MD80 Limitations

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toddshonts
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87499
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MD80 Limitations
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2011-08-11 11:27:06
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MD80 Limitations
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MD80 Limitaitons
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  1. N932RD
    WEIGHT
    MD82

    Max Taxi
    150,500
  2. N932RD
    MD82

    Max Takoff Weight
    149,500
  3. N932RD
    MD82

    Max Landing Weight
    130,000
  4. N932RD
    MD82

    Max Zero Fuel Weight
    122,000
  5. N932RD
    MD82

    Minimun In-Flight Weight
    79,000
  6. N974AS/N976AS
    MD83

    Maximum Taxi Weight
    161,000
  7. N974AS/N976AS
    MD83

    Max Takeoff Weight
    160,000
  8. N974AS/N976AS
    MD83

    Max Landing Weight
    150,000
  9. N974AS/N976AS
    MD83

    Max Zero Fuel Weight
    122,000
  10. N974AS/N976AS
    MD83

    Minumum In-Flight Weight
    79,000
  11. Flight Maneuvering Load Acceleration Limits

    Flaps up
    +2.5g to −1.0g
  12. Flight Maneuvering Load Acceleration Limits

    Flaps down
    +2.0g to −0.0g
  13. Runway slope
    Takeoff +1.7% to −2.0%

    Landing +2.0% to −2.0%
  14. Maximum operating altitude
    37,000 ft.
  15. Maximum takeoff and landing altitude
    8,500 ft.*

    * Operation is not permitted at temperatures or altitudes exceeding either those noted above or those for which performance is presented. In no case may the performance be extrapolated beyond the temperature or altitude for which performance is presented.
  16. Minimum takeoff and landing altitude
    −1,000 ft.**

    ** For operation at temperature and or altitudes lower than those given on the applicable performance pages, use the performance at the lowest temperature and or altitude shown.
  17. Maximum takeoff and landing temperature
    • from 2,525 ft. to 8,500* ft.
    • STD +40° C

    • below 2,525 ft.
    • +50° C (122° F)

    * Operation is not permitted at temperatures or altitudes exceeding either those noted above or those for which performance is presented. In no case may the performance be extrapolated beyond the temperature or altitude for which performance is presented.
  18. Minimum takeoff and landing temperature
    −54° C (−65° F)**

    ** For operation at temperature and or altitudes lower than those given on the applicable performance pages, use the performance at the lowest temperature and or altitude shown.
  19. Maximum
    en route temperature
    STD + 35° C
  20. Minimum
    en route temperature
    −76° C**

    ** For operation at temperature and or altitudes lower than those given on the applicable performance pages, use the performance at the lowest temperature and or altitude shown.
  21. Cargo Fire Suppression
    The aircraft must land at the nearest suitable airport within
    78 minutes after the activation of BTL 1 when accomplishing the cargo fire inflight procedure.
  22. Cargo Fire Suppression
    If the aircraft is dispatched with the Fire Protection System (FPS) inoperative in either one or all three cargo compartments
    then the affected cargo compartment(s) must remain empty and the respective FWD, MID, and/or AFT cargo ventilation system(s) (if installed) must remain closed.
  23. Cargo Fire Suppression
    If the aircraft is dispatched unpressurized,
    then the FPS is considered inoperative in all three cargo compartments. All cargo compartments must remain empty and all cargo ventilation systems (if installed) must remain closed.
  24. Speed Limitations

    Maximum Operating Speed VMO/MMO
    VMO 340 KIAS

    MMO .84 MACH
  25. If the overspeed warning system malfunctions during flight by sounding earlier than scheduled, the airplane is to be operated at speeds below the point at which the warning horn sounds if the system is operating. If the warning system activates below Mach .79 deactivate the system by pulling the appropriate CAWS circuit breaker and observe the following speed limitations:
    • MMO = .79 Above 25,300 feet
    • VMO = 325 KIAS below 25,300 feet

    Caution: In the event the system is deactivated, carefully monitor MACH/Airspeed indicator(s). When circuit breaker is pulled aural warnings for engine fire and horizontal stabilizer position are also inoperative.
  26. Slat Maximum Limit Speeds

    Mid
    (Flaps 0°–13°)
    280 KIAS or .57 MACH
  27. Slat Maximum Limit Speeds

    Full Extend
    (Flaps 15°–40°)
    240 KIAS or .57 MACH
  28. Landing Gear Operating Speeds

