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Cold Weather Ops > Cold WX OPS Manual Q&A > Flashcards

Cold WX OPS Manual Q&A Flashcards

1
Q

What is the rule of priority in case of discrepancies between manual ?

A

Wizz Air OM, Airbus Manual, Cold Wx Ops Manual (p.8)

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2
Q

What is the Cold Wx Ops Manual based on ?

A

Getting the grips with Cold Wx Ops AIRBUS (p.8)

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3
Q

What is the Pre Take-off Contamination Check, and is it allowed in Wizz Air?

A

It’s an external check of the contaminated aircraft surfaces in case expiry of HOT or any doubts in regards to effectiveness of anti-icing treatment. Not Authorised in Wizz Air Ops (p.10)

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4
Q

What is the generic meteorological conditions where Icing Condition may occur ?

A

From slightly positive temperature down to -40ºC, most likely around FL100 (p.12)

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5
Q

In addition to putting ENG ANTI ICE and WING ANTI ICE ON what else should the pilot keep an eye on?

A

Ice accretion rate and type of cloud (p.12)

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6
Q

When rapid icing in encountered in a Stratiform Cloud what will be the best course of action?

A

Moderate change of altitude to significantly reduce the rate of accretion (p.12)

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7
Q

What is best course of action if icing conditions are encountered during approach?

A

Keep high speed, delay flap extension, do not retract flaps after landing (p.12)

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8
Q

Why Type III fluid is not used in Wizz Air ?

A

Because is unsuitable for JET aircraft (p.13)

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9
Q

Are published HOT tables 100% reliable or other factors may influence their applicability ?

A

Severe weather, high wind velocity and jet blast will shorten the protection time (p.13)

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10
Q

What effects do water, slush and loose snow (fluid contaminants) have on Breaking and Accelerating performance on a contaminated runway ?

A
  • reduce breaking efficiency and
  • accelerating performance
    plus possible
  • aquaplaning
  • additional drag(p.13)
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11
Q

What effect does compacted snow and ice have on Breaking and Accelerating performance on a contaminated runway?

A

Such called Hard Contaminants only effect Braking Performance due to the reduction of friction coefficient (p.13)

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12
Q

When the total friction force is significantly reduced by the presence of a contaminant of the runway and with Crosswind conditions, the pilot may have to choose between braking and controlling the aircraft, is this true or false?

A

True (p.14)

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13
Q

The maximum crosswind landing for Automatic Landing is a limitation? True of False?

A

True (p.14)

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14
Q

What effect does the presence of a contaminant on the runway have in regard to accelerate-stop distance and accelerate-go distance ?

A

They both increase (p.15)

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15
Q

If a short runway is contaminated what flap setting should be used?

A

higher then usual always considering the second sector (p.15)

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16
Q

A normal size contaminated runway calls for higher or lower speeds ?

A

lower (p.15)

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17
Q

If the temperature is below ISA what is the True Altitude compare to Indicated Altitude?

A

below (p.16)

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18
Q

Saturation conditions may be exceeded by two process ?

A

lifting of warm air and night with clear sky (p.16)

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19
Q

What is the Kinetic Heating and how is it calculated?

A

is the increase in heat of the leading edge compared to the rest of the wing at a given speed (p.20)

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20
Q

What is the advantage of Kinetic Heating of the Leading Edge?

A

It prevents the leading edge from icing (p.20)

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21
Q

How is Kinetic Heating calculated ?

A

TAT - SAT (p.20)

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22
Q

At 250kt how much is KH (kinetic heating) ?

A

+10ºC (p.20)

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23
Q

Up to what temperature can KH (kinetic heating) prevent icing of the leading edge ?

A
  • 10ºC (p.20)
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24
Q

What are some generic rules of thumb in regard to Icing?

A
  • icing conditions are more frequent then actual aircraft icing in such conditions
  • Increase of speed decreases the ice accretion
  • If rapid ice accretion is met, moderate change of FL is usually enough (p.22)
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25
Q

How should ATC behave in case a pilot requests FL change due to icing ?

A

they must immediately accept such request (p.22)

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26
Q

Are aircraft certified to sustain icing in configurations with Slats and Flaps out?

A

NO, it is assumed that an aircraft will not stay long enough in such condition with such configuration (p.23)

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27
Q

What are the 3 principle methods of protecting airframe from ice accretion?

A
  • Mechanical
  • Electrical Heating
  • Hot Bleed Air (p.23)
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28
Q

Hot Bleed Air is majorly used as a Anti-Ice can it be also used as De-ice?

A

yes but only for light ice accumulation (p.23)

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29
Q

Why is it that large aircraft are more resistant to icing then small aircraft ?

