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MD80

ATA 00-12
AIRCRAFT GENERAL
INTRODUCTION
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This Training Manual is compiled and issued by:

Aviation Training & Development ApS

All information in this manual is intended for training only,

and must under no circumstances be used as a reference.

Holders will not receive revisions and updates.

No part of this training manual information, is

to be reproduced without written permission.

© 2005 Aviation TD ApS

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TABLE OF CONTENTS:

Subject: Page:

Introduction .................................................................... 4
ATA 5 Time Limits and Maintenance Check ............... 6
ATA 6 Dimensions and Areas ....................................... 8
ATA 7 Lifting and Shoring............................................ 16
ATA 9 Towing and Taxiing .......................................... 18
ATA 10 Parking and Mooring ....................................... 20
ATA 12 Servicing .......................................................... 22

Prepared: Aviation TD
Edition: 1/JAN05 E. Hallstein
Revision:
Module: M12F1AA-M80

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INTRODUCTION

The MD-80, built by McDonnel Douglas Corporation, is a short to Some -82 operated with lower gross weights are labeled -82D and
medium range jet aircraft based on the DC-9. some -87 operated with higher gross weights are labeled 87H.

SAS operates the aircraft in four different models, the -81, -82, -83
and -87.

The different models are powered by Pratt & Whitney JT8D-217C or

-219 engines.

Dimensions: -81 -82/-82D -83 -87/-87H

Wing span 32,90m 32,90m 32,90m 32,90m

Total length 45,10" 45,10" 45,10" 39,80"
Height 9,10" 9,10" 9,10" 9,40"

Fuel capacity:
at 0,803 kg/l 17740 kgs 17740 kgs 23690 kgs 17740 kgs

Engines: JT8D -217C -219 -219 -217C

Normal take-off thrust 20000 lbs 21000 lbs 21000 lbs 20000 lbs
Max. take-off thrust 20860 " 21700 " 21700 " 20860 "

Weights:
Max ramp 63950 kgs 68270/63960 kgs 73030 kgs 61690/63960 kgs
Max take-off 63500 " 67810/63500 " 72580 " 61240/63500 "
Max landing 58970 " 58970/58970 " 63280 " 58060/58060 "
Max zero fuel 53520 " 55340/55340 " 55340 50800/50800 "
"

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FUSELAGE COMPARTMENTS
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ATA 5 TIME LIMITS/MAINTENANCE CHECKS

Safety precautions Scheduled maintenance checks

Whenever work is to be performed on the aircraft, necessary safety
precaution must be taken to prevent injury of people or damage of Maintenance program february -93:
equipment.
Line Maintenance
Safety precautions required in applicable sections of the Maintenance Preflight Check to be carried out after each cycle.
Manual or other company instructions, shall be strictly adhered to.
Daily Check to be carried out ones a day. (Max. 30 hours).

Weekly Check to be carried out ones a week.

Light Maintenance Visit

A-Check to be carried out every 500 flight hours.

C-Check to be carried out every 3500 flight hours.

Heavy Maintenance
Intermediate Maintenance Visit (IV) to be carried out every 12500
flight hours or 5 years.

D-Check to be carried out every 25000 flight hours or 10 years.

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TIME LIMITS AND MAINTENANCE CHECKS

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ATA 6 DIMENSIONS AND AREAS

This chapter presents the aircraft dimensions, areas, zones, access

doors, and station designations.

Dimensions and Areas

Dimensions are given for the aircraft's overall length, width (wing
span), height at vertical stabilizer, and ground clearance to the
underside of wing, fuselage, engine nacelles, and other locations that
will be pertinent during maintenance and servicing of the aircraft.

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DIMENSIONS AND AREAS

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Aircraft Zoning
The aircraft has been divided and subdivided into areas, and zones to
simplify the problems of locating work areas and components.

A two-digit numbering system is used to identify areas and zones.

Large sections of the aircraft are identified as areas, fuselage, wings
etc., with each area divided into zones (second digit). Major structural
components, including landing gear, rudder, elevators, flaps and
ailerons, will have individual zone numbers.

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AIRCRAFT ZONING
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Access Doors
Access door and panel information includes identification number,
nominal open dimension, and the components or areas accessible. The
door identification number is of four digits:
- the first indicates area
- the second indicates the zone within the area
- the last two digits are the door number within the area and zone.

The symbol code following each access door number indicates the
type of fastener used. The number within the symbol code indicates
the number of fasteners used.

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ACCESS DOORS
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Stations
The station designation system is used to identify reference planes and FRP- Fuselage reference plane is used as a basic fuselage reference
points in inches along those planes, providing a means of identifying measuring system. The fuselage reference plane is on top of
the location of structure, center of gravity, and the distribution of passenger cabin floor beams.
weight.
WRP- Wing reference plane has an angle of dihedral of 3 degrees
Three axes are used in plotting station numbers: outboard of the center wing with respect to the fuselage
- The longitudinal or Y-axis. reference plane.
+Y is aft of station Y=O

- The lateral or X-axis.

