FREEFLIGHT Design Shop
MD-80 Series AFX
Copyright 1998 Kevin Trinkle (trinkle@flash.net)
FDE Copyright 1996-98 Mike Vidal (mavidal@shadow.net)

This is a completely new MD-80 AFX produced for the FREEFLIGHT Design Shop. FREEFLIGHT
is a group of designers that aim to freely provide high-quality AFX files for you to paint
or learn how to design from.

The MD-80 is one of the most prolific aircraft seen today. It is a stretch of the 
Douglas DC-9 series, which is almost twice the original size of the DC-9-10.

Notes for painting:
Not many. This airplane has been one of the simplest projects I've done, with few
major bleeds. The only one I've noticed left is that the aft fuselage bleeds over
the aft airstair (when down) - when you're upside down. Since this isn't a combat
airplane, I felt it more important to use the parts in other places. At odd angles,
there are some bleeds through the front of the aircraft that I can't fix. Brian
Quayle has the same problem as well, so...

LEGAL:
This AFX is copyrighted. It is distributed freely, though. All repaints or modifications
to this AFX MUST credit the original authors (Kevin Trinkle/Mike Vidal) in both the
text file in the archive, the airplane itself, and any text descriptions uploaded
with the file.

Any work you create with the AFX may NOT be sold in any way, shape, or form, or
uploaded where a per-file fee to download is charged (above basic connect fees.)
This includes CD compilations, and bonus disks. Don't ask me for permission
because I WON'T give it. It may not be uploaded to Compuserve's FSFORUM as well.

Also, be sure to mention in your text file where you got the AFX from.

Kevin Trinkle - trinkle@flash.net - July 20, 1998
FREEFlight Design Shop: http://www.geocities.com/~freefltdesign/
--------
PERFORMANCE STATISTICS:

                             
                   McDonnell Douglas MD-80
                   Performance Information

                           Preface

                   Aircraft Specifications
                         (Real Life)
Weights (MD-82)

Max Taxi       150,500Lbs
MGTOW          150,000Lbs  (Max Gross TakeOff Weight)
Max Landing    130,000Lbs
Max Zero Fuel  122,000Lbs

Fuel Capacity In Pounds (6.7Lbs/U.S. Gallon)
Center Tank    Right Main     Left Main      Total
20,395         9,359          9,359          39,113

Note: When fueling, place fuel in the wing (main) tanks first,
and the center (aux) tanks last. FS5 and FS95 do not have the
center tank - FS98 does.

Engine Type: 2 Pratt & Whitney JT8D-217, 20,000 Lbs Thrust.

Engine Specifications, Operating Conditions
     Time Limit     Max  Max Oil   Oil  Static    Max
                    Egt  Pressure  Temp Thrust    Rotor
                    C    PSIG      C    Std Day   Speeds
                                                  N1/N2
________________________________________________________

Takeoff   2Mn       595  55        165  20,000    ^
TakeOff   5Mn       590  55        165  20,000    |
                                                  RPM
Maximum   Continuos 580  55        135  19,600    N1
Continuos                                         8,800
Thrust (MCT)                                      (100%)
                                                  N2
Starting  Momentary
          Ground    475C                          12,250
          flight    625C                          (100%)

Cruise    Continuos 540  55        135            |
ration                                            ^

Aircraft Speeds  (All speeds are indicated airspeeds, in
knots).
                              
                      Speed Limitations
Vmo/Mmo   340KIAS/M.84   (Max Overspeed) M=MACH

Flaps Down      0-13 Deg     280KIAS
               14-20 Deg     240KIAS
               21-25 Deg     220KIAS
               26-30 Deg     200KIAS
               31-45 Deg     195KIAS

Slats Down (flaps 1)         280KIAS/M.57

Gear Down      VLe  300KIAS  Maximum
Gear Up        VLo  250KIAS    ""

Maneuvering    250KIAS               Below 10000 feet
Va             275-285KIAS/M.75-M.79 Above 10000 feet

All Maneuvering Speeds are at MAX Landing Weight

TakeOff  (Weights are in 1000 lbs, temps are standard)

WEIGHT ->    110    120    130    140    150
  
FLAPS 4  V1  129    137    145    152    158
         Vr  137    145    151    158    164
         V2  145    152    158    164    170

FLAPS 11 V1  119    125    132    138    145
         Vr  125    131    137    143    149
         V2  133    139    144    150    155
      
FLAPS 17 V1         120    127    134    141
         Vr         126    132    138    144
         V2         134    139    145    150

FLAPS 24 V1                122    129    131
         Vr                126    131    137
         V2                133    138    143

For airports above 2000 feet, add 1 knot speed for each 2000 feet above
MSL, AND add 1 knot for each 10 degrees above standard temperature (F). For airports
below 2000 feet, add 1 knot speed for each 10 degrees F above 85 degrees F/
30 degrees C.

