OPERATION MANUAL Rev.

0 Page 1 / 23
Chapter 4A
ADVERSE WEATHER

Adverse Weather Procedures

04.01.01
Cold Weather Operations 04.01.01
Wink Tank Ice FOD Procedures 04.01.02
De – icing 04.01.03
Landing on Contaminated runways 04.01.04
Landing Runway Length requirements 04.01.07
Engine Anti – ice Operation 04.01.08
Engine Icing Conditions…………………..04.01.08
Engine Anti-Ice- After Start / Takeoff……04.01.08
Engine Anti-ice – In Flight 04.01.08
Airfoil Anti-Ice Operation 04.01.09
Operation in Severe icing Conditions 04.01.10
Turbulence Penetration 04.01.10
Extreme Precipitation Procedures 04.01.14
Windshear………………………………………..04.01.14
Winshear Recognition 04.01.15
Windshear Avoidance 04.01.16
Windshear Recovery 04.01.17
Windshear Alert and Guidance System 04.01.19
Operational procedures 04.01.19
Windshear encounter during Takeoff 04.01.19
Windshear encounter after Takeoff /
Approach or Go-around 04.01.19
Windshear pop-up Guidance 04.01.20
Windshear exit 04.01.20
Flight Operations in Volcanic Dust and
Areas of Volcanic activity 04.01.20
 OPERATION MANUAL Rev. 0 Page 2 / 23
Chapter 4A
ADVERSE WEATHER

3. The aircraft upper wing surface will be inspected

ADVERSE WEATHER PROCEDURES after refueling when the following conditions exist :

This all weather operations section establishes the best ∗. Frost or ice ON the wing lower surface (after
known and proven procedures for operating the aircraft refueling).
under adverse conditions such us cold weather,
contaminated runways, enroute turbulence, etc. the
safe, routine operation of flights through areas of bad
weather places maximum demands on the skill and
judgment of the crew.

Poor cockpit discipline. Lack of proper skills, and a lack

of understanding of proper procedures becomes very
apparent when a crew is faced with the problems
associated with operating in poor weather. Therefore, a
thorough understanding of, and familiarity with, these
procedures is necessary for the safe operation of aircraft
in the various weather conditions encountered
throughout the year on the Bouraq Airlines route system. Figure 1

The following procedures will in no way cover all UPPER WING SURFACE ICING
conditions that may be encountered. After a careful
examination available, the pilot should use his best
judgement in determining his ability to cope with the
problem he faces. If he is not sure that he can
successfully continue the flight, an alternate course of
action should be selected.

FLIGHT PLANNING

Plan with precision, giving special attention to :

• Destination weather and forecast
• Alternate weather and forecast
• Notams and airport condition reports at all
expected stops and alternate airports
• Pilot reports for route of flight and expected stops. Figure 2
• Consider possibility of airport closure.
• Pilot reports for route of flight and destination.

PROCEDURE
1. Tankering fuel will be limited in MD-82 aircraft on
stage lengths of two hours or greater. The more fuel
that is super-cooled, the greater chance of WING
TANK ICEFOD.

2. The aircraft should be refueled as soon as possible

after landing. If necessary, MD-80 aircraft should be
given priority for refueling if ambient temperatures
0 0
are between 25 F and 50 F. Adding warmer fuel to
the thoroughly cold soaked fuel helps to inhibit ice
formation, but it does not preclude it.
 OPERATION MANUAL Rev. 0 Page 3 / 23
Chapter 4A
ADVERSE WEATHER

NOTE Extend flaps/slats to the takeoff setting when

commencing taxi as in normal procedures. Spray and
If the aircraft is deiced and the ambient debris deflectors combined with prudent taxi speeds on
0
temperature is greater than 42 F, T.O.
FLEX may be used if conditions permit. At contaminated taxi areas provide sufficient protection
0
or below 42 F after deicing normal takeoff from contamination of exposed flap/slat surface areas.
thrust should be used even if all other
conditions permit the use T.O. FLEX. Taxi speeds should be as slow as practical on slippery
surfaces and should be especially slow when
These inspections must be given our highest priority approaching turn of stopping areas. Lead turns by as
and nothing less than 100% compliance will be much as possible considering taxiway width. Nose
acceptable. The average cost of a compressor blade wheel steering and braking action may both be affected
for –219 engines is $3,000. The cost of an entire by lack of traction on slick and frozen surfaces; the
engine is $2.5 million. If a serious dual engine slower speed, the better the traction. Avoid excessive
ICEFOD incident happens, the consequence could be nose gear steering deflection. Surface conditions may
even more catastrophic than these engine costs. Be vary between taxiways and parking areas due to
alert, be cautious, and comply with these procedures. sanding and de-iciing. Expect taxiways on bridges or
other elevated areas to be more susceptible to ice
formation than adjacent areas. An icy surface may be
COCKPIT SET UP covered by a layer of snow. Melting ice or snow may
cause rapid changes in traction. It is essential that the
During extremely cold temperatures,, the windshield taxi speed be kept low enough that the airplane can be
may require a warm-up period of as much as 30 stopped in the space available. Reverse thrust may be
minutes before departure. Hand feel the windshield used if necessary to assist in stopping.
panes for a positive check of windshield heat.
Taxi slowly on contaminated taxiways to prevent snow
Cold soaked electronic equipment may not function and slush from impinging on wheel wells, flaps, and
until warmed up. Attempt to warm the cockpit as soon engines. Do not taxi through areas of deep snow or
as possible. Turn on integral instrument and panel deep slush. A crowned, slippery taxiways slipping. Taxi
lights to aid warm up. as close as possible on the centerline and avoid large
nose steering inputs. Be ware of snowbanks as
extended flaps are particularly susceptible to damage
ENGINE START from such hazards. Be alert for obscured runway,
taxiway, or ramp markings.
Pay particular attention to the rotation of N1 before
introducing fuel. The n1 rotor may freeze and should If the OAT is at or near freezing with drizzle or rain, a
be checked for freedom before attempting to start. significant amount of engine inlet ice may occur during
extended taxi conditions, periodically increase thrust as
Be alert to the possibility of a hot start due to poor fuel required in section 2 to insure adequate heat for anti-
vaporization in cold temperatures. icing. Failure to observe this precaution has resulted in
chunks of ice being ingested and causing damage
Be sure the tires are on an area which will have when thrust is applied for takeoff. This procedure
enough friction to prevent the aircraft from sliding. should also be used during taxi-in to insure the engine
Remember, residual thrust at idle is quite high. is free of ice for the next flight.
Watch for snow banks, ruts and runway lights. Be alert
for the track the main wheels will follow.
TAXI
If taxiing out in precipitation which could dilute de-icing
Nose steering may be relatively ineffective on slick fluid, or if take-off is delayed, the wings should be
surfaces – keep both engines operating until all turns checked/re-checked for re-freezing prior to takeoff.
are completed. Request push-back if turn-out area at
gate is contaminated.
 OPERATION MANUAL Rev. 0 Page 4 / 23
Chapter 4A
ADVERSE WEATHER

TAKEOFF

After deicing or when operating on contaminated LANDING ON CONTAMINATED RUNWAY

runways, use NORM TO, or MAX TO, if appropriate.
Do not use TO FLEX. It is imperative to know the condition of the runway with
respect to snow, slush or precipitation. The most

Recheck flight controls and trim for freedom of favorable runway in terms of surface condition, surface
movement. wind, weather, etc.,, will be used.

