Note:  Engine and airfoil anti-ice systems should be off if RAT is above 6.C or no icing is encountered or anticipated. Reduced engine bleeds will increase engine flameout margin during periods of heavy water ingestion.
APU ............................................................ START, BUS SWITCHES ON
TURB Mode Button........................................................................... PUSH

Turn off flashing red throttle lights by pushing ATS disconnect button on throttle. If autothrottles do not disengage, move AUTO THROT switch to OFF and push TURB mode again. Verify YAW DAMP switch is in ON.
During an extreme turbulence encounter, fly attitude indicator as primary pitch reference. Sacrifice altitude to maintain attitude. Descend if necessary to improve buffet margin. Do not chase airspeed.
ENG SYNC Selector ............................................................................. OFF
Airspeed .................................................................................... MONITOR

Recommended turbulence penetration airspeed is 275 to 285 KIAS or Mach .75 to .79 (whichever is lower). At 10,000 feet and below, minimum recommended speed is 250 KIAS or minimum maneuvering whichever is greater. Do not fly less than minimum maneuvering speed for existing configuration.
When flying in PERF mode, disengage when turbulence exceeds
moderate, then fly to recommended speed schedule.
Throttles................................................................................................ SET

Note:  Use speedbrakes to slow if necessary.  Adjust throttles only as necessary to avoid excessive airspeed variations. Use smooth power changes and maintain thrust as high as practicable. Do not chase airspeed.
(Continued)
Sec. 3 Page 98 MD-80
Rev. 05/15/95 #23 Continental Flight Manual

If throttles are at idle when extreme precipitation is encountered, N2 should be monitored for spool-down below idle RPM (GEN OFF light may come on). Delay throttle advance as long as possible and, when necessary, very slowly advance one throttle at a time while monitoring N2 for response. If no response is noted, return throttle to idle and wait for indications of spool-up to idle RPM.
During the unavoidable encounter of exceptionally severe icing conditions (those that occur on an infrequent basis), it is desirable to maintain a minimum of 70% N1. Necessary thrust reductions below this level should be limited in duration with a maximum of one minute but to not less than 55% N1. A minimum of 70% N1 should be maintained following re-acceleration for at least one minute and preferably longer before reducing thrust again.
The left and right windshields consist of primary and secondary de-ice areas. Under severe icing conditions, the secondary de-ice areas may not completely de-ice. Due to the geometry of these windshields, the heat flow to the secondary de-ice area is not adequate to remove the ice.
Increased engine vibration during low thrust operation in severe icing conditions, with or without engine anti-ice, may be due to fan blade icing. This is especially suspect if more than one engine experiences higher than normal vibration levels. If fan blade icing is suspected, verify ENG IGN selector is in SYS A, SYS B, or GRD START & CONTIN. If engine anti-ice is off, reduce thrust (one engine at a time) to idle and turn on engine anti-ice. Accelerate affected engine to 70% N1 while closing monitoring engine instruments (especially EGT) for any abnormalities. If vibration decreases (indicating ice removal), resume normal operation for existing conditions.  If vibration does not decrease after one minute, consider engine shutdown.
* * * *
MD-80 Sec. 3 Page 99
Flight Manual Continental Rev. 05/15/95 #23

TAIL DE-ICE INOPERATIVE

Note: TAIL DE-ICE ON light does not come on when TAIL DE-ICE is selected.
If unable to avoid icing conditions, use the following procedures:
- - - - - PRIOR TO FINAL APPROACH - - - - -
Add 5 knots to all minimum maneuvering speeds. Do not extend flaps beyond 28. which may result in a decrease in airplane controllability.
- - - - - FOR FINAL APPROACH AND LANDING - - - - -Flaps / Slats....................................................................................28 / EXT Speed ........................................................VREF FOR 28 / EXT + 5 KNOTS
- - - - - IF GO-AROUND IS INITIATED - - - -
Flaps / Slats ..........................................................RETRACT TO 15 / EXT
Speed..........................................................APPROPRIATE MANEUVER

SPEED FOR 15.
/ EXT + 5 KNOTS Note: If approach climb limited, consider using 11. / EXT.
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