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React with judgment and procedures to counteract the impending stall.

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Accelerate to maneuvering speed for the configuration with minimum altitude loss.

Accelerated Stall and High Bank Angle Maneuver
High bank angle could be encountered unexpectedly due to wake turbulence or windshear.  High bank angle could also be necessary to control an extreme pitch-up attitude brought on by nose-up runaway stabilizer trim (steeper bank angles will cause the pitch attitude to lower).  The aircraft can stall at high speeds if higher than normal G-forces are present.
Begin the maneuver at 250 KIAS, clean, and at an altitude between 4,000 and 10,000 feet MSL.  Autopilot, autothrottles, and flight director off.
Establish a 60° bank angle and trim the aircraft for level flight.  When stable, pull aft on the yoke until stick shaker activation.  Roll out and recover.
Again, establish a 60° bank angle and trim the aircraft for level flight.  When stable put hands in lap and use gentle rudder inputs to control aircraft.  If aircraft climbs, increase bank angle slightly to lower pitch.  If aircraft descends, reduce bank angle slightly to increase pitch.
Recover and trim to wings level flight.
High Altitude Stall
The autopilot will trim the aircraft to the stall if speed is allowed to decay. Buffet will be felt well before the stall, but is similar to high speed buffet. Thrust is significantly reduced at altitude:  approximately 20% of sea level thrust when at FL 350.  Altitude must be sacrificed to regain flying airspeed.
Begin the maneuver at FL 350 with autopilot and flight director on; autothrottles off.  Pull throttles to idle and allow aircraft to decelerate.  Do not recover until aircraft starts to roll and/or the stall warning activates.
Use PUSH-ROLL-PULL to recover.  Disconnect autopilot, push yoke forward to 10° nose low, apply max throttles, roll wings level, trim aircraft nose down during acceleration, and pull aft gently on yoke as airspeed nears maneuvering speed to level off.
Takeoff Configuration Stall
Begin the maneuver with autopilot and autothrottles off, flight director on, flaps 11° or 15°, vertical speed set to 1000 FPM up, bank angle 25° and HDG SEL set to 180° from present heading.  Set power to 55% N1and fly the flight director until recovery is necessary.  Recover with max throttles, roll wings level, and minimize altitude loss.  If flaps 11° are used, note activation and effect of auto slats during recovery.
Landing Configuration Stall
This maneuver is flown at 6,000 to 8,000 feet MSL with autopilot, autothrottles, and flight director off.  Configure with gear down, flaps 40°, throttles idle, and descend at 500 FPM with wings level.  Decelerate to stick shaker and perform windshear recovery maneuver.  Climb in and out of stick shaker to practice maneuver.
DUTCH ROLLS
When a swept wing aircraft is subjected to yaw, a Dutch roll condition can result due to the forward moving wing developing more lift than the other wing, which is losing some lift due to its relative direction of movement. Normally, the yaw dampening system of the MD-80 prevents a Dutch roll condition from developing.
Recovery from a Dutch roll is accomplished by applying aileron into the rising wing followed by a return to the neutral aileron position.  The combined effect of the aileron and spoiler deflection serves to distort the developing lift on the forward moving wing.  The initial required aileron deflection will depend on the severity of the roll.  In most cases, however, the control wheel should initially be displaced approximately 30°. Subsequent corrections should be progressively less.  Full speed brakes aid in Dutch roll damping.  The use of rudder during recovery from a Dutch roll is not recommended

Holding
Planning
Begin speed reduction within 3 minutes prior to estimated arrival at the fix so as to arrive at the holding fix at or below the maximum authorized holding speed for the altitude.
Upon arrival at the fix, maintain holding speed and hold as instructed. Maintain the last assigned altitude/flight level.
Make all turns during entry and while holding at 30 degrees bank angle, or 25 degrees bank angle using the flight director system.
Compensate for known effect of wind, except when turning.
Advise ATC immediately if an increase in airspeed is necessary due to turbulence, or if unable to accomplish any part of the holding procedures.
Configurations
Above 14,000 feet - Hold clean and use holding chart speed, but not above FAA maximum speeds without ATC approval.
　
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