Use entire runway. Use variable flaps or 15 flaps on In very general terms, landing on a wet runway
contaminated runways, performance permitting, to increases the stopping distance approximately 1,000
reduce takeoff roll and increase runway available for a feet over a dry runway, and landing on an icy runway
possible rejected takeoff. increases the stopping distance by more than 3,000
feet. Use maximum landing flap configuration when
If the takeoff is being made on a runway contaminated landing on a contaminated runway. As winter weather
with snow, slush, standing water or during heavy rain, is often characterized by strong winds and crosswinds,
The APU should be kept running and the APU L and R observe the guidelines for Vref additives outlined in
bus switches should be on. The APU will be shut down Chapter 01.
after takeoff. Use ignition Override and return it to
normal after airborne. Contact Flight Control for ATOG If landing is to be made on a runway contaminated with
when operating on a runway contaminated with slush, standing water or during heavy rain showers, the
standing water slush, or wet snow. APU should be started and the APU L and R bus
switches placed ON prior to final approach. This will
Be alert for EPR fluctuation during takeoff caused by ensure electrical power for aircraft lights and electrical
engine ingestion of runway contaminate. If these system in case engine driven generators are lost due
fluctuations reach or exceed. 10 EPR, a compressor to slush or water ingestion by the engines and
stall is evident and may be audible to the flight crew. subsequent loss of engine RPM.
EPR reductions of this magnitude will have an effect
on aircraft performance. Depending upon prevailing If a landing is to be planned on a runway contaminated
conditions, aircraft speed and runway remaining, the with snow, slush, standing water or during heavy rain,
crew should be prepared to act accordingly. the following factors must be considered :

If the takeoff is made in wet snow, slush or standing • Available runway length.
water, the nose wheel will tend to rise on top of the
runway contaminant at about 70 knots. Above this • Visibility of runway markings and lights.
speed no forward pressure should be applied to the • Snow banks and windrows along the runway.
control column. This will reduce the intensity of the
nose wheel spray which can be ingested into the • Wind direction and velocity.
engine. Be alert for possible premature rotation if the • Cross-wind effect on directional control.
aircraft has an aft CG.
• Breaking action.
If the takeoff is being made in very dry snow, near • Possibility of structural damage to aircraft from
maximum allowable depth, be alert for possible
compressor stalls at rotation when downwash from the slush or water spray (damage to flaps.. gear
flaps increases and dislodges large amount of snow doors, etc.).
from the runway surface which can be ingested by the
engines. • Probability of hydroplaning and effect on
stopping distance.
After takeoff in slush or wet snow, at a safe altitude,
recycle landing gear to clear any accumulation from
gear and door actuators.
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Chapter 4A
ADVERSE WEATHER

Once it has been established that a safe landing can be holding slight forward wheel pressure if needed for
made, the following procedures should be followed to steering. Avoid excess down elevator as any nose gear
ensure the greatest margin of safety in completing the spray will be increased. At high speeds, excess forward
landing. elevator can actually reduce weight on the tires and thus
braking effectiveness.
Plan approach to ensure the threshold is crossed on
correct speed with wind correction and on the proper Delay adding reverse thrust until nose wheel is on the
glide slope (at threshold crossing height or 50 ft.) so as to ground to aid in maintaining directional control.
touch down at the 1000 ft. point. Consider landing flaps
40. Apply reverse thrust as early as possible during the
landing roll. Don’t come out of reverse thrust until you are
When satisfactorily tracking the runway centerline,, take certain that the landing can be completed within the
positive action to lower the nose gear to the runway and remaining runway available. Remember, the
rollout/turnoff end of the runway may be much slicker
maintain moderate forward pressure on the control than the rest of the runway. In an emergency, FLT
column to assist in directional control. Avoid excessive TO/GA EPR can be maintained until stopped to keep the
forward control column pressure in order to retain
maximum braking effectiveness and to reduce the aircraft from overshooting the runway. Compressor stalls
possibility of nose wheel spray. Maintain centerline would be experienced and you run the risk of engine
tracking, ensure spoiler deployment, and simultaneously damage due to FOD when using high thrust settings
apply brakes smoothly and symmetrically, as appropriate during reverse at low airspeed.
to the braking action and runway length available to
ensure a safe stop. Be alert for possible compressor stalls or flame out due
On contaminated surfaces, full braking should be used to water or slush ingestion which will aggravate
to realize optimum anti-skid operation. The normal directional control.
braking technique on slippery runways is that
immediately after nose gear touchdown, apply brake If landing is being made on a runway covered with dry
pressure smoothly and symmetrically with maximum snow, forward visibility can quickly be reduced to zero
pedal pressure and hold until a safe stop is assured. from snow blowing forward during reversing.

On short runways it may also be desirable to descend When runway length will permit, apply light to moderate
slightly below the glide path (FAR 91.175) to ensure brake pressure. Don’t be in too much of a hurry to apply
touchdown occurs on the 1000 ft. aim point. Do not plan the brakes as effectiveness is very poor at high speeds
To touchdown prior to the 1000 ft. aim point. Descent on contaminated runways. As airspeed is reduced
below the glide path is not permitted until passing the progressively apply more brake pressure up to full anti-
middle marker on an ILS or when necessary for a safe skid braking if necessary.
landing when using the VASI. When operating below the
glide path be cognizant of the position of the landing gear Be alert for drift toward downwind side of runway.
below the cockpit as well as any obstacle which may be Maintain directional control primarily with rudder pedals.
near approach path. Use caution at night or during low Use differential braking as needed. The rudder required
visibility conditions. in strong crosswinds may cause the nose gear to turn at
an angle which would exceed the limits of its cornering
Execute missed approach of zero-drift condition cannot capability and lead to a skid. Therefore, it may be
be established prior to touchdown. necessary to hold the nose wheel centered and control
steering with rudder and brakes to maintain nose gear
Fly aircraft onto the runway. Don’t hold it off or try for a tracking capability.
smooth touchdown. Be prepared to manually deploy the
spoilers if automatic deployment does not take place. If directional control becomes a problem while in reverse
thrust, move the throttles to reverse idle or, if necessary,
When you are satisfied that you are tracking the runway return them to forward thrust until directional control is re-
centerline, immediately deploy the thrust reversers established then again begin applying reverse thrust.
0
(maximum nose-up pitch 5 , reverse buckets will strike at (Figure 3 diagrams The factors involved in landing on a
0
8 nose-up pitch), and lower nose wheel to runway slippery runway during a crosswind.)
 OPERATION MANUAL Rev. 0 Page 6 / 23
Chapter 4A
ADVERSE WEATHER

HYDROPLANING

NOTE A common from of hydroplaning is dynamic

hydroplaning. It occurs when there is standing water on
Do not use differential reverse thrust. With the runway surface. Water with a depth of about one-
the aircraft weathervaned, the additional tenth of an inch acts to lift the tire off the runway surface.
side force component caused by the This condition can progress to where the tires no longer
reverse thrust increases the problem of contribute to directional control and braking action is nil.
keeping the aircraft in the center of the
runway. The minimum dynamic hydroplaning speed of a tire has
been determined to be 8.6 times the square root of the
tire pressure in pounds per square inch. With a main
REVERSE THRUST ON SLIPPERY RUNWAY wheel tire pressure of 180 psi,, the calculated

hydroplaning speed is approximately 115 knots. With a

nose wheel tire pressure of 155 psi, the calculating
hydroplaning speed of the nose wheel tire is
approximately 107 knots. Nose wheel hydroplaning might
be encountered while executing a high speed turnoff.
The calculated hydroplaning speed referred to is for the
start of dynamic hydroplaning. Once hydroplaning has
started, it may persist to a significantly slower speed.

Figure 3
AFTER LANDING

Taxi slowly with extreme caution. Approach the ramp at

It may be necessary to release the brakes if a side-skid slow speed.
develops. Under severe conditions the tires cannot
maintain directional control and provide full braking at the Plan all turns allowing for relatively ineffective nose-
same time. wheel steering. Keep both engines operating until all
turns are complete and ready to stop aircraft.
Do not attempt to turn off the runway until speed is
reduced to a minimum and adequate nose wheel After landing on loose snow or slush, do not retract flaps
0
steering is available. It may be necessary to keep above 15 until flaps can be checked for damage or ice
throttles in reverse idle to slow the aircraft to taxi speed. accumulation.

If an extended delay occurs during taxi-in, consider

engine run-up as in TAXI procedure to keep operating
REMEMBER engines free of ice.