A

due to the size and thickness of their wings (p.23)

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30
Q

Why is Wing Anti Ice (WAI) inhibited on the ground ?

A

the heat created by this system is very high. It’s designed to prevent ice formation, and to melt ice if any, also to evaporate the water left from melting the ice. In flight, speed will cool down the leading edge once no ice is longer present, on the ground such heating at such low speed will cause damage to the slats. (p.24)

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31
Q

Why is Engine Anti Ice (NAI) not inhibited on the ground ?

A

differently from the wing anti ice the “sucking” effect of the engines create enough cooling for the engine nacelle heated by the NAI (p.24)

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32
Q

Which parts of the aircraft (A320) are electrically heated?

A
  • aircraft sensors
  • Static ports
  • Pitot tubes
  • TAT
  • AOA probes
  • Flight deck windows
  • Waste-water drain masts are electrically anti iced (p.24)
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33
Q

Do the electrically heated parts of the aircraft (which fight agains icing) suffer from overheating on the ground, similarly to wing leading edge ?

A

yes, this is solved automatically by air/ground logic (p.24)

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34
Q

Is the RAT (Ram Air Turbine) protected by any anti-ice system?

A

RAT is driven by a two-blade propeller with a “self-shedding” design, which means that the centrifugal force will throw away any ice formation on the outer part of the propeller (p.24)

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35
Q

According to AFM and FCOM, in which weather conditions do they state that Icing Conditions maybe expected both on ground or for take off, and flight?

A 
when OAT (ground and take off) or TAT (flight) is at or below 10ºC and there is visible moisture in the air (such as clouds, fog with visibility of 1000m or less, rain, snow, sleet, ice crystal) or on taxiways or runway with standing water, slush, ice or snow. (P.26) 
FCOM.LIM-ICE RAIN says 1600m or less (p.87)
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36
Q

Usually when SAT is below -40ºC event though in icing conditions the NAI is not longer necessary unless …?

A

when entering cumulonimbus clouds (p.26)

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37
Q

When does the FCOM suggest to activate WAI ON?

A

when there is indication of ice accumulation evident by ice build up on the windshield or the ice detector pin (p.26)

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38
Q

What type of conditions will lead to require de-icing of an aircraft?

A
  • frost, ice snow or slush
  • Temperature approaching zero or below zero
  • Humid air above freezing getting in contact with cold aircraft surfaces (p.28)
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39
Q

What is Active Frost and what are the conditions for it to form?

A
  • is when frost if forming

* Occurs when aircraft surface temperature is at or below 0ºC and at or below dew point (p.28)

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40
Q

What is the biggest danger of Clear Ice and the best way to detect it ?

A

very hard to be visually detected the best way is to check by hand touch (p.31)

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41
Q

Is it possible for Clear Ice to occur at ambient temperature of 15ºC and in what circumstances?

A

yes, as a result of rain or high humidity on cold soak wings (p.31)

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42
Q

What are the major weather conditions that cause Clear Ice ?

A

Large super cooled droplets of freezing fog, drizzle or rain, usually freezing at a slow rate (p.31)

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43
Q

Would you expect do find Clear Ice hidden under a layer of snow or slush on the wing?

A

Yes (p.31)

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44
Q

What is Cold Soak Effect?

A

The wings of an aircraft are said to be cold soaked when they contain very cold fuel as a result of having just landed after a flight at high altitude or having been refuelled with very cold fuel (p.31)

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45
Q

In what kind of ambient temperature can Cold Soak Effect occur and what about the wing temperature?

A

ambient temperature between-2ºC and +15ºC with the aircraft structure at 0ºC or below (p.31)

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46
Q

What is Frost/Hoar Frost and how is created?

A
  • water vapour changing directly to ice on the form of frost

* When the temperature of aircraft surface and dew point are both below freezing (p.31)

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47
Q

What is Rime Ice and how is formed?

A
  • whitish rough deposit of ice

* Formed by instantaneous freezing of small super-cooled water droplets (p.31)

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48
Q

What is Slush and how is created?

A
  • water saturated with snow encountered at temperature around 5ºC.
  • Defined as snow or ice reduced to a soft watery mixture (p.31)
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49
Q

Should you relay on someone else to have done the job unless clearly reported as having been done?

A

No, uncertainty should not be resolved with transferring responsibility (p.31)

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50
Q

What type of contamination is acceptable on an aircraft before take off?

A
  • Thin Hoar Frost on the upper surface of the fuselage

* Maximum layer of 3 mm of Frost on the underside of the wing tank area (p.33)

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51
Q

Can you leave Dry Snow on an aircraft surfaces to be blown away during take off roll?

A

NO

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52
Q

Thin Hoar Frost is acceptable on the upper surface of the fuselage how do you recognise Thin Hoar Frost?

