A flight with the Samuli-Aldus MD80

December 2004 - Version 2,0

English version by Stefano Demontis


This tutorial is born with the only attempt to help the numerous pilots who are
passionate of the mythical MD80, and therefore of the new Samuli-Aldus panel, to
acquire the minimum of acquaintance for the best use and enjoyment. I am not and I do
not think to be an "expert" of this aircraft for sure, like of no other aircraft, but I think of
being able to supply a valid aid to those who do not know from where to begin, or to
whom, more simply, is looking for some further clarification.

To such purpose, I recommend these web sites: www.md80.it and www.hilmerby.com

Thatall: special thanks go to Samuli Sutinen, to Golding, to the great Aldo Bulgheroni, to
Captain_dtt, to Alain Capt, to the SGA Team and to the friends of SardFLY
(www.sardfly.it) that often have explained to me doubts and mysterious secrets of this
splendid machine.
Sergio Melis
(http://aerosarda.orobian.com)
Index of topics


Presentation and thanks pag. 1

Index of topics pag. 2

Localization of controls pag. 3

Load Manager, cabin announcements and pushback pag. 6

Fuel planning pag. 8

Premise pag. 8

Technical reference card pag. 9

Tutorial pag. 10

Do List pag. 30

Localization of controls
Following, the controls more difficult to localize are illustrated, and it is shown
where to find them. We remind you that the greater part of the controls
situated on the overhead and on the main panel are operational.




Load Manager, cabin announcements and pushback



Here is as appears the Load Manager of our 80, which can be located in the folder
of the aircraft. You have only to launch the executable in order to launch the
application, and to be able to regulate the number of the passengers (subdivided
in three blocks, A, B and C) and the cargo in hold (subdivided in baggage and
cargo).

It is also possible to choose the unit of measurement (Lbs or Kg) and to verify,
based on the cargo, the maximum fuel amount. Enjoy!




This panel is equipped with a new set of cabin announcements. In order to use it,
is sufficient to click on the first light on the left: a complete set of cabin
announcements will be launched, so they will be automatically heard based on
the different parts of our flight.
When the light blinks, is because you have to click it in order to confirm you are
ready to play a particular announcement (e.g.: to confirm you are at the holding
position, ready to go. Thus it will be possible to hear the subsequent message).



The button to the right ("P) opens the pushback panel, where it is also possible
to select V1, Vr and V2 in order to hear the callouts from our virtual F/O.
You can see a screenshot where no speed is indicated, but, when you will open it,
you will find it with a standard setting you can modify based on the takeoff data
forms.
Fuel planning (data from SAS):

- TAXI (md80 standard = 200 Kg);
- TRIP (fuel from the departure, through the longest SID, to the destination
via the more unfavorable STAR);
- CONTINGENCY (fuel to cover unexpected variations: 5% of the trip, but
not less than 5 minutes of holding at 1500 feet over the destination);
- ALTERNATED (fuel from the destination to the alternated one);
- FINAL RESERVE (fuel for 30 minutes at 1500 feet over the alternate);
- EXTRA (additional fuel to the captains discretion);

Introduction on the operation of instruments:

Some instruments, unfortunately, do not work as they should. This is due to
the fact that some gauges are not programmed correctly, and it has not been
possible to modify them. As an example, the hydraulic pumps that should give
1500 PSI on LOW and 3000 PSI on HIGH in this panel do not work if also AUX
and TRANS are not inserted; they, instead, would have to be used only in
particular occasions. In the same way, in order to obtain the proper thrust for
takeoff, instead of having the TO/GA switch on the throttle like in the real aircraft,
it is necessary (when TRP is programmed for takeoff) to activate (once lined up
and ready for takeoff) autothrottle (the A/T).
Thus the airplane will maintain the proper thrust for takeoff following the
EPR values you choosed: "TO" or "TO FLX". Probably, you can find some
imprecisions, but remember that this is a work already developed in maximal
part, and that I could not modify even small parts of it, because I was unable to
contact the author.
Considering that the product is free, therefore, I am sure that possible
inaccuracies will be tolerated by everyone!
Technical specifications (MD8X)

