MD-88/90 Fleet Newsletter

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Neal Patrick
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The discussion of flight procedures herein is not intended to override or replace official guidance in the flight manuals. Where a conflict exists, the current flight manual governs.

.....3 Article 3 Instrument Vibrator CB...4 Article 4 AED Ops. 5 Article 5 APU Fails to Start.5 Captain Jim Hamilton Chief Line Check Pilot Jim.Hamilton@delta.

1 MD-88/90 Fleet Newsletter This newsletter is published by the MD-88/MD-90 Fleet and Pilot Standards Teams. It is intended to provide additional detail surrounding operational policies and procedures and aircraft technical information for the line pilots. The discussion of flight procedures herein is not intended to override or replace official guidance in the flight manuals. Where a conflict exists, the current flight manual governs. The opinions expressed are those of the Fleet Captain, Chief Line Check Pilot and/or the Fleet Technical Manager. In this issue June, 2015 Article 1 Map Failure Article 2 Route Article 3 Instrument Vibrator CB...4 Article 4 AED Ops. 5 Article 5 APU Fails to Start.5 Captain Jim Hamilton Chief Line Check Pilot Jim.Hamilton@delta.com Article 6 DCA Takeoff Ops 6 Article 7 Checklist Discipline.8 Article 8 Required Reports.8 Article 9 Landing Performance Report..9 Article 10 Surge Bleed Valves...10 From the Desk of Jim Hamilton MD-88/90 Chief Line Check Pilot Captain Dave Short Fleet Captain David.Short@delta.com Our jobs are challenging and demanding; they require consistent precision and commitment. We work hard and that pays off with safe, on time flights. Do not let potential distractions keep you from performing at the highest level. The extremely busy pace of operations this summer will occasionally be exacerbated by severe weather. Also, there may be some emotions surrounding the ongoing contract negotiations. Keep your eye on the ball and continue working hard to ensure safe, efficient and on time flights; stay abreast of the many changes that continue to present themselves and stay proficient at all aspects of flying the MD-88/90. Fly safe. Thanks for all the good work. Captain Jim Hamilton MD-88/90 Chief Line Check Pilot

MAP Failure Flying REALLY Old School We have had an increasing number of Map failures on arrivals. The FMC can only handle so many data points; if that number is exceeded, you turn into a DC-9.

2 MAP Failure Flying REALLY Old School We have had an increasing number of Map failures on arrivals. The FMC can only handle so many data points; if that number is exceeded, you turn into a DC-9. There is no question that the arrivals are getting more and more complex. The usual suspects are: the FRDDM and NUMMY into DCA, many of the RNAV arrivals into IAH, PHX, STL. The planned FMC upgrade will add processing power and memory to resolve this issue. The target completion date is the end of In the meantime we need to minimize the number of Map failures we incur and be prepared to successfully contend with them when they do happen. Prevention: Most of the arrivals that cause trouble are known. Look carefully at the Flight Plan Remarks section. Abide by any notes that tell you to fly an arrival in a certain way. If you follow the instructions, you will minimize the risk of losing your MAP. Map Failure: You aren t alone. You have an excellent guide to help you navigate through this problem. Just remember to refer to Fleet Bulletin dated January 12, Your tablet has all the FB s go to the SCL; MD88/90 Manuals & Bulletins; Bulletins & Highlights. There you will find the MAP Recovery: 1. Select ARC or ROSE 2. Notify ATC; request vectors or direct to a VOR 3. Request Non-RNAV routing 4. Recover MAP QRH procedure FMS Map Failure in Flight Management, Navigation Section Load non-rnav routing (Do NOT reload old route) Consideration: Step 5 is critical, history repeats itself! Brief what you would do to handle a Map failure if you are expecting a complex arrival especially if there are Flight Plan Remarks concerning the arrival. (Return to table of contents) How Many Pilots Does It Take to Get a Clearance? Recent ASAPs indicate what we should already know: more clearance errors occur when only one pilot is in the cockpit to hear it. Remember that the Vol 1 NP.12.8 states, On voice clearances, both pilots should monitor and at least one pilot must write down the ATC clearance. (Return to table of contents) Page 2 of 11

Route 2: Try it You ll Like It We continue to get ASAP s from crews who have had trouble with a runway change, and they didn t have Route 2 ready to assist them.

