MADDOG 2006

Tutorial

Introduction
This tutorial is a step by step guide which shows how to execute a complete flight from Rome Fiumicino
airport (LIRF) to Cagliari Elmas (LIEE) using the MADDOG. The flight is the IG1762 scheduled at 8:40 local
time.
Before following this tutorial we suggest to read the User Manual and the Operations Manual.
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Tutorial files
The following files are necessary for this tutorial:

- MADDOG_Tutorial.FLT
- MADDOG_Tutorial.WX
- MADDOG_Tutorial_NO_ISD.FLT (Use in place of MADDOG_Tutorial.FLT if the Fiumicino scenery from ISD is not installed)
- MADDOG_Tutorial_NO_ISD.WX (Use in place of MADDOG_Tutorial.FLT if the Fiumicino scenery from ISD is not installed)
- Cold_and_dark.stt
- LIEE.txt
- LIRF.txt

MADDOG_Tutorial.FLT e MADDOG_Tutorial.WX must be located in the FS flights folder, normally:

C:\Documents and Settings\<your account>\Documents\Flight Simulator Files
Cold_and_dark.sst must be in the following directory:
C:\<fs root>\MADDOG2006\Saves
See User Manual for the description on how to save a panel state file.

The files LIRF.txt e LIEE.txt contains the FMS procedures and must be saved in the Routes folder under the
MADDOG2006 folder:
C:\<fs root>\MADDOG2006\Routes

NOTE: These files are automatically installed by the MADDOG installation utility.
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When all the files are in place we start the Load Manager by executing the MADDOG_lm.exe located
MADDOG2006...\<fs root>\MADDOG2006. The Load manager is also accessible from the START MENU.
We go to the page Setup-General and set all the options exactly as shown in the following screenshot:

CAUTION!
It is necessary to select the
MADDOG Tutorial FLT
situation in order to flight the
tutorial correctly.
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Select the Fuel/Route Planner page that in our case will be used only to enter the situation startup time
(8:00, in order to allow some time for the cockpit preparation and the passengers boarding), our name and
flight number.
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We go back to the main page and enter the loading data; we must check that the weights, fuel quantity and
CG are exactly as shown in the picture (We must enter the A and B PAX, FWD and AFT cargo and fuel).
At last we must check the option Reload saved state and Start FS.
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After pressing the OK button we must select the panel situation (cold and dark) and confirm again.
Flight Simulator will start automatically and we will find our self seated at the C/M-1 place of our MD82, in
parking E03 of Fiumicino airport, ready for the cockpit preparation.

The weather conditions set for our flight are the followings:
LIRF 120715 24012KT 8000 RA SCT010 BKN025 16/14 Q1012
LIEE 120700 30006KT 9999 SCT020 17/14 Q1019

In order to open and close the various panels we can use the icons located at the right of the VSI/TCAS (see
the User Manual for more details):

OPENS AFT OVERHEAD PANEL

OPENS A SMALL PANEL USEFUL

FOR STARTING THE ENGINES OPENS OVERHEAD PANEL

SWITCH TO MAIN PANEL C/M-1

SWITCH TO MAIN PANEL C/M-2

OPENS FMS CDU

SHOW SPEED BOOKLET

OPENS PEDESTAL PANEL
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Cockpit preparation
It is the first flight today for our MD82. We have checked again the METAR and we dont expect any
difficulties. The METAR for LIRF is: LIRF 120715 24012KT 8000 RA SCT010 BKN025 16/14 Q1012. We are
now ready to start the cockpit preparation.
We open the overhead and check with the meter selector (1) that the battery gives at least 25 Volts (2),
move the BATT SW in the ON (3) position and lock it by rotating it 90 clockwise.

We should check the following:

- WINDSHIELD WIPER (4) ........................................OFF

- LANDING GEAR LEVER DOWN (5)...........DOWN & IN
- AUX HYD PUMP SW (6)..........................................OFF
- FLAP/SLAT LEVER (7).....................................UP/RET
- SPEEDBRAKES LEVER (8).................RET & DISARM

In the main panel we must align the standby horizon by pulling several time the knob (1), and set 1012MB in
the standby altimeter (2).