Aircraft
Number of seats
Max takeoff weight
Length
Wing span
Cruising speed
Engine
Takeoff thrust
Max cruise FL
-81
141
63,503tons
45,1m
32,9m
M.75-78
PW JT8D-217C
20 000lb
370
-82
145
67,812tons
45,1m
32,9m
M.75-78
PW JT8D-219
21 000lb
370
-83
164
72,575tons
45,1m
32,9m
M.75-78
PW JT8D-219
21 000lb
370


Maximum pressure altitude enroute: 37.000 ft.
Minimum enroute temperature: -76 degrees C.
Maximum enroute temperature: Std + 35 degrees C.
Flight maneuvering load acceleration limits:
- clean configuration: +2.5 g to -1.0 g.
- flaps and/or slats extended: +2.0 g to 0 g.
Hard landing limits: More than +2.0 g or sink rate in excess of 10 ft/s (600 ft/min)
If any of these values is exceeded a hard landing inspection must be performed.
Takeoff and landing altitude limitations:
- Maximum altitude: 8.500 ft.
- Minimum altitude: -1.000 ft.
Takeoff and landing temperature limitations:
- Maximum temperature: +50 degrees C.
- Minimum temperature: -54 degrees C.
Wind limits:
- Tailwind component: 10 kt
- Max crosswind component dry runway: 30 kt
- Wet runway: 25 kt
.The day seems good: after a great sleep at the hotel, we are ready to re-
enter in our hub of Cagliari Elmas (LIEE) for the repositioning of our aircraft, an
MD80 configurated as cargo, for the occasion rented from Alaska Airlines. The F/O
has already supplied to the shipment of the flight plan I compiled, the goods have
already been loaded on board (eh, also the repositioning flights can be useful in
order to carry something...) and the stewardesses too... Oh, I forgot, cargo
flight: no stewardess...
A coffee, nevertheless, does not lack, even if we must make it by ourelves.
We wait for our bus, and finally we are under our aircraft. External checks are
done: we are now on board, into the cockpit of our MD80.
The F/O has not still touched anything (obviously!) and the panel is
introduced in the classic definition of "cold and dark", used to emphasize the fact
that all the systems are switched off.
The A/P panel, because of a small bug, appears however active also with
battery OFF.



Now, 20 minutes to our scheduled departure time, we get ready to begin
the start of our aircraft.

We follow therefore the checklist we found attached to this tutorial (which,
in this case, I have indicated as "Do list", that is a directory of all the things to
do) which is necessary as control for being sure to have made all in order to
operate safely our airplane in the sky...

And here is our flight plan, ready for being sended on IVAO:


As it can be seen from the flight plan, our it will be a LIEA - LIEE (Alghero Fertilia
- Cagliari Elmas), following the SID (Standard Instrumental Departure) which will
bring us to the SODIO point (fix) (SODIO6B, runway in use 02) climbing to FL
150, and from there directly on the M732 airway, that in its turn will lead us to
the RAMEN point beginning of the Arrivals procedures (ARRIVALS) for LIEE.
Subsequently, as indicated on papers, we will continue towards KOVAS point, in
order to proceed direct to CAG VOR descending to 5000 feet. From here, we will
continue for ILS TANGO 32, leaving CAG VOR with heading 156 and continuing
our descent to 2700 feet until 14 miles outbound CAG VOR. Now we can turn
inbound in order to intercept the QDM 318 and to perform the last part of the
approach, which will be described in detail.

We have always to remember that correctly compiling the flight plan is very
important. It is, in fact, the only information for the ATCs, so an incorrect flight
plan can carry to wrong. For the correct compilation, I recommend the link to
IVAO (www.ivao.it) where you can find very good tutorials concerning this topic.
We have spoken about "runway in use", and see how to know it: here the metars
of the airports which are of interest for us:

LIEA 041045Z 35006KT 9000 FEW025 SCT040 16/10 Q1015

LIEE 041045Z 30010KT 6000 FEW015 SCT025 BKN030 12/9 Q1016

From these METARs we notice that, having ever headwind, the runway in use for
LIEA will be 02, and for LIEE it will be 32. Concerning the fuel embarking, our
flight duration will be approximately 40 minutes. We embark therefore fuel for
two hour of flight, considering the usual procedures (taxi, trip, contingency,
alternated and final reservoirs, which are illustrated before the tutorial).
Our great big child consumes approximately 4000 Kg per hour, and we embark
therefore 8000 Kg, subdivided to half for every wing, leaving, as it is common
use, the center tank empty (actually it is never left completely empty, but with
approximately 200 Kg).
We can see, now, the FS window regarding fuel and cargo, from which we can
learn the "Zero Fuel Weight", that is the weight of the aircraft without fuel but
with cargo, that is necessary to us for being able to regulate the appropriate
instrument of the panel that it will give to us "gross weight" (weight of the
aircraft with fuel).
The gross weight will be necessary to us in order to use the proper takeoff data
form. To such purpose, I remind that in this panel the takeoff data forms are
automatic, and in order to obtain the right one is sufficient to click low to right
under the engine instruments where that sort of little sheet appears.


