AIRAC 1112

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MD-80 McDonnell Douglas Flight Crew Operating Manual

The McDonnell Douglas MD-80 is a family of twin-engine, short- to medium-range, single-aisle commercial jet airliners. The MD-80 series were lengthened and updated from the DC-9. The airliner family can seat from 130 up to 172 passengers depending on variant and seating configuration.

The MD-80 series was introduced into commercial service on October 10, 1980 by Swissair. The series includes the MD-81, MD-82, MD-83, MD-87, and MD-88. These all have the same fuselage length except the shortened MD-87. The MD-80 series was followed into service in modified form by the MD-90 in 1995 and the MD-95/Boeing 717 in 1999.

Douglas Aircraft developed the DC-9 in the 1960s as a short-range companion to their larger DC-8.[1] The DC-9 was an all-new design, using two rear fuselage-mounted turbofan engines, and a T-tail. The DC-9 has a narrow-body fuselage design with 5-abreast seating, and holds 80 to 135 passengers depending on seating arrangement and aircraft version.

The MD-80 series was the second generation of the DC-9. It was originally called the DC-9-80 series and the DC-9 Super 80[2] and entered service in 1980. The MD-80 series was then developed into the MD-90 entering service in 1995. The last variant of the family was the MD-95, which was renamed the Boeing 717-200 after McDonnell Douglas's merger with Boeing in 1997.

The DC-9 family is one of the most successful jet airliners with a total of over 2,400 units produced; it ranks third behind the second place Airbus A320 family with over 4,000 produced, and the first place Boeing 737 with over 6,000 produced.

Crédito: McDonnell Douglas

ATR 42 400/500 Flight Crew Operating Manual

The ATR 42 is a twin-turboprop, short-haul regional airliner built in France and Italy by ATR (Aerei da Trasporto Regionale or Avions de Transport Régional). ATR and Airbus are both built in Toulouse, and share resources and technology. The name "42" comes from the aircraft's standard seating, which varies from 40 to 52. The aircraft was the basis for the ATR 72.

ATR 42-400

The -400 is the official name for the passenger version of the ATR 42 "Surveyor". the -400 is an upgraded version of the -200/300/320 using six-bladed propellers on otherwise identical PW120/PW121 engines. The primary users of this aircraft type are Conviasa & CSA Czech Airlines.

ATR 42-500

The ATR-500 is the current production version. The first delivery was in October 1995. It is a completely new design with many new improvements for performance and passenger comfort. It has new engines, new propellers, a newly designed cabin and increased weight capacity. It has six-bladed propellers turned by PW127E engines rated at 2,400 shp (1,800 kW) for improved hot and high performance and greatly increased cruise speed. The engines are flat rated for +45C. Propellers are completely electrically controlled and are made from composite material. It also has an increased maximum takeoff weight, allowing for more cargo and greater range (up to 1,500 nm). Due the six-bladed propellers and better insulation, it has a highly decreased noise level inside the cabin with new "elegance" style cabin. The newest version have CATII capability and dual Honeywell HT1000 FMS installation.

Crédito: ATR

A330 A340 MCDU Trainning

This comprehensive study is intended to compliment the Airbus Systems Guide. It is designed to develop an excellent understanding of the MCUD (Multi-function Control Display Unit for the beginner prior to arriving at trainning.

Crédito: Status/Xload

A320 A330 A340 Airbus ECAM Trainer

What is ECAM?

ECAM (Electronic Centralised Aircraft Monitoring) is at the heart of every modern Airbus aircraft. ECAM monitors all aircraft systems and alerts pilots to any malfunction, giving the actions required to resolve the situation. This powerful system requires pilots to have a thorough understanding of its operation and a high level of experience and discipline to ensure a successful outcome is achieved during abnormal conditions.

How are ECAM skills usually acquired?

A significant number of Fixed Base and Full Flight Simulator (FFS) sessions are spent developing and maintaining the required exposure to ECAM; the majority of time without needing the full suite of simulator functionality.

Crédito: Winglet Media