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After Takeoff
Wing anti-ice should be used after reaching 800’ AGL, or single engine acceleration altitude, whichever is higher. Wing anti-ice must be used any time engine anti-ice is used.
If takeoff is performed when the ram air temperature is below 6°C (42°F), and it is either raining or there is standing water and slush on the runway, accomplish the following:
Conditions permitting, after takeoff with climb power set and at least 15 seconds prior to selecting slats up, use normal procedures to turn the wing anti-ice on, and leave it on until the leading edge devices are fully retracted. If engine and airfoil anti-ice is not required for climb, turn them off after the leading edge devices are up.
Caution: Do not accomplish the above procedure if an engine failure
occurs after V1. After takeoff in slush or wet snow and when clear of obstacles, extending and retracting landing gear may reduce ice accumulation and possibility of gear door freeze-up.
If pitch-up or roll-off is encountered after lift-off, use aileron, rudder, and elevator as required to maintain the desired flight path. Do not allow further increases in pitch attitude until full lateral control has been regained. Use smooth continuous control inputs to avoid over-controlling. If during flap or slat retraction, pitch-up, roll-off, or buffeting is encountered (due to undetected ice, frost, or snow accumulations), reselect the flaps/slats to the original configuration. Activate the airfoil ice protection prior to any further configuration changes.
Engine Anti-Ice Operations
Engine and airfoil anti-ice should be on whenever icing conditions exist or are expected. Engine anti-ice should be used, and airfoil icing conditions can exist, when the ram air temperature is less than 6°C (42°F) and there is visible moisture in the air. In addition to temperature below 6°C (42°F), be alert for ice build-up on windshield wipers or edges of the windshields as indications of airfoil icing conditions. The higher the temperature, the higher the cloud liquid water content. This will result in more severe icing conditions. At temperatures below -20°C (-4°F), icing conditions should be less severe. However, heavy icing has, on occasion, been reported at temperatures as low as -60°C (-76°F).
One of the first indications of engine ice formation can be an erratic EPR indication due to icing of the PT2 probe. Ice formation can produce a thrust loss as indicated by a drop of all engine thrust parameters, or induce surging or flameout if allowed to become sufficiently severe. If icing conditions become severe, consideration should be given to altering the flight plan to avoid the area of icing conditions. The flight crew should be familiar with the SEVERE RAIN/ICE/TURBULENCE procedures in Section 3.
When encountering engine inlet icing conditions and before engine anti-icing system is turned on, turn engine ignition on (CONTIN, GRD START & CONTIN or SYS A/SYS B). Move engine anti-ice switches to ON one at a time. Wait until the engine is stabilized before turning on the opposite engine anti-ice. Following engine stabilization, if in light or minimal icing conditions, engine ignition (A/B system) may be turned off to conserve ignition operational time.
During exceptionally severe icing conditions (occurring very infrequently), it is desirable to maintain a minimum of 70% N1. Necessary thrust reductions below this level should be limited to a maximum of one minute at no less than 55% N1. A minimum of 70% N1 should be maintained following reacceleration for at least one minute and preferably longer before reducing thrust again.
When engine anti-ice is no longer required, ensure engine ignition is on, then move engine anti-ice switches to OFF one at a time, allowing each engine to stabilize. Move engine ignition to OFF. Engine thrust will increase when engine anti-ice switches are moved to OFF. It may be necessary to adjust throttles to avoid exceeding engine limits or to maintain desired thrust setting.
When airfoil anti-ice is required, airfoil anti-ice switches should be turned on subsequent to the application of engine anti-ice and, when no longer required, should be selected off prior to the termination of engine anti-icing to maintain normal bleed configuration input to the thrust rating indicator. In addition to the requirement to operate the tail de-ice system each 20 minutes (15 minute cycle for automatic tail de-ice) during icing conditions, tail de-ice cycle should be selected on again (nonautomatic system) prior to terminating airfoil anti-icing, when icing conditions no longer exist.
When extended periods of using the engine and airfoil anti-ice systems are anticipated or encountered, consideration should be given to the increased fuel burned.
Should pitot static problems occur in flight, the following will occur depending on the situation:
1.  
If the ram air input of the pitot is blocked, indicated airspeed may (probably will) drop to zero.
　
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