We switch on external lights by positioning the POS/STROBE (3) to BOTH and

the WING/NACL (4) switch to ON. Push on MASTER CAUTION (5) and
MASTER WARNING (6) lights to reset them, on both the CM1 and CM2 panel.
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Before starting the APU we must perform the fire loop test in order to check the fire detection system by
positioning the mouse cursor over the fire bell off (1) pushbutton, and pressing both the left and right mouse
buttons. The test should start.

After hearing the fire left engine and fire right engine aural we can push the mouse middle button (fire bell
off) to silent the bells. We now must check a total of 14 lights:

- 2 FIRE HANDLE lights (see above)

- 2 MASTER CAUTION and MASTER WARNING CM1 (2)
- 2 MASTER CAUTION and MASTER WARNING CM2 (3)
- 2 annunciator panel annunciations (EOAP/WAAP), we have FIRE DETECTOR LOOP (4) on the
EOAP and APU FIRE (5) on the WAAP.
- 6 fire detector loop lights (aft overhead panel) (6)
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We are ready to start the APU. We have only battery power so we must turn on a fuel pump powered with
DC current called START PUMP.

-START PUMP SW to ON (1)

-APU START SW to START (2), the switch will then go to the RUN position.

The APU rpm will start increasing, and the light APU STARTER ON (3) will come on in the WAAP until the
APU rpm will reach 35%.
When the APU rpm is around 100% the light APU PWR AVAIL (4) should come on to indicate that AC
power is available from APU. We must check with the meter selector that the AC volt and frequency are
correct (115Volt and 400Hz) (5).
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If the APU PWR AVAIL light (4) does not come on, reset the APU generator with the APU GEN switch (6).

We can now power up the aircraft positioning to ON the

two switches near the APU PWR AVAIL light, and
check that the power consumption is below 1.0 of the
total available power (7).

It is not a cold day but it is still necessary to turn ion air conditioning
to assure passengers comfort.

- We move the APU AIR to the ON (1) position to feed the pneumatic
system with APU air.
- Check air pressure in the center duct (2) (The APU has a warm up
time of 60 seconds before it can supply air).
- Open the right PNEU-X-FEED (pneumatic cross feed) (3).
- Move the right AIR COND SUPPLY to the AUTO (4) position.
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Now we must test the interphone communication

system and the emergency lights:
- We increase the PA volume in the audio panel (1).
- Move the EMER LTS to the ON (2) position and
verify that the EMERG LIGHT NOT ARMED
annunciation is displayed in the EOAP.
- Check the only emergency light present in the
cockpit (AFT OVERHEAD) (3).

- We call the flight attendants by right clicking with the mouse on the ATTENDANT CALL (4) pushbutton.
- Select the first menu item PA/EMERG LIGHT TEST (5).
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When the F.A. confirms that the emergency lights are one we move the EMER LTS switch to the ARM
position. We have finished for now with the overhead panel and can close it and go back to the main panel.

We switch ON PFD and ND from the EFIS CONTROL

PANEL, the upper knob (1) is for PFD, the two coaxial
knobs are for the ND. To move the outer knob position the
mouse cursor at the left of the knobs (2), while to move the
inner knob the cursor must be at the right of the knobs (3).
We must switch on also the PFD and ND at the C/M-2
side.
To set the brightness of the VSI/TCAS display we use the
knob indicated in the figure (4).
Switch on the FMAs positioning to ON the two FD (flight
director) switches (5).
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We now test all the digital display and advisory lights by pushing and holding the ANN/DIGITAL LTS TEST
button; this button is also present in the small start up panel (1).

Once we have verified that all the displays and lights are working we have
several other test to perform:

AUTOPILOT SWITCH TEST:

- Switch on the autopilot and check that it disconnects pushing the
disconnect button (CTRL+Z or joystick button); push again the
disconnect button to switch of the flashing AP light in the FMA.

EFIS TEST:
- Set VHF NAV 1 & 2 to an ILS non local frequency (1) (i.e. 109.50 for FCO).
- Set a Decision Height of 100ft (2)
- Push the EFIS test button (3) and hold it until the end of the test. The test will end correctly when the PFD
and ND displays revert to their initial state.
- Dont forget to reset the DH to 0

AUTOLAND AVAILABILITY TEST:

- Set VHF NAV 1 & 2 to an ILS non local frequency (1) (i.e. 109.50 for FCO).
- Push the AUTOLAND button on the Flight Guidance Control Panel.
The test ends when the NO AUTOLAND lights in the FMAs turn off.