Climb schedule: Initial climb - V2+15
                Maintain 250 KIAS below 10000 feet

                290KIAS to MACH .72 for .76M Cruise spd
                320KIAS to Mach .72 for .77M

One engine climb: 230KIAS

Optimum cruise:  WEIGHT  FL     KIAS
                 150     310    281
                 140     330    270
                 130     350    258
                 120     370    247

FLAP/LANDING SPEEDS: (Note: Max landing weight 130,000 lbs)

WEIGHT   150   140   130   120   110  (1000 lbs)

Flap 0   251   243   234   225   215
Flap 1   197   190   183   176   168
     11  172   166   160   154   147
     15  169   163   157   151   144
     28  157   152   146   140   135
     40  152   147   141   136   130

VREF 28  146   141   136   131   125 (flaps 28 landing)
VREF 40  141   137   132   127   121 (flaps 40 landing)

Note: Minimum approach speed: VREF+5
      Maximum approach speed: VREF+20

Maximum Operating Altitude: 37,000Ft

Normal Operations, Description:

1.  TakeOff thrust must not exceed 5 minutes total time.

2.  Normal TakeOff, set flaps at 11deg or 17deg depending on
fuel/passenger load, length of runway.

3.  Apply thrust to accelerate, maintain below 70% N2.  When
airspeed exceeds 46 - 80 Kts, apply takeoff thrust.  Note:
The earlier the better.

4.  At Vr, rotate smoothly to takeoff attitude ( 8 deg
nose up MAXIMUM).  Confirm positive rate of climb at takeoff.

A TAIL STRIKE WILL OCCUR AT 10.5 DEGREES NOSE-UP ATTITUDE.

5.  At 35Ft AFL (Above Field Level), speed should be at V2
to V2 + 10Kts, climb to 1000 AFL at V2 + 10Kts, 20Deg pitch,
raise gear.

6.  At 1000 AFL, reduce pitch attitude by not more than 1/2
(one half) the angle required for V2 + 10Kts to reach 1000
AFL.  Set climb thrust (normally 95% N1 (FAN Indicator).
Maintain climb gradient while accelerating.  Retract
Flaps/Slats on schedule.

7.  Continue acceleration to Vzf (Zero Flaps)speed.  If Vzf
is reached before 3000Ft, climb at Vzf to 3000Ft.

8.  3000Ft AFL, accelerate to 250Kts, maintain 500-1000
ft/mn rate of climb during acceleration. Climb at 250Kts to
10,000Ft.

9.  Accelerate to climb schedule (290KIAS) past 10,000Ft to
cruising altitude.  Maintain speed until cruise altitude is
reached.

Vzf Schedule:

Flaps Retract V2+25 (5Deg T.O. Flaps)
              V2+35 (15Deg T.O Flaps)
              V2+50 (Full Flaps Up)

Cruise power is 85% N1 (FAN Indicator) (.80M at 31,000Ft)

Descent in Range (to landing)

Note:  For fuel effciency Reasons, descents can be conducted
at Idle Power.  Rates should be between 2,000fpm to 4,000fpm
until reching 10,000Ft.

1.   Start Descent at XXX DME.  Target descent rate is 500
Ft/mn to reach assigned level.  To determine XXX, use the
following formula (Altitude (in 1,000's) X 3 = DME distance
to start descent)

Example 1  Cruise altitude 31,000
           DME transmitter on field
                          31 (000)
                         X 3
                         ===
     Start Descent at     93 Miles DME

     Cruise Altitude 31,000
     Airport 10 Miles beyond DME transmitter
     From Example 1                 93 Miles DME
     Airport Beyond Transmitter    -10 Miles
                                   ========
     Start Descent at               83 Miles DME

2.  50 miles from the outer marker, level off at 10,000ft
and decelerate to 250KIAS.

3.  Descend at 250KIAS 40 miles from outer marker.

4.  Set 5 Deg Flaps on entering IAP (initial approach
point).  Speed set at 200KIAS.  Descend to MDA (minimum
Descent altitude)

5.  At localizer capture, drop gear, final check list.

6.  At Glideslope + 1 dot, set 15Deg Flap.

7.  At Glideslope capture, Full Flaps, follow glideslope.
Maintain Vref on final. Normal final descent rate is 650 to
800 FPM.

For a flaps 28 landing, the MD-80 will have a nose-up angle
of 4.4 degrees on approach. For a flaps 40 landing, the angle
will be approximately 2.7 degrees. Aim the aircraft
(your viewpoint) 1000 feet down the runway.

8.  Land. Do not let the aircraft float as it tends to if
airspeed is excessive. It is best to get the aircraft on the
runway to bleed off speed more quickly.

Maximum reverse thrust is 80% N1. Do not use reverse thrust below
80KIAS - use wheel brakes.

9.  After landing, retract flaps, taxi to terminal.

                     Exclusion and legal

The author takes no responsibility for the operation of the
aircraft.  No warranty as to the fitness or merchantability
is expressed or implied.

                            Other

Model Limitations:

1.  The published manual list EPR settings for takeoff,
climb and cruise.  Since there are no EPR gauges in FS5, I
tried to convert to % RPM as best as possible.

Conversions:

1.  The FFMD8*98.AIR file is the FS98 air file for this aircraft. After converting
your FS5 repaint, simply copy the FFMD8*98.AIR file over your converted FS98
air file (i.e. your original is PSMD82 - copy FFMD8298.AIR over your
PSMD82.AIR
and rename FFMD8298 to PSMD82.AIR.)