Consider not setting parking brakes until brakes have

The most important factor to the safe cooled to prevent possible freezing and locked brakes.
operation on contaminated runways is
judgement. If you are not sure that you can
handle the aircraft under the existing TAXI IN
conditions, you should select an alternate
course of action. Even though you have all If the approach was made in significant icing conditions
of the information available on the existing or if the runway was covered by slush or snow, retract
conditions, some surprises may still be in the flaps and slats to 15/T.O. EXT. Damage to the flaps
store for you after landing. and slats could occur if residual ice is present and the
flaps and slats are fully retracted. Slush in puddles or
runway low spots may be deeper than the maximum
 OPERATION MANUAL Rev. 0 Page 7 / 23
Chapter 4A
ADVERSE WEATHER

allowed for operation and cause damage to flaps or other be made within 60% of the effective length using brakes
parts. An inspection after parking should be made to (anti-skid operative) and full automatic extension of the
check for any damage or the necessity to de-ice the flaps spoilers. Reverse thrust is not used on landing
and slats area. After a satisfactory inspection, flaps and certification tests.
slats should be moved to UP/RET.
The following variables can effect your dispatch landing
Apply the same precaution for taxi-in as for taxi-out. runway requirement as well as actual landing distance :
Maintaining a safe taxi speed during taxi after landing
may be even more difficult. As the airplane will have a • When landing on a wet runway the required
lower gross weight, it will have a tendency to taxi faster minimum runway length is 115% of the dry
with the same thrust. If icing conditions exist during taxi- runway requirement.
in, engine anti-ice should be left on until parked at gate
and ready for engine shutdown. • Anti-skid inoperative. Do not dispatch if anti-skid
is inoperative.

• Auto spoiler inoperative.

Use caution when entering ramp areas. Be alert for
obscured taxi and parking lines and surface conditions
that may not be conducive to good steering and stopping.
• Weather : Visibility below ¾ mile or RVR 4000’
Other airplanes may not be parked in proper positions
and may not offer sufficient clearance due to requires 15% additional runway which is
contaminated parking areas. If in doubt, request corrected for by reducing allowable landing gross
assistance for proper parking clearance from other weight. This is not cumulative with the wet
airplanes and obstacles. runway correction.

How the 40% runway margin gets used up during

landing :
PARKING
• Approach speed too high – 1% increase in
The area in which an airplane is to be parked should be
airspeed = 2% increase in stopping distance.
cleared of snow and slush. If this is impractical, the area
around the main and nose gear wheels should be
• Touchdown too far down the runway –
cleaned to reduce the possibility of tires freezing to the
floating or trying to paint it on.
ground.

Avoid a parking position during or immediately after • Approach angle too shallow – still crossing
completion of a turn. It is best to allow nose wheels to be threshold at 50’.
centered and the airplane to roll forward a few feet to
eliminate all side loads on main and nose gear struts. • Higher than 50’ over the threshold – each 10’
increases landing distance by approximately
Both parking and nose gear should be released to 200’.
eliminate possibility of brakes freezing. If concerned
about chocks holding on an icy ramp, parking brakes • Wet or icy runway.
may be left on.
• Delay in reversing and/or improper braking.
If parking for an extended period and extreme cold
temperatures are expected, consider parking on sand or
similar material to prevent freeze down. ENGINE ANTI-ICE OPERATION

ENGINE ICIING CONDITIONS

LANDING RUNWAY LENGTH REQUIREMENTS

For dispatch purposes, regulations specify that the During all ground operations, takeoff roll, and at high
runway must be long enough that a full stop landing can power below 250 KIAS, the intake air is drawn into the
 OPERATION MANUAL Rev. 0 Page 8 / 23
Chapter 4A
ADVERSE WEATHER

engine rather than being rammed in. This “suction” Engine Anti-ice should be turned on whenever there is
reduces the static air pressure and causes a an indication that icing conditions exist or are
corresponding drop in engine inlet temperature that is anticipated.
not displayed on the RAT gauge. Under these
conditions, air at ambient temperature above freezing Ice has been known to form in clear air in areas of
may be reduced to sub-freezing temperatures as it high relative humidity, even at high altitudes. If any
enters the engine and any water vapor will be doubt as to the condition of the engines exist, turn on
deposited as ice in the compressor inlet. The greatest engine anti-ice and observe engine instruments for any
temperature drop occurs at high turbine RPM and low abnormal drop in EPR or surging. If ice was indicated,,
airspeed such as during takeoff, and decreases with leave engine anti-ice on until clear of the area.
decreasing RPM and increasing airspeed.

Failure to turn engine anti-ace on in icing conditions will NOTE

result in a buildup of ice on the engine inlet and PT2
probe, causing the EPR gauge to read higher than The engine anti-ice system is an anti-ice
actual thrust. This can be one indication of engine inlet system and should be turned on prior to
icing. Under these conditions, takeoff EPR can be set entering icing conditions whenever
on the EPR gauges, but the actual thrust may be possible.
significantly less. This situation can be detected by

Generally icing can be anticipated when the RAT

0
cross-checking N1 RPM for formal indication. In this gauge is 6 C or below in visible moisture and:
case N1 RPM would be low.

• Operating in, or having recently operated in,

NOTE snow or ice crystals where abnormal EPR
indications or loss of airspeed are observed. If
one EPR is affected, the EPR split will cause the
If the engine anti-ice is ON but the PT2 ATS to disengage. However, if both EPRs are
probe is iced over or plugged with some effected equally, EPR will indicate CR/CL but the
contaminant, eight stage bleed air will be actual thrust will be reduced, RPM will be
forced into the PT2 sense line through the lowered and performance will suffer.
moisture trap, This high pressure will • Ice forms on the windshield wiper cotter key or
combine with the normal PT2 pressure to windshield.
give a lower EPR reading than actual for • When entering a cloud suspected or having high
any given power setting. Over boosting the content, such as in heavy cumulus or near large
engine could result . boodles of water.
• Operating in forecast icing conditions indicate the
EPR probe icing and corresponding EPR forecast is reliable.
change will be interpreted by the ATS as a
thrust change and the throttles will adjust It is important that anti-ice be turned off when clear of
accordingly. If EPR probes ice at different icing conditions to avoid the performance loss and
rates the autothrottles may disconnect. increase in fuel consumption associated with its usage.

Select ignition switch to A or B. Turn engine anti-ice

ENGINE ANTI-ICE - AFTER START/TAKEOFF switches on, one at a time, allowing EPR to stabilize
before turning second switch on. After engines are
See After Start Checklist, Section 2. stabilized, turn ignition switches OFF unless required
because of turbulence or moderate to heavy icing
conditions. If continuous ignition is necessary, alternate
ENGINE ANTI-ICE - INFLIGHT between system A and B at 10 minute intervals.

EPR Corrections With Engine Anti-Ice On:

 OPERATION MANUAL Rev. 0 Page 9 / 23
Chapter 4A
ADVERSE WEATHER

After engines are stabilized, turn ignition switch OFF

EPR corrections for use of anti-ice are automatically unless required because of turbulence or moderate to
made by the TRP. If the TRP is inoperative make the heavy icing conditions. If continuous ignition is
following correction to chart EPR settings: necessary, alternate between system A and b at 10
minute intervals.
• Takeoff EPR (TO) will not be reduced as this
bleed air loss is always recoverable for When forced to hold in icing conditions, there is a
takeoff. concern for ice buildup on the underside of the flaps
• Climb, cruse and maximum continuous (CL, and the flap/slat extension mechanisms. If necessary,
CR, MCT) will be reduced by .08 EPR with the landing gear may be extended to increase drag as
engine anti-ice an, as this bleed air loss is not the effects of ice accumulation on the landing gear
recoverable foe continuous operation. would be less than on the flaps, slats, and speed
• Go-around EPR (GA) will not be reduced for brakes.
engine anti-ice operation, as this bleed air loss
is always recoverable for engine anti-ice on If operating in icing conditions, additional drag may be
go-around. required to achieve an acceptable rate of descent.
Speed brakes, slats, flaps, and landing gear can be
Normally idle is sufficient for inflight engine anti-ice. used as required. Keep in mind that speed brakes are
However, in heavy icing, 70% N1 RPM may be often forgotten and left extended. Speed brakes and
necessary for short periods of time to insure adequate flaps together are not allowed. Extended flight with
anti-icing. flaps or gear extended will cause a build up of ice
which may have to be de-iced at the gate. In any case,
AIRFOIL ANTI-ICE OPERATION use the most appropriate configuration for conditions
so as to insure a proper rate of descent in the
Airfoil Anti-Ice – Takeoff approach.