Check that the selector for the alternate static air is in the NORM position (1)
(located in the lateral panels).
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PRIMARY & ALTERNATE STABILIZER TRIM TEST:

- Move the primary trim handles (1) and check aural and stabilizer position indicator (2) movement.
- Move the alternate trim handles (3) and check aural and stabilizer position indicator (2) movement.

FLIGHT RECORDER/AIDS TEST:

- In the AFT OVERHEAD panel move the guarded FLT RECORDER switch to the GND TEST (1) position
and check that the annunciation FLT RECORDER OFF disappear from the EOAP.
- In the FDEP (2) insert the day, month, flight number and leg and press the INSERT (3) button.

- Move the FLT RECORDER switch to the NORM position and close the guard.
- Check that the FLT RECORDER OFF comes ON on the EOAP.
The second group of information (TOW,CG) will be insert after engine start.
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CARGO SMOKE DETECTION AND FIRE SUPPRESSION SYSTEM TEST:

- Push and hold the TEST (1) button.
- Check that all the panel indicators are on, aural
activation and CARGO FIRE light on WAAP.
- Release the button.

Check that all the INSTRUMENTS TRANSFER SELECTORS (aft overhead) knobs are in NORMAL:

WAGS (WINDSHEAR ALERT AND GUIDANCE SYSTEM) TEST:

- Move the spring loaded WINDSHEAR TEST switch (1) to the TEST position and verify that the WAGS test
is executed.

EMERGENCY ELECTRICAL POWER TEST:

- Move the EMER PWR (2) to ON and check that the white EMER PWR
IN USE (3) light comes on.
- Move the METER SELECTOR in the BATT AMP (4) position and check
that the current is between 10-50A to the right (the battery is
discharging).
- Move EMER PWR to OFF and check 40 A to the left (5) (the battery is
charging).
- After some time indication goes to 0 A, the battery is fully charged.
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FUEL SYSTEM TEST:

- Verify that the FUEL-X-FEED LEVER (1) is in the OFF position
- Switch off all the FUEL BOOST PUMPS and the START PUMP and verify that the L/R INLET FUEL
PRESS LO and MASTER CAUTION light are ON. Switch ON and than OFF each pump (*) and verify that
the correspondent EOAP annunciation and MASTER CAUTION go off.
- When testing either of the 4 pumps move the FUEL-X-FEED LEVER to the ON position and check that the
INLET FUEL PRESS LO relative to the opposite system also comes off and then on again when the FUEL-
X-FEED LEVER is moved back to the OFF position.
Leave the right AFT FUEL BOOST PUMP to ON.

Move the NO SMOKING and SEAT BELT switches to ON (2).

We now test all the PITOT & STATIC HEATERS (3) positions in order to check current absorption on the
indicator (4); we should see absorption for every position except the RAT probe that it is not powered on
ground. When finished we move back the selector to the CAPT position.

Check that ENG ANTI ICE (5) switches and

AIR FOIL (6) switch are OFF and we move the WINDSHIELD ANTI ICE (7) to the ON position.

We also check that the ENG SYNC (8) is in the OFF position.
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Check that the GPWS switch in the overhead panel is guarded and in the NORM (1) position.

We move the STALL TEST (2) first to the SYS1 position and than to the
SYS2 and verify aural activation.

Move the YAW DAMP (3) to the ON position and check that the YAW
DAMP OFF annunciation is off.

Move the MAX SPDWARN TEST (4) first to the SYS1 position and than to
the SYS2 e verify aural activation.

Move the MACH TRIM COMP (5) to the NORM position and check that the
MACH TRIM INOP annunciation is off.

If necessary we switch on the tail lights by moving the LOGO LT (6) to the ON position, in our case we leave
it OFF since we are flying in daytime.

We move the ICE FOD (7) to the TEST position and verify that the ice fod test annunciations are displayed in
the EOAP.

If the TRANSFER LOCKOUT and/or STBY ON(1) lights are on we must move the pressurization system
switch (2) to STBY and than back to PRIMARY, the STBY ON should go off, push the TRANSFER
LOCKOUT light to reset it.
With the LDG ALT (3) knob, select the altitude of the destination airport runway (in our case 5ft), and with the
LDG BARO (4) knob the QNH at destination (in our case 1019).
Check the FLOW (5) light by pushing it and verify that the light comes on.
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We now check that the air conditioning valves work correctly in manual mode: move the CABIN TEMP SEL
(1) in MANUAL HOT position and verify that the valve indicator moves to the HOT (2) position, afterwards
move the selector to the MANUAL COLD and check that the indicator moves to the COLD position. Repeat
the test for the COKPIT (CKPT TEMP) selector.