Lets give a glance to our overhead:


As you can see, a myriad of lights is illuminated on our "annunciator panel", lights
which gradually will extinguish during the several operations of preparation to the
start-up, and then, during the start-up itself.

We can therefore begin as from "Do list", following the COCKPIT PREPARATION.
We go therefore to turn on the batteries from the appropriate switch localized in
the center of the overhead, we verify that wipers are OFF (low to right of the
overhead), and the gear lever is in low position. We also verify that flaps and
slats are retracted, and do the check of the alarm for motor fire verifying also
that the spoilers are retracted and disarmed. We then open "pneumatic
crossfeed", that are the levers situated in the pedestal to the left of the
autobrakes.


Then, we switch ON the "start pump" (the operation that concurs to supply fuel
to the APU for its start), and we start the APU (Auxiliary Power Unit) moving the
relative switch to START (the APU control group is exactly over the switch of the
battery).
We will see the two gauges situated above APU controls beginning to move: these
are the EGT (Exhaust Gas Temperatures, on the left) and the engine rate
indicator, in percentage, of the APU. They indicate a value which must be on the
green arc (between 95% and 105%).

Now, we turn ON the right AFT fuel pump, being thus able to deactivate the
"START PUMP" (by this way the APU will take the fuel using the pump that we
activate), and "we give breath to the bugles": we move to ON the levers of the
APU BUS (left and right) and APU AIR switch. Thus we will see the pressure
increasing on the gauge to right of the "fuel heat" switch. Now we can start the
air conditioning system, moving the Air Condition Supply to AUTO position (in the
overhead up to right, in the part dedicated to "Air Conditioning").

We verify that the selector of the Engine Ignition is positioned on OFF (is the
selector in the "ENG" group, near the fuel pumps switches), arm the "Emergency
lights" (switch that we find in the second part of the overhead extendable with
the "fat" arrow) and move to ON the selectors dedicated to the seat belts signs
and the "no smoking selector (located on the lower left of the overhead). Now
we position the switch of the Wind Shield on the "anti-ice" position, we turn on
the "position lights" (that we find in the appropriate extendable lights panel
clicking on "LT" under the regulations of the NAV1), verify the boarded fuel
amount and regulate, if we have not already made it before, appropriate fuel
panel on the main panel, inserting the gross weight of the aircraft.
We now verify that the altimeter is regulated on the local QNH (as reported in
METAR), that the shutoff levers (situated in the pedestal, under the throttles) are
on OFF, we arm the antiskid and activate the Yaw damper (to right on the
overhead). These last two functions allow respectively to give the airplane a sort
of ABS, and to let the aircraft manage automatically the yaw damping (Yaw
damper = yaw shock-absorber).

Here is as appears, at the moment, our main panel:



Following, to complete this part of our "Do list", all the tests of the overhead, of
GPWS (Ground Proximity Warning System), of the stall alert, of Max Speed
Warning, of TCAS. They are all situated in the upper part to the right of the
overhead. The test of TCAS is not working, because the TCAS in this panel is
comprised in, and adjustable from the WX, as will be later explained in an
appropriate section.
Now, we control on the display of the WX (which is activated pressing the key
under the yellow written "WX") where it is correctly visualized the flight plan as
set in the " flight planner "of the simulator.


And finally, we have to perform the "BEFORE START: we are starting-up our big
beast..


After we have been authorized for start-up and pushback if necessary, we make
sure that the parking brakes are activated, and open the overhead.
We try again the selector of Engine Ignition and we carry it on BOTH. Now we
switch all the fuel pumps ON, except those of the center tank, that in this case,
being empty and not having to be used, does not need anything.
We turn on the anti collision lights (they are to signal the imminent start-up and,
in general, the ignited motors of the airplane) and we verify that the switch of Air
Condition Supply is on OFF. This because all the air taken from the APU is
necessary for start-up, and must not go "wasted for the conditioning systems.