See After Start Checklist, Section 2. When icing is anticipated during descent, commence
use of the engine and airfoil anti-ice systems well
Airfoil Anti-Ice – Inflight
before reaching the expected icing level. If the engines
The airfoil anti-icing system should be used on an as are at low power, it may be necessary to increase
needed basis to remove ice from the aircraft wings and power to a minimum of 1.2 EPR to maintain a minimum
tail or to prevent the buildup of ice while operating in of 20 PSI pneumatic pressure for the ice protection
icing conditions. Observe the windshield wiper arms for systems. Increased drag, such as use of speed brakes,
any sign of airframe ice accumulation. may be necessary to maintain an adequate rate of
descent. Vertical speeds should be kept as high as
practical to reduce the exposure and ice accretion time.
For approach maneuvering, 11 degrees flaps may be
NOTE
used as an intermediate flap setting as slats extended
The system is an anti-ice system and to the mid-position will be less subject to ice
accumulation.
should be turned on prior to entering icing
conditions whenever possible.
More fuel will be used during flight when using engine
and airfoil anti-ice systems. Turn off anti-ice systems
Turn ignition switch to A or B prior to turning on air oil
when conditions allow.
anti-icing system for engine stabilization and to prevent
any accumulated wing ice from causing a flameout if
ingested by the engines.

Open the pneumatic crossfeeds and turn airfoil TAIL DE-ICE

switches ON one at a time to allow engines to stabilize.
Note EPR drop to confirm normal operation. TEMP When cruising in icing conditions the tail should be de-
LOW lights should go out within one minute. iced at least every 20 minutes and after leaving icing
conditions prior to shutting system OFF. Push tail de-
 OPERATION MANUAL Rev. 0 Page 10 / 23
Chapter 4A
ADVERSE WEATHER

ice button, and check annunciator lights for normal Both - .12
operation.

After 2½ minutes check that the system has cycled • Go-around: GA EPR must be reduced by .04 if the
back to the wing. airfoil anti-ice is to be used for the approach.

De-ice the tail prior to approach and landing by

activating the tail system approximately one minute MINIMUM POWER SETTING
prior to selecting landing flaps. This is required to
ensure the tail will be clear prior to selecting landing An EPR setting of approximately 1.1 to 1.2 EPR will be
0
flaps even though tail de-ice is activated when flaps 40 necessary to provide sufficient pressure and
is selected. temperature for normal operation (TEMP LOW lights
out).
If you are unable to remove ice from horizontal
0
stabilizer the selection of 40 flaps may cause nose
down pitching movements that cannot be controlled TURBULENCE PENETRATION
by elevator or stabilizer trim. Refer to Section 3 for Tail
De-Ice abnormal procedures.
GENERAL

NOTE Flights through areas of known severe turbulence

caused by thunderstorms or clear air turbulence should
If nose heavy characteristics are be avoided. Don’t land or takeoff in areas of severe
experienced on final approach in potential weather; avoid predicted areas of turbulence by careful
0
icing conditions when flaps 40 is selected; flight planning if possible. While airborne, avoid
initiate a normal go around. Insure proper turbulence by visual observations, monitoring weather
tail de-ice activation prior to the next reports and communications frequencies for pilot
approach. If the airplane continues to reports and by using airborne weather radar.
exhibit unusual nose heavy characteristics
0
after selecting flaps 40 , refer to Airfoil If flight through severe weather is unavoidable, you can
Anti-ice inoperative procedure. expect radios to become unusable due to high static
noise levels; aircraft electrical system an compasses
EPR CORRECTIONS WITH AIRFOIL ANTI-ICE ON

EPR corrections for use of Anti-Ice are automatically

made by the TRP. If the TRP is inoperative make the can be affected temporarily by very strong local
electrical fields; buffering may be severe; you may see
following corrections to chart EPR settings:
or be struck by lightning; the windshield or the whole
aircraft may be surrounded by St. Elmo’s fire; it is
• Takeoff: No correction will be made when setting
possible to get sparks or shocks off controls; if you
takeoff EPR (TO) as system is not operating on
encounter hail the noise level can be so high that
the ground. During rotation, when ground shift
verbal communication is impaired. Don’t be overly
activates the system, the EPR will drop
distracted by these phenomena, but concentrate on
approximately.04. This bleed air loss is not
flying the aircraft. Above all, USE THE RIGHT
recovered. Any loss greater than .04 may be
TECHNIQUES.
recovered. ATOG’s must be adjusted for takeoff
with airfoil anti-ice ON.
BEFORE ENTERING KNOWN TURBULENCE
• Climb and cruise – CL, CR, and MCT will be
reduced by; Prior to entering an area of known or suspected
turbulence or severe weather, accomplish the
Engine anti-ice - .08 following:

Airfoil anti-ice - .04

 OPERATION MANUAL Rev. 0 Page 11 / 23
Chapter 4A
ADVERSE WEATHER

• Select an altitude that will ensure adequate

terrain clearance and maneuvering altitude – if SEAT BELT AND SHOULDER HARNES – TIGHT
you are 30,000’ or above don’t attempt to climb
Set THRUST to maintain turbulence penetration speed
to a higher altitude to try and top a storm
range.
unless you are absolutely certain of the
conditions you will encounter there. Consult 275-285 KIAS/M.75-.79
Buffet Boundary Chart. Insure a 1.5g capability
Use LOWER of IAS or MACH
if severe turbulence is expected.
Below 10,000 feet MSL use 250 KIAS
• Airborne weather radar provides the most STABILIZER TRIM – Note position (after penetration
accurate, consistent information regarding the speed range is established)
location of rain cells. Beyond the rage of the
radar, U.S. Weather Bureau or ATC radar and Monitor RADAR for selection of best flight path.
pilot reports should be used.
NOTE
Provide reasonable clearance around heavy rain areas
by selecting a heading which will clear storm cells by : If penetration of rain areas is required,
Radar signal will attenuate significantly
• 5 miles when OAT is above freezing once penetration of heavy rain occurs.
• 10 miles when OAT is below freezing
• 20 miles when at or above 25,000 feet AUTO - PILOT – ON

Use TURB mode. Auto throttle will drop off and

NOTE stabilizer trim will not occur.
Do not assist or resist control column movements
when auto-pilot is engaged.
When a cell is determined to be severe the
criteria for avoidance becomes more Flight Techniques/Procedure
important, as there is little or no correlation
between the areas of heaviest rain and In severe turbulence, two major concerns naturally
areas of heaviest turbulence or hail. arise in the pilot’s mind. One is imposing excessive
structural loads and the other is that aircraft attitude
may reach undesirable extremes. Neither of these
Turn SEAT BELT SIGN – ON. Notify passengers concerns is totally unjustified. On the other hand, the
and cabin crew. classic treatment of rough air penetration speed has
perhaps placed too much emphasis on the structural
aspects. Most pilots are well aware that flight
Turn NO SMOKING SIGN _ ON in severe through a given set of gusts at higher speeds will
turbulence. produce higher load factors or G’s and a rougher

IGNITION – A or B ride for the passengers that a penetration of same

turbulence at a more moderate speed. The
ANTI - ICING SYSTEM – ON, if required admonition to slow down to the rough air penetration

YAW DAMPER – ON
speed when entering turbulence has only served to
INSTRUMENT PANEL LIGHTS – FULL ON, Day reinforce this concern. Engineering methods for
or night.
computing the effects of turbulence on structural
Check all flight instruments for proper operation. load are well known for an airplane in level flight at
the time of entry into the turbulence and, as a result,
Stow any loose equipment. the classic discussion of the rough air penetration
 OPERATION MANUAL Rev. 0 Page 12 / 23
Chapter 4A
ADVERSE WEATHER