A

typically a white crystalline deposit, so thin that surface feature (lines and markings) can be distinguished (p.33)

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53
Q

Regarding to aircraft icing what are identified as Critical Surfaces of an aircraft?

A
  • Leading edge
  • Upper surface of the wings
  • Vertical and horizontal stabiliser
  • All control surfaces
  • Slats and Flaps (p.34)
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54
Q

In what weather conditions on the ground is necessary to check for any ice build up behind the engines’ fan blades ?

A

Freezing fog (p.35)

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55
Q

What are the areas of a wing most vulnerable to Freezing ?

A
  • the wing root area between the front and the rear spar
  • Any part of the wing that contains unused fuel after the flight
  • The areas where different wing structures are concentrates such as areas above the spars an the main landing gear doubler plate (p.36)
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56
Q

Is the de-icing anti-icing report part of the Air Worthiness of the aircraft?

A

Yes (p.38)

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57
Q

On who does the responsibility of accepting the performed de-icing anti-icing treatment lies on ?

A

the Commander (p.38)

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58
Q

What are the 3 type of fluid (and their mixture with water) accepted by Wizz Air ?

A

TYPE I, TYPE II, TYPE IV (p.38)

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59
Q

Describe the One Step De-icing/Anti-icing procedure?

A

single application of heated and diluted de-icing/anti-icing fluid (p.39)

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60
Q

How long is the Hold Over Time of the One Step de-icing/anti-icing procedure (short or long?

A

short hold over time (p.39)

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61
Q

In the One Step de-icing/anti-icing procedure when does the Hold Over Time starts?

A

at the beginning of the application of the fluid (p.39)

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62
Q

Describe the Two Steps De-icing/Anti-icing procedure ?

A

first apply heated de-icing fluid and then apply a protective anti-icing fluid consecutively (p.39)

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63
Q

In the Two Steps De-icing/Anti-icing procedure when does the Hold Over Time starts ?

A

from the beginning of the application of the second fluid (p.39)

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64
Q

As no de-icing/anti-icing liquid can be sprayed over the engines how is ice or snow removed ?

A
  • deposits of snow should be mechanically removed (broom or brush)
  • Any frozen deposits on the lower surface of the engine or engine blades may be removed by hot air (p.40)
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65
Q

What is a Local De-icing?

A

when only a few scattered areas of a surface or the plane require de-icing and when no hold over time is likely to be required just a quick clean up (p.41)

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66
Q

What are the conditions that could lead to perform a Local de-icing?

A
  • when HOT is not required
  • Fluid type/concentration as per One Step DAI
  • Symmetrical application (ex.can’t be only one wing it has to be both) (p.41)
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67
Q

Is HOT applicable for Local De-icing?

A

NO(p.41)

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68
Q

What is the most economical, faster and environmentally friendly De-icing procedure?

A

by the use of assisted forced air requiring only 50% of de-icing fluid(p.41)

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69
Q

Should you use HOT table for a Forced Air Fluid De-icing with Type I fluid?

A

Not Allowed unless combined with a Two steps Anti-icing where ONLY Generic HOT table can then be used (p.41)

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70
Q

Why is Forced Air never used for Anti-icing ?

A

because it may degrade the Type II and IV fluid performance (p.42)

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71
Q

What type of fluid/s should be used for maximum protection?

A

undiluted, unseated TYPE II or IV (p.42)(4.3.9.6)

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72
Q

If HOT has expired and a new anti-icing treatment is necessary can anti-icing liquid be sprayed again directly?

A

NO, firstly a de-icing must be performed before anti-icing liquid can be sprayed (p.43)

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73
Q

Can the APU be running during an de-icing/anti-icing treatment?

A

YES, but all bleed air valve must be closed (p.44)(4.3.10.2.3)

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74
Q

Can the aircraft be dispatched without the confirmation of a Post Treatment Check?

A

NO (p.45)

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75
Q

Is the TIME reported for a de-icing/anti-icing treatment in UTC or Local Time?

A

Local Time (p.45)

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76
Q

Regarding Type I fluid, if you increase the concentration of this fluid in the fluid/water mix, does this increase the hold over time of the fluid ?

A

NO (p.48)(4.4.1.1)

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77
Q

Describe Anti-icing process. From spraying to full dilution of the fluid.

A
  • anti-icing fluid, which freezes at very low temperature (-30ºC) is applied of a clean surface (post de-icing)
  • The fluid absorbs the frozen precipitation which melts but does not freeze
  • As the fluid becomes more and more diluted its freezing temperature increases
  • When the fluid temperature reaches OAT or the aircraft skin temp, anti-icing fluid fails and the frozen precipitation accumulated (p.51)
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78
Q

Define Dry Runway?