Check that the RADIO RACK switch is in the FAN (3) position.

Check that the AIR COND SHUTOFF switch is in the AUTO (1) position
and that the RAM AIR switch is in the OFF position.
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We now set the guidance; set 250 knots in the SPD/MACH display (1), than click on the selector to switch to
MACH, and set .750 (2), we click again the selector to revert to the SPD display (1).
Move the BANK LIMIT SELECTOR to 15 (3)

Next we perform the altitude alert test; set the QNH (1012 HPa) on CM1 altimeter (1) and check that the
DFGS selector switch is in the 1 position (2). Set the altitude readout to a value of 1000 ft higher than the
filed elevation (3) (in our case LIRF is at 14ft AGL so we simply set 1000ft). Rotate the BARO selector (4)
clockwise so that the altitude indicated by the altimeter moves toward the selected altitude, verify that 750 ft
below the selected altitude the orange led comes on and the altitude alert is played once, continue to rotate
the BARO (4) until 1000ft are reached and check that 250ft below 1000ft the led goes off (5). Now rotate the
BARO selector (4) counterclockwise and verify that when the indicate altitude goes below 750ft the orange
led comes on together with the altitude alert. Silent the alert by moving the altitude selector (3).

Reset the FUEL USED indicator by pushing the reset button (1) (the fuel used will display for 2 seconds and
than the value will be reset).
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Test the TRC by pushing the TEST (1) button and verifying that the RAT indicator display +12C (2)and that
the EPR limit is 2.04 (3).

We now test the FUEL QUANTITY INDICATOR; push the ZFW (1) knob (pay attention on clicking it on the
center position when the cursor hand does not have sign) and read the ZFW (in our case 51900 Kg). Push
the TEST (2) button and verify that the left, right and center tank quantity display show 1500Kg, the total fuel
is 4500Kg and the gross weight display is the sum of the actual ZFW plus 4500 (56400Kg).
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Test the landing gear lights and aural by clicking on the gear lever (1).

Now we check the hydraulic system. The fluid quantity must be above 12
quarts (2). Move the AUX HYD PUMP (3) to the temporary OVRD position
and verify that the pressure rises in the right system (4), move the AUX HYD
PUMP (3) switch to the ON position and verify that the hydraulic pressure will
stabilize to a value between 2800psi and 3200psi. Next we move the transfer
pump (5) switch to ON and verify that the pressure on the left system
stabilizes at a value above 2000psi. Move the RUD HYD CONT (6) lever to
the MAN position and verify that the RUDDER CTRL MANUAL
annunciation is displayed in the EOAP, move back the lever to the HDY (up)
position and verify that the annunciation goes off.
Verify that the engine driven pumps switches are both in the HI position and
move back the transfer pump (5) and the aux pump (3) switches to .the OFF
position
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Test the brake temperature indicator(1) pushing the TEST button (2) and verify that the indicated
temperature is between 425C and 475C and that the overheat led is ON.

Check that the alternate static air selector (3) on

C/M-2 lateral panel is in the NORM position.

Next we test the weather radar; first we increase the WX

RDR brightness on ND by rotating clockwise the inner
black knob (1) on EFIS control panel. Move the ND
mode knob to the ARC (2) position. Now switch on the
radar pushing the PWR (3) button and start the test
pushing the TEST (4) button. The test should start (5)
and it will end by pressing again the TEST (4) button.

Switch off the weather radar by pushing the PWR

(3) button.
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To test the takeoff warnings, we advance the throttles hand we must hear 4 different vocal aural: fulap,
slat, brake, stabilizer.
Check that the fuel shutoff levers are in the OFF (1) position and
that the fuel FUEL-X-FEED is OFF.
We test the TCAS moving the selector (2) in the center pedestal
panel to the TEST position and checking that the VSI/TCAS
display is like the figure (5). After we hear the TCAS SYSTEM
OK aural we move the selector (2) to the TA/RA position. Move
the switch (3) to ABOVE and select the desired range (4).