Now, verified that the throttles are in "idle position, we have finished the "before
start" checklist, and are ready for start-up.


Well, we are ready, it is time to make the engines whirr: the precedence is given
to the engine number two, the one on the right, in order to make so that in case
of whichever problem the left part of the airplane, in which the main escapes are
situated will remain most possible clear.

Saying this, we open the cover of the engine number two start switch, situated in
the central-left part of the panel, just to the left of the fuel pumps, and we
activate it: we will hear therefore the sound (even if, actually, nothing is heard
from the cabin...) of the engine moved by APU, and will see our instruments
rising. To the "maximum motoring" (it is when the value of N2 remains at least 5
second stable) we position on ON the "shutoff lever" of the engine number two,
situated, as already said, under the throttles in the pedestal.
Thus we have sent fuel to the engines in spin, then they will start. We repeat the
same operation for the left engine, in order to pass to the next step of our "Do
list".


We are finally, with our great big child whirring for happiness, to the "after start"
checklist. We "give energy to the whole, as Kirk captain would say on the
Enterprise, lowering the two levers of the generators, left and right, that we find
up on the overhead on the left; this operation makes the two pointers above rise.
Now, we position the Galley Power on ON, for being able to heat coffee , and we
can also turn off the APU, by now not more useful, and de-activate the APU air
switch.
We bring back therefore the selector of the Engine Ignition on OFF, activate the
Pitot heating moving to "CAPT" the selector located on the left part of the
overhead, so we can read from the captains side, or we can, if we wish, switch it
on the F/O side. Lets move the Air Conditioning Supply to AUTO and make sure
that all the windows are closed. Now we set the Hydraulic pumps on ON/HIGH,
indispensable for being able to command flaps, slats and gear. The value must
arrange around to the 3000 PSI.
Now we have to decide if to turn on the anti-icing system of the engines (engine
anti-ice) or not. This choice is based on the temperature at the ground, it does
not have to be inferior to the 6C. The anti-icing system on the wings, (air foil),
if necessary, will be set in action not before the 1000 feet after takeoff.
We give a look to the overhead and to our main panel with the opened pedestal:




Terminata la "after start, ci prepariamo per il taxi. seguendo la "taxi.

Finished "after start", we are ready for taxi... following the "taxi"... After we
have obtained the clearance for the movement, we begin to verify the Vbugs:
they are those small indicators situated above the anemometer, and they serve in
order to mark the V1, the VR (that actually is not present on the anemometer),
the V2, the speed at which flaps have to be retracted (indicated as "Vfl up") and
the speed of closing for the slats (indicated as Vsl in). Where to find this data, in
order to correctly program the Vbugs? I should need the takeoff data forms!
Clicking, in fact, over that small sheet situated low to the right on the main panel,
we will obtain the visualization of the proper speedchart for taxi, then the correct
speeds will help us to set all!

As most expert will notice, this takeoff data form contemplates a takeoff with
flaps 11, and not 15. The takeoff with the 80 can be done with both settings,
depends exclusively on the choice of the companies. Meridiana and Alitalia, as an
example, use, for takeoff, flaps 15. These takeoff data forms derive instead
from SAS (Scandinavian Airlines), who uses flaps 11. Who possesses the takeoff
data forms which contemplate a takeoff with flaps 15 can obviously use them,
and will notice that the speeds often coincide.
It is useful to remember that, on the real aircrafts, takeoffs are made following
very precise runway tables, and that they contemplate the so-called "optimum
flaps", which can be major than 15, but always comprised within the 23. A
possibility (not comprised in this panel) is to "unblock" the flaps lever, in order to
allow this intermediate regulation.

After verified that flaps are lowered to 11 - blue light "T.O. (Take Off)
illuminates on the flaps panel, located in the central part of the main panel - we
turn the taxi lights on, and ask the taxi clearance. Obtained this, we verify the
instruments and we regulate them as learned from the ATC clearance.