    Extension or Extended
    300 KIAS or .70 MACH
  29. Landing Gear Operating Speeds

    Retraction
    250 KIAS
  30. Maximum Tire Limit
    195 KTS ground speed
  31. Landing Limit Speeds
    (aircraft placard)
    (non-AFM)

    Gear Down
    300 KIAS/.70M
  32. Landing Limit Speeds
    (aircraft placard)
    (non-AFM)

    Slat Extend Mid
    280 KIAS/.57M
  33. Landing Limit Speeds
    (aircraft placard)
    (non-AFM)

    Slat Extend Full
    240 KIAS/.57M
  34. Landing Limit Speeds
    (aircraft placard)
    (non-AFM)

    Flap Down 11°
    280 KIAS/.57M
  35. Landing Limit Speeds
    (aircraft placard)
    (non-AFM)

    Flap Down 15°
    240 KIAS/.57M
  36. Landing Limit Speeds
    (aircraft placard)
    (non-AFM)

    Flap Down 28°-40°
    195 KIAS/.57M
  37. Recommended rough air speed:

    Altitude above 10,000 feet
    280 KIAS or Mach .78
  38. Recommended rough air speed:

    Altitude below 10,000 feet
    • 250 KIAS
    • or minimum maneuvering speed whichever is greater
  39. Cabin Pressurization Limitations

    Take off and land with cabin
    unpressurized when using manual pressurization control.
  40. Maximum cabin differential pressure manual
    8.07 PSI
  41. Maximum emergency relief pressure
    8.32 PSI
  42. Autopilot/Autothrottle
    When using the Autopilot, the pilot or co-pilot must be
    seated at the controls,with safety belt fastened, so if the autopilot malfunctions, aircraft control can be regained immediately.
  43. (RIA) Do not engage the Autopilot below
    500 feet on takeoff.
  44. (RIA) Autopilot must be disconnected no lower than
    100' AGL for landing
  45. Auto Throttle MUST be disengaged prior to reaching
    50’ AGL.
  46. Do not conduct an Autopilot coupled ILS approach if the autopilot out-of-trimlight is illuminated in excess of
    three seconds after the airplane is stabilized and tracking the glideslope.
  47. When the DFGC P/N 4034241-970, or subsequent is in-stalled, the parallel rudder is engaged during takeoff and
    the autopilot can remain engaged if an engine fails.
  48. With DFGC P/N 4034241-971 or previous installed,
    Autothrottles must be disengaged if engine surge (stall) is detected during takeoff.
  49. Manual switching to the alternate static system is prohibited for
    RVSM operation
  50. (RIA) Thrust cutback altitude must not be less than
    1000 feet AGL
  51. Thrust Cutback for Noise Reduction

    Autothrottles
    must be engaged
  52. Thrust Cutback for Noise Reduction

    Flight Director and/or autopilot
    must be in the takeoff mode
  53. Use of windshear guidance with one engine inoperative has
    not been demonstrated.
  54. During sustained banks of greater than 15° or during flap configuration changes, the Honeywell Windshear Detection and Recovery Guidance System is
    desensitized and alerts resulting from encountering windshear conditions will be delayed.
  55. Mach Trim Compensator
    If the system becomes inoperative or malfunctions during flight, remove any trim that the system may be supplying by placing the Mach Trim Compensator to the override position
    • Observe the speed limitation:
    • MMO = .78M.
  56. Performance Management System (PMS)

    The accuracy of PMS has not been demonstrated, therefore,
    airplane range calculations and fuel management must not be predicated on its use.
  57. When starting main engines with APU supplying pneumatic pressure, the air conditioning supply switches must be
    off.