ADF test; verify that both pointer s are visible on the ND (1) and
push and hold the TEST (2) button for each ADF; verify that the
pointer moves to a relative bearing of 135.
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Set the TRC, the OAT is14C, QNH is 1012 HPa our takeoff weight will be 58 Tons with WET runway. In this
condition we cant perform a reduced thrust takeoff and we must do a NORMAL T.O., push the TO (1) button
on the TRP.

The runway in use is 25, and we expect to have assigned the

SID ESINO 5A.

After takeoff following the SID we keep the

current track until 1nm DME from OST VOR,
and then turn left to intercept radial R217
from OST direction TORLI and ESINO.
Select OST frequency (114.90) on both
radio NAV and both course to 217. Set on
ADF1 and 2 OST frequency (321.00).
On the HDG readout we set the heading of
181 to intercept the R217.
We obtain the clearance from ATC and are authorized to Cagliari via ESINO 5A, UM126 CAR initial climb to
5000 ft, squawk 5407.
The flight guidance now should be like this:
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The passengers have arrived with the BUS; they are late due to the security checks, as usual :-).
We read the COCKPIT CREW CHECKLIST and are ready to start the boarding.
Push the ATTENDANT CALL (4) button (right click with the mouse) and select START BOARDING (5).
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We now turn our attention to the Flight Management System (FMS), refer to the figure below for the naming
of the various keys:
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The first page displayed is the IDENT page, we push LSK6R to change to the POS INIT page, and initialize
our position by clicking LSK4R to recall the actual aircraft position calculated by the GNS and insert it in field
SET POSITION by clicking LSK5R.

Push LSK6R to go to the ROUTE page, type LIRF and store it on field ORIGIN (LSK1L); type LIEE and store
it on the field DEST (LSK1R). We insert the route starting from the first point, type ESINO and push LSK4R,
the FMS will add a DIRECT TO ESINO entry, now type UM126 and click LSK5L then CAR and push
LSK5R. We have inserted our route from ESINO to CAR VOR via airway UM126.

Push LSK6R to activate the route. and EXEC, which is

lighted, to confirm.
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Push LSK6R to go to the PERF INIT page, insert the total fuel read from the fuel quantity display (it should
be about 3400Kg) by typing 3.4/N and clicking LSK2L, insert ZFW typing 51.9 and pushing LSK3L, then type
2.5 and click LSK4L; at last we insert our cruise flight level (FL270), typing 270 and clicking LSK1R. The
page should be as the following figure, and we must push the EXEC (lighted) key to confirm the changes.

Push the DEP/ARR key to go to the page where we select the

runway and the SID that we are going to use. Select runway 25
by clicking on LSK3R and on the next page (2/4, push NEXT
PAGE button)) select ESIN5A pushing LSK5L. Check that the
FMS display is like the figure below and confirm by pushing the
EXEC key.

Push LSK6L to return to the main DEP/ARR page and select the arrival airport LIEE clicking on LSK2R.
Then select ILSP32 approach by pushing the LSK1R and confirm with the EXEC key.
Push the LEGS page, and verify that all the waypoints in the route are correct and that there are no
discontinuities or other errors. Set the ND to the PLAN mode, and press LSK6R (on route LEGS)
subsequently to select and display all the waypoints on the ND.
FMS preparation is complete; we leave the CDU to the LEGS page and change the ND mode to MAP.
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The ground personnel has brought us the load sheet (1), there are no changes and we check the ZFW of
51.9(2), the MAC is 15.0% (3) and we verify that is inserted in the takeoff condition computer (5) in order to
obtain the takeoff trim value which is about 6.6 ANU (airplane nose up). We must trim the airplane for
takeoff by positioning the white bug in correspondence of the green bug (6).

We set the V Bugs on the ASI with the takeoff speed relevant to our TOW, automatically by clicking on the
upper red spot or manually using the mouse wheel on the indicated green spots.

The boarding is ended, F/A have closed all the doors and confirmed
(we hear the chime and the attendant calling button illuminates).
We insert the remaining data on the FDEP, GW of 58300Kg (we set
5830), CG of 15, and we leave the last three field to 000.
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Engine start and taxing

After obtaining the clearance, we are ready to start our JT8D-217A engines.
Verify that Parking Brake is set and the APU AIR switch is in the ON position and switch (2) is in NORM.
Switch OFF SUPPLY (3) switches and ON all the left and right fuel BOOST PUMP (4) and turn on the anti
collision lights (5).