A

A runway which is neither wet or contaminated (p.53)

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79
Q

Define Damp Runway?

A

A runway which is not dry but without shiny appearance (p.53)

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80
Q

Define Wet Runway?

A

runway covered with water, less the 3mm (>3mm contaminated runway), shiny appearance but without standing water (p.53)

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81
Q

Define Contaminated Runway?

A
  • more the 25% required is covered by:
  • Surface water of more then 3mm or equivalent of slush, loose snow,
  • Compacted snow,
  • Ice, including wet ice (p.53)
82
Q

The Actual Friction Coefficient also known as Effective Friction Coefficient is the result of interaction of?

A

Type/runway which depends on:

  • tyre pressure,
  • tyre wear plus aircraft speed,
  • weight and
  • anti-skid efficiency (p.54)
83
Q

What does Breaking Action “good “ actually mean for a runway surface affected by ice or snow ?

A

is not good like on a dry runway it means that aircrafts should not experience directional control or braking difficulties, especially with landing (p.56)

84
Q

What is the maximum validity for a SNOWTAM?

A

24 HR (p.59)

85
Q

How often should a SNOWTAM normally be issued ?

A

Every 6 HR (p.59)

86
Q

How many hours before the opening of an Aerodrome closed at night should a new SNOWTAM be issued?

A

2 HR before reopening (p.61)

87
Q

Describe the Accuracy of Depth and Deposit report in Norway ?

A
  • the depth is given in millimeters
  • Intervals of 8mm for dry snow,
  • Intervals of 6mm for wet snow,
  • Intervals of 3mm for slush and rounded upwards
  • I.e. wet snow between 6 and 12mm is reported as 12mm (and p.61)
88
Q

Does the Regulation allow for crediting of reverse thrust during take off for a dry, wet and contaminated runway?

A
  • Dry NO
  • Wet YES
  • Contaminated YES (p.65)(6.1.3)
89
Q

Does the Regulation allow for crediting of reverse thrust during Landing for dry, wet and contaminated runway?

A
  • Dry NO
  • Wet YES
  • Contaminated YES (p.65)(6.1.3)
90
Q

What is the old and new method of calculating Friction Coefficient on a Wet Runway for A320?

A
  • Old: uWet = uDry/2

* New: accounts for Tire wear, Runway Type, Tyre Inflation, Anti-skid (p.67)(6.2.1.1)

91
Q

What is the old and new way of calculating Friction Coefficient on a Contaminated Runway for A320?

A
  • Old: uCont = uDry/4

* New: account for Tire Wear, Runway Type, Type Inflation, Anti-skid (p.67

92
Q

On a slippery runway the total friction force is significantly reduced. Is it true or false that in some critical situation the pilot may have to choose between braking and controlling the aircraft?

A

True (p.71)

93
Q

The wheel yaw angle providing the maximum cornering force depends on the runway conditions and diminishes when the runway is very slippery. What is the degree for Dry, Wet and Slippery Runway?

A
  • Dry 8º
  • Wet 5º
  • Slippery 3º (p.71)(6.3.2)
94
Q

What level of Auto Brake provides the best cornering force?

A

LOW compared to MED (p.72)

95
Q

Why is the demonstrated maximum crosswind component found in the Performance section of the AFM but not the Limitation Section ?

A

because is not a limitation (p.72)

96
Q

In which type of landing is the maximum demonstrated crosswind a limitation ?

A

Automatic Landing, this is a system limitation (p.72)

97
Q

A contaminated runway impacts runway related performance. What can you do to avoid the natural loss of payload and therefore take off weight ?

A
  • optimise:
  • Flap settings
  • Take off speeds
  • Take off thrust (p.73)
98
Q

What should you look out for when using a higher flap settings to minimise weight reduction during taking off from a contaminated runway?

A

higher flap settings will increase the runway limited take off weight but will reduce second segment limited take off weight (p.73)(6.5.1.1)

99
Q

Reduced V2 generates a reduced accelerate-go distance, while a reduce V1 generates a ………..accelerate-stop distance ?

A

reduced (p.74)

100
Q

What is the screen height for a Take Off on a Contaminated Runway ?

A

15ft (lower screen height allows lower take off speeds) (p.74)(6.5.1.2)

101
Q

What is the freezing point of JET A1 ?

A

-47ºC (p.76)

102
Q

What is the freezing point of JET A, commonly used in the USA?

A

-40ºC (p.76)(7.2)

103
Q

When the temperature is lower then ISA, compared to indicated altitude, the true altitude will be ?

A

lower then indicated altitude (p.78)

104
Q

What happens to the Altitude, FPA computed by the ADIRS when the temperature differs from ISA conditions (and associated indication of PFD)?

