Skysim Dc9 Operation Manual 2l6di

OPERATIONS MANUAL

DC-9

OPERATIONS MANUAL

Table of contents INTRODUCTION

3

CHAPTER 1 – AIRPLANE IN GENERAL

5

CHAPTER 2 – AIR CONDITIONING AND PRESSURIZATION

25

CHAPTER 3 – FUEL

31

CHAPTER 4 – COMUNICATIONS

36

CHAPTER 5 – FLIGHT CONTROLS

39

CHAPTER 6 – ELECTRIC

47

CHAPTER 7 – HYDRAULIC

53

CHAPTER 8 – INSTRUMENTS AND NAVIGATION

57

CHAPTER 9 – ENGINES

67

CHAPTER 10 – PNEUMATIC

73

CHAPTER 11 – AUXILIARY POWER PLANT

77

CHAPTER 12 – ICE & RAIN PROTECT

80

CHAPTER 13 – FIRE PROTECTION

84

CHAPTER 14 – LANDING GEAR

87

CHAPTER 15 – AUTOMATIC FLIGHT

97

GREETINGS

105

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OPERATIONS MANUAL

INTRODUCTION

Welcome to the second airliner simulation of Sky Simulations. This product is a State of art replica of the original one. More than 24 months have taken to develop this product. The developers have many years of experience on deg and programming in the FS environment. Many products are; in which they have worked in the past, such products have gained world recognition, due to its quality, performance and to the realism that represents with the real airplane. Now these developers have ed forces to create a whole new company, SKY Simulations. Sky Simulation's policy is Quality and Professionalism no matter what. This policy starts to reflect on what will be a huge gamma of products focused on how far the professional hobbyist wants to take the hobby. Our first release the Mc Donnell Douglas DC-9 shows the policy of this company and the public that will be focused to. This product has and endless list of qualities that will make it unique among the followers of MD, which will enjoy while flying or just having fun with it. This simulation product took around eighteen months of research, development and testing, involving many people related to aeronautics, those people are experts or s of this aircraft; such as mechanics, pilots and ground personnel all of them part of airline which currently operates this aircraft. On the part of Sky simulations team we want to thank you for your purchase, we are certain that you will enjoy this product due to the innovated technology created and implemented since the project was born. It’s a perfect replica of the external model to the highest depth in realism while in the Virtual cockpit. All of this takes the to another level of realism without precedents. We suggest you to take the time to immerse explore and feel the endless numbers of details, characteristics and functions on the Instruments , Virtual cockpit, the Aircraft itself and the environment. PRODUCT We at Sky simulations are committed with our customers, however we’ve found during all of these years, that many issues can be solved or answered by reading this manual, this will avoid and prevent our valued customers a loss of time while trying to reach team. So before anything else please read this manual from the beginning to its end.

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OPERATIONS MANUAL

If you still have questions or require further help, we will be glad to assist you, product is available through our website, you just require you and enter in the area. The most common questions, doubts or issues will be published on the “FAQ’s” section of our website which will be updated frequently. About his manual This manual is intended for flight simulation purposes only, and should not be used for training or real life operations. This manual is provided for entertainment purposes only as required by Microsoft Flight Simulator 2004 and/or Microsoft Flight simulator X This manual was compiled for use with Sky Simulations DC-9 only. Please take the time to read this manual entirely; by reading it completely you will be well enabled and ready to operate the Sky Simulations DC-9. This will avoid unnecessary questions, and will let the enjoy at maximum the Sky Simulations DC-9.

This manual and all of its contents are copyrighted under international laws. Modification, duplication or partial or total uses are prohibited. Microsoft ®, Microsoft ® Flight Simulator ® 2004, Microsoft ® Flight Simulator ® X are ed trademarks of Microsoft Corporation.

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DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 1 AIRPLANE IN GENERAL

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

WING GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7

TAIL GROUP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7

TAIL CONE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

AUXILIAR POWER UNIT (APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

SIMICONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

FLIGHT DECK ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10

OVERHEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11

GLARESHIELD AND UPPER INSTRUMENT . . . . . . . . . . . . . . . . . . . 12 CAPTAIN INSTRUMENT 2D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

FIRST OFFICER INSTRUMENT 2D . . . . . . . . . . . . . . . . . . . . . . . . . .

14

CENTER INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

CONTROL STAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16

PEDESTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGER, CARGO, COCKPIT DOORS & MISCELLANEOUS CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17

ENGER, CARGO AND COCKPIT DOORS INDICATORS . . . . . . . . . . .

20

ANNUNCIATOR & MASTER WARNING AND CAUTION LIGHTS . .

21

19

ILLUMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23

CABIN CONTROLS AND INDICATORS EXTERIOR LIGHTS . . . . . . . . . . . .

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OPERATIONS MANUAL

GENERAL This chapter has been prepared to provide to the flight crew, general information about the airplane not covered in other chapters of this manual. This Airplane has two turbofans engines, mounted in the rear part and is designed to provide an effective and reliable operation in the transportation of engers and cargo. The simplicity of its design allows to an efficient operation with a crew of 5: Captain, First officer and 3 flight attendants. The incorporation of an auxiliary power plant (APU) and front stairs, facilitates the starting of engines and embarks and disembarks of the engers in airports equipped with minimum ground equipment. The points on watch can be reached without the use of stairs or platforms, and the cargo can be packed with no need of special equipment, which is in a time from I journey reduced. FUSELAGE The fuselage is totally metallic and consists of a nose section, a central section and a section of tail. In the nose section there is the radar, flight deck, nose gear well and two pressurized compartments which are the forward accessory compartment and the electrical compartment. The forward accessory compartment is located above the floor level and contains part of the electrical equipment. The electrical compartment is located between the wheel well and forward cargo compartment. This compartment contains the electrical equipment and is cooled with the air coming from the flight deck. The central section is formed by enger cabin, the forward and rear cargo compartments and accessories compartments of the main landing gear. The two cargo compartments are located beneath the enger cabin floor. Both compartments are pressurized and warm. The forward compartment is adapted to transport living animals. The main gear wells are located in the inferior segment of the fuselage beneath the wing center section. Besides lodging the main undercarriage when is retracted, the wells have the hydraulic system components such as the hydraulic liquid tank, etc. In the tail section which is behind pressure dome, is located the aft electronic compartment. On this compartment is installed the air conditioning besides engine fire extinguishers. Although the flight compartment and the engers compartment.

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OPERATIONS MANUAL

The fuselage contains: the pit of the nose train, the front accessories compartment, the electronic compartment, cargo compartment; forward and buttock, accessories compartment in the pit of the main undercarriage and a compartment of air conditioned and accessories, in the tail section, behind the pressure dome. All the external doors and emergency exits, with exception of the front door stairs, are of the cork type and sealed to pressure. WING GROUP The wing is metallic, of the cantilever type, mounted in the inferior part of the fuselage. The wing incorporates slats, ailerons, spoilers, flaps, fuel tanks, and the structure to the undercarriage. The aileron system and the trim tab provide lateral control and trim of the airplane by the aileron operated aerodynamically. A cable system connects the ailerons and move one aileron, aerodynamically or manually, the other aileron moves in an opposite direction. The aileron system provides the entry to the spoilers, which are actuated hydraulically to help in lateral control. There are two spoilers on each wing and are operated hydraulically and provide help to lateral control also as speed brake. Both surfaces are used as ground spoilers. TAIL GROUP The tail group consists in vertical stabilizer, horizontal stabilizer, two elevators and a rudder. The vertical stabilizer is mounted in the rear part of the fuselage and the horizontal stabilizer is mounted in the superior part of vertical stabilizer. And it has a negative dihedral angle of 3 degrees which object is to retain the aerodynamic characteristics. The rudder and the elevator are mounted in the vertical and horizontal stabilizer respectively. The leading edge of the horizontal stabilizer is warmed when required for the deicing process. The vertical stabilizer is cantilever type with sweep angle. One air intake for the air conditioning system is located in the lower part of the leading edge of the vertical stabilizer. The longitudinal trim control system is a system actuated electrically, which controls the movement of the horizontal stabilizer to provide longitudinal trim. The system is controlled electrically from the flight deck. This system consists in a primary system and an alternate system.

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OPERATIONS MANUAL

The elevators are actuated aerodynamically by the tabs controlled mechanically, to control the airplane longitudinally during the normal flight. Also an augmentation system operated by hydraulic energy is provided to operate the elevators to the down position if only requires 10 or more degrees of upwards trim. The rudder is operated hydraulically; however, if the hydraulic pressure falls below operational pressure, the system automatically goes back to manual operation. TAIL CONE The tail cone is located in rear section of the fuselage and it is jettisoneable. A door mounted in the inferior portion of the fuselage in front of the tail cone, allows the access from the outside to the back compartment of accessories, without coming off the cone tail. ENGINES The aircraft is propelled by two PRATT & WHITNEY JT8D – (Series), axial flow turbofan. Besides propel the airplane, the engines provide pneumatic energy for the pressurization, air conditioning, anti ice and deice. The engines are protected by a fire extinguisher system. AUXILIAR POWER UNIT (APU) The APU is a gas turbine and a compressor that can supply electric energy and pneumatic for ground operations, and electric energy in flight. The APU is located in the aft accessory compartment and is surrounded by a fire proof cover. SYSTEMS Besides the aircraft counts with the next systems: Air conditioning and pressurization, Fuel, Communications, Electric, Hydraulic, Instruments and Navigation, Pneumatic, Ice rain protection, Fire protection, Landing Gear and brakes and automatic flight.

8

DC-9 AIRPLANE IN GENERAL

OPERATIONS MANUAL -

SIMICONS

Simicons

The first three icons from top to bottom are standard MSFS Simicons 1. - ATC Icon 2. - Map Icon 3. - GPS Icon 4. - Throttle Quadrant 5. - Pedestal (Radios and Autopilot) 6. - Overhead 7. - External Function 8. - Left BWD enger Window (FS2004 Only) 9. - Right BWD enger Window (FS2004 Only) 10. - Left FWD enger Window (FS2004 Only) 11. - Right FWD enger Window (FS2004 Only)

*Note: The engers Views has been substituted on FS-X for Camera Views; you just have to scroll between the different cameras on the aircraft. Or in the Views\Aircraft Menu select one of the engers view and navigate with the “A” Key.

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OPERATIONS MANUAL -

FLIGHT DECK ARRANGEMENT

10


OPERATIONS MANUAL -

OVERHEAD

11

OPERATIONS MANUAL

DC-9

AIRPLANE IN GENERAL

-

GLARESHIELD AND UPPER INSTRUMENT

GALRESHIELD DC – 9 SERIES 10’s and SERIES 30’s

GLARESHIELD DC – 9 SERIES 21, 41, and 51

UPPER INSTRUMENT ALL SERIES

12


OPERATIONS MANUAL -

CAPTAIN INSTRUMENT

DC- 9 Series 10’s and 30’s

DC- 9 Series 21, 41 and 51

13


OPERATIONS MANUAL -

FIRST OFFICER INSTRUMENT

DC- 9 All Series

14

DC-9

AIRPLANE IN GENERAL

OPERATIONS MANUAL

-

CENTER INSTRUMENT

DC- 9 Series 10’s and 30’s

DC- 9 Series 21, 41 and 51’s

15

DC-9

OPERATIONS MANUAL

AIRPLANE IN GENERAL - CONTROL STAND

16

DC-9

OPERATIONS MANUAL

AIRPLANE IN GENERAL - PEDESTAL DC-9 Series 10’s and 30’s

17

DC-9

OPERATIONS MANUAL

AIRPLANE IN GENERAL - PEDESTAL DC-9 Series 21, 41 and 51

18


MAIN DOOR SWITCH Control the main door aperture. DOWN - Main Door is Open .

OPERATIONS MANUAL -

ENGER, CARGO, COCKPIT DOORS AND MISCELLANEOUS CONTROLS.

FWD STAIRS SWITCH Control the forward stairs DOWN – forward stairs.

