FormerSF3

About the gen I don’t know

You're going to have to find a performance manual for what your flying. Here's a very basic explanation. 50 degrees C is considered max derated thrust. So whatever engine N1 occurs at 50 degrees is what you would set to. Then you would have to check if the plane can takeoff from that airport at that temperature. If it can't then you have to lower the temperature until it can.

The engine sync is there because on some airplanes you can tell in the flight deck that the N1's are a couple of % off. I feel badly for the person in Row 33. The plane should EPR sync when they're in .03 of each other. As engines get tired the same EPR does not bring the same N1. Thus the need for N1 sync. We don't use it until cruise. Once again as engines get tired they both will make the rated climb EPR at different N1's. Using the sync at that point will drop one of the engines performance to match the other's N1.

It shouldnt. Can you ask this again over on the official support site?

Here’s one for 145,000 6R KCLE 06R Flap 08 Trim 5.6 CG 13.8 V1-146 VR-149 V2-157 Use assumed 41C

That's a little high for 28R. Use flap 6 and subtract about 10 kts off your speeds. 138 - 159 - 163.

Believe me. We argued this fact to the programmer. To his defence the original 80's were like how it currently is. What you are referencing is a later addon.

Go to 8:40 in the video and it shows an engine shut down. You will see the VOLTS/FREQ drop to zero when selected to L/R. The L/R voltage selectors do 2 things. 1. Show the VOLT/FREQ of the operating generator. 2. Shows the respective side DC Bus Voltage. On the ground with engines shut down you will only get the DC voltage.

There are 2 options on the DES page. DES NOW and DES DIRECT. DES NOW is to start and early descent but protect any AT OR ABOVE. DES DIRECT I have never used in the real airplane. I wouldn't even begin to know how to tell the programmer how it works. Supposedly it ignores all constraints until the final altitude. The real plane has problems with STARS that contain speed and altitude restrictions. It usually ends up high and fast. Pilot intervention is required. Unlike the Airbus, you can let the MD80 fly to the TOD and it will start down on it's own as long as the Altitude has been dialed down.

Rob, Would this work in the Atari emulator I have? I grew up on Compute magazines and my dad would say, "If you want a game, start typing."

I purposely downloaded DOSBOX and since I still had the installation disks and the manuals, I was able to put ATP on my desktop.

Whats your fuel load? Are the boost pumps on?

When you first turn it on, you will get the warnings. The real plane does it as well. JR is correct with all the items he pointed out. I recollect when you get AIRFOIL ICE ABNORMAL it's probably telling you the pneumatic xbleeds are closed. The plane takes about 5-10 seconds to get the air heated to cancel the warnings or maintain at least 1.10-1.12 EPR.

The lowest setting I have seen is 6. My company's performance computer always tries to get an assumed temp of 50 degrees. That has to be balanced with accelerate stop and accelerate go distance. Plus with accelerate go the plane still has to cross the end of the runway 35' single engine. What I have witnessed on runways <7000' its usually flap 11 with a lower assumed temp if not max thrust depending on weight. When we are near max takeoff weight with a 11,000' runway, the computer then selects flap 6 or 8 so it can run the assumed temperature up higher. If we force the computer to accept flap 11 it lowers the assumed temp quite a bit.

This is due to the main fuel pumps are on the AC BUS. The START PUMP is a DC motor that can be used off the battery.