As we said, the controller has given a SODIO6B, allowing us to climb directly to
our final flight level 150. We illustrate therefore the SODIO6B, inasmuch as we
will have to set the instruments in order to perform it. The procedure
contemplates: initial climb maintaining HDG 024, almost runway heading, until
9 miles far from the VOR of Alghero (ALG VOR) and however not under 2500 feet.
Subsequently, we will turn left to intercept radial 005 inbound ALG VOR, and then
we intercept radial 147 outbound ALG VOR to SODIO. We regulate therefore the
instruments according to the SID (we remember that, on this panel, like in the
real aircraft, in order to arm the altimeter - ALT - to reach the prefixed altitude,
we have to push the selector, ditto in order to arm the HDG); we arm the Flight
Director (FD), and continue with the check of the flight controls, checking the
correct movement of yoke and pedals.
We verify also the trims, regulating them on zero, if necessary, and ask the
second the "Take Off briefing", which consists in the description, made by the
captain, of the takeoff procedures, of the SID which will be performed, and of the
procedures of rejected takeoff under the V1 and over the V1. Now, we regulate
the autobrakes on RTO (Rejected Take Off) so, in case of aborted takeoff, the
system can automatically activate the brake system.
I remind you that this system is not present on the Meridiana and Alitalia 80s,
while it is present on the 80s belonging to SAS.

Now we are at the holding position 02, ready for takeoff. We quickly perform the
"before takeoff" checklist, we recheck the takeoff data, verifying the correct
distribution of the fuel and the temperature of brakes. We position, on the
overhead, the Engine Ignition selector on BOTH, and we make a last check of the
annunciator panel: all is ok! We can turn the landing lights and the strobo lights
ON (in real 80 they are turned automatically on when the wheel separates from
ground) and the taxi lights off. We communicate with the tower controller
informing him of being ready to the departure, and we are thus authorized to
line-up and takeoff 02.


Once ready for departure we press on the TRP (Thrust Rate Panel, which
commands the TRC, Thrust Rate Computer), which is located to the left of the
engines instruments, the "TO button. This will set the proper value of EPR that
the engines will have to hold for takeoff. We will see therefore the orange
pointers on the engines panel rising, and reaching the correct values to maintain.
TRP has 6 buttons:

TO = Take Off, that is takeoff with normal thrust;
TO FLX = Take Off FleXible, that is takeoff with reduced thrust;
GA = Go Around, that is the push in case of missed approach;
MCT = Maximum Continuous Thrust, that is the maximum thrust applicable
in case of "one engine out to the working engine;
CL = Climb, that is the thrust during climb;
CR = Cruise, that is the thrust during cruise;

Now, activating the A/T (AutoThrottle, which, actually, does not activate the
TO/GA, that has his own control on the throttle) the motor rate rises and stops to
the power set for takeoff in modality TO. The airplane begins to acquire speed,
the second calls "speed alive", then "eighty knots" and then "V1". At "VR" we pull
the yoke and we are airborne!


At the callout made by F/O of "positive climb" (that is positive rate of climb) we
retract gear, passing to "after takeoff" checklist.

We control the temperature of brakes, turn off and retract the landing lights, we
close flaps and slats based on the speeds previewed and set on the anemometer,
and verify their closing on the appropriate indicator. We pass therefore on the
TRP to modality "CL", we bring back the selector of the Engine Ignition on OFF,
and passing the TA (Transition Altitude, that we remember is a fixed value that
varies from airport to airport, and that for LIEA is 6000 feet) we regulate the
altimeter based on the standard QNH, 1013 Hpa. We set now the Hydraulic
pumps on LOW, and de-activate autobrakes moving the switch on OFF.

Now, we continue with our SID, proceeding inbound SODIO already to FL150...
the "Maddog" does not joke, it climbs wonderfully!




Once at the final FL we set "CR" on the TRP, and choose a cruise speed of 310
knots. We maintain a IAS without switching on MACH, because of the flight level.

Generally, in fact, MACH are used above FL250, based on the company choices.
We are now inbound KOVAS. In order to catch up this point of our route we will
have to maintain our current flight level, since the minima is exactly FL150.

We are therefore authorized to continue until leaving the fix in order to direct on
CAG VOR, descending to 5000 feet with TL (Transition Level) FL70; we will
change thus the QNH with the local one, expecting, from CAG VOR an ILS
TANGO 32.


Leaving KOVAS, we proceed towards CAG VOR, and begin the reduction following
the "descent checklist".

We verify the MEA (Minimum Enroute Altitude), the information received for
approach and landing, we also control the fuel and move the selector of Wind
Shield to Anti-Fog, if necessary.