Extends

AFT DOOR & STAIRS SWITCH Controls the rear stairs & door DOWN – Cockpit door is open. Not avail in Dc 9-10’s

GROUND SERVICE SWITCH Controls the service ground vehicles (Catering, Loaders and Fuel Trucks) also open Fwd Service Door

CARGO DOOR SWITCH Controls the Fwd & AFT Cargo Doors DOWN – FWD & AFT are open

CKPT DOOR SWITCH Controls the flight deck door On – Cockpit door is open

DOWN – Ground trucks coupled and Door open. (In freighter version also opens the main cargo door)

F/O WIND SWITCH Control the First Officer cockpit window. DOWN – First Officer Window is open

CAP WIND SWITCH Control the Captain cockpit window. DOWN - Captain Window is open

GROUND CREW SWITCH Activates the ground personnel crew

GPU SWITCH Controls the external power supply

DOWN - Ground Crew is active, and ready for pushback.

DOWN – GPU Coupled and is able to provide electric supply. EXT PWR L & R BUS Ignites on Overhead .

AIR START SWITCH Controls the external Pneumatic (Air Starter) supply DOWN – AIR START Coupled and is able to provide pneumatic and bleed air supply.

MAINT MODE SWITCH Activates the maintenance mode DOWN – Maintenance mode is active (Engine Cowlings, gear bay doors and nose open.)

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DC-9

OPERATIONS MANUAL

AIRPLANE IN GENERAL

-

ENGER, CARGO AND COCKPIT DOORS INDICATORS

FWD Cargo Door

AFT Cargo Door

FWD Service Door REAR STAIRS PAX Door Not Avail on 10’s Series

Cockpit Door

Main Door

Main Cargo Door On Freighter version

20

OPERATIONS MANUAL

DC-9

WARNING

AIRPLANE IN GENERAL – ANNUNCIATOR AND MASTER WARNING AND CAUTION LIGHTS

MASTER Light Both lights will ignite when some alarm light on the annunciator illuminates. This light can not be extinguished. Pressing any of MASTER WARNING light will turn off and will reset the system for future indications, This must be made, immediately after have identified on the annunciator the light which causes this would turn on

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OPERATIONS MANUAL -

ILLUMINATION

FLIGHT DECK ILLUMINATION

INSTRUMENT LIGHTS

OVERHEAD LIGHTS Illuminates the white lights on the overhead .

Operates the instrument lights

SEAT BELTS Switch OFF – The fasten seat belts and return to seats are extinguished ON – The fasten seat belts and return to seats signs illuminate.

NO SMOKE Switch OFF – The no smoking signs are extinguished ON – The no smoking signs illuminate.

ANNUNCIATOR

EMER LTS SWITCH OFF: Annunciator is on, the evacuation lights are off, the battery packs are being loaded from de Dc transfer bar. ARM: Normal flight position, Annunciator light is OFF, the evacuation lights are off, the battery packs are being loaded from de Dc transfer bar. ON: Simulates totally failure of the DC emergency bar; illuminates the annunciator light and evacuation lights.

22


R LOGO Lights

OPERATIONS MANUAL -

EXTERIOR LIGHTS

R Navigation Light (White)

R Strobe Light Nacelle Lights

R Navigation Light (Green)

R Landing Light

L Navigation Light (White) L LOGO Lights

L Strobe Light

L Landing Light

L Navigation Light (Red)

Taxi Light L & R Upper and Lower Anti Collision Lights.

Ground Lights Wing Leading Edge Light

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DC-9

OPERATIONS MANUAL

AIRPLANE IN GENERAL -

CABIN CONTROLS AND INDICATORS EXTERIOR LIGHTS

LIGHTS DC-9 Series 10’s and 30’s

LANDING LIGHT Switches RET – Wing Landing lights are retracted and off. EXT OFF – Lights are extended and off EXT – Lights are extended and ignites

.

TAXI LIGHT Switch OFF - Nose Lights for landing and taxi are off. BRT – Lights illuminates with maximum intensity

GROUND FLOOD LTS L & R

WING / NACL LIGHT SWITCH

ANTICOLLISION SWITCH

POS/STROBE LIGHT SWITCH

Controls the Ground flood Lights

OFF – Leading edge wing and engine nacelle are off

Operates the upper and lower anti-collision lights

OFF – Fwd and Aft Position and strobe lights are off. POS – Turns on Position lights

ON – Turns on Leading edge wing and nacelle lights

BOTH – Illuminates position and strobe lights

(In Overhead ) LIGHTS DC-9 21, 41 and 51

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DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 2

AIR CONDITIONING AND PRESSURIZATION

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26

PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 RADIO STAND COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26

CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

27

NORMAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30

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DC-9

OPERATIONS MANUAL

GENERAL The pneumatic pressure supplies to two identical refrigeration units for the air conditioning and pressurization of the airplane. On ground, it can have air conditioning connecting an external pneumatic source or by the engine air purge or by de air purge from the APU. In flight the engine air purge is used for the operation of the air conditioning and pressurization systems. PRESSURIZATION The system is semi automatic, and the compressed air flow, through air conditioning system to pressurized areas. The desired pressurization level can be maintained regulating the escape of the compressed air by the pressure control valve. Normally the control valve is positioned by the cabin pressurization system in order to control the cabin regimen from the takeoff until landing in accordance with the flight profile. For the automatic operation of the pressure control valve, it must be positioned the control pressurization handle in auto position (UP). The Pressure control wheel will turn according to this adjustment to maintain the pressurization. The automatic pressure control will maintain a maximum differential of 7.46 lb/in ². If the lands partial or totally pressurized, the automatic system, in response to a signal of the ground control relay, will depressurize the cabin in a controlled regimen during 20 seconds, after this time the valves will open totally. AIR CONDITIONING The aircraft has two identical, air conditioning systems, designed to operate independently or in parallel. Those systems, provides air conditioning for the pressurization. Normally, the right system operates with the engine 2 air purge and supplies the demands of the enger cabin. The left system operates with the air purge of the engine 1 and supplies the demands of the flight deck. Any system can supply the demand of both cabins. RADIO STAND COOLING The cooling of the radio stack on the electronic compartment and the heating of the forward cargo compartment, is made with flight deck and enger air conditioned In ground as in flight the radio rack venturi provides assures the proper cooling of the electronic compartment.

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DC-9

OPERATIONS MANUAL

AIR CONDITIONING AND PRESSURIZATION – CONTROLS AND INDICATORS

TEMPERATURE CONTROL VALVE INDICATOR (L & R) Indicates the actual position of the temperature control valve of air conditioning system. COLD - valve closed and no hot air is supplied. HOT – Valve totally open to allow the supply of hot air.

AIR CONDITIONING PNEUMATIC PRESSURE INDICATOR (L & R) Indicates the pressure of the supplied pneumatic, avail for each air conditioning system. The pressure is measured in a point beyond of the air conditioning pressure regulator valve.

TEMPERATURE SELECTOR Provides the media to know the temperature of the cabin and left or right ducts, this reflected in the CABIN TEMP. The temperature sensors are located in the cabin and ducts of the air conditioning system on the entry of mixer chamber,

PACKS SUPPLY SWITCHES (Left and RIGHT) Each switch arms his respective augmentation valve, controls the position of the regulator pressure valve, the flow control valve and through ground control relay, the cooling ventilator of the heat exchangers The OFF position closes the pressure control valve, the flow control valve, the augmentation valve and (in ground) cuts the ventilator for the cooling of the heat exchanger. The AUTO position opens the flow control valve, the pressure control regulator valve, arm the augmentation valve and (in ground) connects the ventilator for cooling of the heat exchangers

RADIO RACK SWITCH Controls the operation of the radio stack cooling ventilator and the position of the Venturi valve. FAN – Operates the ventilator of the radio stack and closes partially the Venturi valve. VENTURI – opens the venturi valve and shut down the ventilator. In flight the cooling is made by differential pressure.

TEMPERATURE SELECTORS FLIGHT DECK (“CKPT”) and engers (“CABIN”) Each control provides automatic or manual temperature control applicable compartment. 65 to 85 degrees range – Center position is 75 STOP - Respective trim air valve is closed (cold) COLD - (full) All 2 packs driven to full cold HOT - Trim air is added

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DC-9

OPERATIONS MANUAL

AIR CONDITIONING AND PRESSURIZATION – CONTROLS AND INDICATORS CABIN PRESSURE RED WARNING LIGHT Ignites when the pressurization system does not maintain a cabin pressure equals to 9,500’ (+500, -0) of press altitude or less. Also when the cabin press differential as above of 8 psi.

HIGH TEMPERATURE OF THE EQUIPPED AIR SUPPLY LIGHT Ignites when the temperature of the supplying pneumatic to the system (left or right) of air conditioning exceeds 600°F. Acted by a thermal switch located before air conditioning pressure regulator valve. Indicates a failure of the pneumatic system augmentation valve

RADIO FAN OFF LIGHT Ignites in flight when the switch of the radio stand is set in fan and the ventilator is inoperative. In ground with the switch in VENTURI, the ventilator operates ground control relay and light ignites if the ventilator is inoperative. This light is activated by a differential pressure switch connected through ventilator and (In ground) by the ground control relay

MASTER WARNING RED LIGHT Ignites with the red light CABIN PRESS

PRESSURE PNEUMATIC INDICATOR Shows the available pneumatic pressure for the system operation. Senses the pressure in the multiple of cross feed between the valves of itself

APU AIR PURGE SWITCH OFF – Cuts the energy to the purge control and cuts APU pneumatic. ON – Provides APU air purge to the airplane pneumatic system after the master switch of the air purge is beyond 95% of the APU RPM's

MASTER CAUTION AMBER LIGHT Ignites with any of L or R AIR COND SUPPLY TEMP HI

CROSSFEED PNEUMATIC HANDLES Provides the media to operate both air conditioning systems with the pneumatic supply of one engine when both handles are open or to isolate the pneumatic supply sources and provide parallel operations for the systems. Are used to direct and in necessary case, manually control the air for ice protection. Are used too to direct the pneumatic air from the APU or External Source

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DC-9

OPERATIONS MANUAL

AIR CONDITIONING AND PRESSURIZATION – CONTROLS AND INDICATORS CABIN PRESSURE CONTROL WHEEL

BAROMETRIC CORRECTION CONTROL

OUTFLOW VALVE POSITION INDICATOR Shows position of the outflow valve. AFT – Valve is fully open FWD – Valve is fully closed.

Is used to adjust the barometric pressure of the destiny airport on the IN-HG window, before takeoff or landing.

CABIN PRESSURE CONTROL HANDLE Operates the pressure system mode. DOWN – The pressurization system is in manual model. UP – The pressurization system is in automatic mode.

AIRCOND AUTO SHUT OFF SWITCH In ARM, shutoff the air conditioning systems if the pneumatic pressure between the engines, differs more than 70 lbs/in. IN OVRD, reestablish operation of the systems with the engines pressure unbalanced.

RATE RELATION CONTROL When the knob is aligned with index mark, will maintain a relation of ascent of approx 250 feet per minute

ALTITUDE CONTROL Before takeoff, is used to adjust flight altitude in which will fly, in the AIRPL ALT AT MAX DIFF 1000FT window. Before landing, is used to adjust destiny airport altitude, in the CABIN ALT SET 1000FT window. To assure that cabin altitude will be the same to the airport altitude in which where will land

RAM AIR SWITCH In ON, opens the valve which allows entry of the impact air through air conditioning ducts from both systems, in certain point before of the mixer chamber. In OFF closes the impact air valve.

CABIN DIFFERENTIAL PRESSURE INDICATOR

CABIN VERTICAL SPEED (CABIN CLIMB)

This an standard instrument. Is ventilated to cabin pressure in order to indicate the ascend relation of the cabin. Is used to watch the change relation in the cabin pressure during the pressurization control, in mode automatic or manual.

Indicates the pressure difference between the cabin and aircraft exterior (In LBS/in). Provides a good way to watch the fuselage pressurization during manual or automatic operation. The limit operational range is 8.06 Lbs/in

CABIN ALTITUDE INDICATOR

Indicates the cabin altitude in thousand and hundreds of feet

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DC-9

OPERATIONS MANUAL

AIR CONDITIONING AND PRESSURIZATION – NORMAL OPERATION Pressurization

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DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 3 FUEL

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32

FUEL TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32

FUEL FEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32

FUEL MEASSURE INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

32

FILLING AND DRAINED OF FUEL TANKS . . . . . . . . . . . . . . . . . . . . . . . . . .

