LVO Flashcards
When LVO:
RVR<400m and or
Base<200
Contaminated Runway?
+25% and deposit +3 mm whatever
+25% compacted Snow or Ice ( independently of thick deposit)
APU INOP Considerations?
APU INOP-> No Dispatch if destination requires de-icing, except if airport has got Engine Ground Start Facilities.
Do we need De-Ice?
A thin coat of frost up to 3 mm thick is permissible on wing lower surfaces only in the area cold soaked by fuel.
A thin frost is permissible on the fuselage (OMA 8.2.4.5)
Whenever possible, two pilots should examine the wings prior to dispatch and reach agreement regarding any treatment required.
Contaminated Runway - Considerations
- Tankering No recommended
- Avoid with No Anti-skid
- Not 180 degrees Turn
- Max Speed 10 and 5 on the Turns
- TOGA
- Capt TO
EK Policy of plane contamination
“Make it clean, Keep it clean”
CSI
CSI: Critical Surface Inspection
During Walk Around:
- Wing ( root-inner)
- Engines blades
- Horizontal Stabilizer
Post-CSI
Qualified person
Following de-icing/antiicing,
it is the responsibility of qualified personnel to perform a Post Treatment Critical Surface Inspection (CSI) and provide a CSI report to the Commander
PCI
Pre TO Contamination Inspection
When to Do?
Minimum holdover time (HOT) has expired + precipitation has occurred after the initiation of the anti-icing fluid application
Only be applied to Types II, III and IV anti-icing fluids + when the pertinent minimum holdover time equals or exceeds 20’
Commander has reasons to doubt the effectiveness of the antiicing fluid,
Cabin Crew or passenger report suggest failure of the anti-icing fluid
Heavy snow conditions exist or has been encountered since the start of anti-icing fluid application.
How?
Be completed within 5’ of take-off.
Be conducted by FC from inside the aeroplane by observing the representative surface.
From outside -> qualified Person
Representative surface:
Section of the wing from the wing root extending to the first engine pylon including the entire cord of the wing (from the front to the back)
Means during the PCI
Pre-TO Assessment
By Capt
It is always required prior to take-off
The applicable visibility vs intensity table
Should be used (Only when Snow).
Pilots should refer to this table to assess the snowfall intensity rates unless an additional obscuration, such as fog, smoke, haze, etc., are reported in addition to snow fall —> In these cases, the ATIS/METAR or ATC reported snow fall intensity shall be used
When HOT expires?
At the commencement of the takeoff roll
When the frozen deposits start to accumulate (fluid failure)
Timing
Time spent spraying any part of the fuselage prior to the application to aircraft Critical Surfaces shall not be considered as part of holdover time.
Flight crew must be advised which side (L/R) is sprayed first if the aircraft was not treated symmetrically.
Wx reports are grossly different from actual conditions observed by the Flight Crew,
Commander is expected to make a conservative assessment of the environmental conditions (OMC 10.2.3.7.1)
Pilots may act based on their own assessment of precipitation intensity only
The officially reported meteorological precipitation intensity is grossly different from that which is obviously occurring (e.g., precipitation is reported when there is no actual precipitation occurring).
Before a pilot takes action on his or her own precipitation intensity assessment, he or she will request that a new observation be taken (OMC 10.2.3.15)
Once exceeding HOT
Min HOT: PCI must be done. It can be from Inside.
Max HOT: PCI must be done. It must be done from outside. This info is not in the tree
When the Commander anticipates that an external PCI is required from Outside, this should be coordinated as early as practicable with the de-icing service provider, in coordination with Emirates station staff
After PCI we have 5 min to TO