When you get your runway change, it takes only a few button presses (6 to be exact) to move over to the new runway. It s very, very quick and easy.

3 Route 2: Try it You ll Like It We continue to get ASAP s from crews who have had trouble with a runway change, and they didn t have Route 2 ready to assist them. Route 2 takes only a few minutes to prepare waaay ahead of time when you re in cruise or even on the ground before takeoff. When you get your runway change, it takes only a few button presses (6 to be exact) to move over to the new runway. It s very, very quick and easy. Preparation: Remember that you have to enter an ORIGIN on the RTE 2 page. If you don t, you won t get any VNAV information. Again, you can input your Route 2 at any time that is convenient for you. Remember to check that all the restrictions are correct. Switching to Route 2: This is one time that the FMC is really helping you. (The red numbers count how many button presses it will take to switch to Route 2). After selecting the RTE page (1). You will select RTE 2 on the bottom left corner (2), select ACTIVATE (3). Don t hit EXECUTE yet! The FMC will automatically take you to the Direct To page. Go Direct To the correct waypoint (4, 5). Then EXECUTE (6). Double-check the FMA. You re done. (A total of 6 button presses to switch to the new runway). Practice: On your next leg, put something into Route 2 and practice switching from Route 1 to Route 2. The technique I use is to put the same route in 1 and 2. Then you can actually switch from Route 1 to Route 2 without worrying about going off course. Takeaways: RTE 2 waypoint verification occurs during low workload RTE 2 takes less button pushes RTE 2 runway changes take less than 20 seconds RTE 2 does not create FMC stby one or time out (Return to table of contents) Page 3 of 11

Leave the Instrument Vibrator CB IN John Johnston MD-88/90 LLCA We have had crews get time off for operating the aircraft in nonstandard ways that might seem like a viable technique but is really a

If a normal or non-normal checklist directs you to pull the CB or put the AC Shutoff Switch to OVERRIDE, then it is obviously what you should do.

4 Leave the Instrument Vibrator CB IN John Johnston MD-88/90 LLCA We have had crews get time off for operating the aircraft in nonstandard ways that might seem like a viable technique but is really a violation of the FAR s. The most common issues we see involve pulling the Instrument Vibrator CB and/or selecting OVERRIDE on the Air Conditioning Shutoff Switch. If a normal or non-normal checklist directs you to pull the CB or put the AC Shutoff Switch to OVERRIDE, then it is obviously what you should do. We are talking about pilots operating in a non-standard manner. While the instrument vibrator can be annoying at times, we are required to abide by all the FAR s: not just the ones we like. It may seem like a small issue, but the FAA views pulling the instrument vibrator CB as a violation of the FAR s (Disabling Aircraft Equipment). An ASAP would be rejected because this behavior is considered to be willful non-compliance. The FAA has been very clear on this subject, certificate action will be taken. Check Pilot. Any F/O observing their captain disabling aircraft equipment needs to know that their ticket is also on the line. If they are unable to convince the captain of the error of his ways, they should call the Chief Line The bottom line is do not deactivate any equipment on the aircraft unless directed by a policy, procedure, or checklist. The unintended consequences can be severe. Any recommendations a pilot may have to improve current procedures may be submitted through a Pilot Change Request (PCR). The Captain as always may exercise his emergency authority to take whatever steps he feels are necessary during an emergency or abnormal. (Return to table of contents) Page 4 of 11

AED Primer We recently had a crew that had a concern over the legality of their on board AED. They even had a representative from the FAA looking over their shoulders to ensure no mistakes were made.

We have 3 different makes of AED s that are currently allowed on Delta aircraft: 1. Defibtech. The plan is to have this be the only model used.