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33

LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

35

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DC-9

OPERATIONS MANUAL

GENERALS The fuel system is designed to provide a continuous fuel flow, under all the conditions and attitudes found during the normal operation with a minimal management of the system. This system is designed to allow the fuel supply to the three tanks, be affected by one person without requiring another ground equipment apart of the fuel service. FUEL TANKS The three wing tanks (main left, ventral and right main) has a usable capacity if 3679 U.S. GAL or 24,649 Lbs, based in a density of 6.7 lb/U.S. GAL. A drained drain is had of in the low part of each main tank and two in the tank central. Four magnetic rules are installed in each main tank and one in the central tank. Inclinometer in the pit of the nose wheel provides information of the attitude of the earth airplane for the calibration of the fuel measurers. FUEL FEEDING Each fuel tank had installed two A.C. fuel pumps; each pump has the right flow to feed both engines in take off mode. An Intercommunication system and cross feeding valve between fuel tanks, allow to the fuel use of any main tank towards both engines. FUEL MEASSURE INDICATORS It is counted on a modular system for fuel measurement, which does not need adjustment or calibration after being installed or when changing the component. The fuel indicators in the screen of the EICAS FUEL show the amount of fuel in each tank, the total amount of fuel in the airplane also the gross weight of the airplane. FILLING AND DRAINED OF FUEL TANKS All the fuel tanks can be filled and be drained through of a single multiple adapter and of fuel filling, located near the leading edge of the right wing behind of an access door. All the filling operations can be carried out with aircraft energy or by external energy source. If it is not enough energy to the propellant charge, all the valves of fuel tanks can operate manually. NOTE: During the drained filling operations and, the ground equipment must be connected electrically to ground with the airplane.

32

DC-9 FUEL

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OPERATIONS MANUAL

CONTROLS AND INDICATORS START PUMP SWITCH

OFF – Shut off the 28 VDC energy to the start pump. ON - Closes the DC transfer bar circuit to energize the start pump. NOTE: Is used to start the APU or an engine when AC energy is not available.

FUEL USED RESET SWITCH (Momentarily) When acting it, reset the fuel used counter, on each fuel flow to 00000.

FUEL PUMPS SWTICHES (LEFT, CENTER, RIGHT) (AFT, FWD)

INLET FUEL PRESS LOW (Left & Right) Ignites approximately at 5 lb/in to indicate the fuel feeding pressure is low. MASTER CAUTION Lights ignites too.

FUEL QUANTITY INDICATORS (LEFT, CENTER, RIGHT) Each indicator shows in Kilograms or pounds, the fuel remnant on respective tank.

FUEL TEMP INDICATOR (Left, Right) For its function, refer to Engine chapter

TOTAL FUEL QUANTITY INDICATOR Shows the total fuel remaining weight expressed in Kilograms or pounds

FUEL FLOW INDICATOR/FUEL USED (Left & Right) Shows fuel quantity delivered to the engine. The digital readout shows the total fuel used by the engine.

33

DC-9 FUEL

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OPERATIONS MANUAL

CONTROLS AND INDICATORS THROTTLES For its operation, refer to ENGINE chapter.

FUEL CROSSFEED Valve HANDLE (INOP) Opens/closes cross feed valve OFF – Closes the cross feed valve ON – Opens valve allowing that any fuel tank, feeds engines or APU. NOTE: The use of the fuel pump determines which tank is being used.

FUEL CONTROL HANDLES (Left, Center, and right) The button must be pressed to unlock the handle, before ing to on or OFF OFF - First Cut the fuel and then cut’s the, ignition ON - Closes the engine’s ignition circuit and then open the valve to supply fuel. NOTE: Each control handle is connected via cables, to the cut valve of the engine fuel control unit

ENGINE FIRE HANDLES (Left & Right) Operates the fuel shutoff valve. For its description, refer to FIRE PROTECTION chapter.

34

DC-9

OPERATIONS MANUAL FUEL

FILLING PRESSURE

50 lb/in maximum

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LIMITATIONS

USABLE FUEL CAPACITY U.S. GAL.

POUNDS

MAIN TANKS CENTRAL TANK

1386 907

9 286 6077

TOTAL

3679

24649

At 6.7 lb/gal density. It is not recommendable, takeoff with less than 2400lb of fuel on each main tank. Minimum fuel for Go-around is between 500 and 1000lb indicated on the main tank. It is not recommendable a go around with less than 500lbs on the main tank, neither with inoperative aft fuel pumps and less than 1000lbs. FUEL LOAD The maximum asymmetric load between main wing tanks in all flight conditions, should not exceed 1,500lbs (680Kg), including operation with one engine. PROCCEDURE A) Fill first main left and right tanks simultaneously. Note: Do not exceed the maximum permissible asymmetric fuel load during filling. B) Fill central tank.

35

DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 4 COMUNICATIONS

CONTROLS AND INDICATORS VHF Communications Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

37

Audio Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

38

36

DC-9 COMUNICATIONS

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OPERATIONS MANUAL CONTROLS AND INDICATORS

VHF Communications Radios – DC- 9 Series 10’s and 30’s ACTIVE VHF FRECUENCY WINDOW COMM 1 The reading indicates the active selected VHF frequency of COMM 1

VHF SELECTOR KNOB COMM 1 The inferior selector knob controls the second and third digit of the VHF frequency, the first digit is fixed. The superior selective Knob controls the quarter and fifth digit of the VHF frequency.

ACTIVE VHF FRECUENCY WINDOW COMM 2 The reading indicates the active selected VHF frequency of COMM 2


VHF Communications Radios – DC- 9 Series 21, 41 and 51 ACTIVE VHF FRECUENCY WINDOW COMM 1 The reading indicates the active selected VHF frequency of COMM 1

VHF TFR SWITCH COMM 1 Transfer the Stand By frequency to active frequency and vice versa.

STBY VHF FRECUENCY WINDOW COMM 1 The reading indicates the Stand by selected VHF frequency of COMM 1

ACTIVE VHF FRECUENCY WINDOW COMM 2 The reading indicates the active selected VHF frequency of COMM 2

STBY VHF FRECUENCY WINDOW COMM 2 The reading indicates the Stand by selected VHF frequency of COMM 2


VHF TFR SWITCH COMM 2 Transfer the Stand By frequency to active frequency and vice versa.


37

DC-9 COMUNICATIONS

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OPERATIONS MANUAL CONTROLS AND INDICATORS

Audio Control (A) (VC ONLY)

VOR IDENT Switch

DME IDENT Switch

Activates the IDENT tone from VOR 1 or VOR 2

Activates the IDENT tone from DME 1 or DME 2

ADF IDENT Switch

VHF Selector Switch VHF 1, VHF 2Transmit and receive switches.

MKR IDENT Switch Activates the IDENT tone from MARKER

Activates the IDENT tone from ADF 1 or ADF 2

Volume Selector Selects VHF 1, VHF 2, INT or PA in order to control de volume.

38

DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 5 FLIGHT CONTROLS

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

FLIGHT SPOILERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

40

HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 FLAPS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41

FLAPS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41

SPOILER-FLAP EXTENDED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41

SLATS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

41

MAIN COMPONENTS LOCALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

43

CONTROLS AND INDICATORS SPOILERS/SPEEDBRAKE . . . . . . . . . . . . .

44

CONTROLS AND INDICATORS FLAPS/SLATS SYSTEM . . . . . . . . . . . . . . . 44 CONTROLS AND INDICATORS LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .

45

LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

46

39

DC-9

OPERATIONS MANUAL

GENERALS The DC-9 has a conventional control systems aileron, rudder and elevators. The control surfaces of those systems are protected against ground bursts by hydraulic dampers and cylinders. The horizontal stabilizer is adjustable in order to compensate the aircraft longitudinally. The lateral control is helped by the spoilers operated hydraulically. Those serve too, as speed brakes. The rudder it moves normally by hydraulic media with automatic change to the flight help tab when there is not available hydraulic energy. A yaw damper helps the directional stability and a pitch trim system helps to the longitudinal stability at big mach numbers. It has stall and over speed alarm systems. It uses flaps. In the wing leading edge, are installed the slats operated hydraulically. The flight spoilers can be armed in order to extend when the main wheels are being compressed. FLIGHT SPOILERS The lateral control by the ailerons is helped by the flight spoilers. The movement of the yokes acts the ailerons and trough mechanic mixer to the hydraulic system of the spoilers. This mixer mechanism spoiler/aileron controls the movement of the spoilers in relation to the movement of the ailerons. When the yoke moves, approximately at 5 degrees of the ailerons movement, the flight spoiler of the wing that goes down begins to extend. A mayor movement in the yoke will extend spoilers proportionally to the demands of lateral control. When the spoilers handle is manually acted and control wheel is moved; the mixer mechanism of aileron/spoiler operates asymmetrically the spoiler to increase the extension of the spoiler of the lowering wing and to diminish the extension of the spoiler of the wing that rises. During the landing run, when the spoilers are totally extended (60 degrees), when lowering an aileron (to raise a wing) causes that the spoiler of this wing retracts partially. HORIZONTAL STABILIZER The horizontal stabilizer is movable and provides longitudinal compensation. The stabilizer is moved by an endless screw, by the primary or alternate electric motor. The control of primary adjustment is made by electric cocking mechanisms which are controlled by the double switches in the control wheel or by the double handles connected by cables in the pedestal. The operation with the primary controls moves the stabilizer in a relation of 1/3 of degree per second. The alternate stabilizer operation is made by the 2 handles

40

DC-9

OPERATIONS MANUAL

mounted in the center of the pedestal. The operation of the stabilizer by the alternate control moves it in a relation of 1/10 of degree per second. The automatic pilot uses the alternate electric motor for compensation. FLAPS SYSTEM FLAPS System consists of two segments of flaps in each wing and moves down towards. Each flap is operated by two hydraulics cylinders (interior and exterior) the exterior cylinders are moved by the left hydraulic system and the interior cylinders are moved by the right hydraulic system. Normally the flaps are operated by both hydraulic systems, but operate in a reduced pressure with one system inoperative. The FLAPS position through a range of 50 can be selected by the flaps handle. This has positions UP, 0, 5, 15, 25, 40, 50 degrees. FLAPS INDICATOR This indicator installed in the flight deck contains two superposed needles and is graduated in the flaps degrees range. The needles respond directly to the real flaps movement not to the handle. SPOILER-FLAP EXTENDED LIGHT In the annunciator it has the light SPOILER-FLAP EXTENDED which function is to alert the crew that the spoilers are being used with the Flaps extended, which goes against aircraft’s limitations and operational procedures established in the flight technique. In case of this light ignites, the spoilers or flaps must be retracted SLATS SYSTEM The SLATS system increases the lifting located in the wing leading edge. The Slats operates normally by the left and right hydraulics system but they will continue operating with reduced pressure with just a single hydraulic system. When the FLAPS/SLATS handle is in UP/RET, the slats are retracted, and when its set in a position at or beyond 0/EXT the slats will fully extend.

41

DC-9 FLIGHT CONTROLS

OPERATIONS MANUAL -

MAIN COMPONENTS LOCALIZATION FIN OF FLIGHT AID Moved by the elevator to help the control fin.

ELEVATOR Acted aerodynamically by the deflection of the control fin, with hydraulic energy augmenter

ELEVATOR CONTROL FIN Mechanically connected to the control column

HORIZONTAL STABILIZER

RIGHT AILERON Acted aerodynamically by the deflection of the control fin.

AILERON CONTROL FIN Mechanically connected to the control wheel

LEFT AILERON Acted aerodynamically by the deflection of the control fin.