+X is outboard from fuselage centerline on the left side (looking
forward).
-X is outboard from centerline on the right side.

- The vertical or Z-axis.

+Z is above fuselage reference plane.
-Z is below fuselage reference plane.

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STATIONS
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ATA 7 LIFTING AND SHORING

Lifting the aircraft is accomplished by using conventional airplane

jacks at the jack points on the wing and aft fuselage, or at the nose and
main landing gear axle jack points.

Landing gear Jacking

Both nose and main landing gear contain integral jack pads located on
and below each axle, midway between each set of wheels.

Maximum allowable axle jack loads are in excess of any anticipated

load limit.

Shoring can be accomplished by using contoured boards that conform

to the lower surface of the wing and fuselage at specified locations.

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LANDING GEAR JACKING

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ATA 9 TOWING AND TAXIING

Towing
Towing the aircraft over hard surfaces is accomplished at the nose Blue lines on the nose gear doors indicate maximum recommended
gear for normal maintenance and ramp functions. turning limits during aft towing (push-back) to prevent "Jack knifing".

Forward or aft towing (push-back) is normally accomplished through During nose wheel towing all turning is accomplished through the
the nose gear axle, using a yoke-type towbar and a towing vehicle. towbar. The nose wheel steering control is made inoperative by
placing the steering bypass valve in bypass position and installing the
The nose gear towing load, directly forward or directly aft with the steering bypass valve lockpin.
towbar parallel to the ground, is limited to 15 percent of the maximum
allowable gross ramp weight. The maximum load limit in any turn is The landing gear ground lockpins shall be installed during all towing
7.5 percent of the gross ramp weight. or pushing except when moving aircraft for flight (flight crew
aboard).
CAUTION: Do not tow aircraft if nose gear strut is within three (3)
inches of fully extended or exhibits more than twelve The last few meters of any towing or taxiing should be in a straight
(12) inches of chrome. Towing of aircraft with nose forward or aft direction to align gears. Failure to align gears to relieve
landing gear extended beyond these limits may cause tire and strut stresses caused by turning motions may result in
damage/failure of nose wheel steering control hydraulic oil leaking through shock strut seals.
components.

Maximum nose wheel turning angle is 90 degrees either side of

center.

Turning limits are displayed on the nose gear and nose gear door with
red lines visible from the towing vehicle operator's position.

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TOWING
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ATA 10 PARKING AND MOORING

Parking Mooring
Under normal weather conditions the aircraft may be parked with Mooring should not be required unless winds in excess of 60 knot are
wheel chocks only and headed in a direction that will best facilitate expected.
servicing without regard to prevailing winds.
Mooring points are provided on the wing and on the tail skid for
If wind gusts are expected to exceed 60 knots the aircraft should be securing the aircraft to a parking apron where the necessary mooring
headed into the wind to prevent structural damage to primary control accommodations are available.
surfaces.
To tie at the wing mooring points, a fitting must be installed at each
During parking for a longer period the nose wheels should be wing mooring adapter. A hole in the tail skid provides an attach point
centered, main gear wheels chocked and the landing gear ground for the mooring cables and the tail stand. For further mooring security,
lockpins installed. the aircraft can be tied down at the main gear and nose gear.

For extended parking or storage, all windows and doors should be

closed and protective covers installed to prevent entry of foreign
material.

During cold weather conditions special procedures must be performed

to protect the aircraft.

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MOORING
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ATA 12 SERVICING

General Replenishing
The servicing chapter contains information concerning replenishment Aircraft systems and components that require servicing are the fuel
of the aircraft material requirements (fuel, oil, hydraulic fluid, etc.) system, engine oil systems, auxiliary power unit, engine pneumatic
together with scheduled and unscheduled basic services necessary to starters, AC generators, constant speed drive units, hydraulic systems
safeguard and properly prepare the aircraft for flight. reservoirs, potable and waste water systems, crew oxygen system, rain
repellent system, landing gear struts and tires.
Instructions for replacement of filters, inflation and refilling of shock
struts, sterilization of the potable water system, and other similar Replenishment Charts, preceding applicable subject sections, include
service requirements are contained in related chapters of the tank and reservoir capacities, fill quantities, and approved
maintenance manual. specifications for the material requirements of the aircraft systems and
components.
Assembly and installation lubrication requirement instructions are
contained in related chapter. Scheduled Servicing
The scheduled servicing sections of the servicing chapter include
Adherence to instructions, warnings, and cautions is mandatory to instructions for aircraft lubrication and cleaning that require periodic
avoid injury or death to personnel, and damage to the aircraft and attention.
associated equipment.
Unscheduled Servicing
The operational integrity of the aircraft systems can be seriously The unscheduled servicing section contains instructions for
impaired if unapproved or contaminated fuels, oils, fluids, lubricants, conditional servicing required during inclement weather. (Including
and materials are used. Mixtures of various brands, kinds, and ice and snow removal).
qualities of materials should be avoided.

Cleanliness and proper servicing techniques are essential to ensure

troublefree functioning of various systems that require servicing.

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SERVICING
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