Cold Wx Ops Flashcards
What is a Critical Surface Inspection? (CSI)
This inspection is mandatory prior to a flight when the
OAT is at or below 10C regardless of the presence of ground icing conditions or visible moisture.
(F 10.2.5.1)
True or False?
A coating of frost up to 1/8” thick is permitted on wing lower surfaces on the area cold soaked by fuel, between the forward and aft spars
True.
(F.10.2.4)
Cleared Width
Take-offs and landings are authorized on cleared runways when the following conditions are met:
- The usable surface has been cleared to a minimum of 50 feet on either side of the centerline, and
- No snowbanks, windrows, snowdrfts or wet ice contamination are present outside the cleared area and within 75 feet (23m) either side of the centerline
- Canadian RSC reports may indicate that the cleared width if offset from the centerline. Take-off and landing is prohibited for runways that have a cleared width not centered on the centreline.
F 16.1.2.5
If you experienced an emergency during deicing, what should you do?
Monitor During de-icing operations, Flight Crews shall continuously monitor appropriate frequencies and/or interphone in case of an emergency.
Signal Emergencies shall be signaled to ground service equipment during spray operations by turning on all exterior lights (wide body aircraft shall use all exterior lights except for landing lights).
De Icing Cessation This signal provides an indication to the equipment operator(s) to cease de-icing activities and back vehicle(s) away from the aircraft into the vehicle safety zone and signal the de-icing service provider to establish voice communications.
Advise If at the gate, the bridge will be reconnected.
Flight Crews shall advise Iceman, ATC, and/or STOC of intentions and assistance requirements.
F 10.4.9
A PCI is required when:
- HOTDR or AC eHOT issues a “PCI is Mandatory” message; or
- HOTDR – METAR or AC eHOT lower limit time (but not upper limit time) is exceeded; or
- Critical surface contamination is suspected during taxi; or
- Concerns are raised by either a cabin crew member or a passenger regarding contamination.
F 10.4.7.1
A PCI shall not be used to extend beyond:
- Any HOTDR – LWE holdover time (refer to 10.5.5.1 - HOTDR – LWE); or
- HOTDR – METAR or AC eHOT holdover upper limit time (refer to 10.5.5.2 - HOTDR – METAR and
AC eHOT); or - HOTDR or AC eHOT ice pellet and small hail Allowance Time (refer to 10.5.6 - Determining Ice Pellet
and Small Hail Allowance Time Exceedance).
Takeoffs are not authorized in:
Hail
Heavy Ice Pellets
Moderate or Heavy Freezing Rain
F 8.18.8.1
Crews shall obtain HOTs based on the following precedence:
HOTDR Via ACARS and then AC eHOT app.
F 10.5.1
If contamination of flaps and/or slats are suspected because of an approach in icing conditions or taxi on contaminated surfaces:
- Flaps should be left extended until an inspection at the gate can be carried out; and
- Flight Crew shall make an entry in the Aircraft Defect Log “For info only: Slats/Flaps operated in icing
conditions” and notify MOC via Flight Dispatch to coordinate the inspection process; and - Local maintenance or a qualified designated person will conduct an inspection;
F 10.4.2.3
Where more than one HOTDR is received after de-icing/anti-icing:
The most limiting HOTDR that was received shall be used
F 10.5.7.1
When managing periods of rapidly changing weather conditions, the Pilot-In-Command may override the HOTDR when:
The variation is in the type of precipitation.
F 10.5.7.2
“Trigger temperatures” for the following?
A.) Critical surface inspection req’d
B.) Fan Blade Ice Shedding Procedure req’d
C.) Fuel Leak Drip Test
D.) OAT at cruise req’d for fuel freeze point
A.) +10C and lower
B.) +3 and lower in icing conditions
C.) 0C and below
D.) -65C and below
What are the conditions for operating in Heavy Snow?
1.) Use of Type IV fluid at 100% concentration is mandatory
2.) A HOT is required. This HOT is considered limiting and a PCI shall not be used to extend beyond that HOT
F 10.5.9
At stations without LWE sensors (HOTDR - METAR OR AC eHOT manually calculated HOT) no holdover times exist in the HOT guidelines for heavy snow conditions. De-icing and/or anti-icing operations should be delayed/stopped until conditions improve.
When retrieving a HOTDR - METAR or using AC eHOT, you’ll receive a HOT range with a lower and upper limit. What are three things to keep in mind with these types of reports?
1.) Take-off shall be accomplished prior to the expiry of the HOTDR - METAR or AC eHOT lower limit
time; or
2.) Where the HOTDR - METAR or AC eHOT lower limit time is exceeded and an upper limit time is
provided, a PCI shall be completed within the upper limit time prior to take-off; or
3.) Where the upper limit time is exceeded, or where only a single time value is provided and the single
time value is exceeded, the aircraft shall return for de-icing and, if required, anti-icing.
10.5.5.2