In the same way, based on the temperature and the external climatic situation, it
will be opportune to activate the anti-ice for engines and wings, and the fuel
heater.
During the reduction we also set, on the pressurization panel, the elevation of our
destination airport, so we will arrive correctly depressurized.

We also move the hydraulic pumps to HIGH, while we approach 5000 feet over
CAG VOR, here, we will continue for ILS TANGO 32 procedure (one of the most
frequent at LIEE) which now we will illustrate.


TANGO 32 contemplates a right turn leaving CAG VOR with HDG 156, and one
further reduction to 2700 feet, until catching up the 14 miles from CAG VOR.
Now we turn left in order to intercept the ILS of runway 32, nothing particularly
difficult.

We prepare therefore the instruments: set the course on 318 for the ILS, set the
NAV1 on 109,50, the frequency of the ILS.

We are ready to do, reached the proper distance, the inbound turn for the ILS.

We prepare, in case of problems, for a "missed approach ALPHA", which
contemplates a climb to 5000 feet to CAR VOR, in order, then, to repeat, after an
holding over CAR, the same approach, following an ILS PAPA 32.

Well, we can begin the turn!


We turn thus on the left, reducing our speed to180 knots after we have
consulted the landing data form to learn the setting for slats and flaps. I remind
you that in order to open the landing data form it is sufficient to click in the white
area, on the main panel, to the right of the icon which opens the GPS.

It is time do perform the "approach checklist".

We verify the cabin signs (so that we inform the stewardess to be ready...): they
are ON, we recheck that our altimeter is set on the local QNH (1016) and regulate
the radio altimeter, that, based on the meteorological situation, will be set on 200
feet (DH, Decision Altitude).

We activate the AUXiliary Hydraulic Pumps, regulate the autobrakes, if necessary,
recheck the landing data and regulate the Vbugs, as we did for takeoff.

Now, we have to perform, with the F/O, the "approach briefing"... all is ok, we
are ready for to land!
We continue the approach, waiting to be cleared to land, we are by now 8 miles
far from threshold, and so we reduce our speed lowering to 11 the flaps. The
touch down is imminent, and we prepare for "final".

We recheck therefore the setting of QNH on the altimeter, lower the gear
verifying that it is correctly down and locked, we verify flaps, we arm spoilers, so
they will open immediately after the contact, and we position the Engine Ignition
selector on "BOTH". We give a look to the annuciator panel in order to verify that
there is not any alert, we turn the landing lights on and verify that the fuel heater
is OFF. We are ready!

We select, on the TRP, the "GA button: it will allow us, as already said, to have
the proper thrust in case of missed approach, and, reached the 1000 feet with
runway in sight, we detach AP and the A/T in order to continue the approach by
hand... obviously to pilots discretion!


Well, we are on ground!

Our 80 cannot complain, we have operated it with the best attentions...



We go through the runway to the first convenient taxiway (in this case, for
LIEE, to the Charlie on the right), and we head to the parking to us assigned, the
Echo1. The "after landing" slides quickly: we position the autobrakes selector on
OFF, like the switch for Pitot heating. We detach the anti-ice, if we activated it,
and start the APU, if necessary. We reduce the flaps to 15 for the taxi. This in
order to avoid that materials on the runway can enter to the engines. At the
parking we close our flight plan, remaining following "parking" checklist, task
which does not need further elucidations... welcome to Cagliari Elmas, I hope you
enjoied this my small contribution.

See you soon!

English version by Stefano Demontis

DC9-80 ,DO LIST" (From real SAS - Version 2.0)

AFTER START

Galley Pwr..............................ON
APU Master Sw...........................OFF
APU air switch.........................................OFF
Eng Ign Sel..............................OFF
Pitot & Static Heaters...............................ON
Air Cond Suppy Sws........................AUTO
Windows...............................CLOSE
Hydraulic press&pumps............CHK&SET(HIGH)