TRAILING EDGE FLAPS (L & R)

L AILERON TRIM TAB Mechanically controlled

R AILERON TRIM TAB Mechanically controlled R EXTERIOR SPOILERS LEADING EDGE FLAPS L & R (Slats)

L EXTERIOR SPOILERS INTERIOR SPOILERS ( L & R)

TRANSDUCTER VANES OF ANGLE OF ATACK

42


OPERATIONS MANUAL -

CONTROL AND INDICATORS

Directional, Lateral and Longitudinal control and compensation STABILIZER TRIM HANDLES Both control handles must be move simultaneously and in the same direction to actuate the stabilizer. The operation of this handles overrides the Pitch trim switches on the Control wheel.

STABILIZER TRIM INDICATOR Is connected mechanically to horizontal stabilizer and indicates in degrees, the adjustment of the stabilizer nose down or nose up.

RUDDER TRIM KNOB Turning the wheel towards NOSE LEFT or NOSE RIGHT, it compensates moving the complete plane of the rudder during the hydraulic operation or the fin of control of the rudder during the manual operation ALTERNATE LONGITUDINAL ADJUSTMENT CONTROL (SECONDARY) These two controls, when it moves simultaneously, provide a longitudinal trim. The alternate system circuit to move the stabilizer is independent from the primary system

RUDDER HYDRAULIC CONTROL PWR – Opens the shutoff valve, allowing the hydraulic pressure locks the rudder control fin and moves the rudder by hydraulic energy. MAN – Closes the shutoff valve. The rudder control fin unlocks and responds directly to the rudder pedals.

AILERON TRIM CONTROL Turning the Trim Control to the left or right, actuates the Trim Aileron

43


OPERATIONS MANUAL -

CONTROL AND INDICATORS

By manufacturer procedure the Speed brake never should be used when Flaps or Landing Gear are extended. Spoiler retracted Position Spoiler Arm Position (To Land) Spoiler Full extended SPEEDBRAKES The speed brakes handle is connected to cables in the mixer set. In flight, the backward movement of the handle will move the cables which control the spoilers operation, to serve as speed brakes. It can be extended to a maximum of 35° during this action

GROUND SPOILERS When the speed brakes handle is raised to the ARM position, controls the operation of the ground and flight SPOILER through the air to ground mixer mechanism, or by the main gear tires rotation signal. The backward movements of the handle during ground operations extend symmetrically all flight spoilers serving as ground spoilers. The surfaces extend at a maximum of 60° during this action.

Flaps Handle It must be pulled before moving the handle. The Slats extends on 0/EXT and will remain extended for consequent adjustments. Positions are 0, 5, 15, 25, 40 and 50.

Flaps Position indicator Shows the position of the left an right flaps Double needles must move at the same time as the flaps.

44

DC-9 FLIGHT CONTROLS RUDDER TRAVEL UNRESTRICTED LIGHT When ignites, indicates that the diaphragm which operates the limitator is retracted, allowing the full rudder travel. (Aprox 22° to both sides)

OPERATIONS MANUAL -

CONTROL AND INDICATORS - LIGHTS AUTOSPOILERS NOT USE LIGHT When ignites, indicates there is a failure on the automatic spoilers system. Do not use the automatic extension of SPOILERS. The extension should me operated manually after touchdown

FLAP/RUDDER STOP INOP LIGHT When ignites, indicates rudder limiter controlled by the flaps is not engaged if the control handle is in 0° or °5 position, or that the limiter is engaged with flaps adjustments of 15°, 25° or 50°.

SLAT DISAGREEMENT LIGHT Ignites if the SLATS position does no match with the selected position by the control handle or if they are asymmetrical. ELEVATOR POWER ON LIGHT When ignites, indicates that is applying hydraulic energy to move the elevator to lowering the aircraft nose.

STALL INDICATION FAILURE LIGHT When ignites, indicates system failure or discrepancy between information compared by the system 1 and 2 of stall alarm. SPOILER DEPLOYED LIGHT When ignites, indicates that one or more spoiler tabs are extended 10°. Operative only in ground.

STALL TEST SWITCH Is used in preflight to test the two stall independent systems

YAW DAMPER SWITCH ON and OFF positions provides operational control of the Yaw dampers.

MACH TRIM INOP LIGHT When ignites, indicates pitch trim monitor has deactivated the system. Also ignites during test or when the switch is ed to NORM with the pitch trim indicator extended.

SPOILER/FLAP EXTENDED LIGHT Ignites when the spoilers are extended together with the flaps more than 5°. The system is de energized when the aircraft is in ground mode,

RUDDER CONTROL MANUAL LIGHT When ignites, indicates that there is no hydraulic energy rudder actuator.

MACH TRIM COMP SWITCH TEST – Acts the system for preflight NORM – Used position for normal flight operations. OVRD – Retracts the actuator.

MAX SPEED WARNING Ignites when maximum operating speed is reached, accompanied with audible alarm.

45

DC-9

OPERATIONS MANUAL FLIGHT CONTROLS – LIMITATIONS LOAD FACTOR - FLAPS UP + 2.5 G, -1 G - FLAPS DOWN + 2.0 G, -0 G

VMO – 350 Indicated Knots (KIAS), From Sea Level to 25,850’ Mmo – 0.84 MACH, above 25,850’ COMPLETE AILERON TRAVEL LIMIT 235 Indicated Knots (KIAS), at sea level and linearly to 274 Indicated Knots (KIAS), at 30,000’ to 256 Indicated Knots (KIAS), at 35,000’ VB MACH 0.79 or 285 Indicated Knots (KIAS), for any weight and altitude. YAW DAMPER – Maximum ± 1.7 degrees in air flow way HORIZONTAL STABILIZER – 2.0 Degrees Nose Down (maximum) 12.25 degrees Nose Up (maximum) FLAPS DOWN SPEED LIMITS DEGREES

KIAS

MACH

5 15 25 50

280 240 210 180

.057 .057 .057 .057

NOTE: The Flaps Indicator could have a difference of ± 2 ° with respect of flaps handle position and a maximum difference between the needles of 5 °.

EXTENDING SLATS LIMIT SPEED 280 IAS STALL ALARM MARGIN – 105% VS Minimum LOADS FOR GROUND GUST – Until 65 Knots CROSSWIND LIMIT – 38 KNOTS at 90 DEGREES DO NOT USE SPEEDBRAKES UNLESS FLAPS ARE UP DO NOT EXTEND THE LANDING GEAR WITH SPEEDBRAKES EXTENDED DO NOT MOVE THE SPOILERS/SPEEDBRAKES TO GROUND SPOILERS POSITION, IN FLIGHT DO NOT ARM THE SPOILER BEFORE EXTENDING LANDING GEAR DO NOT USE SPEEDBRAKES BELOW 220 KNOTS OVERSPEED ALARM LIMITS Vmo – 350 + 6, -0 Knots Mmo – 0.84 + 0.01, -0.00 MACH

46

DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 6 ELECTRIC

GENERAL …….………………….…………………………...................................... 48 AC ENERGY SYSTEM GENERATOR ……………………………………………… 48 AC DISTRIBUTION SYSTEM………………………….……………………………... 48 CONTROLS AND INDICATORS .……………………………………………..…….. 49 CAUTION AND WARNING LIGHTS …………………………………………………50

47

DC-9

OPERATIONS MANUAL

GENERAL The electrical system of the airplane consists of a energy generation system and distribution of AC of 115/200 volts, 400s, trifasic, which provides energy to the normal bars and of AC emergency. For circuits controls, illumination and other devices that requires DC; The 115Volts AC Energy of the AC distribution bars converts to 26volts of DC by transformers rectifiers. For the Instruments, the AC 115volts are reduced to a Monofasic AC 28 Volts, by the monofasic transformers. When the main distribution system is de-energized, to start the APU and certain parts of the DC, The energy is supplied by two batteries. When all the AC supply sources has been lost, and inverter energized by the direct bar from the battery, provides AC of 115 Volts, 400s, monofasic, for emergency current. The inverter also provides AC to the refueling system when there is no normal energy available. It has a battery charger, which is been energized by the AC ground service bar, which maintains the batteries loaded. AC ENERGY SYSTEM GENERATOR The AC energy is normally provided by any of the three generators of the aircraft. One installed on each engine and other in the APU. Each generator can deliver 40 KVA of maximum continuous is capable to provide enough energy to essential electrical system operation in case of lost of any generator. Each control circuit of each generator has incorporated a failure protection system do disconnect it automatically from its bar and be de-energized in a case of failure of circuit. Pulling the fire extinguishing handles also de-energize de generator. Each generator can be reset by the GEN control switch, when the failure is fixed. AC DISTRIBUTION SYSTEM The AC distribution system is divided in two different systems, operating independently one from each other, but with interconnection capacity. The Left and Right generator supplies electric energy to it corresponding bar for distribution to its respective systems. The energy from the APU generator can be directed to both generator bar simultaneously when any of the engine generators are operating, or directly to the AC ground service bar, when only service ground energy is required. The loads of the Auxiliary hydraulic pump, ground ventilators, horizontal stabilizer and galley energy, are supplied directly by the generator bars. In the left system, the remaining energy is directed to the AC bar to supply energy to the smallest AC monofasic loads and energy to the transformers-rectifiers. The right system is identical with exception that part of the energy is directed through AC ground service bar.

48

DC-9 ELECTRIC

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OPERATIONS MANUAL

CONTROLS AND INDICATORS – Electric control Board

GENERATORS CONTROLS SWITCH RESET – Resets the generator circuit control. OFF – Disconnects the generator from the AC distribution system ON – Connects the generator to the AC distribution system if the protection circuits don’t detects a failure.

APU RESET SWITCH RESET – Resets the control circuit of the APU generator NORM – Normal operational position APU PWR AVAIL BLUE LIGHT Indicates the APU generator is operating and its energy is available EXTERNAL ENERGY BARS (L & R) Selects the external energy to deliver it to the selected bar

EXT PWR AVAIL BLUE LIGHT Indicates the External AC energy is connected and its energy is available

APU TO BARS SWITCHES (L & R) Selects the APU energy to deliver it to its respective bar (4) ELECTRIC ENERGY IN USE BLUE LIGHTS Indicates the source of selected energy, which is connected to the respective bar.

AC COUPLING BARS SWITCH OPEN – Opens the relay if it’s closed, isolating the left and right AC distributions systems. Prevents the close of the relay, if it’s open. AUTO – Is operated normally in this position. In this position AC coupling relay is operating automatically

49

DC-9 ELECTRIC

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OPERATIONS MANUAL


AC LOAD INDICATORS Indicates the load that the generator is delivering to the distribution system. Indicates 0 to 1.5, being 1.0 100% the generator capacity.

VOLTMETER and AC FRECUENCY METER Indicates respectively voltage and frequency of the generator (engines or APU), or External energy, as be selected by the indication selector

DC VOLTAMPERIMTER Indicates the current load or discharge of the batteries, the voltage of it, or the voltage of the DC bar that is selected by the indication selector

DC LOAD INDICATORS Indicates the load of the respective transformer-rectifier is delivering to the distribution system. The indicators are double with separated scales, one per each transformers-rectifier which feeds to respective DC bars. Indicates 0 to 1.5, being 1.0 100% the TR capacity.

INDICATION SELECTOR Selects the energy source to be read in the AC voltmeter, Frequency indicator and DC voltamperimeter. When is selected the L or R position it reads on the corresponding instruments the frequency and voltage of the DC and AC Bars of the respective side. In other positions it selects the indicated source only

50

DC-9 ELECTRIC

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OPERATIONS MANUAL


CSD TEMPERATURE INDICATORS Indicates the oil temperature of the CSD and pressing the button switch, indicates the oil temperature rising through the CSD

CONSTANT SPEED DRIVE DISCONNECTION SWITCH A switch with guard disconnects the engine constant speed drive. CAUTION: The action of this switch is irrevocable.

EMER PWR IN USE WHITE LIGHT Indicates the emergency switch is on and the emergency bars are being energized through battery direct bar and emergency inverter.

DC COUPLING BAR SWITCH CLOSE – Connects the left and right DC bars, allowing any combination of the transformers –rectifiers energizes both DC bars. OPEN – isolates the left & right DC distribution systems. The DC system is operated normally in the open position.

BATTERY SWITCH ON – Act the battery relay to provide energy from the battery to battery bar, through direct battery bar.