5 AED Primer We recently had a crew that had a concern over the legality of their on board AED. They even had a representative from the FAA looking over their shoulders to ensure no mistakes were made. The crew did the right thing and contacted MCC to make sure everything was correct. Here s some trivia that came to light during this event. We have 3 different makes of AED s that are currently allowed on Delta aircraft: 1. Defibtech. The plan is to have this be the only model used. It will take some time to get the other models out of the inventory. 2. Phillips. This model is now common on the MD 88/90 fleet. 3. Medtronic. This is not found too often on the MD-88/90 fleet but is legal. Seals: The Medtronic model does not require seals. The others require a blue seal when the unit is new and a green seal to identify the unit as having been used and needs to be replaced. (MEL C). (Return to table of contents) The APU Doesn t Start What Then? Remember that if your APU does not start, you have a procedure in the QRH to try to restart it. APU No Rotation or No Start or Hung Start. It s summer; you don t want to MCO it. (Return to table of contents) Page 5 of 11

Techniques for Flying Out of DCA Steve Weiss MD-88/90 LLCA We continue to receive ASAP reports from crews who take off to the north from DCA and have confusion during the departure.

a technique for setting up the cockpit to provide you a simple way to be prepared to take off and join the 2 engine path or the single engine path if you were to have an engine failure.

However, remember that the DCA 10-4A page (under REF in your tablet) states that you should follow the Potomac River until abeam the Georgetown reservoir or the DCA VOR 4.0 DME.

6 Techniques for Flying Out of DCA Steve Weiss MD-88/90 LLCA We continue to receive ASAP reports from crews who take off to the north from DCA and have confusion during the departure. Problems include: not understanding the difference between the 2 engine and single engine lateral navigation, having the DFGC switch in the wrong position, not joining the correct VOR radial Here is a technique for setting up the cockpit to provide you a simple way to be prepared to take off and join the 2 engine path or the single engine path if you were to have an engine failure. 2 Engine Departure: The All Engine departure has you join up with the 328 radial off DCA. However, remember that the DCA 10-4A page (under REF in your tablet) states that you should follow the Potomac River until abeam the Georgetown reservoir or the DCA VOR 4.0 DME. You will have the 2 Engine departure set up to fly in raw data: 1. Put 315 into the HDG window to set up an immediate left turn to intercept the 328 radial. 2. Put 328 into the course windows for both the Capt and the F/O. The DFGC switch can be to whose leg it is. To fly the departure: At 400 select HGD SEL and arm the VOR. Fly through the flight director to stay over the river until 4.0 DME. Then, follow the flight director to fly a heading of 315 until you intercept the 328 radial. Again, all you do is: 1. HDG SEL 2. Arm the VOR Page 6 of 11

Single Engine Departure: You set up for the single engine departure using NAV. A good technique is to put DCA on a FIX page with the 328 and 343 radials.

Your Map will look like this: If you lose an engine prior to 750 MSL, select NAV (remember the limitation that requires the pilot flying in NAV to have MAP selected on his ND.

7 Single Engine Departure: You set up for the single engine departure using NAV. A good technique is to put DCA on a FIX page with the 328 and 343 radials. In the FMS input DCA as the first point then DCA343/2.7 as the second point. Your Map will look like this: If you lose an engine prior to 750 MSL, select NAV (remember the limitation that requires the pilot flying in NAV to have MAP selected on his ND.) Upon arrival at DCA01 (2.7 DME), select HDG SEL (preset at 315) and arm the VOR (preset at 328). To fly a single engine departure you simply: 1. Arm NAV (pilot flying should have his ND in MAP) 2. At DCA01 (2.7 DME) Select HDG SEL 3. Arm the VOR Other Considerations: In order to make maneuvering to avoid the Prohibited Areas as easy as possible, using the Dirty Turn technique is a good idea. Stay in take-off configuration; as soon as you get to V you can use up to 30 angle of bank. You probably will not want to return to DCA if you have a problem. A great technique is to put IAD in Route 2 to make diverting a little easier. (Return to table of contents) Page 7 of 11

Logbook, Logbook, Where is the Logbook? Make sure you review the logbook and have it ONBOARD before pushing back from the gate.

Here s a few reminders about logbooks and checklists: 1. All crew members must review the logbook to become familiar with the history and maintenance status of the aircraft. Vol 1; NP.20.1 2.

If all pilots vacate the flight deck after accomplishing the Preflight checklist, the checklist must be re-accomplished. Vol 1; NP11.