A

are not accurate (p.79)

105
Q

What happens to the actual FPA flown by the aircraft when temperature is lower then ISA ?

A

The aircraft will fly a less steep FPA then the ADIRS computes (p.79)

106
Q

In which situation is the pilot in command relieved by ensuring terrain clearance even if already in controlled airspace ?

A

when under Radar Vectors (p.79)(8.3.1)

107
Q

When being Radar Vectored the responsibility of terrain clearance lays with ATC, does the pilot in command always have to comply to such clearance ?

A

No, if he believes that such clearance is unacceptable (p.80)

108
Q

When in uncontrolled airspace who is solely responsible for the determination of the lowest usable flight lever?

A

the pilot in command, coordination with responsible ATC unit of controlled airspace above may be necessary when applying temperature correction (p.80)

109
Q

What is a rule of thumb calculation to determine MSA when temperature correction is needed ?

A

decrease aircraft indicated altitude by 4% per 10ºC below ISA based on the altimeter setting source.

110
Q

Does Wizz Air have cold temperature compensation while using baro-VNAV, if not what should we do ?

A

Wizz Air doesn’t not have cold temperature compensation, therefore temperature limitation must be observed and in case of a low temperature, applicable alternative operating procedures may have to be used (p.84)

111
Q

How to perform an FPA correction due to low temperature below ISA to ensure obstacle clearance?

A

By setting a higher FPA on the FCU. The FCU and ADIRS will show and think you are flying at -3.3º path angle when actually we are flying a standard -3º. If we had to set -3º then we would be flying at -2.7º and clearance will not be ensured (p.87)(8.4.1.6)

112
Q

Which part of the leading edge is heated by hot bleed air?

A

the three outboard slats of each wing (3-4-5) (p.88)(9.1.2.1)

113
Q

How many valves supply hot bleed air for each wing?

A

one valve for each wing (p.88)(9.1.2.1)

114
Q

Is it possible to turn the WAI ON on the ground ?

A

Yes, but only for a 30s self test (p.88)(9.1.2.1)

115
Q

What happens to the hot bleed air valve of the WAI system if a leak is detected ?

A

Automatically closes (p.88)(9.1.2.1)

116
Q

What happens to the N1 or EPR Limit and N1 or EPR Idle if WAI is ON ?

A

N1 or EPR Limit is automatically reduced and

N1 or EPR Idle is automatically increased (p.88)

117
Q

What happens to the hot bleed air valve of the WAI system if the electrical power supply fails?

A

the valves close (p.88)(9.1.2.1)

118
Q

Approximately where is the hot bleed air valve of the WAI system located?

A

Between Slat 1 and Slat 2 (p.90)

119
Q

What causes the amber FAULT light to come on on the WAI p/b ?

A
  • when in transit
  • If in a different position then requested
  • If low pressure is detected (p.91)
120
Q

From which engine compressor stage does the hot bleed air for the Engine Anti-ice (NAI) come from ?

A

high pressure compressor (p.91)

121
Q

If you press the NAI p/b ON when engine are not running what will happen to the NAI valve ?

A

it will automatically close if air is unavailable (engine off) (p.91)

122
Q

If electrical power supply fails in which position will the NAI valve automatically move to ?

A

Open position (p.92)

123
Q

How many valves control the flow of hot bleed air in the NAI system on CEO?

A

one for each engine (p.91)

124
Q

How many valves control the flow of hot bleed air in the NAI system on NEO?

A

two for each engine (p.91)

125
Q

What happens to the N1 or EPR limit and N1 or EPR idle when NAI is ON ?

A
  • limit is automatically reduce

* The idle is increased, if necessary, in order to provide required pressure (p.92)(9.1.3.1)

126
Q

How many Window Heat Computers are present?

A

two, one on each side (p.94)(9.1.4.1)

127
Q

When does window heating come on automatically ?

A

when at least one engine is running or aircraft in flight (p.94)

128
Q

How can you turn on the Window Heating manually?

A

before engine start, by switching ON the PROBE/WINDOW HEAT p/b (p.95)

129
Q

How many Probe Heat computers monitor the electrically heated Captain, F/O and STBY probes?

A

Three, one for each probe (p.95)

130
Q

When are all the probes heated automatically?

A

when at least one engine is running, or when in flight (p.95)

131
Q

How can you turn on the Probe Heating manually?

A

by switching ON the PROBE/WINDOW HEAT (p.95)

132
Q

What type of take off thrust must be used for contaminated runways?

A

use TOGA only (p.95)

133
Q

What is the Required Landing Distance based on?

A
  • maximum manual braking initiated immediately after main gear touchdown
  • Prompt selection of Max Reverse Thrust maintained to 70kt and then Idle Thrust until full stop
  • Anti-skid and Spoilers operation
  • Regulatory dispatch factor (p.103)
134
Q

What is the Required Landing Distance for Automatic Landing?