EMER PWR SWITCH Selects the battery as emergency current source for DC and AC. OFF – Disconnects battery, eliminating it as emergency source. If other energy source (external or internal) is available, the energy to the emergency AC and DC bars is supplied through the normal distribution system. ON – Selects the battery as emergency current source. The current to the emergency DC bar is supplied by the direct battery bar and the AC energy is supplied through emergency inverter to the emergency AC bar. The inverter is fed from the battery direct bar.

51

DC-9 ELECTRIC

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OPERATIONS MANUAL

CAUTION AND WARNING LIGHTS

APU GEN OFF LIGHT Indicates APU Generator relays are open disconnecting his bars. NOTE: With one APU Generator relay (APR) closed, the lights go off

L OR R AC BUS OFF LIGHT Indicates that the AC t bar is not energized

CSD OIL PRESS LOW LIGHT Ignites when CSD oil pressure is below operational limits. (MASTER CAUTION LIGHTS will ignite too)

AC EMER BUS OFF LIGHT Indicates AC emergency bar is not energized

AC CROSS TIE LOCKOUT LIGHT Indicates that the generator coupling bars relay is locked in open, disabling the Ac cross feed.

DC TRANSFER BUS OFF LIGHT Indicates that the DC transfer bar is not energized

L or R GEN OFF LIGHT Indicates generator relay is open, disconnected from its bar, being for manual switch operation or by circuit’s protection failure

DC BUS OFF LIGHT Indicates any DC bars (Left or Right) are not energized. The DC Load indicators and/or voltmeters should be observed to determine la DC condition bars. The bars (L or R) can be interconnected, switching the DC coupling bars switch in CLOSE.

DC EMER BUS OFF LIGHT Indicates that the DC emergency transfer bar is not energized

52

DC-9

OPERATIONS MANUAL

FLIGHT MANUAL CHAPTER 7 HYDRAULIC GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

54

HYDRAULIC SYSTEM DEPOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

55

ENGINE DRIVEN HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

55

AUXILIAR HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

55


57

53

DC-9

OPERATIONS MANUAL

GENERAL The Aircraft has two hydraulic systems totally independents designed left and right. There is no way no take fluid from one system to the other. In some cases, the pressure from each hydraulic system provides the same service, as example part of the flaps actuator cylinders receives pressure from the left system, and other part receives pressure from the right system. The service which normally receives pressure from both systems will surely operate, but with reduced efficiency with one system is inoperative. Each system has a depot, an engine driven pump, moto-pump or alternate pump which connects mechanically both systems. In the right system, it has an auxiliary pump operated electrically. All pumps are designed to a continuous operation. In both systems, is used a SKYDROL hydraulic fluid, which fire resistant. The medium and high pressure, are stainless steel. The left hydraulic system supplies and distributes pressure for operation of the following subsystems: 1. - Interior Flight Spoilers 2. - Reverser Engine 1 3. - Wheel brakes left and right. 4. - Exterior Flaps actuators 5. - Exterior Slats Actuators 6. - Left cylinder wheel steering 7. - Elevator Augmenter 8. - Alternate hydraulic Pump (Moto-pump) The right hydraulic system supplies and distributes pressure for operation of the following subsystems: 1. - Exterior flight Spoilers 2. - Reverser Engine 2 3. - Rudder 4. - Interior Flaps Actuators 5. - Wheel brakes left and right. 6. - Landing Gear 7. - Right cylinder wheel steering. 8. - Alternate pump (Moto-pump) 9. - Flaps-Rudder limiter 10. - enger Aft stairs 11. - Interior Slat Actuators

54

DC-9

OPERATIONS MANUAL

The Engine driven Hydraulic pumps and auxiliary, provides a 3,000 lbs/in pressure. During normal flight conditions, when the system demands are low, the engine driven pumps will operate a 1,500 lbs/in pressure in order to augment the life service of the systems and pumps. HYDRAULIC SYSTEM DEPOT The left and right hydraulic systems depots are located aft interior corner in the main wheels well. Each depot, supplies exclusively to its respective system. Each depot has a capacity of 3 U.S. Gal, 11.35 litters. It has provisions for ground service on each system, localized in main landing gear bays, and includes connection for ground use, a hand pump for maintenance use and a valve for disconnect the spoiler and depressurize the system. ENGINE DRIVEN HYDRAULIC PUMPS The Left Hydraulic system is pressurized by a pump mounted on the left engine and the pump mounted on the right engine, pressurize the right hydraulic system. Each Pump is capable to deliver 3000 Lb/Plg² of pressure for any condition of the flight. The operations of each pump is controlled electrically by solenoids which are operated by a 3 way switch (HIGH, LOW, OFF), located in the First Officer instrument . AUXILIAR HYDRAULIC PUMP There is and auxiliary pump located in forward are in the main right gear well. This pump can supply the demand of its respective hydraulic system and is designed to continuous operation. However to increase its life should be shouted off when it’s not required. This pump is capable continuous flow at a relation of 8 gal per min and a pressure of 3000 lbs/in. The Pump feeds from the left generator bar and is controlled by the HYD AUX PUMP in the first officer instrument .

55

DC-9

OPERATIONS MANUAL

HYDRAULIC - CONTROLS AND INDICATORS

HYD TEMP HI LIGHT (Left & Right) Ignites when the hydraulic fluid temperature reaches approximately 105°C (221°F). MASTER CAUTION Lights also ignites

HYD PRESS LOW LIGHT (Left & Right) Ignite to indicate low pressure. If the SPOILERS pressure falls below 900 ± 100 lbs/in the light ignites. The switch who activates the light, is located forward of the pressure reducer.(1500lb/in and the relay valve. MASTER CAUTION Lights also ignites. The light will turn off when the pressure rises at minimum of 1200 lbs/in

HYDRAULIC PRESSURE INDICATORS (Left & Right) Shows the system hydraulic pressure between the pump and the depot.

ENGINE DRIVEN HYDRAULIC PUMP (Left & Right) NOTE: In case of electrical failure , the pumps will operate in HIGH no matter the switch position HI - Connects the pump and delivers 3000 lb/in

AUXLIARY HYDRAULIC PUMP (Left & Right) ON - Connects the pump and delivers 3000 lb/in

LOW –Connects the pump and delivers 1500 lb/in

OFF – Disconnects the pump.

OFF - No exit pressure for the hydraulic system operation. The hydraulic fluid will circulate to lubricate the pump.

HYDRAULIC QTY INDICATOR (Left & Right) Indicates the quantity of the hydraulic fluid in the depot. 0 to 10 quarts

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OPERATIONS MANUAL

FLIGHT MANUAL CHAPTER 8 INSTRUMENTS AND NAVIGATION

GENERALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

58

STATIC PITOT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

58

COM INDICATOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

60

HORIZONTAL SITUATION INDICATOR (HSI) . . . . . . . . . . . . . . . . . . . . . . . .

61

VHF NAVIGATION SYSTEMS - ANTENNAS LOCALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

62

- NAVIGATION VHF SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

63

- DISTANCE MEASURE EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

64

ADF SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

64

TRANSPONDER XPNDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

65

RADIOALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

65

ALTITUDE ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

66

57

DC-9

OPERATIONS MANUAL

GENERALS This chapter covers all the related to the systems and equipment of flight instruments and navigation. The systems and navigation equipment understand the dependant as independent systems. The equipment and the systems provide through of instruments attitude of the airplane, speed, altitude, vertical altitude, course, direction and time. STATIC PITOT SYSTEM This system for his operation takes information from the pitot probes (dynamic pressure) and from the de static pressure intakes. The instruments groups from this system are: Speed/Mach indicator, Barometric Altimeter, Over speed sensor and Vertical speed indicator (VSI). A Static selector allow to change, if requires, normal source of static pressure from the captain and first officer to use the alternate static source.

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DC-9

OPERATIONS MANUAL

INSTRUMENTS AND NAVIGATION

-

STATIC/PITOT SYSTEM

VERTICAL SPEED INDICATOR (VSI)

ALTITUDE TAPE

BAROMETRIC ADJUST WINDOW Indicates the barometric pressure adjust in Milibars (MB)

FIRST DIGIT TEN THOUSAND OF FEET SECOND DIGIT THOUSAND OF FEET THIRD DIGIT HUNDREDS OF FEET

BAROMETRIC ADJUST KNOB Is used to adjust the barometric pressure

BAROMETRIC ADJUST WINDOW Indicates the barometric pressure adjust in IN HG

BAROMETRIC ALTIMETER

ALTITUDE NEEDLE Indicates 1,000 feet per revolution.

BARBER POLE SPEED

SPEED FIXED DIAL From 60 to 400 Knots

MOVING MACH SCALE Range from 0.4 to 1.0

SPEEDMETER INDEX

MOVING NEEDLE For SPEED AND MACH MACH AND AIRSPEED INDICATOR

SPEEDMETER INDEX KNOB Used to adjust to a one speed the speed meter index

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DC-9

OPERATIONS MANUAL


WIND ROSE Is revolving and it is graduated in increments of 5°

-

CONTROLS AND INDICATORS COM INDICATOR SYSTEM

FAITH LINE Wind rose it reads against faith line. Shows the aircraft real heading when system is synchronized properly

ADF/VOR1 NEEDLE Indicates ADF or VOR marking according to adjusts with the ADF/VOR1 selective knob ADF/VOR1 SELECTOR KNOB VOR – ADF/VOR1 Needle shows the heading to the elected VOR facility in the Captain’s VHF/NAV Control board. ADF – ADF/VOR1 Needle shows the heading to the selected ADF facility in the ADF Radio.

RECIPROCAL HEADING MARKER Shows com reciprocal heading

ADF/VOR2 NEEDLE Indicates ADF or VOR2 marking according to adjusts with the ADF/VOR2 selective knob

ADF/VOR2 SELECTOR KNOB VOR – ADF/VOR2 Needle shows the heading to the elected VOR facility in the First Officer VHF/NAV Control board. ADF – ADF/VOR2 Needle shows the heading to the selected ADF facility in the ADF Radio.

STANDBY ARTIFICIAL HORIZONTAL INDICATOR BANK INDEX

HORIZON

REFERENCE BAR (AIRCRAFT SYMBOL)

COMPENSATION KNOB Turning it allows to adjust in vertical, the reference bar.

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DC-9

OPERATIONS MANUAL


COURSE INDICATOR Shows the Selected Course.

-

HORIZONTAL SITUATION INDICATOR (HSI)

FAITH LINE Indicates the magnetic heading stabilized aircraft gyro in the wind rose.

DME INDICATOR Shows distance to the selected VOR facility

SELECTED COURSE AND RECIPROCAL INDICATOR

SELECTED HEADING INDICATOR Shows the selected heading by the HEADING SELECTOR

TO / FROM Indicator Indicates VOR station direction along the selected course

GLIDESLOPE POINTER AND DEVIATION PATH

COURSE DEVIATION INDICATOR AND DEVIATION SCALE

HEADING SELECTOR Is used to adjust the desired heading indicator

COURSE SELECTOR Is used to adjust the desired course indicator. AIRPLANE SYMBOL

COM FLAG Appears when it has lost the com system energy, with respect to indicator’s mobile portions

GS FLAG The Glide path scale disappears to show the GS Flag when the glide path information is unusable.

VOR LOC FLAG Appears when the VOR LOC information is unusable.

61

DC-9 INSTRUMENTS AND NAVIGATION

OPERATIONS MANUAL

-

NAVIGATION VHF SYSTEMS ANTENNAS LOCALIZATION

62

DC-9

OPERATIONS MANUAL


-

NAVIGATION VHF SYSTEMS

*DC-9 Series 10’s and 30’s* FREQUENCY SELECTOR. Selects the second and third digit of VOR / LOC

FREQUENCY SELECTOR. Selects the fourth and fifth digit of VOR / LOC

VOR (1 & 2 ) WINDOW FREQUENCY Shows selected frequency of the VOR/LOC NAV 1 and 2 systems.

COURSE INDICATOR Shows the Selected Course.

COURSE SELECTOR Is used to adjust the desired course indicator.