    Note: While starting the second engine, the air conditioning supply switch for the operating engine may be turned on, if its pneumatic crossfeed valve is first closed.
  58. The APU bleed AIR switch must be _____ for all in-flight operations.
    OFF
  59. APU Limitations

    Starting
    • 30 Seconds
    • 760° C
    • 110%
  60. APU Limitations

    Idle (No Load)
    • Continuous
    • ----- EGT
    • 110%
  61. APU Limitations

    Maximum Rated Load
    • Continuous
    • 630° C
    • 110%
  62. APU Limitations

    Maximum Allowable Load
    • Transient
    • 663° C
    • 110%
  63. Maximum APU Generator Load Limits

    Ground Operations
    1.25 (50 KVA)
  64. Maximum APU Generator Load Limits

    In Flight, below 25,000 ft
    1.0 (40 KVA)
  65. Maximum APU Generator Load Limits

    In Flight, at or above 25,000 ft
    0.7 (28 KVA)
  66. Max APU operating altitude
    35,000' and below
  67. Slat Extend Speed

    ASE Inoperative and Flap/Slat Handle Moved to Takeoff Position
    • 240 KIAS
    • .57 MACH
  68. Windshield Anti-Ice Inoperative below 10,000 feet
    315
  69. Outer Windshield Cracked below 10,000 feet.
    315
  70. Inner Windshield Cracked below 10,000 feet
    235
  71. Maximum Operating
    37,000 feet
  72. Limiting Tailwind Component

    Takeoff
    10 KTS
  73. Limiting Tailwind Component

    Landing
    10 KTS
  74. MAX

    Crosswind Component
    (peak gusts)
    Takeoff & Landing
    30 KTS
  75. Wet Snow, Slush, or
    Standing Water
    MAX DEPTH
    Takeoff or Landing
    1/2 inch
  76. Dry Snow
    Takeoff
    4 inches
  77. Fuel (lbs)
    Tank Capacity @ 6.7 lbs./gal.

    Left or Right
    9,266 lbs.
  78. Fuel (lbs)
    Tank Capacity @ 6.7 lbs./gal.

    Center
    20,596 lbs.
  79. Minimum Fuel for
    Brake Release
    4,000 lbs. per main tank
  80. Maximum Allowable Lateral Imbalance between Left and Right Main Tanks

    All Operations
    1,500 lbs.
  81. Oil

    Minimum Quantity for Engine Start
    12 quarts
  82. Oil

    Normal Pressure
    40–55 psi
  83. Oil

    Minimum Pressure for Takeoff
    40 psi
  84. Oil

    Minimum Pressure In Flight
    35 psi
  85. Maximum Oil Temperature

    Continuous
    135° C
  86. Maximum Oil Temperature

    15 Minutes
    165° C
  87. Engine Model.... JT8D-219

    Static thrust (lbs.) 84° F at sea level
    ART OFF or Activated... 21,700

    ART Auto....... 21,000
  88. Normal Starting or Motoring
    • 90 seconds ON *
    • 5 minutes OFF
    • 30 seconds ON
    • 5 minutes OFF
    • Sequence may continue

    * May consist of one 90 second motoring cycle of three normal 30 second start cycles in succession, with engine rotation stopped between each start.
  89. Starter Duty Cycles
    Alternate Cycles
    • 90 seconds ON *
    • 10 minutes OFF
    • 60 seconds ON
    • 10 minutes OFF
    • Sequence may continue

    * May consist of one 90 second motoring cycle of three normal 30 second start cycles in succession, with engine rotation stopped betwee
  90. Starter Duty Cycles
    Alternate Cycles
    • 90 seconds ON
    • 15 minutes OFF
    • 90 seconds ON
    • 15 minutes OFF
    • Sequence may continue

    * May consist of one 90 second motoring cycle of three normal 30 second start cycles in succession, with engine rotation stopped between each start.
  91. Ignition Duty Cycle

    GRND Start and Continuous Mode
    Continuous
  92. Ignition Duty Cycle

    Override mode
    • 2 minutes ON,
    • 3 minutes OFF

    • 2 minutes ON,
    • 23 minutes OFF
  93. Ground Idle RPM

    N2 %
    50–61
  94. Maximum time with start valve open and no engine rotation.
    10 seconds
  95. Maximum time with fuel leveron and no EGT rise..
    20 seconds
  96. Minimum clearing time after unsuccessful start
    20 seconds
  97. Auxiliary Power Unit

    Maximum RPM %.
    110%
  98. Electrical

    CSD

    Maximum Outlet Temperature
    163° C
  99. Electrical

    CSD

    Maximum Rise Temperature..
    11.2° C
  100. AC Power

    Engine Generator

    Volts
    115 ± 8
  101. AC Power

    Engine Generator

    Frequency
    400 ± 20
  102. AC Power

    Engine Generator

    Normal AC Load Limit
    • 1.0
    • 1.0 to 1.5 ...5 minutes
    • 1.5 to 2.0... 5 seconds
  103. AC Power