Check that pneumatic pressure is enough for engine startup, we should have at least 36 psi (6).

Open both PNEU-XFEED (1) to allow the APU pressurized air to

reach the engines START VALVE and move the ENG IGN knob to the
BOTH (2) position; check the thrust lever are in the IDLE position and
read the BEFORE START CHECKLIST.
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We first start engine number 2 (right), the same procedure must then be performed for engine number 1.
Hold the guarded start switch in the ON position (2), the annunciation R START VALVE OPEN should
appear on the EOAP and the N2 rpm should start to increase together with the hydraulic and oil pressure.
When N2 stop increasing for 5 seconds (maximum motoring) and it is about to 25%, we move the shutoff
lever to the ON position (3) to start combustion (CTRL+SHIFT+F4).

We should see the Fuel Flow and EGT increasing and check that they stay below limits. at 40% of N2 we
release the START VALVE switch and let the engine parameters stabilize to their idle values.
Repeat the same sequence to start engine 1.
When both engines are running, we must check with the meter selector that the engine generators are
working correctly (they should deliver 115V 3V at 400Hz 4Hz).

Move the galley power switch to ON(1), ENG IGN switch to OFF and
the PITOT HEATER to the CAPT(2) position.
For our today flight we dont need anti/de ice, so we leave all the
switches to OFF.
We move the AIR COND SUPPLY switches to AUTO, APU AIR
switch to OFF and master APU switch to OFF (the APU will turn off
after a cooling period of one minute).
Verify to have about 2800 to 3000 psi of hydraulic pressure from the
engine hydraulic pumps and then turn on the AUX and TRASFER (3)
pumps.
Close the PNEU X-FEED, we will open them again in case we need
the airfoil anti-ice.

The mechanic will wave us with is left hand to confirm that we are ready to move, we read the AFTER
START CHECKLIST and contact ATC to obtain taxi clearance.
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When authorized we move the landing lights switches to the EXT OFF (4) position and the nose light switch
to the DIM (5) position.
We extend the slat (push F7 once) and verify that the AUTO SLAT test is executed (AUTO SLAT light on)
and afterwards we set the flaps/slat to the 15/EXT position. Release parking brakes and advance throttles
just the amount needed to start taxiing
and then retard them to IDLE.

Follow the yellow line on the map, we go left to taxiway NC, and then taxiways I, NG, N, B, BA to arrive to
the holding point at runway 25.

When leaving the parking we can turn on

the flood lights at our discretion (1).
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During taxiing we test flight controls by turning our yoke to the full left and right position and verifying that the
SPOILER DEPLOYED annunciation is on the EOAP, than pulling and pushing to is maximum extension and
verifying that the light ELEVATOR POWER ON is illuminated on WAAP.
Push the TOGA button (shift+ctrl+G) and verify that the FMA display TAK OFF/TAK OFF to indicate that the
take off mode is armed in the flight guidance. Also check that the FMA display the amber ALT text to indicate
that the 5000ft displayed on the altitude readout are effectively armed.
Verify that the TRC is set for a normal takeoff (TO).
Push the INSERT button on FDAU (1) to store in the FDR the TOW and CG data previously set.

Check that the aileron and rudder trim are in the neutral position
and that the stabilizer trim is set to the correct takeoff value.
Change the ND to the MAP mode and FMS display to the LEGS
page. Read the TAXIING CHECKLIST.
When we arrive at the holding point our panel should look like
the figure below.
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Takeoff and climb

The tower authorizes us to lineup and takeoff from runway 25 with wind 240/15kts.
During lineup we switch on the weather radar by pushing the PWR (3) button, then move the mouse cursor
to the left until the cursor display a - (if it is a + move the cursor more down) and set the antenna tilt to
about 3 NU (nose up). Move the ENG IGN selector to the BOTH position and check that the brake
temperature is below 205C.

Verify that there are no annunciations on the EOAP and read the BEFORE TAKEOFF CHECKLIST.
Turn on the landing lights and nose light to BRT.
We are ready for takeoff.

Set the brakes, advance the throttle to EPR 1.4 or 80% of N2 and check that all engine parameters are
normal.
Switch on autothrottle (A/T) (1) and release brake; the aircraft will start to accelerate. Check that the left
display of the FMA shows EPR TO (2) and start the watch (3).