A

same as manual landing plus the increment given in the AFM, which assumes maximum braking from main gear touchdown (p.104)

135
Q

Wizz Air company safety margin is 15% on top QRH landing distance, can the crew disregard this margin?

A

Yes but an ASR must be filed (p.105)

136
Q

In what weather conditions is take off prohibited ?

A
  • on a runway contaminated by ice with NO reported breaking action
  • Heavy Snow (+SN)
  • Heavy Snow Pellets (+GS)
  • Heavy Snow Grains (+SG)
  • Heavy Ice Pellets (+PL)
  • Moderate/Heavy Freezing Rain (FZRA, +FZRA)
  • Moderate/Heavy Hail (GR, +GR) (p.106)
137
Q

Is FLEX TO permitted on a contaminated runway ?

A

Is not (p.106)

138
Q

On which type of runway is Auto Roll Guidance demonstrated only (dry, wet, contaminated) ?

A

Dry and Wet (p.106)

139
Q

When in climb or cruise when SAT decreases below …….ºC, engine anti-ice should be turned off ?

A

-40ºC unless flying near CBs (p.107)

140
Q

Even if SAT is below -40ºC during a descent when should you anyway but Engine Anti-ice ON ?

A

if descending through icing conditions (p.108)

141
Q

If there is evidence of severe ice accretion with Slats out, the minimum speed should be?

A
  • FLAP FULL Vls+5kt

* Less then FULL Vls+10kt (p.108)

142
Q

If there is evidence of sever ice accretion on de-iced part (WAI inop) the minimum speed should be?

A
  • Clean Configuration Vls+15kt

* CONF 1,2,3, FULL Vls+10kt (p.108)

143
Q

How can you tell when icing condition are severe ?

A

when ice accretion on an airframe is approximately 5 mm (p.108)

144
Q

For FLIGHT operations in Icing Conditions you should refer to which FCOM Chapter ?

A

FCOM/PRO/SUP/ Ice and Rain Protection / Operations in Icing Conditions (p.109)

145
Q

For GROUND operations on Contaminate Runway you should refer to which FCOM Chapter ?

A

FCOM/PRO/SUP/ Adverse Weather / Fluid Contaminated Runway (p.109)

146
Q

Which part of the wing is best to touch when checking for possible ice ?

A

touch a wide sector of the tank area by hand (p.110)

147
Q

In case of TYPE I Fluid used for anti-icing purposes which HOT Table should be used ?

A

the Generic HOT Table (p.113)

148
Q

What type of HOT Table should you use when Fluid Specific tables are not available ?

A

the Generic HOT Table (p.115)

149
Q

Do fluids used for de/anti-icing on ground provide in-flight ice protection ?

A

No (p.115)

150
Q

Usually on a Generic HOT table we find two different time span limitations of hold over time, which one should be used and what is the difference ?

A
  • the lower limit of the time span is used to indicate the estimated time of protection during Moderate Precipitation
  • The upper limit is used to indicate the estimate time of protection during light precipitation (p.116)
151
Q

Usually on a Generic or Specific HOT Table we find two different time span limitations, which time span should you use for a Specific HOT Table ?

A

The lower value (most restrictive) shall always be used (p.116)

152
Q

When the column header of HOT table specifies precipitation intensity, or in case of doubt, which time span limitation should you use between the two available ?

A

the more restrictive one (p.116)

153
Q

In what weather conditions should you use the “snowfall intensities as a function of prevailing visibility” table in order to determine the intensity of snowfall precipitation and according Hold Over Time span and for which FLUID TYPE?

A

During snow, snow grain or snow pellet for TYPE I, II and IV (p.117)

154
Q

For what type of weather conditions is the “snowfall intensities as a function of prevailing visibility” table not necessary to be used?

A

for all precipitations except for snow, snow grain, snow pellets, which information will be provided by METAR/ATIS/ATC which can be corrected by the flight crew (p.117)

155
Q

Upon completion of spraying operation which FCOM procedure would be good airmanship to check ?

A

PRO/NOR/SUP/ADVWXR (p.119)

156
Q

What does TYPE II/75 13.35 mean for a de/anti-icing treatment report ?

A

a de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of TYPE II fluid and 25% water commencing at 13.35 local time (p.120)

157
Q

If de-icing was performed in 2 steps, first step with hot water and second step used 100 litres of 75% mixture what will be the quantity(litres) reported for 1st step and 2nd step ?

A
  • 1st step 0

* 2nd step 75 litres (p.120)

158
Q

What is the recommended taxi speed on a contaminated runway?