    APU Generator

    Volts
    115 ± 8
  104. AC Power

    APU Generator

    Frequency
    400 ± 20
  105. AC Power

    APU Generator

    Max AC Load
    • Ground........... 1.25
    • Below FL250.. 1.0
    • above FL250... 0.7
  106. External Power
    Volt Limits
    Frequency Limits
    • Volts...........115 ± 8
    • Frequency. 400 ± 20
  107. Battery—Voltage DC
    • Charger Operating
    • 25–37.5
    • Charger NotOperating
    • 25 Minimum
  108. Landing Configuration
    Gear Configuration Warning Sounds if gear is unsafe and flaps extend beyond....
    26 Degrees
  109. Escape slide air bottle pressure.
    Green Zone
  110. Oxygen Bottles

    Minimum Pressure @ 70° F

    Pax Portable
    1,750 psi or green band
  111. Oxygen Bottles

    Minimum Pressure @ 70° F

    Crew System.
    1,300 psi—3 crew

    900 psi—2 crew
  112. Hydraulic System
    Pressures—PSI

    Engine Pump—HIGH
    2,800 to 3,100 psi
  113. Hydraulic System
    Pressures—PSI

    Engine Pump—LOW
    1,300 to 1,600 psi
  114. Hydraulic System
    Pressures—PSI

    Auxiliary Pump
    2,800 to 3,100 psi
  115. Hydraulic System
    Pressures—PSI

    Minimum Transfer Pump
    2,000 psi
  116. Hydraulic System

    Refill required if, with systems pressurized to 2,000 psi or greater:
    • Left System
    • 7.0 qts or less

    • Right System.
    • 8.0 qts or less
  117. Pressurization

    Normal Max Differential Press
    7.77 psi
  118. Pressurization

    Max Relief Differential Press
    8.32 psi
  119. Do not use flap settings between
    13 and 15 degrees.
  120. Speed brakes must only be used in
    the 0 degree flap configuration with or without slats extended.
  121. Do not extend gear while
    the speed brakes are deployed.
  122. Do not arm ground spoilers prior to
    gear extension.
  123. Stall Warning
    Dual prestall stick shakers and Supplementary Stall Recognition System (SSRS) andAutomatic Slat Extension (ASE) must be operative for all
    dispatch conditions.
  124. Do not attempt an approach or missed approach from a speed less than ____ KIAS when the RUDDER CONTROL MANUAL light is illuminated.
    • 135 KTS
    • The RUDDER CONTROL MANUAL light will illuminate when the rudder lever hydraulic control is placed inthe manual position and/or the right hydraulic system is unpressurized.
  125. Rudder Travel Unrestricted Light
    If the RUDDER TRAVEL UNRESTRICTED LIGHT stays on above 180 KIAS, for all operations above 180 KIAS,
    either the right engine hydraulic pump must be on low andthe auxiliary hydraulic pump and power transfer unit must be off, or the rudderpower lever must be in manual position.
  126. Rudder Power

    The rudder power must be ON for
    takeoff.
  127. Slats

    Auto Slat Extend (ASE) System must be operative for
    all dispatch conditions.

    For AUTO SLAT FAIL light on, limit speed to 240 KIAS unless flap/slat handle is inUP/RET position. For AUTO SLAT FAIL light or message (with EOAP) on with slats retracted, reduce airspeed to 240 KIAS before extending slats. Slats must be at mid position (flaps 0 through 13°) or fully extended position (flaps 15° through 24°) fortakeoff.
  128. Do not reset any tripped
    fuel pump circuit breakers.
  129. Fuel Limitations

    Note:
    Fuel management and loading limitations do not apply to ballast fuel.
  130. Fuel Loading

    MAXIMUM RAMP WEIGHT RESTRICTION
    If main wing tanks are full, additional fuel may be added to the center tankuntil full to attain maximum ramp weight.
  131. Fuel Loading

    ZERO FUEL WEIGHT RESTRICTION
    If main wing tanks are not full, then fuel may be added to the center tank untilfull. However, this requires that the maximum zero fuel weight (MZFW) bereduced by the amount of fuel in the center tank.
  132. Prior to engine start on any flight where center tank fuel is present and will be needed for that route segment,
    the center tank fuel pumps must be individually checked to verify pump operation. This must be accomplished by observing that both inlet fuel pressure low lights extinguish when each individual center tank pump is activated.
  133. For all takeoffs and landings, two pumps must be operating in each main tank unless
    extra reserve fuel is loaded to compensate for an inoperative pump.
  134. Fuel is limited in density from
    6.3 to 7.1 pounds per gallon.
  135. Ballast Fuel