COCKPIT PREPARATION

Pneumatic Crossfeed.............................OPEN
Batt Sw.............................ON
Fire Warning System.............................CHK
Windshiel WIPER Sel.....................OFF
Landing Gear Lever........................DOWN
FLAP/SLAT Lever........................UP/RET
Spoilers..................................RET & DISARM
Start pump...........................................ON
APU..................................START
APU Pwr...................................ESTABLISH
Right AFT Pump.................................... ON
Start Pump......................................... OFF
APU air switch.......................................ON
Air Cond Supply Sys....................AS REQ
Hydraulic pumps..............AUX+TRANS/ AS RQD
Station Lighting............................SET
Ail/Rud Trim.........................FREE & ZERO
Annunc/Digital lts........................TEST
ENG IGN Sel.............................OFF
Emergency Lts...........................ARM
Cabin Sgns..............................ON/ON
Windshield Anti-Ice Sw.......................ON
Position Lts..............................ON
Fuel Quantity..........................CK
Altimeters..............................QNH/CK
Fuel Shutoff Levers........................OFF
Anti-skid.......................................ARM & CHK
Yaw damper.........................................ON
Overhead Test ................................. ...CHK
GPWS..................................................CHK
Stall test .............................................CHK
Max spd warn test...............................CHK
TCAS................................................. CHK

TAXI

Taxi Clearance.........................RECEIVE
V Bugs....................................VERIFY
T.O. rating & EPR bugs......................SET&CHK
Transponder..........................................SET
Flap/Slat Lever..........................11/EXT
Ext Lts................................AS RQD
ATC Clearance...........................RECEIVE
Flt Instruments...........................CK
Flt Controls..............................TEST
Ail,Rud,Stab Trim............................ ZERO CK
T.O. Briefing...........................PERFORM
Autobrakes................................T.O. & ARMED

BEFORE START

Start UP Clearance......................RECEIVE
Cabin Report.............................OBTAIN
Parking Brakes..........................SET
Eng Ign Sel.......................................BOTH
Fuel/Tank Pumps............................ALL ON
Anti-Collision Lts................................ON
Air Cond Supply Sws.............................OFF
Thrust Levers................................IDLE
Thrust rating.......................TO (or FLX as REQ)

BEFORE TAKEOFF

Line UP Clearance.......................RECEIVE
T.O. Data.....................CONFIRM
Fuel Balance..............................CK
Brake Temperature.........................CK
Eng Ign Sel............................BOTH
Annunc/panel............................CK
Landing Lights...........................AS REQ


AFTER TAKEOFF

Brake Temp..................................CK
Landing Lights.............................RET/OFF
Landing Gear................................UP/GREEN
Flap/Slat Lever..............................UP/RET
Eng Ign Sel.................................OFF
Altimeters................................ 1013
Cabin Signs.............................. AS RQD
Engine Sync......................................... AS RQD
Thrust rating & ART...........................CL & AUTO
Hydraulic pumps.................................SET/LOW
Autobrakes..............................................OFF




FINAL

Altimeters...................................QNH
Land Gear/Lts........................DOWN/3 GREEN
Flap/Slat Lever.............................__/EXT
Spoliers.............. ............................ARM
Eng Ign Sel................................BOTH
Annunc/panel.....................................CK
Landing Lts................................AS RQD
Fuel Heater..................................OFF
DESCENT

MEA.......................................CK
Fuel Quantity.................................CK
Windshield Anti-Fog......................... AS RQD
Fuel Heater...............................AS RQD
Hydraulic press&pumps........................HIGH/ON
Landing weight & data..............................CHKD


AFTER LANDING

Autobrakes................................................OFF
Flaps/Slats ...................................15/EXT
Spoilers................. ................................RET
EXT Lts..................................AS RQD
Eng Ign Sel..................................OFF
Pitot & Static Heaters...........................OFF
Air Foil & Eng Anti Ice Sws.........................OFF
APU....................................................AS REQD


APPROACH

Cabin Signs...............................ON/ON
Altimeters..................................QNH
Radio Altimeter................................SET
Aux Hydraulic pumps....................................ON
Auto brakes...............................................SET
Landing Data.............................CONFIRM
V Bugs....................................SET
Approach Briefing.........................PERFORM

PARKING

Flap/Slat Lever.............................UP/RET
Fuel Shutoff Levers.............................OFF
Parking Brakes...............................SET
Electrical Pwr.............................APU/EXT
Seat Belts Sw.................................OFF
Fuel Tank Pump Sws.........................AS RQD
Anti Collision Lts...............................OFF
Efis/Fd Sw.............................AS RQD/OFF
Hydraulic pumps............................ AS RQD/OFF
Emergency Lts...............................OFF