When the speed reaches 60 knots, the A/T will go in CLAMP mode.
Maintain direction control using the rudder until rotation speed is reached, then
start rotation up to about 8 of pitch; when airborne follow the flight director which will guide you to maintain a
reference speed of V2+10kts.
When we see a positive climb rate on the VSI we can retract the gear and after turn off the landing and nose
lights.
At 200ft AGL we switch on the autopilot (AP) (4) and at 400 ft AGL we activate NAV mode (5) to instruct the
autopilot to follow the horizontal profile calculated by the FMS.
At 1500 ft AGL select CL on TRP (6) to reduce the EPR limit form the takeoff value to the climb value and
push the VNAV (7) button to activate the vertical profile mode. The FMA will be as in figure (8).
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The aircraft with lower the nose and start accelerating to 250 KIAS following the programmed navigation
profile. When the speed is above the 3rd bug retract the flaps, and when it is above the last bug retract the
slat.
Meanwhile ATC has cleared us to our final cruise level, so we select 27000ft on the altitude readout and arm
the altitude capture by clicking on the selector.

We note that the RAT is 10C and decreasing, e are in cloud, so we turn
on the engine anti-ice (1) and move the ENG IGN to the SYS A. position

Passing 6000ft we set the altimeters to 1013hPa (we can use the B key) and read the AFTER TAKEOFF
CHECKLIST.
Turn off the AUX HYD and TRASNFER pump, and move the engine pump switches to the LO position in
order to reduce the hydraulic pressure from 3000psi to 1500psi.
Passing 10000ft the aircraft will lower again the nose to accelerate to the unrestricted climb speed.
At 18000 ft we are still in clouds and the RAT is near zero, we must switch on the airfoil anti-ice: open the
PNEU X-FEED and move the airfoil (2) switch to the ON position.

Passing 20000ft we are in clear sky, we can switch off all the anti ice and move
the ENG IGN to the OFF position, we dont close immediately the PNEU X-FEED
in order to allow the TAIL DE ICE cycle which starts automatically when the airfoil
switch is moved to the off position and that it will last for 2.5 min. When the tail de
ice cycle is terminated we can close the PNEU X-FEED.

When we arrive to the cruise level at FL270, we set the TRP to the cruise EPR limit pushing the CR button (it
is the lower right button) and set the TCAS to BELOW.
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Cruise
Our cruise leg will be short today; we dont have much time to relax. When we are at about 40nm from the
T/D (Top of Descent), we start the approach briefing.
First of all we check weather condition at destination, runway in use is 32, wind 300/6kts, visibility 10km,
scattered 2000, 17C/14C, QNH 1019. We expect an ILS Papa 32 approach (and we have already inserted
it in the FMS). We re-check that the in the FMS the altitude constraint for CAR VOR is 5000 ft as in the map.
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We read all the information from the map, including the missing approach, the minimum altitude (we can
position the altimeter bug to this value) and the decision height (DH) that we set in the radar altimeter.
We also set the standby altimeter to 1019 (1). Meanwhile, we apply check our T/D; we should arrive to CAR
at 5000ft, so we must lose 22000ft: 22x3=66, 66nm, so we must start our descent at about 70nm from CAR.
Actual weight is 58T, we select our landing speed from the corresponding chart
(2) and set the V Bugs of the ASI accordingly.
By clicking on the position indicated by the lower red dot the bugs are positioned
automatically for Flap 28; since we will land with 40 of flap, we move the VRef
bug to 135kts (use the mouse wheel on the position indicated by the upper left
green dot).