    Fuel may be loaded
    into the center wing tank for ballast purposes.
  136. Ballast Fuel—Center Tank
    The following limitations apply:
    • A. The center tank quantity indicator must be operational.
    • B. Placard must be installed adjacent to ballast fuel tank pump switches stating the amount of ballast and prohibiting its use.
    • C. The maximum allowable zero fuel weight must be reduced by the amount of ballast fuel.
    • D. Ballast fuel is unusable, and completion of flight, including reserve fuel, must not require use of ballast fuel.
  137. Maximum allowable LATERAL fuel imbalance for all operations is
    1500 lbs.
  138. Do not reset any tripped hydraullic
    auxiliary pump circuit breakers.
  139. For all takeoffs and landings the following hydraulic pumps must be operating,unless using performance data which allows otherwise:
    • Power Transfer Unit . ON
    • L. Engine Hyd. Pump . HIGH
    • R. Engine Hyd. Pump . HIGH
    • Right Auxiliary Hyd. Pump. On
  140. The anti-skid system must be
    operative for takeoff.
  141. The wing upper surfaces must be physically checked for ice when the airplane has been exposed to conditions conducive to ice formation. Takeoff may not be initiated unless the flight crew verifies that a visual check and a physical
    (hands-on) check of the wing upper surfaces have been accomplished, and that the wing is clear of ice accumulation when any of the following conditions occur:
    A. When the Overwing Ice Protection System cockpit warm light is not illumintated, and does not illuminate after reset.

    B. When the Over wing Ice Protection System is disarmed or when either system fail light is illuminated and any of the following conditions occur:

    • When the ambient temperature is less than 10 degrees C and high humidity (temp/dewpoint spread of 3° C or less) or visible moisture (rain, drizzle, sleet, snow, fog, etc.) is present;

    • When frost or ice is present on the lower surface of either wing;

    • After completion of deicing.
  142. When Non-Slip black paint stripes are installed, also in accordance with McDonnell Douglas MD-80 Service Bulletin 30-59 or production equivalent, the physical check for wing upper surface ice may be with an inspection pole by assuring that the wing surface is rough where there are black paint stripes, and smooth between the black paint stripes. When the wing surface in the area of the black paint stripes has a consistent texture, either rough or smooth, ice may be present and further checkof the wing surface is required. Only the rough-smooth-rough contrast felt with an inspection pole indicates no ice is present.
    Note: This limitation does not relieve the requirement that all aircraft surfaces are free of frost, snow, and ice accumulation, as required by Federal Aviation Regulations Sections 91.527 and 121.629.
  143. The windshield heat must be on and checked for all flight operations except asfollows:
    A. If the center or side windshield heat is inoperative, the speed must be below 315 knots IAS under 10,000 feet.

    B. If the 3/16 inch outer anti-ice glass ply of the center and/or side windshields is cracked, the speed must be below 315 knots IAS under 10,000 feet. Wind- shield heat for the affected windshield must be OFF.

    D. If the 3/16 inch inner defog glass ply of the center and/or side windshields is cracked, the speed must be below 235 knots, IAS under 10,000 feet. Wind- shield heat for the affected windshield must be OFF.

    Note: There is no speed restriction above 10,000 feet and there are no speed restrictions on the clear view or eyebrow windows.
  144. For operation in standing water and/or slush, observe the following limitations:
    A. The engine ignition must be turned to CONTIN for takeoff and landing.