A

10 kts (p.120)

159
Q

When taxing on a contaminated runway to when should you postponed any action that could distract the flight crew ?

A

until the aircraft is stopped (p.120)

160
Q

On slippery taxiways what would be better then using nose wheel steering for better aircraft control ?

A

differential braking and or differential thrust (p.121)

161
Q

On slush-covered or snow-covered taxiway why should be better to delay flap selection until the holding point ?

A

in order to avoid contaminating the flap/slats actuation mechanism (p.121)

162
Q

If you decide to delay flap selection until the holding point due to slush or snow on taxiway which checklist should you then perform when reaching the holding point ?

A

Change of RWY/Intersection checklist (p.121)

163
Q

When in icing conditions on the ground why is it advised to increase thrust levers periodically if holding for too long or if engine vibration are felt ?

A 
to shed any possible ice from the fan blades, this technique should be used especially before
take off (p.121)
164
Q

What is part of the “pre take off checks” prior to take off when conditions are conductive to aircraft icing on the ground ?

A
  • includes but not limited to:
  • Precipitation (type/intensity)
  • Wind
  • OAT (p.121)
165
Q

If during taxi the weather conditions worsen (increased snowfall intensity) what should you do regarding the HOT ?

A

Worst conditions must be taken into account and applicable HOT (p.122)

166
Q

If the HOT expires but conditions conductive to aircraft icing have stopped before that, can you depart or a should you return to ramp ?

A

You can depart as long as icing condition have terminated before HOT lapsed (p.122)

167
Q

In case of possible Slats/Flaps contamination, Slats and Flaps should be left in their current position after landing for inspection. What is the procedure to retract the Slats and Flaps after on ground inspection ?

A

• set the YELLOW ELEC PUMP to ON
• check that the BLUE ELEC PUMP is in the AUTO position
• Set the BLUE PUMP OVRD to ON
• retract the flaps and monitor on ECAM page
• Select OFF the YELLOW ELEC PUMP and BLUE PUMP OVRD and resume normal procedure
(p.123)

168
Q

What are common SPURIOUS ALERTS while taxing on contaminated runways or taxiways ?

A
  • Radio Altimeter indications may fluctuate (NAV RA 1/2 FAULT
  • Auto call out and GPWS may be activated (p.123)
169
Q

In case of LGCIU invalid information which ECAM alerts should be disregarded while taxiing on contaminated runway or taxiway ?

A
  • ENG DUAL FAILURE
  • ANTI ICE CPT (F/O) TAT
  • L/G SHOCK ABSORBER FAULT (p.123)
170
Q

While taking off from a contaminated runway, if the nose wheel steering as a tendency to deviate from the runway centreline what is the best to be used rudder or tiller ?

A

use the rudder not the tiller (p.123)

171
Q

At temperatures of 0ºC or colder pilots must apply Temperature Correction to …..?

A
  • Altitude/height for initial and intermediate segment
  • DA/H
  • MDA
  • MSA
  • Non-precision approach with nominal descent path and minimal altitudes after passing FAF
  • Missed approach altitude
  • Engine Failure acceleration altitude (p.124)
172
Q

What should you do if significant ice accretion develops on parts of the wing, in terms of aircraft’s speed?

A

aircraft speed must be increased (p.126)

173
Q

Can you fly a FINAL APP fully managed VOR,NDB,RNAV Approach if OAT is below charted limit and temperature correction is needed ?

A

NO, but FPA/NAV approach can be flown (p.126)

174
Q

When landing on a contaminated runway and landing distance is an issue should you delay lowering the nose and select maximum reverse thrust ?

A

nose should be lowered as soon as main gear has touched down and promptly select maximum thrust (p.127)

175
Q

Usually maximum reverse thrust is used until 70kt when IDLE Thrust will then be selected. When landing on a contaminated runway is it possible to use maximum reverse thrust until aircraft’s full stop ?

A

Yes (p.127)

176
Q

When landing on a contaminated runway is it possible for the DECEL light on the AUTO BRAKE panel not to come on, why ?

A

Yes it is possible, as the predetermined deceleration may not be achieved but this does not mean that the AUTOBRAKE system is not working (p.127)

177
Q

What is the danger during a crosswind landing on a contaminated runway if landing with some crab and selection of reverse thrust is initiated ?

A

the side force component of the reverse adds to the crosswind component and cause the aircraft to drift to the downwind side of the runway. (P.128)

178
Q

If there is a problem with directional control while landing on a contaminated runway how should you handle reverse and braking ?

A
  • reverse thrust should be set to IDLE (to reduce side force component)
  • Brakes should be release (to increase the cornering force)
  • Return to centreline, select reverse and resume braking (p.128)
179
Q

Is there a specific procedure for Securing the Aircraft for Cold Soak ?