*DC-9 21, 41 and 51* FREQUENCY SELECTOR. (NAV 1) Selects the VOR1 / LOC Frequency

HEADING SELECTOR Is used to adjust the desired heading indicator

FREQUENCY SELECTOR. (NAV2) Selects the VOR2 / LOC Frequency

NAVIGATION VHF SYSTEMS - DISTANCE MEASURE EQUIPMENT (DME)

DME1 INDICATOR Shows distance in nautical miles between one ground station and the airplane in the NAV 1. A flag covers the distance indicator when this information is unusable.

DME2 INDICATOR Shows distance in nautical miles between one ground station and the NAV 2. A flag covers the distance indicator when this information is unusable.

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OPERATIONS MANUAL


-

ADF SYSTEM DC – 9 Series 10’s and 30’s

ADF WINDOW FREQUENCY Shows selected frequency of the ADF system.

ADF FREQUENCY SELECTORS Selects the ADF Frequency Right – Selects Thousand and hundreds. Center – Selects Tents Left - Selects Units

ADF SYSTEMS - DC – 9 Series 21, 41 and 51

ADF1 ACTIVE FREQUENCY Shows selected Active frequency of the ADF system.

ADF1 ACTIVE FREQUENCY SELECTOR (FS 9 Only) Selects the ADF1 Active Frequency

ADF1 STANBY FREQUENCY (FSX ONLY) Shows selected standby frequency of the ADF system.

ADF1 STANBY FREQUENCY SELECTOR (FS X Only) Selects the ADF1 Standby Frequency

ADF2 ACTIVE FREQUENCY Shows selected Active frequency of the ADF2 system.

ADF2 ACTIVE FREQUENCY SELECTOR Selects the ADF2 Active Frequency

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DC-9

OPERATIONS MANUAL


-

TRANSPONDER XPNDR

TRANSPNDER CODE WINDOW Shows the selected transponder code by the selector knobs.

Click Spot Thousands (+ and -)

Click Spot Integers (+ and -)

Click Spot Hundreds (+ and -)


DECISION HEIGHT FLASH LIGHT When ignites, indicates that minimum decision altitude has been reached

Click Spot Tens (+ and -)

-

RADIOALTIMETER

RED FLAG Will appear when the radioaltimeter indications isn’t reliable or when the instrument is out of operation

MINIMUM DECISION ALTITUDE SELECTOR BUG

NEEDLE INDICATOR Hidden at altitudes higher than 2,500 feet.

MDA CONTROL KNOB Turning it, controls and set the MDA bug in the selected minimum decision altitude

65

DC-9 INSTRUMENTS AND NAVIGATION

OPERATIONS MANUAL -

ALTITUDE ALERT

ALTITUDE DIGITAL SCREEN Adjustable from 0 to 52,100 feet.

ALTITUDE SELECTOR KNOB Turning to select the desired altitude

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DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 9 ENGINES

GENERALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

68

ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

68

THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

68

ENGINES CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . .

69

- ENGINE INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

70

- THRUST COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

71

- CAUTION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

72

67

DC-9

OPERATIONS MANUAL

GENERALS The aircraft is equipped with two Pratt and Whitney JT8D Series rated at 14,000 to 16,000. The engines are equipped with a reverse thrust system. The accessories installed and impelled on each engine are: A 40KVA generator installed on the CSD Hydraulic Pump Generator Tachometer (N1) Generator Tachometer (N2) Fuel control and pump Pneumatic march. ENGINE START Any engine could be started using ground pneumatic plant or by the pneumatic supply of the auxiliary power unit. Once an engine is operating, the opposed one, could be started, using the pneumatic cross feed system THRUST REVERSER SYSTEM The reversers are used only in ground. The static thrust developed by the engines, is about of 40% of the forward thrust. The reversers are actuated hydraulically, with deploying time of 2 seg. Each reverser consists on two reflectors oriented vertically, which, when they are stored, form part of the aft engine cowling. When are extended, directs the exhaust gases to up and down of the engine.

68

DC-9 ENGINES

-

OPERATIONS MANUAL

ENGINES CONTROLS AND INDICATORS Reverse Handles (left, right) Pulling back it deploys the reversers and push reverse is obtained. Reverse thrust can only be selected when the forward thrust levers are in idle position

Throttle Handles (left, right) Each throttle is connected by wires to their respective unit of fuel control to regulate engine push. The thrust levers can only be advanced if the reverse thrust levers are down

IGN SWITCH OFF – Systems de energized GRD START CONTIN – Provides ignition of 20 joules of AC to the exciters when the fuel control handle is set. OVRD - Provides ignition of 20 joules of AC to the exciters over ing the fuel control handle.

FUEL HEAT SWITCH ON – Is used to prevent or remove filtrated ice in the Engine’s fuel. FUEL HEAT ON Ignites during the time that is being energized.

ENG REVERSE UNLOCK Ignites when the reversers are unlocked and extending

ENGINE START SWITCH (L & R) ON – Closes the circuit to energize the solenoid of the march valve(controlled electrically, operating pneumatically). When the march valve opens 5º the START VALVE OPEN ignites in the annunciator . The valve directs the pneumatic pressure to the turbine march PNEU PRESS INDICATOR Indicates the available pneumatic pressure for starting engines. Should have a pressure fall, when the march valve opens

ENG REVERSE THRUST Ignites when the reversers are totally extended.

69

DC-9 ENGINES RAT INDICATOR For description refer to ENGINES – CONTROLS AND INDICATORS – THRUST COMPUTER

-

OPERATIONS MANUAL

ENGINES CONTROLS AND INDICATORS ENGINE INSTRUMENTS ENG PRESS RATIO (L & R) Pressure measured in the engine entry (PT12) and exit of the same(P17) is transmitted to the EPR instrument . The difference between the entry and exit is the thrust measure developed by the engine

N1 INDICATOR (L & R) Indicates the RPM of the N1 compressor. The small dial is graduated in incremental of 1%, marked from 0 to 9. The Exterior dial is graduated in increments of 2% marked each 10%, from 0 to 100. The tachometer systems are auto generated

FUEL TEMP INDICATOR Indicates the fuel temp ahead of the hot air-fuel exchanger

FUEL FLOW INDICATOR For description refer to Fuel chapter

OIL PRESS INDICATOR (L & R) Indicates the oil pressure in the distribution lines, together main oil filter

OIL TEMP INDICATOR (L & R) Indicates the oil temp that has not ed by the fuel/oil radiator.

OIL QTY INDICATOR (L & R) Indicates the usable oil quantity in the tank. Expressed in Quartz N2 INDICATOR (L & R) Indicates the RPM of the N2 compressor. The small dial is graduated in incremental of 1%, marked from 0 to 9. The Exterior dial is graduated in increments of 2% marked each 10%, from 0 to 100. The tachometer systems are auto generated

EXH TEMP INDICATOR (EGT) (L & R) Indicates in centigrade degrees the temperature of the exhaust air (TT7).The face is graduated in increments of 20ºC, from 0ºC to 860ºC

70

DC-9 ENGINES

-

OPERATIONS MANUAL

ENGINES CONTROLS AND INDICATORS THRUST COMPUTER RAM AIR TEMPERATURE (RAT)

NOTES: 1.- The EPR limits on this scales does not make adjust by engine anti-ice and/or lost by ice protection in the surfaces 2.- To adjust the MCR in the JT8D at altitudes below 1500 feet or above of 20,000 feet, use the MCL scale selected in the NORM1

LEFT WINDOW Shows the Engine pressure ratio for static takeoff or flight takeoff. White numbers are the EPR. Amber numbers indicates the EPR limitation for the showed altitude.

ENGINES

-

RIGHT WINDOW Shows the Engine pressure ratio for maximum ascend o maximum continuous thrust. See Notes

RAM AIR INDICATORS (ed mechanically) SELECTOR KNOB NORM 1 – STA TO Static takeoff to the Left and MCL Maximum Climb to the right. NORM 2 - MCR (Max Cruise) to the left and MCL to the right EMER - FLT TO (Flight Take off) to the left and MCT (Max Continuous Thrust) to the right

ENGINES CONTROLS AND INDICATORS CAUTION LIGHTS

START VALVE OPEN LIGHT (L & R) Ignites when the butterfly march valve opens 5 or more

FUEL HEAT ON LIGHT (L & R) Ignites when the engine air purge cut valve opens to the air-fuel heat exchanger

OIL STRAINER CLOGGING (L & R) Ignites when the differential pressure through the main engine oil filter is 35 lb/in or less. MASTER CAUTION LIGHT ignites too.

OIL PRESS LOW (L & R) Ignites when engine oil pressure is 35 lb/in or less. MASTER CAUTION LIGHT ignites too.

INLET FUEL PRESS LOW (L & R) Ignites when pressure fuel supply is approximately 5 lb/in or less. MASTER CAUTION LIGHT ignites too.

FUEL FILTER PRESS DROP (L & R) Ignites when differential pressure in the main fuel system is approximately 5 lb/in or less. MASTER CAUTION LIGHT ignites too.

71

DC-9 ENGINES

-

OPERATIONS MANUAL

LIMITATIONS ENGINE THRUST

The takeoff thrust levels, maximum continuous and Maximum ascent are established by EPR appropriate values for the ambient pressure and engine total entry temperature conditions. OPERATIONAL LIMITS

Maximum cont. Maximum Ascent IDLE Starting: - In Ground - In Flight

MAX. Observed EGT ºC

Minimum oil pressure Lb/In

Oil Temperature ºC

5 min 2min Continuous Continuous Continuous

650 660 610 610 480 +

40 40 40 40 40

130 130 130 130 130

Momentarily Momentarily

550 650

Maximum rotor speed (RPM) N1

N2 12250 RPM (100 %)

Takeoff

TIME LIMIT

8800 RPM (102.4 %)

OPERATIONAL CONDITIONS

+ Applies when is using some air purge or thrust extraction OPERATIONAL MARCH CYCLE Standard Alternate 90 seconds set 90 Seconds Set 5 minutes off 10 minutes off 30 seconds set 60 seconds set 5 minutes off 10minutes off 30 seconds set 60 seconds set The sequence can continue The sequence can continue IGNITION The engine ignition is not included in the FAA limitations, However, observance of the following cycle work will increment the life and will help to prevent damage to the equipment SELECTOR POSITION CYCLE WORK GROUND START/OVRD 10 Minutes set (20 AC JOULE) 10 minutes off ANTI ICE THE ENGINES ANTI ICXE MUST BE SET DURING TAKEOFFS IF THERE IS ICE FORMATION CONDITIONS OR IF FORESEING THIS.

REVERSERS REVERSE USE DURING TAXI OR IN FLIGHT IS NOT ALLOWED

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DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 10 PNEUMATIC

GENERALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74

AUGMENTATION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74

CROSSFEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

74


75

LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

76

73

DC-9

OPERATIONS MANUAL

GENERALS The Pneumatic system is divided in two identical systems. Each system is designed to operate independently or in parallel. Is used and pneumatic purge for the engine starting, ice protection, air conditioning and pressurization. The pneumatic for the engines starting is supplied by the APU or by pneumatic equipment on ground. For the start of the opposed engine, can be done by the pneumatic purge from the engine already started. The Pneumatic is obtained from the air purge from the 8a and/or 13a compressor stage from both engines. Normally the engine purge supplies the demands of its respective air conditioning systems. AUGMENTATION VALVE An augmentation valve on each system regulates automatically the flow of the 13th stage inside the system, when the pressure of the 8th stage is not high enough to satisfy the demands of the air conditioning system. During DE-ICE system operation , the augmentation valve operates as a temperature control valve. CROSSFEED VALVE The cross feed valve are controlled manually from the flight deck by means of two handles located in the aft part of the pedestal. This valves serves to direct the pneumatic supply from the APU or Ground plant to one or both engines during starting, or from one engine to another when one engine is used to starting the other. Directs the air for one or both engines to ice protection system and to the air conditioning system.