    B. The static port heaters must be on if the temperature is 5° C or below.
  145. Instrument Limit Markings

    Maximum and minimum limits
    Red radial line
  146. Instrument Limit Markings

    Maximum limits for normal takoff
    (Engine N1, N2, EGT only)
    Orange radial line
  147. Instrument Limit Markings

    Precautionary ranges
    Yellow arc
  148. Instrument Limit Markings

    Normal operating ranges
    Green arc
  149. The emergency light system must be
    armed for all flight operations.
  150. The slide girt bars must be inserted in the floor fittings at the forward entry, for-ward service and aft left hand doors after the doors are closed prior to
    departure from the passenger loading ramp and must remain in position until arrival at the unloading ramp.
  151. The emergency operating handle on the aft pressure bulkhead door must be exposed and normal operating handle covered prior to
    departure from the passenger loading ramp. Both handles must remain in this condition until arrival at the unloading ramp.
  152. The ART system must be off when
    using Takeoff Flex mode of the thrust rating system.
  153. Rpm Limits (N1 & N2)

    Normal Takeoff
    Maximum Takeoff
    • Orange Radial
    • Red Radial
  154. Engine
    EGT Limits
    Starting (ground)
    • 475° C
    • Momentary for starting
  155. Engine
    EGT Limits
    Starting (flight)
    • 625° C
    • Momentary for starting
  156. Engine
    EGT Limits
    Idle
    • 480° C
    • Continuous
  157. Engine
    EGT Limits
    Normal Takeoff
    • Base of Orange Radial
    • (590° C)
    • 5 Minute Limit
  158. Engine
    EGT Limits
    Normal Takeoff
    (acceleration)
    • Orange Radial
    • (595° C)
    • 2 Minute Limit
  159. Engine
    EGT Limits
    Maximum Takeoff
    • Base of Red Radial
    • (625° C)
    • 5 Minute Limit
  160. Engine
    EGT Limits
    Maximum Takeoff
    • Red Radial
    • (630° C)
    • 2 Minute Limit
  161. Engine
    EGT Limits
    NOTE:
    The sum of both takeoff and acceleration must not exceed 5 minutes.
  162. Engine
    EGT Limits
    Maximum Continuous
    • 580° C
    • Continuous
  163. Minimum allowable normal oil pressure is
    40 PSI. (Green band)

    NOTE: Oil pressure in the yellow is permissible for sustaining flight, preferably at reduced power settings. Pressures below the red radial are unsafe.
  164. The engine synchronization switch must be
    in the OFF position any time below1500' AGL.
  165. Ice FOD Alert System (if installed)
    Do not take off with ICE FOD ALERT light (or message) annunciated. The requirement that the flight crew ensure all wing surfaces are free of frost, snow and ice accumulation must always be accomplished in compliance with the applicable sections of the Federal Aviation Regulations without any reliance on the Ice FODAlert System.
  166. Maximum allowable oil temperature (normal) is
    the base of the yellow arc.

    NOTE: An oil temperature in the yellow arc, up to the red radial is allowed for a maximum period of 15 minutes.
  167. Reverse Thrust
    In-flight movement of reverse thrust levers or use of reverse thrust is prohibited. Ground reverse thrust is limited to maximum continuous thrust settings except in an emergency.
  168. Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with the
    TCAS II resolution advisory (RA).
  169. reinforced flight deck door

