From The Pilot’s Perspective

Automatic Systems

Full-time autothrottles integrated with an advanced autopilot and a Category 3A autoland system will highlight the aircraft’s new flight guidance system. We located the controls for the system in the centre glare shield – an ideal position – giving either pilot direct and easy access for automatic flight. System integration has reduced the task of setting up the autopilot and both flight directors to a single function, whereas in most current systems each pilot is required to set up his flight director individually in addition to setting up the autopilot.

Thrust management in the Super 80 will be streamlined to include full-time autothrottles that can be engaged. After engine start and used throughout the flight. With this full-time system, pilots will be able to dial in initial cruise speed, as well as initially assigned altitude, first heading, and bank angle limit all on the ground before takeoff. This is a major improvement over current systems which require the pilot to make these settings during the busy post-takeoff phase of flight.

When the Super 80 is in the takeoff (TO) mode of the flight director, all the pilot will have to do is push the TO button on the Thrust Rating Indicator before takeoff. The system will automatically calculate the Engine Pressure Ratio (EPR) power setting necessary to achieve takeoff thrust under prevailing conditions, display the EPR limit digitally on the Thrust Rating Indicator, and automatically move the EPR indicator “bugs” to that value on the EPR gauge. The system will then advance the throttles to the correct thrust rating for takeoff. The pilot won’t be required to fine-tune the throttles during rollout; he’ll be free to direct his attention outside the cockpit for better control of the aeroplane.

To achieve climb thrust after liftoff, the pilot will push the CL button on the Thrust Rating Indicator and the autothrottles will automatically retard to the proper climb thrust level as determined by the Thrust Rating System. Throughout the flight, the Thrust Rating System will update the thrust level required, eliminating the need for the crew to periodically readjust the throttles to be consistent with the EPR value.

With the autopilot engaged, the aeroplane will automatically level off smoothly at the altitude preset on the ground. No pilot action will be required. An altitude-alert system composed of an audio signal and an amber light on the barometric altimeter will signal the pilot that he has reached the selected altitude. If the aircraft deviates from the preset altitude by more than 250 feet at any time during the flight, both the audio and visual alerts will inform the pilot of the deviation. A third alert – a voice warning – is available in an optional system.

The altitude alert is integrated with the altitude preselect and will require no individual action by the crew. In addition to cutting workload, this feature, with voice warning, will provide a new degree of safety in the Super 80.

Super 80 pilots will not be burdened with the calculation of Mach number at high levels in the newest DC-9. The aeroplane will incorporate a Mach select mode which can be preset during the climb. When the airplane reaches cruise altitude, autothrottles will disengage from the Thrust Rating Indicator and automatically adjust to and hold the Mach number selected.

Under VFR conditions, if the pilot desires to fly the airplane by hand, he could still use the autothrottles as an independent system. The autothrottles are designed to operate integrally with other automatic systems if desired, or by themselves when the airplane is flown manually. This feature is particularly valuable to operators of DC-9-type aircrc1ft who fly much of the time visually since it will allow the pilot more time to look out of the cockpit for possible traffic.

Dial-A-Flap

A new flap system, called “dial-a-flap”, will be standard equipment on the Super 80. With this system, the pilot could select any flap setting from Oto 25 degrees via a thumb wheel on the cockpit pedestal. Fixed takeoff flap detents will be retained, and with the additional capability, the operator will be able to select the settings for best takeoff performance under any given environmental conditions.

Central Aural Warning System

A central aural warning system developed for the Super 80 will integrate 15 aural alerts and advisory signals into a single system providing greatly improved reliability. A digital computer will accurately duplicate the familiar sounds of OC-9 alerts and advisories and transmit them through a single speaker in the cockpit.

For even more precise alerting a voice annunciation addition to the system will be available. A computer-generated synthetic voice will alternate with the aural signal to describe the specific abnormality or advisory. For example, if the airplane deviates from the assigned altitude, the altitude-alert system will signal the pilot naturally first, then articulate the deviation with the word “altitude”. Or, in the case of the takeoff sequence, where any of a number of systems can trigger an alert – wrong flap setting, stabilizer trim, parking brake on – the voice system will identify the specific problem for fast and proper pilot action. With other systems, it is left to the pilot to sort out the problem and then take corrective action.

Cabin Pressurization

A new, dual redundant automatic pressure control system, also standard on the Super 80, will require only two actions by the crew to maintain cabin pressure at a comfortable level. After the crew sets in the landing field elevation and the destination barometric pressure, no further actions will be needed. The system will pre-pressurize the cabin on the ground during takeoff roll, eliminating pressurization “bumps” and transients associated with conventional systems, making flying much more enjoyable for passengers and crew. The system will be continually self-monitoring and will automatically switch to the redundant channel if a malfunction should occur.

Head-up Display

The optional HUD system will provide the pilot with essential guidance information on a combining glass directly in his forward field of view. Information displayed will be focused at infinity so that the pilot will also have the runway environment in view during critical takeoff, landing, and go-around phases of flight. The system will be very helpful in both YFR and I FR flight conditions.

Pilot, Passenger Preference

With the features cited here and several others developed for the OC-9 Super 80, we anticipate that the new twin-jetliner will be welcomed as much by the pilots who fly it as by the passengers who fly in it. Having been designed specifically for the flying environment of the 1980s and beyond, it promises to be an ideal addition to airline fleets around the world and a popular neighbour in the com­munities it serves.