74

DC-9 PNEUMATIC

-

OPERATIONS MANUAL

CONTROLS AND INDICATORS

RED ARC

YELLOW ARC

PNEUMATIC PRESS INDICATOR Indicates the pneumatic pressure on the cross feed multiple

PNEUMATIC PRESS INDICATOR (PNEU PRESS)

CROSSFEED PNEUMATIC HANDLES The handles for the operation of the Cross feed valve (Left and Right) They are of the type of multiple adjustment and can be left in any position. Since totally closed to totally opened, As required

75

DC-9

PNEUMATIC

-

OPERATIONS MANUAL

LIMITATIONS

RED ARC

YELLOW ARC

PNEUMATIC PRESS INDICATOR

Yellow Arc ……………………………………….0 – 20 Lb/In2 Red Arc………………………………………..82 – 100 Lb/In2

Minimum Pressure for Ice protection………………………20 Lb/In2 Maximum operational Pressure…………………………….82 Lb/In2

NOTE: Pressures between 0 and 50 Lb/In2, with the Cross feed handles Closed are considered –normal-

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DC-9

OPERATIONS MANUAL

FLIGHT MANUAL CHAPTER 11 AUXILIARY POWER PLANT GENERALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

78


79

77

DC-9

OPERATIONS MANUAL

GENERALS The auxiliary power plant (APU) is a self contained gas turbine installed on the aircraft with the primary purpose of supply electrical power and pneumatic for the air conditioning and engine starters, else energy for the normal operation of the electrical systems while de aircraft is in the ground. The unit can be started and operated on flight as alternate electric. The APU is installed in non pressurized area of the bottom of the fuselage behind the pressure bulkhead. The APU is feed from the fuel of the right tank. The Starting pump or any right or central fuel pump which is operating, will supply fuel to the auxiliary plant. The APU can be feed also with by any left fuel pump if the fuel cross feed handle is in one position. A fire detector system, with the same characteristics as the engine fire detection system, is installed in the APU. The APU has a 40Kva generator. The electric energy to starting the APU is provided by the aircraft battery. The air purge for the engine starting and the operation of the air-conditioning system is obtained in a port in the turbine collector chamber of the APU. The starter and fire controls are situated on the APU control , in the overhead . It has a circuit to provide 1minute automatic warming when the APU is starting, independently of the air purge position switch, and 1 minute for the automatic cooling after the master switch is set to off. A switch control for the doors allows the automatic selection in order to position of the air intakes doors. The switch is set in AUTO for all normal conditions of Starting and operation. The APU fuel control is automatically. The extraction of the pneumatic energy is regulated by a load control valve, controlled by a pneumatic thermostat which regulates the fuel flow as the APU load requires. The APU generator demand has priority over pneumatic extraction.

78

DC-9

OPERATIONS MANUAL

AUXILIARY POWER PLANT

APU EXHAUST GAS TEMPERATURE (In ºC)

-

INDICATOR AND CONTROLS

APU RPM % INDICATOR Outer face is calibrated until 100% and has a green arc which comes from 95 to 105% to indicate a normal operational range. The small face is calibrated 1/10 from the external face. NOTE: It can not be obtained energy from the generator until RPM reaches 95%

FIRE AGENT SWITCH In OFF the circuit do not discharges the FIRE extinguishers bottles. In DISCH closes the circuit and discharges the extinguisher agents, if the FIRE CONT is in APU OFF & AGENT ARM position

AIR SWITCH In OFF position de energizes the control circuit of the APU air purge valves. In ON completes the electric circuit of the APU air purge valve, providing pressure air to the pneumatic system after the APU RPM es 95%.

FIRE CONT SWITCH NORM position completes the APU master circuit switch. In OFF & AGENT ARM shut offs the fuel supply and arm the FIRE AGENT Switches for manual discharge of the fire extinguisher agent

DOOR SWITCH (INOP) AUTO Position (Locked) It Selects automatically the doors in RAM for starting and NON-RAM for ground operation and flight. OFF opens the door control circuit

APU MASTER SWITCH START - position momentarily completes control circuits of the APU air intake doors, arm the shutdown relay of 110% of over speed, complete the APU march circuits, which is maintained closed until the 35% switch is deenergized or the switch is ed manually to OFF, open the fuel tank solenoid valve, arms the more than 95% switch, energize the amplifier of the fire detector, arm the external APU fire switch, arm the oil pressure sequence switch in such way that the ignition and fuel, are provided when the APU oil pressure reaches 2 lb/in or approximately 5% R.P.M.

RUN - retains all the circuits that was started in the START position with exception of the starter portion of the march circuit. When it reaches 95% of the RPM the more than 95% switch de-energizes the ignition and energize the hour counter and the 95% R.P.M. retention relay, which arm the air purge switch and the pneumatic solenoid valve for the shut down. OFF - Position de-energizes the circuit of both fuel solenoid valves, which closes, de-energize the hourcounter, arm the closing air intake doors control of and isolate the starting and ignition systems APU OIL TEMP HI LIGHT Acted by a thermal on the APU Oil tank when the Oil temperature reaches approximately 123.9ºC (255ºF)

APU FIRE LIGHT Acted by a signal of the fire protection system. APU OIL PRESS LOW LIGHT Actuated by a APU oil pressure switch when the pressure is between 35 and 45 lb/in. Light must be ignited on APU starting and should off during Starting

79

DC-9

OPERATIONS MANUAL

FLIGHT MANUAL CHAPTER 12 ICE & RAIN PROTECT

GENERALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

81

ICE PROTECT IN ENGINES AND CONTROL SURFACES . . . . . . . . . . . . . .

81

PROBE HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

81

COMPONENTS LOCALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

82


83

80

DC-9

OPERATIONS MANUAL

GENERALS Ice protection systems uses hot air and electric resistance for anti ice, defog and de-ice. The rain removal is made it by chemical repellent and the windshield wipers electrically operated. The air purge of anyone of the engines provides hot air for Anti ice of: Slats, air probe pipes and for De-Ice of stabilizer’s leading edge. Separated systems control the Anti-ice on the compressor blades and the nacelle. A system of ducts of crossed feeding allows that the heating of the leading edge of the wing is provided by one or both engines. Electrical resistance are used for De-Ice of the pitot tubes, static ports, Stall sensors and the TAT. ICE PROTECT IN ENGINES AND CONTROL SURFACES When one or both AIRFOIL switches and their associated valves of feeding crossed of pneumatics are acted; the system of protection against ice of the surfaces, provides heating to Slats, Strakes, and to the blower pipe of impact of the conditioned air in flight. The protection against ice for the engines is provided by independent systems, controlled by located individual switches in the board of DE-ICE protection. Each system provides protection against ice to its respective engine, nacelle and fan. PROBE HEAT Operation of the probe heat system is fully automatic. Power to the electrically heated probes is applied any time an engine is running.

81

DC-9 ICE & RAIN PROTECT

OPERATIONS MANUAL -

COMPONENTS LOCATION

82

DC-9 ICE & RAIN PROTECT

OPERATIONS MANUAL -


AIR FOIL L SYS AND R SYS SWITCH Acts the shutoff valve and pressure regulator of the ice protection, allowing the air purge of the engine 8th stage supplies with hot air the anti ice system. Also activates the augmentation valve of the corresponding system, allowing that opens the necessary to rise the temperature in the ducts between 232 and 254ºc.The switch can be set in ON in one or both at a time.

WINDSHIELD SWITCH Controls the heat for Windshield anti ice and defog for the central windshield, and heat for the direct vision and upper windows

HEATER CUR Monitor the current flow en in the circuit selected by the METER SEL & HEAT. The normal operational value is from 2 to 10 units. Depending of the selector position.

ENGINE L OR R SWITCH ON – Opens the regulator and anti ice shutoff valves of the respective engine, itting air of the purge of the 8th purge to the guide blades of the compressor entry and the bullet. Also opens the shutoff valve of the nose hopper, itting air of the 13th stage to the nose hopper. OFF – Shutoff

METER SEL & HEAT SELECTOR When the selector moves from the OFF position, all the heating circuits are energized. The selector provides DC energy to the PITOT probe heaters and AC energy to the Static ports to the RAT probe, to the stall probe and heater to the rudder limiter Pitot probe. During ground operations does not supply energy to the RAT probe

WING ANTI-ICE ON LIGHT Indicates anti ice hot air has been selected to for the wing leading edge AIRFOIL ICE PROT PRSS AB LIGHT Indicates low pressure or unbalanced in the wing, or low pressure in the leading Edge on the horizontal stabilizer

TAIL BUTTON Pressing it, closes the shutoff valve of the ICE protection of the wing and opens the ice protection shutoff valve of the Tail for 2.5 minutes, after, it returns the hot air to the wings

L OR R ENG ANTI-ICE ON LIGHT Indicates engine anti ice system switches are ON. Note: When any valve opens no matter position of the switch, the light ignites.

ICE PROTECT TEMP LOW Indicates temperature in the pneumatic crossfeed duct is on or below 199ºC (390ºF). This indicates that temperature is too below due a low engine thrust or a failure in the respective temperature control system. L OR R RNG VALVE LIGHT Indicates discrepancy between any of the 3 anti ice valves and the switch position.

TAIL DE ICE ON LIGHT Indicates De ice hot air has been selected for the leading Edge of the horizontal stabilizer PITOT HEATER OFF LIGHT Ignites to indicate that the METER SEL & HEAT selector is in off position or if the selector is in other position, indicates loss of electric energy to the resistances from one or more pitot probes or stall sensors. MASTER CAUTION lights ignites too. ICE PROTECT TEMP HIGH LIGHT Indicates temperature of the delivered air in the cross feed duct is above 265ºC (510ºC), indicating a failure in the temperature control system.

ICE PROTECT SUPPLY PRESS HI LIGHT Indicates an excessive pressure in the ducts due a failure in the anti ice pressure regulator valve

83

DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 13 FIRE PROTECTION

GENERALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

FIRE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

ENGINE FIRE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

APU FIRE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85

FIRE EXTINTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85


86

84

DC-9

OPERATIONS MANUAL

GENERALS The fire protection system provides de media to detect and extinguish fire on the engines, APU compartment besides to immediately alert the crew by audible and visual indications. The system consists in components of: detection, extinction and indication of fire and electric circuit. The system is double, has two separate fire detection circuits (LOOP A and B) and an individual control on each area. Even with an inoperative detection circuit (LOOP) in an area, the aircraft can be dispatched or continuing the flight with the other operative circuit. FIRE INDICATION It has fire alarm indication on the flight deck by MASTER WARNING light, the corresponding light of each engine and APU, a fire bell and a fire alarm speaker. ENGINE FIRE INDICATION The Engine fire alarm lights are located in the Fire extinguisher handle (R & L ENG FIRE) which are on the upper . The handle are red, of transparent material, which illuminates when the lights ignites. When a fire condition is detected on an engine area, the respective fire handle ignites and fire bell will sound. The Bell sound will be silenced automatically when the fire extinguisher handle is pulled. APU FIRE INDICATION It has red fire alarm lights of the APU, are located on the anunciator and APU ground control . MASTER WARNING will ignites together with a APU fire detection system signal. FIRE EXTINTION The Extinguisher system consists in a fixed system and a portable. The fixed counts with 2 extinguisher bottle agents, distribution lines control circuit a low pressure indication lights

85

DC-9 FIRE PROTECTION

OPERATIONS MANUAL

-


FIRE AGENT SWTICH When They are set in DISCH position discharges the extinguisher agent to the APU

APU FIRE CONT SWITCH NORM – Closes the circuit f the APU Master switch for normal operation. OFF & - Shutoff APU and closes the FIRE AGENT AGENT circuits for the subsequent discharge of ARM the fire extinguisher agent.

APU FIRE Light Illuminates by a signal of the APU FIRE detection system.

FIRE DETECTOR LOOP Light ignites when any Light of the Engine Fire detection ignites.

AGENT 1 LOW or AGENT 2 LOW LIGHTS Will ignites when the pressure of the applicable agent extinguisher bottle will be less than 275 lbs/in approximately.