    The mechanical lock is
    NOT to be used during normal operation and is only provided for MEL relief if the normal locking system or mechanism fails.
  170. All normal requests to enter the flight deck must
    be accordance with Company es-tablished procedure (e.g., knocks or intercom requests). Any use of the Door Access Code is considered to be an emergency access request.
  171. If the Right DC Bus is lost, the Flight Deck Door Control Panel
    aural and visual alerts will not function. The mechanical lock is to be used to secure the Flight Deck and entry must then be in accordance with Company procedure (e.g., knocks or inter-com requests).
  172. Verify that a check of the Remote Access System has been accomplished
    once each flight day.
  173. HT9100 limitations
    1. The HT9100 GNSS Navigation Management System Pilot’s Guide, Pub. No. C28-3653-014-00, December 1999 (or later appropriate revision), or the equivalent airline document with the informatin contained therein, must be available to the flight crew whenever navigation is predicated on the use of the HT9100.
  174. HT9100 limitations
    2. The HT9100 Navigation System must have software version -006X installed, where X represents the FAA approved minor revision level.
  175. HT9100 limitations
    3. IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.
  176. HT9100 limitations
    Note: Many of the waypoints identified in the Navigation Database and used by the HT9100 to fly the approach may be unnamed in the published Terminal Procedures. These include waypoints such as the intersection of two radials, DME positions, waypoints located on a DME Arc, turn waypoints, or waypoints to indicate a Final Approach Fix (FAF). The pilot should review the approach legs and cross check the appropriate publication to ensure the procedure is flown correctly.
  177. HT9100 limitations
    • 4. Instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the HT9100 data base. The system must incorporate the current data base update cycle.
    • a. Instrument approaches must be conducted in the approach mode and Receiver Autonomous Integrity Monitor (RAIM) must be available in the Final Approach Fix and Missed Approach Point (MAP).
    • b. APPR (Approach) mode must be annunciated at the Final Approach Fix.
    • c. The HT9100 can only be used for approach guidance if the reference coordinate datum system for the instrument approach is WGS-84 or NBAD-83.
    • d. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS approaches are not authorized with the HT9100.
    • e. When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS navigation, the aircraft must have operational equipment capable of using that navigation aid, and the required navigation aid must be operational.
  178. HT9100 limitations
    5. When GPS integrity (Receiver Autonomous Integrity Monitor [RAIM]) capability is lost, enroute and terminal IFR operation can be continued provided the HT9100 position is verified every 15 minutes, using other on board IFR approved aircraft navigation equipment or other ground referenced locations.
  179. HT9100 limitations
    6. RNP flight operations approval must be attained through an appropriate Flight Standards certification authority and are subject to GPS satellite availability for the selected route.
  180. HT9100 limitations
    7. GPS positioning may not be approved for IFR use in other countries. Pilots should ensure that GPS is authorized by the appropriate sovereign state prior to its use.
  181. HT9100 limitations
    8. Use of the system as installed on aircraft equipped with any Digital Flight Guidance Computer other than 4034241-930 or later approved version is prohibited.
  182. HT9100 limitations
    9. The use of the HT9100 for navigation below MDA or DH is prohibited.
  183. HT9100 limitations
    10. Descent Vertical Navigation (Descent VNAV), normally available with software version -006X, is not approved for use and shall remain disabled for this instal- lation.
  184. electronic flight instrument system (EFIS) (if installed)

    Do not takeoff with
    MAINT CHECK annunciated.
  185. The EFIS symbol generator selector switch must be in the
    NORM position exceptfor inflight failures of the EFIS symbol generator.
  186. The following additional limitations apply only to aircraft equipped withP/N 4055900-902, -904, -905 or 914 Symbol Generators.
    When operating using FMS as primary navigation, the appropriate data must be displayed on EFIS by selecting MAP or PLAN modes or by selecting NAV data for the ROSE, ARC, or Compact modes as appropriate. The EFIS Compact Mode when displayed in the Primary Flight Display, (upper display), with the flight director operating is in compliance with FAR 25 certifi- cation requirements; however, compliance with FAR 25 certification require- ments does not constitute operational approval to use the Compact Mode as primary flight instrument in Instrument Meteorological Conditions. When the pilot flying the aircraft is using the Compact Mode during Instru- ment Meteorological Conditions, it must be displayed on his Primary Flight Display (PFD) (upper display), his Flight Director must be operating, and the approach/landing minima must not be less than 300 foot ceiling and 3/4 mile visibility. The compact mode in the Navigation Display (lower display) is not approved as a primary flight instrument. Flight Director must be operative on the PFD of each pilot who has Map or Plan (FMS only) mode selected for display on his ND during takeoff or ap- proach.
  187. The following additional limitation applies only to aircraft equipped withP/N 4055900-905 or -914 Symbol Generators:
    The -905 or -914 Symbol Generators are the only symbol generators that are certified for interface with the Collins Weather Radar System, Receiver/ Transmitter Unit P/N 622-5132-101.
  188. Enhanced GPWS

    Pilots are authorized to deviate from their current air traffic control (ATC) clearance to the extent necessary to
    comply with a GPWS or Enhanced GPWS warning.
  189. Enhanced GPWS

    To avoid giving unwanted alerts, the Terrain Awareness Alerting must be inhibited by selecting the TERR OVRD switch to OVRD when
    within 15 nm oftakeoff, approach or landing at an airport not contained in the EGPWS Airport Database. Refer to Honeywell document 060-4267-000 for airports containedin the installed EGPWS Terrain Database.
  190. Enhanced GPWS

    Navigation must not be predicated upon the use of the
    terrain display.
  191. Enhanced GPWS

    EGPWS WITHOUT PS CONFIGURATION ONLY—The use of terrain awareness alerting and terrain display functions are prohibited unless the
    FMS positionhas been updated within 5 minutes prior to takeoff or verified with actualrunway position.

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