problems has tended to focus on such calculations Second, The difficulties of maintaining adequate
and emphasize the structural significance of high- control are compounded because the trim changes
speed entry. due to thrust changes are higher in the low speed
regime since the airplane is flying on the back side
The other major concern, control, is a much less
of the trust required curve, and because the trim
scientific and less tangible problem and, therefore, is
changes required to keep in trim as the airplane
perhaps lost to some degree in the usual technical
changes speed are greater when flying in the low
discussion. There is strong suspicion, if not specific
speed regime that when flying at higher speeds.
evidence, that almost every structural breakup
Also, it is easier for the airplane to be laterally and
occurring in severe turbulence has followed a severe
directionally upset at the lower speeds when
change in attitude and a subsequent combination of
turbulence is severe.
stresses resulting from both the recovery maneuver
as well as the severe turbulence. The ride- The turbulence penetration speed ranges eliminate
smothering qualities of the flexible, swept-back wing the requirement to attempt to closely adhere to a
and high wing loading of today’s modern jet specific speed and minimizes corrections to maintain
transport make it particularly likely that any structural speed within that range; and realizes that sizeable
damage which might occur in severe upset and/or and rapid variations will likely occur depending on
recovery maneuver in combination with the the severity of the turbulence.
turbulence, rather that the effects of the turbulence
alone. Moderate variations, either above or below, are of
minor consequence. Excessively abrupt or severe
The pilot’s most important concern is to maintain the
control movement should not be required,
aircraft’s attitude with in reasonable limits without
particularly when it is recognized that some of the
using excessive control inputs.
fluctuation of the instruments is a result of the
turbulence itself and does not necessarily represent
Airspeed
a real change in the airplane’s speed or altitude.
In incidents where flight difficulties have been
For these reasons emphasis is placed on flying
experienced while flying jet transports in severe
within the speed range, rather that a specific speed.
turbulence, a common cause has been the reduction
However, it is highly undesirable to chase airspeed,
of airspeed to a value that was below minimum
either with elevator or throttle manipulations since
speed recommended for turbulence penetration.
these efforts are usually ineffective and ATTITUDE
While flight at low speeds is satisfactory in light to
should be the principle flight reference in turbulence.
moderate turbulence and may seem more
comfortable, there are several disadvantages to
Attitude
flying at low speeds in severe turbulence.
First, the airplane is closer to stall buffet and, since Flying under extremely turbulent conditions requires
the angle of attack changes caused by severe techniques, which may be contrary to a pilot’s
turbulence can be high, there is a greater chance of natural reactions. Rapid and large aileron control
encountering strong and alarming buffeting and the inputs are permissible to hold the wings level. In
accompanying high drag that will cause loss of severe turbulence, pitch attitude must be controlled
altitude and tempt the pilot to make undesirable using only small to moderate elevator controls inputs
thrust changes. to avoid over-controlling or over-stressing the aircraft
will work in a direction to minimize the loads
imposed by turbulence.
In addition, at high altitude, the indicated airspeed at
which stall occurs can be 25 to 30 knots higher that
at sea level due to MACH effects in the pilot tube
and the wing. Shock waves can from on the wing at
The pilot should rely to a major extent on this
high angles of attack due to the air accelerating over
natural stability and not become too greatly
the upper camber of the wing. The resulting low
concerned about pitch attitude variations. Since
speed range is not recommended in moderate to
there always the uncertainty of the direction,
severe turbulence.
timing and size of the gust, it is often better to do
nothing at all than to attempt to control airplane
 OPERATION MANUAL Rev. 0 Page 13 / 23
Chapter 4A
ADVERSE WEATHER

pitch attitude too rigidly. The moderate control Reasonable bounds. At high altitudes or during
inputs that are considered desirable will not high-speed cruise at intermediate altitudes,
always allow very precise attitude control. Ideally, turbulence encounters may produce high speed
direction to resist motions away from the desired buffeting. This buffeting may be disconcerting, but
attitude, and the elevator should be returned to no unusual flight unless Mach increases beyond
neutral when the airplane is progressing toward the Match trim limits and Match tuck is
this desired attitude. These techniques will help encountered.
prevent over-controlling, will reduce the size of the
pitch attitude excursions, and will result in less G When experienced in combination with severe
loads that a technique which attempts to very turbulence, the buffeting might easily be
closely control pitch attitude. incorrectly diagnosed as increased severity of the
atmospheric disturbance and result in an
Pitch attitude should be controlled solely with the exaggerated assessment of the seriousness of the
elevator, NEVER with stabilizer trim. Rapid situation. Experience has shown that severe
changes in airspeed and attitude due to extreme turbulence at high altitude has caused positive G’s
gusts make stabilizer trim difficult to apply as high as 2.5. However, it is believed that if the
effectively. Also, any updraft or downdraft, which recommended attitude control procedures are
might tempt the pilot to change trim, can be followed, high load factors need be imposed. Such
expected to reverse it in the next few seconds. If an occurrence should not because for great alarm
trim has been applied to counter the first draft, the nor be misinterpreted as a low speed stall with an
second draft will exaggerate the out-of-trim accompanying rapid pushover for recovery, since
condition. It is therefore considered desirable to any such action might aggravate the buffet
LEAVE THE STABILIZER TRIM ALONE in severe situation by increasing the Mach number.
turbulence.
This tendency to encounter high-speed buffeting
Thrust in severe turbulence is increased with increasing
altitude. It is therefore apparent that climbing in an
Once the proper thrust setting for the speed attempt to avoid an area of expected severe
recommended for penetration is achieved, it is turbulence could lead to this of buffeting if the
generally undesirable to make thrust changes turbulent region could not be completely topped.
during severe turbulence encounters. Large
variations in airspeed and altitude are almost
certain to occur in severe turbulence, and simple
rules of thumb for setting thrust are not reliable for Procedure Summary
all altitudes and weights. The most desired thrust
setting is one, which will provide near level flight at 1. Airspeed
the recommended penetration speeds in smooth
air. Establish penetration airspeed of 275-285 KIAS
or .75-.79M, whichever is lower. DO NOT
Altitude CHASE AIRSPEED.

Because of very high velocity updrafts and 2. Fly Attitude

downdrafts in severe turbulence areas, large
variations in altitude are almost certain to occur. Use ATTITUDE INDICATOR as prime reference
Too much concern about these variations will (other instrument indications are unreliable in
merely lead to excessive control manipulations turbulence).
causing large G load variations and unwanted
airspeed excursions. DO NOT USE SUDDEN, LARGE CONTROL INPUTS.

DO NOT USE STABILIZER TRIM TO CONTROL

Altitude should be allowed to vary within PITCH.
 OPERATION MANUAL Rev. 0 Page 14 / 23
Chapter 4A
ADVERSE WEATHER

Minimize ratio of water to air entering the engine by

3. Altitude flying at turbulence penetration airspeed.

DO NOT CHASE ALTITUDE – sacrifice altitude

to maintain altitude. Request ATC to block all Avoid any throttle movement. Disengage auto throttle.
altitudes that you expect to use.
Use speed brakes to slow to turbulence penetration
4. Thrust airspeed.

CHANGE THRUST ONLY IN CASE OF EXTREME Do not make thrust changes expect for excessive
AIRSPEED VARIATION. airspeed variations.

5. Yaw Damper – ON Consider trading altitude for airspeed rather than

thrust changes. Notify ATC.
6. Ignition – A or B
If thrust changes must be made, make them slowly.
7. Autopilot – On TURB mode Allow RPM to stabilize before changing direction of
throttle movement. If RPM does not respond to
throttle movement, return throttles to
EXTREME PRECIPITATION PROCEDURES
Last position and leave them alone.
Extreme precipitation should be readily apparent on the
radar and should be avoided by the same distances If the engine shows signs of spool-down:
addressed in the turbulence presentation. If the aircraft
inadvertently enters an area of extreme precipitation, the Start the APU and leave the throttles at as high a
engines may be affected in any of the following ways. thrust setting as possible.

As the precipitation increases, the engine may lose If not at idle, leave the throttles alone.
RPM with an associated lose of throttle control. This
RPM loss may continue until the engine driven If throttles are at idle and spool-down is evident,
generators are lost. The engines should not flameout. leave throttles at idle.

The introduction of large quantities of water to the Delay throttle advance until engines have spooled-
engine changes the location and severity of a up.
compressor stall. Stall margins are sharply reduced,
especially during throttle movement and low throttle If you feel you must try for increased thrust, advance the
settings. The resulting compressor stall can be severe throttle slowly. If no N2 response, return the throttle to
enough to destroy the compressor section and idle and wait for sings of spool-up to idle.
therefore the engine.
WIND SHEAR

If extreme precipitation is encountered, operate the THE MOST IMPORTANT POLICY FOR THE FLIGHT
engine in the range of increased compressor stall CREW IN COPING WITH WIND SHEAR IS TO AVOID
margin. AREAS OF KNOWN SEVERE WIND SHEAR.

