1/2 the steady wind and the full value of the gust (if any). The total wind additive should not exceed 20 knots.
The pilot should aim for a constant angle relationship with the 1,000 foot mark on the runway, coordinating pitch attitude and power changes. As the end of the runway passes under the nose, maintain this stabilized attitude and power setting until the flare point is reached.
The pilot should resist the tendency to dive at the runway when breaking clear of the clouds at low altitude under instrument conditions, or as the end of the runway disappears under the nose in visual flight conditions. The high rates of sink that develop with this maneuver are not readily apparent on either the airspeed indicator or the vertical speed indicator and may not be noticed until the flare point.
Flare and Landing
During a visual approach, the main landing gear should cross the runway threshold at 50 feet. Main gear touchdown will occur just beyond 1,000 feet, assuming the glide path angle is 3 degrees. Do not deviate from the glide path, in an attempt to touchdown sooner.
Crossing the threshold, shift the visual sighting point to approximately 3/4 of the way down the runway length, while maintaining descent. This will assist in determining the flare point. Ground effect is more pronounced in the MD-80 than many other jet aircraft; therefore, a different technique is required during the final phase of the flare and touchdown. A technique which appears to offer a consistently good landing is one in which the aircraft is initially flared at 20 feet from the normal 3.° nose-up approach attitude (40°/land) to an attitude 2° to 3° higher. Ground effect is normally equal to a 200-300 FPM decrease in rate of descent. As ground effect increases, there is a slight pitch down tendency. Maintain the flare attitude with slightly increased back pressure to touchdown. The elevators are very sensitive in the flare. Avoid pumping the elevators and/or ballooning.
If the airplane nose-up attitude is excessive during landing, fuselage contact is possible. Factors resulting in excessive nose-up attitude are: early or high flare, early thrust reduction, low airspeed or rapid speed reduction during flare, or holding the airplane off the runway in an attempt to achieve a soft landing.
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