Structural
Flap extension in an area of known turbulence should be delayed as long as possible because the airplane can withstand higher gust loads in the clean configuration. Diversion to another airfield is the best policy if severe turbulence persists in the area.
Procedure Summary
In a brief form, the procedures for flight in severe turbulence are summarized as follows:
Airspeed - 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 manuevering whichever is greater. Do not fly less than minimum manuevering speed for existing configuration. Severe turbulence will cause large and rapid variations in indicated airspeed. Do not chase airspeed.
Attitude - Maintain wings level and smoothly control pitch attitude. Use attitude indicator as the primary instrument. In extreme drafts, large attitude changes may occur. Do not use sudden large elevator control inputs.
Stabilizer - Maintain control of the airplane with the elevators. After establishing the trim setting for penetration speed, do not change stabilizer trim.
Altitude - Allow altitude to vary. Large altitude variations are possible in severe turbulence. Sacrifice altitude in order to maintain the desired attitude and airspeed. Do not chase altitude.
Refer to SEVERE RAIN/ICE/TURBULENCE, Section 3 for complete description of procedures.
INTENTIONALLY LEFT BLANK
UPPER WING CLEAR ICE A.D. 2001-06-16
Clear Ice Formation
It has been determined the MD-80 has a unique vulnerability to the formation of smooth, crystal clear ice on the wing upper surfaces even with ambient temperatures above freezing. This occurs when sub-freezing temperature fuel comes in contact with the underside of the wing upper surface skin and any moisture, condensation, fog, drizzle, or rain contacts this chilled surface. Ice layer thickness in excess of 20mm (.8 inch) has been verified to form in suitable weather conditions.
This ice accumulation on the upper wing surface is very difficult to detect during the normal exterior walk-around inspection as it cannot be seen from the ground level, either from ahead of or from behind the wing. Detection from the cabin is also very difficult because the ice is very clear and wing surface details show through as though nothing is there. If one fails to detect the ice, there is a great risk that the ice layer will separate from the wing during takeoff roll, or in the worse case during rotation, resulting in ice ingestion, substantial damage, and possible engine(s) failure.
Caution: Ice shedding from the wing upper surface during takeoff can
cause severe damage to one or both engines, leading to surge,
vibration, and complete thrust loss.
Aircraft Without An Operational Upper Wing Anti-Ice System
A close-up check of the upper wing surface for ice build-up must be accomplished by personnel that are trained and qualified in MD-80 clear ice inspection procedures, or the outbound flight crew prior to all flights. This check must be accomplished after refueling if the aircraft is refueled, and in all cases as close to the time of departure as possible.
The Aircraft Maintenance Logbook box 24, “MD-80 Clear Ice Check Accomplished”, is used by the flight crew and maintenance personnel as a maintenance record that the clear ice inspection was performed. The box 24 entry records the date, flight number, station and employee number of the person performing the clear ice inspection. Prior to every departure, an entry in box 24 documenting the inspection is required.
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Continental Maintenance personnel that are trained in MD-80 clear ice inspection procedures will normally perform this inspection and the logbook box 24 entry. If access to the flight deck and logbook is not convenient, the trained Continental Maintenance person performing the inspection must inform the flight crew prior to departure that the clear ice inspection was completed, the aircraft is safe for flight, and provide their employee number. The flight crew will make the box 24 logbook entry.
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When trained Continental Maintenance personnel are not available, the inspection will be conducted by the flight crew or approved contract personnel that are trained in MD-80 clear ice inspection procedures.
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When the out bound flight crew accomplishes the inspection, they will also make the required logbook box 24 entry.
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When approved contract personnel conduct this inspection, they must inform the flight crew prior to departure that the clear ice inspection was completed, the aircraft is safe for flight, and provide their employee number. The flight crew will make the box 24 logbook entry.
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