Descent
When we approach the T/D the FMS will display the message RESET FGCP ALT to remind us that we have
to select and arm a lower altitude in the guidance. Roma CTR authorizes us to FL100, we select 10000 in
the altitude readout and arm the capture by clicking on the knob. When the aircraft reaches the T/D the
descent will start automatically; the FMA will display VNAV DES and the aircraft will start descending at the
calculated speed..
We set to the HI position both hydraulic pumps and verify that the pressure rises to about 3000psi;
afterwards we switch on the AUX HYD PUMP and the TRANSFER PUMP. Read the DESCENT
CHECKLIST.
Set both RADIO NAV to CAR VOR frequency (115.10) and continue monitoring our descent.
Note that fuel temperature is near or below zero, it is necessary to activate fuel heat (1) with the spring
loaded switches in the overhead (1). The fuel heat will turn off automatically after a programmed time.
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Passing FL160, Roma releases us and we contact Cagliari approach, that instruct us to proceed to CAR
VOR at 5000ft, QNH 1019 and afterwards ILS Papa 32. Set 5000 in the altitude readout and arm altitude
capture (click on the knob, amber ALT text will appear on FMA). Read the APPROACH CHECKLIST.
We are already authorized for the ILS procedure, we will level up at 5000ft so we can already set the QNH
of 1019 in the altimeters, even above the transition level.
When arriving at 10000ft, the aircraft will reduce vertical speed in order to reduce IAS to the restricted value
of 250kts. Switch on external flood and nacelle lights.
Passing CAR VOR at 5000ft, select 256 in the heading readout (1) without clicking on the knob because we
must keep the NAV TRK mode. Set 3500 in the altitude readout and arm the altitude capture, then with the
vertical speed selector (2), set a descent rate of -1500/2000 ft/min.

Reduce airspeed (if necessary using the speed brakes) by setting 235Kts in the speed readout (3) and
extend slat and flap to 11/EXT (press F7 twice).

Before reaching 10nm after CAR VOR, our turning point to intercept the localizer,
set RADIO NAV1 to the ILS frequency (109.50) and set the heading readout to
317.
Reduce speed to 210Kts and extend flap to 15/EXT.
At 10nm after CAR the aircraft will start turning right and line up with the runway,
select and arm the altitude of 2700ft with a VERTICAL SPEED ratio of
1000ft/min,
While turning right change the ND to the ROSE mode (4) and push the VOR/LOC
(5) button to capture the localizer.
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Landing
When the glide slope indicator is 1 and dot above the middle mark, extend the landing gear, arm the ILS
for glide capture (1), select the GA thrust limit in the TRP (2) and reduce speed to 180kts.
Cagliari approach releases us and we contact Elmas tower.

When the glide slope is acquired, extend flap to 28/EXT and reduce speed to 160kts.
Set 5000ft in the altitude selector (we need it in case of missing approach) move the bank limit to 15 (3).
The flight guidance should look like this:.

And the FMA should be like this:

Extend flap to 40/EXT for landing and reduce speed to our VRef value of 135Kts.
Arm ground spoiler (shift+ or shift+/) move the ENG IGN selector to the BOTH position. Read the FINAL
CHECKLIST.
Elmas tower authorizes us for landing at runway 32, wind 270/4kt, turn on the landing and nose lights.
At minimum altitude disconnect the AP and proceed in manual flying (leave the A/T ON, it will reduce thrust
automatically at about 50ft AGL), do not exceed with the flare and when main gear are on ground push
gently on the yoke to lower the nose gear and extend activate the reverse thrust.
Maintain directional control and start breaking when below 80knots, at 60knots close the reverses and
continue to apply breaks to slow down the aircraft. Leave the runway and continue taxi.
CAUTION: an excessive use of the brakes at high speed can cause an overheat and reduce drastically the
breaking power.
When off the runway switch off the landing lights and the flood lights.
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Taxiing and parking

Press or / to retract the spoilers and set the flap to 15/EXT, move the ENG IGN selector to OFF (1),
PITOT HEATER to OFF (2) ,windshield anti ice to OFF (3), radar OFF (push the PWR (4) button), start the
APU and move the two APU BUS switches to the ON (5) position.

Read the AFTER LANDING CHECKLIST.

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Continue taxiing until reaching the parking gate, when near the stand set flap/slat to UP/RET and switch off
the nose light. Stop the engines by moving the fuel shutoff lever to the off (down) position and set the parking
brake. Switch off the FD and the EFIS display.
We can start unboarding by right clicking on the attendant call (4) button and selecting Start Unboarding;
switch OFF the SEAT BELT lights.
Turn off the AUX and TRANSFER hydraulic pumps.

Turn off all the FUEL BOOST PUMP except the RIGHT AFT (upper right
switch) that it is needed for the APU.

Galley power switch (1) to OFF and anti collision light OFF.
SUPPLY switches to OFF and close the PNEU-X-FEED (1) (move to the
lower position)

Read the PARKING CHECKLIST

Very good! We have completed our flight successfully. Our MADDOG is ready for the next flight.