Maintain as high a thrust setting as possible. Do Severe wind shear may be defined as a rapid change in
not close the throttle. wind direction and/or velocity that result in :

Use all available air bleeds, engine and airfoil anti- • Airspeed changes greater that 15 knots.
ice regardless of temperature.
• Vertical speed change greater that 500 FPM.
Select ignition override.
•
0
Pitch changes greater that 5
 OPERATION MANUAL Rev. 0 Page 15 / 23
Chapter 4A
ADVERSE WEATHER

Dry Microburst – When precipitation starts to fall

• Glide slope deviation or one dot. form high-based cumuloform clouds into a deep
layer of dry air, a column of air much colder than its
• Unusual throttle position for a significant period of surrounding air is created as the falling rain
time. evaporates. This air accelerates downward and,
under the proper conditions, becomes a microburst.
o
A temperature above 80 F and a temperature/dew
o
NOTE point spread of 30 F or greater along with
cumuloform type clouds have been a good indication
The above indications should be of dry microburst activity in the past.
Considered cumulative. If more than one wind
shear clue is observed, the probability of a wind Wet Microburst – The wet microburst is a function of
shear encounter is greatly increased. dry air aloft being injected into a rain shaft or of a
rain shaft falling through a dry area aloft. The result
A broad range of meteorolical condition such as strong is a small rain shaft with considerably greater
temperature inversion, frontal activity, thunderstorms vertical velocity than normal. Wet microbursts are
and other weather phenomena most closely associated normally associated with thunderstorms. Therefore
with wind shear are described bellow: avoidance of thunderstorm activity will reduce the
exposure to wet microburst activity. Statistically, wet
Strong Temperature Inversion – An air temperature microbursts have a greater intensity than dry
change existing across the inversion, which may microburst.
indicate the presence of variable wind
conditions. Flight crew actions preparatory to encountering possible
wind shear should be focused on the following areas:
Frontal Activity – The existence of low-level wind
shear can be inferred by the temperature difference • Evaluate the weather – recognition.
immediately across the front and by the speed at • Avoid known wind shear.
which the front is moving. For instance, a frontal • Consider precautions.
speed greater than 30 knots and/or a temperature • Standard operating procedures.
o o
difference equal to or greater than 6 C (10 F) are • Understanding wind shear recovery wind
strong indicators of potential wind shear. recovery technique.

Thunderstorms – The strong convective air currents WIND WHEAR RECOGNITION

in and around thunderstorm cells are very complex
and wind shear can be found on all sides of a cell. The major problem with wind shear is that it generally
The shear boundary or precede the actual storm by cannot be seen, and that it may hide in other
up to 15 nautical miles. Consequently, if a phenomena that may be relatively benign. Current
thunderstorm is near an airport of intended landing technology is not available the importance of recognition
or takeoff, low level wind shear hazard may exist. of potential wind shear conditions is paramount.

Microburst – The microburst is a very small, tightly Frontal wind shear can be anticipated by closely
confined violent downburst of air which creates a monitoring weather conditions. Recent wind shift
strong outflow at the surface, it is similar to the indicating frontal passage, or significant differences
conventional down draft/gust front in a small between winds on approach and on the surface indicate
thunderstorm cell, however the greater which can that the frontal zone is near the surface. Frontal type
occur across the relatively small span of the outflow wind shear is relatively stable and may prevail for
area. Microbursts have been observed with velocity sometime. Once it is recognize, its effect on the aircraft
aircraft has the capability to successfully traverse. can be anticipated.
Microburst wind shear is of short duration and is not
readily forecast nor can its possible existence be Gust front wind shear associated with thunderstorms
readily surmised from weather data. approaching the airport can be anticipated. The greatest
danger is in the area of the leading edge of an
approaching storm. Recognition of the heavy rainfall or
 OPERATION MANUAL Rev. 0 Page 16 / 23
Chapter 4A
ADVERSE WEATHER

thunderstorm is sufficient to indicate the potential for a In some cases of wind shear on takeoff roll, a slow
gust front wind shear. acceleration or airspeed hesitation has been observed
as the aircraft passed through the microburst frontal
Visual indications of microburst seen by pilots are rare, zone while still accelerating on the runway. This is very
and cannot be seen at night. Some indications observed difficult to detect or differentiate from normal gusts but if
include: observed should be evaluated along with other
indications of potential wind shear.

NOTE
• A rain shaft, which has a distinct spreading at The initial increase in airspeed
the base. A curling affect at the leading edge of the phenomenon, if observed, can be a positive
outflow is a positive indication of a microburst. indication of a microburst. However, this will
occur only in a symmetrical microburst.
• Virga Microburst down-flow that have horizontal
• Localized dust clouds, rings of dust, dust devils, velocity may have little or no significant
or other tomado-like features.
• Funnel clouds or tomadoes, while dangerous in outflow on the back side, but would have an
themselves, are also an indication that favorable extremely intense outflow on the front side.
conditions exist for microburst formation in the Absence of an airspeed increase does not
general area. mean microburst in NOT present.

Pilot reports of airspeed loss/gain have been highly Deviations in aircraft performance are another strong
reliable in detecting wind shear. Use caution, as the indication of possible wind shear. On approach an
initial airspeed change may not be great, but as at shear unusually high or low power setting to hold speed and
develops (often in less than 5 minutes) the airspeed loss glide slope is one indication. On climb out, significant
may be come unacceptable. For example, a pilot ahead deviations from the normal rate of climb, either high or
of you on approach reports a 10-knot airspeed loss; you low, can also be an indication.
may experience a 30-knot or greater loss in the same
area if a microburst is developing. WIND SHEAR AVOIDANCE

Current low level wind shear alert systems (LLWAS) are Avoidance of severe wind shear is the primary goal.
not effective in giving positive advanced warning of
microburst activity although they have often more Evaluation of forecast and current weather conditions is
effective in warning against frontal and gust front type the first step in wind shear avoidance. Due to the current
wind shear. lack of precise wind shear detection capabilities, the
presence of wind shear must often be surmised from the
Airborne weather radar is not effective in associating any clues discussed above. The pilot must evaluate these
particular display with microburst. However, weak green clues to determine if it is safe to continue.
return with bases between 5,000 and 15,000 feet AGL
have been associated with microburst in dry surface NOTE
conditions. Areas of Doppler turbulence surrounding
weak precipitation may indicate microburst activity in its Thunderstorm present sufficient hazards other
formative stage. than microburst so that takeoff or landing should
not be attempt the airport, unless the takeoff can
Airspeed changes after lift-off or on approach can be a be made from, or the landing made to, a runway
significant warning of microburst activity. As the aircraft that clear of the thunderstorm and its associated
approaches the outflow boundary it will experience a gust front.
sudden increase in airspeed and a tendency to fly above
the normal flight path. Moderate or greater turbulence If the pilot determines that wind shear does not appear
may also be experienced in the outflow area. to be present, normal operations may continue, but
prudence would suggest that the following precautions
be taken:
 OPERATION MANUAL Rev. 0 Page 17 / 23
Chapter 4A
ADVERSE WEATHER

TAKEOFF: If sufficient clues exist to indicate the probable presence

of a severe wind shear, the pilot will delay the takeoff or
• Use maximum takeoff thrust. Do not use r approach. Microburst wind shear should always be
educed thrust. considered severe. Frontal shear may or may not be
• Use the least flap setting consistence with severe depending upon its proximity to the surface and
performance capabilities. Less flap extension the airspeed loss involved.
provides improved climb capability if required.
• Use the longest runway available. Takeoff or approach in conditions of non-microburst,
• Consider using increased VR speed. Set non-thunderstorm type shear, which is not severe, is up
airspeed bugs for actual takeoff weight. to the Captain. Caution is advised!
Determine VR for the maximum takeoff weight
for conditions and delay rotation until Microburst shear is transitory in nature and last no
accelerating to that speed, not exceed actual VR longer than 10 or 15 minutes so a short delay may be all
+ 20-knots. that is necessary. Other types of shear, such as frontal
• Use normal rotation rate to the target pitch shear last longer but often are not sufficiently severe to
attitude. prevent operations with proper precautions.
•

• Do not use the flight direction in the speed

command mode unless programmed for wind

shear. A sudden loss of airspeed below V2 will cause WIND SHEAR RECOVERY
the flight director to command a nose down attitude. In
the case of a severe wind shear, this is not the initial Severe wind shear will never be purposely traversed. If a
action to follow. severe shear is inadvertently in flight an IMMEDIATE
missed approach should be executed using the following
LANDING: procedures:

