Narrative:

This is provided as an FYI for a non specific event. RNAV departures and mandated autopilot on MD80 procedures. Recently flight management mandated mandatory engagement of the autopilot for RNAV departures. I believe this violates company MD80 SOP as policy and operating manual volume 1 for the following reasons: dc-9 ops manual vol 1 -- taxi takeoff 20.3 takeoff profiles -- all takeoff flap settings notes: 'if more than 15 degrees is required for maneuvering; increase speed to V2+20. This provides approximately 30% margin above stall speed for bank angles up to 30 degrees. The FMS may command up to 27 degrees bank angle (FMS up to 25 degrees) with navigation selected. For this reason the pilot flying must ensure that the aircraft is properly configured for the airspeed being flown (V2+20 with takeoff flaps and/or clean up at the next higher bug speed) prior to selecting navigation on the dfgc panel. Engaging navigation at 400 ft AGL violates the note. Engaging the autopilot at 500 ft AGL not only violates a must configuration but puts the aircraft at risk should the autopilot command a 27 degree bank to fly the 'zero' tolerance RNAV departure procedure. Even if the speed is V2+20 autopilot engagement will pitch the nose to V2+10 slowing the aircraft and exposing the aircraft to the effects of a slow speed high angle bank. Using company SOP at no time below 1000 ft AGL is the aircraft near V2+20 or the higher bug. At 1000 ft AGL; SOP calls for 'half-rate climb' at which point aircraft can begin to accelerate but is some time away from V2+20 or next higher bug. While FM 1 gives company the authority to unilaterally change procedures by flight crew messages it does not relieve a captain from the responsibility to safely fly the aircraft no matter how efficient a desired departure may be. Until the takeoff and departure procedure is changed to reflect a safe configuration the only conclusion a captain can come to is not to fly this mandated and unsafe procedure.

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Original NASA ASRS Text

Title: An MD80 Captain reported that engaging the autopilot immediately after takeoff on RNAV procedures violates the Company Flight Manual requirement for speed and angle of bank limitations while climbing after takeoff.

Narrative: This is provided as an FYI for a non specific event. RNAV departures and mandated autopilot on MD80 procedures. Recently flight management mandated mandatory engagement of the autopilot for RNAV departures. I believe this violates company MD80 SOP as policy and Operating Manual Volume 1 for the following reasons: DC-9 Ops Manual Vol 1 -- Taxi Takeoff 20.3 Takeoff Profiles -- All Takeoff Flap Settings Notes: 'If more than 15 degrees is required for maneuvering; increase speed to V2+20. This provides approximately 30% margin above stall speed for bank angles up to 30 degrees. The FMS may command up to 27 degrees bank angle (FMS up to 25 degrees) with NAV selected. For this reason the pilot flying must ensure that the aircraft is properly configured for the airspeed being flown (V2+20 with takeoff flaps and/or clean up at the next higher bug speed) prior to selecting NAV on the DFGC panel. Engaging NAV at 400 FT AGL violates the NOTE. Engaging the autopilot at 500 FT AGL not only violates a must configuration but puts the aircraft at risk should the autopilot command a 27 degree bank to fly the 'zero' tolerance RNAV departure procedure. Even if the speed is V2+20 autopilot engagement will pitch the nose to V2+10 slowing the aircraft and exposing the aircraft to the effects of a slow speed high angle bank. Using company SOP at no time below 1000 FT AGL is the aircraft near V2+20 or the higher bug. At 1000 FT AGL; SOP calls for 'half-rate climb' at which point aircraft can begin to accelerate but is some time away from V2+20 or next higher bug. While FM 1 gives company the authority to unilaterally change procedures by flight crew messages it does not relieve a Captain from the responsibility to safely fly the aircraft no matter how efficient a desired departure may be. Until the takeoff and departure procedure is changed to reflect a safe configuration the only conclusion a Captain can come to is not to fly this mandated and unsafe procedure.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.