8 Logbook, Logbook, Where is the Logbook? Make sure you review the logbook and have it ONBOARD before pushing back from the gate. Our fleet recently had an incident where MX borrowed the logbook and left it in the jetway after it was reviewed by the Captain. The crew was not informed when the logbook was removed. Here s a few reminders about logbooks and checklists: 1. All crew members must review the logbook to become familiar with the history and maintenance status of the aircraft. Vol 1; NP When responding to a checklist item, a visual verification must be accomplished, when possible. Vol 1; NP If all pilots vacate the flight deck after accomplishing the Preflight checklist, the checklist must be re-accomplished. Vol 1; NP11.3 (Return to table of contents) It s Not Over Until the Paperwork is Done Remember that Laser Illumination Events and Smoke and Fumes Events both have required paperwork. An ASR/ASAP is required for Smoke and Fumes events that involve using a non-normal checklist. And if the Laser Illumination event causes any visual impairment, then an ASR/ASAP is necessary. (Ref: FOM ) In addition to the ASR/ASAP, each of these events requires its own specialized report. The reports that can be found on the DeltaNet: From the Flight Operations page On the Admin Page select Finally, select select Admin Admin Forms and Reports the required report (Return to table of contents) Page 8 of 11

9 Landing Performance Report Captain Chick Winship CLCP Page 9 of 11

10 How is your surge, Serge? Dear Wendy, Is there any truth to the rumor that a surge valve can prevent an engine from getting up to full power; is there anything I can do about it? Sincerely, Serge Slow-to-Spool Dear Serge, Yes and yes. During a normal start of an MD-88 JT8D engine, some compressor air is routed back into the fan discharge duct in order to aid acceleration of the rotor. If one of the valves porting compressor air back into the fan discharge duct sticks open, the engine may not be able to get to full power. Most often the culprit is a stuck 13 th stage bleed valve. Momentarily advancing the throttles to 65% N2 as directed by our Before Takeoff Procedure will ensure that the start bleed control valve has enough pressure to close the 13 th stage bleed valve - resulting in a successful engine power-up. The graph shows an instance of the right engine not being exercised to 65% N2 prior to the takeoff roll. (See how the red line never goes over 50% N2 prior to the takeoff attempt at 125.) This takeoff was aborted but the second attempt was successful. We had two rejected takeoffs in April that were directly attributable to failure to exercise the engines. Let s save ourselves and our customers the hassle and consternation of a rejected takeoff. Exercise the engines as directed in the Before Takeoff Procedure. Thanks for writing, Serge. Always love hearing from my readers. Wendy Davison Technical Manager (Return to table of contents) Page 10 of 11

Quick Quiz Q: How do you avoid getting a Map failure? A: Read and abide by any Flight Plan Remarks concerning the arrival Q: How do you handle a Map failure?

11 Quick Quiz Q: How do you avoid getting a Map failure? A: Read and abide by any Flight Plan Remarks concerning the arrival Q: How do you handle a Map failure? A: Go to the Fleet Bulletin and follow the MAP Recovery instructions. Q: When is it okay to pull the Instrument Vibrator CB? A: When directed to by a Checklist or Procedure. Q: What is the risk if you pull the Instrument Vibrator CB when you re not supposed to? A: The FAA will give you some time off. Q: What do you do if you have a question about the AED or its seal? A: Contact ATL MCC. Q: Where can you find the required reports for a smoke and fumes event or Laser event? A: The Flight Ops web page; Admin page; Admin Forms and Reports. Q: What do you do if the APU does not start? A: Go to the QRH and follow the APU No Rotation or No Start or Hung Start procedure. Q: What is the required crew to monitor an ATC clearance? A: Both pilots should monitor and at least one pilot should write down an ATC clearance. Q: How many button presses does it take to go from Route 1 to Route 2? A: Not very many (6). It s really easy. Page 11 of 11

Advanced Transition Training

Cirrus Aircraft Section 3 Syllabus Suite Advance Transition Advanced Transition Training The Advanced Transition Training course is designed to prepare a proficient instrument-rated pilot for an Instrument