Increase speed of final (Vref + 20 max), consistent which NOTE

runway length and conditions. Attempt to maintain a
stabilized approach below 1000 ft AGL so that changes If a severe microburst is encountered, you may
in performance parameters may be more easily only have as little as 5 seconds to initiate the
recognized. recovery procedure to exit the shear area.
Recovery from an extremely severe microburst
Use minimum flap setting authorized for normal landing may not be possible once it is entered.
configuration, to improve go-around capability.
The following actions are recommended whenever flight
Avoid large power reductions or trim changes in path control becomes marginal below 1000 feet AGL on
response to sudden airspeed increases as these may be takeoff or approach. As be indicated by deviations from
followed by sudden airspeed decreases. target conditions in excess of:

Use longest suitable runway away from potential wind ± 15 KIAS.

shear. ± 500 feet per minute vertical speed.
0
± 5 -pitch attitude.
Use flight director and autopilot/auto throttles on ± 1 dot displacement from the glide slope.
approach to provide more monitoring and recognition Unusual throttle position for a significant period of
time. Use caution as these systems may initially mask time.
entry into wind shear unless the pilot is actively looking
for unusual reactions such as high power setting or low If flight path control becomes marginal at low attitudes,
power and decreasing pitch. Manually back up auto initiate the recommended wind shear recovery technique
throttles to prevent excessive power reduction due without delay. Pitch and power changes should be
rapidly increasing airspeed. accomplished simultaneously.
 OPERATION MANUAL Rev. 0 Page 18 / 23
Chapter 4A
ADVERSE WEATHER

TAKEOFF / APPROACH increased in gusty conditions; do not overreact.

Use small incremental pitch changes consistent
Power Management: with flight conditions to increase pitch attitude
0
toward 15 as soon as stick shaker stop.
Aggressively apply max power to ensure adequate
airplane performance. Avoid engine overboost NOTE
unless necessary to avoid ground contact. When
airplane safety has been ensure, adjust thrust to Severe turbulence will make smooth pitch
maintain engine parameters within limits. adjustments difficult. Make every effort to limit
large pitch excursions. Expect intermittent stick
Pitch Control : shake activation at all speed in severe
turbulence.
0
If on take off 15 of pitch. If on approach pitch
0
should be increased towards 15 . Use rotation If wind shear is encountered during take off roll,
rates of 2 to 3 degress per second (normal rotation reject if practicable. Be aware that in a tailwind
rate on takeoff) to avoid over control. Proper situation the shopping distance will be increased
control is EXTREMELY important in the recovery. due to increased ground speed. If takeoff is
0
Maintain 15 of pitch initially until its affect on continued, initiate rotation no later that 2000 feet
performance can be ascertained. Anticipate before the end of the runway even if below rotation
significant trim changes which may require speed. Liftoff under these conditions will require a
abnormally high yoke forces. In some cases pilots higher that normal pitch attitude. When airborne,
have unconsciously allowed the pitch to decrease follow take off/approach procedures.
due to the high yoke forces required to maintain

required pitch. Lower pitch attitude could preclude

a safe recovery.

If the vertical flight path or altitude loss is still Stick shaker versus V2/Vref speed :
0
unacceptable after reaching 15 , further increase
pitch attitude smoothly in small increments if The following speed are “ballpark” speed where
airspeed will allow. stick shaker activation may be expected during
a wind shear encounter, subject to variables
Firewall the throttles if necessary to stop altitude caused by turbulence :
loss and contact with the ground.
• Takeoff – airspeed bug set on V2: Bug
The upper limit of the pitch increase is stick shaker minus 20 KTS.
action. Flight should not be countinued in the stick
shaker regime. Slowly lower the nose only • Approach – airspeed bug set on Vref: Bug
sufficiently to stop the shaker. After that only minus 20 KTS.
intermittent stick shaker action is acceptable.
Avoid the tendency to push the nose over. This
will result in an excessive decrease in pitch and an Configuration:
unacceptable rate of descent from witch recovery
may not be possible. Do not change flap, or trim position until terrain
contact is no longer a factor or out of shear.
In some cases a decrease in pitch from the
requirement to avoid continuous stick shaker However, stabilizer trim may be used to trim out
activation. Do what ever is necessary, but at all stick force due to thrust application.
cost avoid making large control inputs which could
result in large, unwanted deviations in pitch. NOTE
Remember the stick shaker gives 7 to 10 percent
warning above a tall and that warning will be
 OPERATION MANUAL Rev. 0 Page 19 / 23
Chapter 4A
ADVERSE WEATHER

It is recognized that a change in flap position rates of climb/descent and pitch until the danger
may improve wind shear recovery. However, this area has been exited.
procedure is not recommended since the risk of
moving the flaps in the wrong direction or NOTE
amount is considered to be greater than the risk
of encountering a shear so great that a flap The static instrument, altimeter and IVS in
change is needed for recovery. particular, are prone to lag behind aircraft’s flight
path. Caution is advised.
Gear should remain down in case of inadvertent ground
contact. Drag is increased during gear retraction. Recovery Procedure Performance

When out of wind shear area, by sustained increase in The recovery procedure described above will not
attitude and airspeed, reduce thrust to normal limits, provide the optimum recovery profile is extremely
return pitch to normal attitude, and clean up aircraft difficult to fly, and requires pitch changes which
using normal procedures. If engine limits were may not be possible to accomplish correctly in the
exceeded, make maintenance log entry. Make a pilot environment of a severe wind shear. The
report. recommended recovery procedure will, however,
provide performance within 6 to 10% of the
Pilot Reports optimum profile and within 3 to 7% of the profile
Pilot reports are the most effective warning of provided by electronic guidance.
existing wind shear. This is particularly significant
in the case of microburst as their intensity often
increases 2 or 3 times within 5 minutes of their first WINDSHEAR ALERT AND GUIDANCE SYSTEM
detection.

Pilot reports of wind should include: OPERATIONAL PROCEDURES

• Airspeed change observed. The windshear system provides detection and alerting
• Attitude of occurrence and location if not information during the takeoff roll. In addition, alert and
obvious. guidance information is provided during takeoff,
• Type of aircraft. approach and go-around.

• Plain language description of conditions if Any time the aircraft is accelerated to 60 knots or more,
appropriate. the windshear system is enabling to detect the presence

Timely wind shear report to ATC on the frequency of windshear. If a windshear is detected the Windshear
which was current at the time of wind shear are Computer (WSC) will cause the alerts to be displayed on
extremely important due to the extreme volatility of the glare shied, on the PFDs, in the FMA Pitch window,
the phenomenon. The wind shear report is not and aurally through CAWS.
only for ATC but for other aircraft which are
following you on your approach or takeoff. OPERATIONAL PROCEDURES
The windshear system provides detection and alerting
Crew Coordination information during the takeoff roll. In addition, alert and
guidance information is provided during takeoff,
Crew coordination is extremely important, both in approach and go-around.
detecting the wind shear condition and during the
recovery. Pilots should be aware of the normal Any time the aircraft is accelerated to 60 knots or more,
pitch, thrust and rate of climb/descent parameters the windshear system is enabled to detect the presence
associated with takeoff and landings. If any of windshear. If a windshear is detected the Windshear
significant deviations occur the PNF will call it out. Computer (WSC) will cause the alerts to be displayed on
During the recovery the PNF will continue calling the glare shield, on the PFDs, in the FMA Pitch window,
out significant deviations in airspeed, attitude, and aurally through CAWS.
 OPERATION MANUAL Rev. 0 Page 20 / 23
Chapter 4A
ADVERSE WEATHER