FIRE EXTINGUISHER HANDLES (LEFT & RIGHT) Each handle provides the fire alarm and protection indication for the respective engine. Light inside the handle ignites by a signal of the fire detection circuit and the test circuit. Pulling the handle, will silence the fire bell horn, shut off the generator control relay, the fuel and hydraulic supply and closes the pneumatic crossfeed valve. Turning the handle to the left or right, will discharge the extinguisher agents No 1 or No 2.

FIRE BELL OFF SWITCH Silence the FIRE alarm sound when is pressed.

LOOPS A or LOOP B TEST BUTTON When a Test button is pressed, sends a false alarm signal to the respective circuits, and if the (LOOPS) selector is on the corresponding position, The LOOP applicable lights “MASTER WARNING” ENGI FIRE, APU FIRE and FIRE DETECTOR LOOP will ignites and Fire bell will sound.

86

DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 14 LANDING GEAR

GENERALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

88

NOSE GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

88

NOSE GEAR BAY DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

88

MAIN LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

88

MAIN COMPONENT LOCALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

89

VISUAL VERIFICATION OF POSITION OF THE LANDING GEAR LOCK . .

90

CONTROLS AND INDICATORS FLIGHTDECK & BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

91

NOSE WHEEL STEERING CONTROL BRAKES & ANTISKID . . . . . . . . . . .

92

MINIMUM TURNING RADIOS - DC-9 Series 10’s and 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 - DC-9 Series 30’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

94

- DC-9 Series 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

95

- DC-9 Series 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

96

87

DC-9

OPERATIONS MANUAL

GENERALS The airplane counts with a conventional landing gear tricycle type. When is retracted, stays fully covered by doors. This are actuated hydraulically and mechanically. The landing gear is acted by the landing gear handle installed on the first officer . Can be extended by free fall using an emergency extension handle, located on the floor, right to the pedestal. The undercarriage is retracted by hydraulic pressure from the right system and can be extended and locked by pressure of the right hydraulic system, by pressure of the alternate system or by free fall. When free fall is used, the main landing gear doors, operated hydraulically, will not close An a visual and audible system, provides electrically an indication of the landing gear position and its doors. A tail skid is located in lower aft section of the fuselage to prevent structural damage, if this would have with the runway. NOSE GEAR The set of the nose gear consists of two installed double wheels of a steerable strut. The nose gear is insured in the extended or retracted position by a centered mechanism. During the normal operation, the mechanism of trim unlocks hydraulically to allow to the extension and retraction of the gear. NOSE GEAR BAY DOORS The cover of the nose gear well, consists in four doors, two in the front and two back. These operate mechanically and by the movement of nose to gear during the extension and retraction. The front doors remain closed when the nose gear is extended, but it can be opened for maintenance operations. MAIN LANDING GEAR The airplane has two sets of landing to gear compounds, by two double wheels, mounted on a shock absorber. Each set locks in extended position by trim mechanism. Once main gear is retracted, will be sustained by hydraulic pressure as long as the hydraulic pumps are operating to 3000 PSI. If the pumps operate to 1500 PSI, main gear will rest on the doors. If there’s not enough hydraulic pressure to the extension of gear, the locks of the doors of main to gear can loosen with the handle of extension of the emergency gear.

88

DC-9 LANDING GEAR

-

OPERATIONS MANUAL MAIN COMPONENT LOCALIZATION

89

DC-9 LANDING GEAR

-

OPERATIONS MANUAL VISUAL VERIFICATION OF POSITION OF THE LANDING GEAR LOCK

90

DC-9 LANDING GEAR

-

OPERATIONS MANUAL CONTROLS AND INDICATORS FLIGHTDECK & BRAKES LDG GEAR GREEN LIGHTS Illuminates when landing gear handle is down and the gear is down and locked. GEAR DOOR OPEN LIGHT When ignites indicates the main gear doors are not completely closed, or the landing gear valve is on derivation and there is no available pressure to close completely the doors

GEAR UNSAFE RED LIGHTS Indicates an unlocked landing gear condition. Will remain illuminated unless the landing gear condition (totally down or totally up) concords with the selected position of the control handle.

LANDING GEAR HANDLE UP - It positions the control valve to retract the landing gear hydraulically. It activates the alarm system of the gear until is retracted totally. UP LATCH CHECK - Provides media in order to landing gear doors are locked and the nose leg is locked. All the indication lights must remain off DOWN - It positions the control valve to unlock hydraulically, extend and locks the landing gear. It activates the alarm system of the gear until this one extends and it assures totally.

LANDING GEAR RELEASE BUTTON Allows to unlock the anti-retraction and set the landing gear control handle in UP position, in case of the air-ground changer mechanism fails after takeoff

BRAKES MANOMETERS L & R Provides indication of the available pressure in any of the hydraulic Systems for brakes application.

BRAKE SELECTOR HANDLE Allows to select any or both hydraulic Systems to the operation of the brakes. The handle is retained in Left or right positions.

91

DC-9 LANDING GEAR

-

OPERATIONS MANUAL CONTROLS AND INDICATORS NOSE WHEEL STEERING CONTROL BRAKES & ANTISKID

A nose wheel steering wheel is installed on the left sidewall. PARK BRAKE CONTROL In order to set parking brakes, press the pedals, rise the knob and release the pedals. When the parking brakes are set, this can be released pressing any pair of pedals.

STEERING WHEEL Provides directional control over the nose wheels during ground operations

NOTE: If the throttles are set to takeoff position and the parking brakes are set, the take off alarm sounds.

PARKING BRAKES ON LIGHT Ignites when the parking brakes are set. When the brakes are no set and the light is on, indicates a failure on the ANTI-SKID

CIRCUIT TEXT SWITCH OFF – Test circuit inoperative A or B positions are duplicated circuit test. Anti-skid lights should ignites with the switch in any of this positions. Before the test, the ANTISKID Switch should be in ARM position to activate the system and the parking brakes should be released.

RUDDER BRAKE PEDALS Pushing the full pedal turns the nose wheel up to 15 degrees in either position. Pushing the top of the pedal actuates the wheel brakes.

ANTI-SKID LIGHT OFF – ANTI SKID system is inoperative. The foot pressure over the pedals, controls the hydraulic pressure over the brakes. 4 ANTI-SKID lights on. NOTE: The OFF position is also used to cycling the system. If any anti-skid light remains ON with the switch in AMR position must be set in OFF and return to ARM to cycling the system. ARM – After the wheel turns, the antiskid system will measure the hydraulic pressure on the brakes, resultant of the pressure applied to the brakes. The Anti-skid system will watch the wheels speed to provide maximum cooling without skidding until approximately 20 knots. ANTI-SKID lights OFF

ANTI SKID LIGHTS The corresponding Light will ignites to indicate a failure on the antiskid protection of the specific wheel. All light will remain on if the Arm switch is in OFF position, or while the parking brakes are set.

92

DC-9 LANDING GEAR

-

OPERATIONS MANUAL MINIMUM TURNING RADIOS DC-9 Series 10’s and 21

93

DC-9 LANDING GEAR

-

OPERATIONS MANUAL MINIMUM TURNING RADIOS DC-9 Series 30’s

94

DC-9 LANDING GEAR

-

OPERATIONS MANUAL MINIMUM TURNING RADIOS DC-9 Series 41

95

DC-9 LANDING GEAR

-

OPERATIONS MANUAL MINIMUM TURNING RADIOS DC-9 Series 51

96

DC-9

OPERATIONS MANUAL FLIGHT MANUAL CHAPTER 15 AUTOMATIC FLIGHT

CONTROLS AND INDICATORS FLIGHT DIRECTOR INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

98

AUTOPILOT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

99

NORMAL OPERATION SERVOS ENGAGE AND PITCHING MANEOUVERS . . . . . . . . . . . . . . . . . .

100

VOR AUTOMATIC CAPTURE WITH AUTOMATIC PILOT . . . . . . . . . . . . . .

101

AUTOMATIC ILS APPROACH WITH AUTOMATIC PILOT . . . . . . . . . . . . .

103

97

DC-9 AUTOMATIC FLIGHT

OPERATIONS MANUAL -

CONTROLS AND INDICATORS FLIGHT DIRECTOR INDICATOR

BANK INDEX AND SCALE

AIRCRAFT SYMBOL

BANK ATTITUDE INDICATOR

FLIGHT DIRECTOR BAR Presents the flight director as it was adjusted in the mode selector. NOTE: Is not visible when there is a failure

RADIO HEIGHT INDICATOR Connected to the radio altimeter on the same side to provide rising runway display. Starts to indicate at 200ft and will touch the symbolic main gears of the aircraft symbol at touch down

PITCH ATTITUDE KNOB Can be used to manually adjust horizon sphere in pitch

HDG SEL LIGHT HDG SEL switch is in ON position

TURN & BANK

AUTOPILOT MODE ANUNCIATOR

ALT HLD Vertical speed wheel is in ALT HOLD position

V/L ARM LIGHT Autopilot armed to automatically capture the VOR or Localizer

G-P ARM LIGHT Autopilot armed to automatically capture the Glide path

V/L CAP LIGHT Autopilot has captured the VOR Localizer

G-P CAP LIGHT Autopilot has captured the Glide Path

AUTOPILOT OFF LIGHT Ignites when abnormal condition disengages the autopilot, except when the wheel switch is used to disengage it.

YAW DAMPER SWITCH ON –Energizes the lineal servo of the rudder axis to control in the yaw axis, damping the yaw tendency in controlled flight, automatic or manual way. The Yaw damper will activate, no matter the position of the switch when the autopilot is engaged. OFF – Damper will be deactivated when the autopilot is disengaged, by the SERVOS ENGAGE/DISENGAGE or by autopilot servo switch,

98


OPERATIONS MANUAL -


TURN KNOB (INOP) Primary control of the AFCS; allows to start manually changes to the heading. A block system disengages automatically any other lateral control when the knob is moved from center position.

VERT SPEED CONTROL Allows the insertion of the control of vertical Speed in the automatic pilot ALT HOLD position (central position) maintains the existing altitude. The approximately vertical speed relations are indicated on the wheel.

PITCH SELECTOR Select the desired mode on the pitch axis. MACH HOLD – The Mach number existing at the time of engagement is maintained by corrections in pitch attitude IAS HOLD – The speed existing at the time of engagement is maintained by corrections in pitch attitude VERT SPEED - Allows the vertical speed control by the VERT SPEED Wheel or by a Glide path deviation signal. PITCH HOLD – Maintains the current pitch attitude in the moment of engaging.

HDG SEL SWITCH Locks the directional control of the aircraft to the com heading, as selected and with the Turn Knob in center position.

SERVOS ENGAGED DISENGAGED Engages the autopilot

NAV SELECTOR Allows radio selection to control the Aircraft. DOP – This position engages lateral navigation, Engages VOR/LOC and GPS, follows the GPS plan previously loaded on the flight planner. NAV LOC – Provides automatic capture and maneuvers along of the path of the VOR or Localizer. TURN KNOB – (INOP) ILS – Arms the automatic ILS capture system. MAN G/P - Same as ILS, except autopilot start capture of the glide path.

NOTE: PITCH HOLD can be engaged anytime always that the pilot is not under command of some glide path.

99


OPERATIONS MANUAL -

NORMAL OPERATION SERVOS ENGAGE AND PITCHING MANEOUVERS

100


OPERATIONS MANUAL -

NORMAL OPERATION - VOR Automatic Capture With Automatic Pilot (SHEET 1 )

101


OPERATIONS MANUAL -

NORMAL OPERATION - VOR Automatic Capture With Automatic Pilot (SHEET 2 )

102


OPERATIONS MANUAL -

NORMAL OPERATION - Automatic ILS Approach With Automatic Pilot (SHEET 1 )

103


OPERATIONS MANUAL -

NORMAL OPERATION - Automatic ILS Approach With Automatic Pilot (SHEET 2 )

104

DC-9

OPERATIONS MANUAL

Greetings Sky Simulations would like to thank the , effort of all the people that help or contribute in any way on the development of this product. We also like to thank to all of our customers for helping us increase realism and professionalism of our products and our company, without you we are nothing. The information contained on this manual should not be altered in any way.

COPYRIGHT © 2009 SKY SIMULATIONS ® All Rights Reserved MMIX www.skysimulations.com

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