A

Yes, FCOM/PRO/NORM/SUP/ADVWXR (p.129)

180
Q

Why does the portable water system have to be drained whenever you leave the aircraft exposed to sub-zero temperature ?

A

to prevent water from freezing in the system pipes and nozzle. (P.131)

181
Q

How is the portable water system purged of all the residual water ?

A

pressurised by APU and then ventilated (p.131)

182
Q

Should the pilot report in AIMS if any De-icing was performed ?

A

Yes (p.133)

183
Q

When is an Early De(/Anti)-icing Procedure applicable?

A

when the aircraft is already contaminated and no future icing conditions are forecasted except for active-frost which is acceptable (p.133)

184
Q

Who can decide to start an Early De(/Anti)-icing Procedure ?

A

Usually initiated by GH (p.133)

185
Q

How many minutes before departure should an Early De(/Anti)-icing Procedure be finished by?

A

STD -90min (p.133)

186
Q

Is every airport equipped for Early De/Anti-icing procedure?

A

No check OMC (p.133)

187
Q

What are the temperature range conditions to perform an Early De(/Anti)-icing Procedure?

A

OAT between -10ºC and -1ºC (p.133)

188
Q

In case of a possible Early De(/Anti)-icing Procedure what should the last crew and the first crew of the next day ?

A
  • last crew should leave the DITCHING p/b ON (wait until outflow valve, packs valve, avionics inlet and extract valve close)
  • The first crew of the next day should switch the DITCHING p/b OFF (to prevent pressuring the pax cabin on ground) (p.133)
189
Q

At what OAT, during snow/freezing rain precipitations, melted snow or raindrops may drip from the cockpit windshields and freeze on the fuselage below ?

A

below -5ºC (PRO/NOR/SUP/ADVWXR P2/16)

190
Q

What information should the de-icing/anti-icing report include?

A

• The information from ground personnel, who performed the deicing/anti-icing and post-application check, must include
(ANTI-ICING CODE):
• The type of fluid used
• The ratio of fluid to water (e.g. 75/25)
• The time of the holdover beginning
• The result of the post application check: “Aircraft critical parts are clean”.
• (PRO/NOR/SUP/ADVWXR P2/16)

191
Q

What is the minimum time (minutes) that should be waited before setting ENG 1/2 Bleed Air ON after “spraying” is completed ?

A

at least 1 minute (PRO/NOR/SUP/ADVWXR P2/16)

192
Q

In case after de-icing/anti-icing procedure the APU is still ON, how long should you wait (minutes) before setting the APU Bleed ON (if required) and why should you wait ?

A
  • There is a risk of de-icing fluid ingestion by the APU air intake, resulting in specific odors, or smoke warnings. Therefore:
  • Keep the APU running with the APU BLEED OFF for 5 min after spraying completion before setting the APU BLEED to ON (if required),
  • Consider APU BLEED OFF for takeoff. (PRO/NOR/SIUP/ADVWXR P3/16)
193
Q

At what OAT should you use GPU to start the APU?

A

OAT -15ºC (PRO/NOR/SUP/ADVWXR P4/16)

194
Q

With OAT of -15ºC how long could IRS alignment take ?

A

up to 15min (PRO/NORM/SUP/ADVWXR P4/16)

195
Q

Is it allowed to operate on a Narrow Runway contaminated by “compacted snow” ?

A

is NOT allowed (OMB LIM)

196
Q

Is it allowed to operate on a runway contaminated by ice without Braking Action report ?

A

is NOT allowed (OMB LIM)

197
Q

A runway covered by ice typically has POOR braking action, what should you think (in regards to the runway) if the actual reported breaking actions are MEDIUM or better ?

A

that the runway has been treated or specially prepared (OMB LIM)

198
Q

Is it allowed to operate on a “runway covered by treated ice” or “specially prepared winter runway” ?

A
  • it is permitted as long as ATC doesn’t downgrade breaking actions to below MEDIUM
  • relevant x-wind limit apply
199
Q

Where can you find the procedure on how to handle a landing on a “runway covered by treated ice” or “specially prepared winter runway”?

A

FCTM (/PR/NR/NP/SOP/DESC PREP)

200
Q

PiRep is a Pilot Report for runway Breaking Actions, can you use a PiRep for upgrading METAR/ ATIS reported Braking Actions ?

A

NO, you can use it only for downgrading (OMB LIM)

201
Q

What weather conditions are defined as “freezing conditions” ?

A

Conditions in which the outside air temperature is below +3ºC and visible moisture in any form (such as fog with visibility below 1.5km, rain, snow, sleet or ice crystal) or standing water, slush, ice or snow is present on the runway

Cold Weather Ops (1 decks)

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