WINDSHEAR ENCOUNTER DURING TAKEOFF False increasing performance windshear

may be annunciated in gusty, high wind
Normally, if a windshear is annunciated prior to V1, condition.
takeoff must be rejected following the REJECTED
TAKEOFF PROCEDURES in chapter 03.15 of the MD- If ground contract appears imminent, use all available
80 FCOM. The windshear annunciation will be cancelled power until recovery is assured.
when the throttles are retarded to the aft stop. When
performance is limited by runway length, If the decision WINDSHEAR POP-UP GUIDANCE
is delayed at speed near V1 in a decreasing
performance windshear case, distance remaining to stop If the WSC detects a wind shear and the FDs are turned
may be compromised. off, wind shear guidance is still available. If either EPR is
within 95% of the maximum go-around EPR limit, the FD
If the windshear is detected after V1 and the takeoff is will come into view and wind shear guidance is provided
continued, the WSC will provide windshear guidance to both pilots. If either EPR is not within 95% of the
after ground shift. Prior to ground shift, the flight director maximum go-around EPR limit, the pilot is required to
0
will command a 12 nose-up attitude. press the TO/GO switch or manually advance the
throttles to within 95% go-around EPR. Wind shear pop-
For all departures, including EPR CUTBACK and TO up guidance will continue until safe conditions are
FLEX, transition to windshear guidance is automatic. achieved. After safe conditions have been achieved, the
FD will be removed unless the FD switch is placed to
WINDSHEAR ENCOUNTER AFTER TAKEOFF, AND ON.
ON APPROACH OR GO-AROUND
WINDSHEAR
If a windshear is encountered a Windshear Warning is
annunciated and the Flight Director bars will provide During wind shear guidance, the pilot may exit WSC
pitch and roll guidance. In a decreasing windshear commands by selecting a non-TO/GO pitch mode of the
ensure that the throttles have advanced to GO AROUND flight guidance may be reselected by pressing either
if auto throttle is engaged, or manually advance TO/GO switch.
throttles if autothrolle is not engaged. The autothrolle will
command a speed of V2 + 20 knots in an increasing When the wind shear condition no longer exists, all wind
windshear case, if engaged, or the pilot must advance shear alerts cease. Wind shear pitch and roll guidance
the throttles to maintain V2 + 20 knots if autothrolle is will continue until safe conditions are achieved. Safe
not engaged. Aggressively follow the guidance conditions are attainment of the takeoff or go-around
commanded by the Flight Director. The Pitch Limit reference speed minus 5 knots for at least 15 seconds.
Indicator ( PLI ) will provide a buffer above stick shaker At this time the aircraft will revert to the previously
and will limit the flight director in the decreasing engaged mode.
performance windshear. Do not attempt to fly the PLI :

doing so may induce severe oscillation, especially if the

stall computers are cycling the slats from mid to full and
back. In all cases it is necessary to follow the Flight
Director Command Bars. Safety of the aircraft, crew and FLIGHT OPERATION IN VOLCANIC DUST AND
passengers is primary, passengers comfort is AREAS OF VOLCANIC ACTIVITY
secondary. Be aggressive!
If either windshear is annunciated on final approach and Flight in areas of known volcanic activity must be
flight path control becomes marginal, initiate a recovery, avoided. This is particularly important during hours of
execute a go-around, and evaluate the situation. Do not darkness or daytime instrument meteorological
attempt another approach unless the windshear situation conditions when volcanic dust not be visible. When a
has changed. At Captains discretion, delay the arrival or flight is planned into an area with known potential for
proceed to an alternate. volcanic activity, it is recommended that all NOTAM’s
and air traffic advisories be reviewed for current status of
NOTE volcanic activity. If volcanic activity is reported, the
planned flight should remain well clear of the area and, if
possible, stay on the upwind side of the volcanic dust.
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Chapter 4A
ADVERSE WEATHER

During prolonged exposure to ash laden air, use the

Airborne weather radar is not designed to detect crew oxygen system (100%) when there is evidence of a
volcanic dust and cannot be relied on to do so. sulfur odor from the air conditioning system, or volcanic
dust in the cockpit. Manual deployment of passenger
Volcanic dust may be difficult to detect at night or during oxygen masks is not recommended if cabin air
flight in clouds; however, the following have been contaminated with volcanic dust. Communication
reported: difficulties may be experienced due to electrostatic
conditions. This may be more prevalent in terminal
• Smoke or dust appearing in the cockpit. areas.
• An acrid odor similar to electrical smoke.
• Multiple engine malfunctions, such as stalls,
increasing EGT, torching from tailpipe, flameout, IN FLIGHT PROCEDURES
etc.
• At night, St Elmo’s fire/static discharges may be If a volcanic ash cloud is inadvertently encountered
observed around the windshield, accompanied during flight, perform the following actions:
by a bright orange glow in the engine inlets.
• Terrain permitting, simultaneously retard thrust
If volcanic dust is encountered, exit as quickly as levers to idle or as practical, and disengage the auto
possible. Volcanic dust can cause rapid erosion and throttles to preclude increasing engine thrust. This
damage to the internal component of the engines. will provide additional engine surge margin and
decrease EGT, reducing debris build-up on the
Volcanic dust buildup and blockage of the high pressure reducing damage to the compressor section and
turbine nozzle guide vanes and the high pressure blade tips due to erosion.
turbine cooling holes can cause surges, loss of thrust, • Turn on all available air bleed systems, airfoil and
and/or high EGT. Retarding thrust to idle will lower the engine anti-ice.
EGT which, in turn, will reduce the debris buildup on the • Select ignition System A or System B.
turbine blades. • Depart the area by the shortest route possible.
The quickest route out of the volcanic ash cloud may
0
Volcanic dust may block the pilot system and the result be an immediate descending 180 turn.
in unreliable airspeed indications. If unreliable or loss of • Start the APU. Place APU BUS switches OFF and
airspeed indication occur, establish the appropriate pitch starts APU. Maximum altitude for electric start is
attitude as shown in the Operations Manual for flight with FL300. Maximum speed is Mach .70. Check voltage
unreliable airspeed. Volcanic dust is very abrasive and and frequency. Maximum operating altitude is
can cause serious damage to the airplane engines, wing FL350.
and tail leading edge surfaces, wind- shields, landing
lights, etc. Volcanic dust can cause all of the windshields Monitor the EGT. Should EGT exceed limits, or if an
to become translucent, obstructing vision. Due to engine flameout occurs, accomplish the ENGINE
erosion damage to landing lights, landing light FAILURE/SHUTDOWN checklist. Attempt to restart the
effectiveness will be significantly reduced. failed engine using the ENGINE FLIGHT START
procedure.
Initial engine indications when encountering volcanic ash
will be a decrease of N 1 , N 2 , and fuel flow, and an

increase EGT. Engine surges, torching from tailpipe and

flameout may also occur.
NOTE
Volcanic ash may appear as smoke or dust in the
cockpit or an acrid odor similar to electrical smoke. At Engine acceleration at altitude is slower that
night heavy static discharges (St. Elmo’s fire) around the aground start. If an engine fails to start,
windshields may be visible. The landing lights will cast repeated attempts should be made immediately.
sharp, distinct shadows. A successful start may not be possible until
clear of the volcanic ash cloud and airspeed and
altitude are within limits.
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ADVERSE WEATHER

• Monitor airspeed and pitch attitude. Airspeed • Use caution during taxi. A light layer of ash or
indications may be erratic or unreliable, or a dust on the taxiway or runway may reduce tire
complete loss of airspeed indication may occur. adhesion.

• When clear of the volcanic ash cloud, and if • If taxiways are wet, the ash or dust covered
engine have been restarted , avoid rapid thrust surfaces should be treated be same as ice
lever movement if possible. If compressor and or covered surfaces.
turbine blades have been eroded, an increase in
fuel flow and EGT may be noticed. • Brake wear will be increased.

• Make a pilot report. Notify ATC and Company as • Avoid use of air conditioning on the ground. If air
soon as possible providing as much information conditioning on the ground is necessary,
as possible concerning location, altitude and operate at full cold setting if dust is visible.
drift.
• If at all possible, delay takeoff in an area of an
ash cloud.
• Direction of the ash cloud.
• Prior to takeoff allow the ash and dust to settle.
• Land at the nearest suitable airport. A A rolling takeoff should be used. Avoid setting
precautionary landing should be made if high thrust at low speed when possible. Do not
damage has occurred to the airplane or takeoff with the packs on.
abnormal engine operating in the dust cloud.
Because of the abrasive effect of the volcanic
ash on windshields and landing lights, visibility
for approach and landing can be markedly and
landing can be markedly reduced.

GROUND OPERATING PROCEDURES

• Do not use the windshield wipers for ash or dust

removal. Hose off ash or dust deposits with
water and wipe off residue with a clean cloth.

• Verify that pilot and static ports are ash or dust

free

• Inspect and clear all ventilation inlets of ash or

dust accumulation.

• Check engine inlets for dust coating.

• Limit the use of the APU.

• Limit use of reverse thrust to prevent volcanic

ash from being ingested into the engines.
Visibility may also be impaired. Discontinue use
of bleed air during reverse operations.

• Limit thrust operating to the minimum required to

taxi use all engines to taxi and taxi at low speed.
Avoid operating the engine above idle.
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Chapter 4A
ADVERSE WEATHER