Winter Ops Flashcards
Clear icing Rime icing and Mixed icing temperatures.
Clear icing: Appears between 2 and -10 degrees.
Rime icing: Appears between -10 to -15 degrees
Mixed icing: Appears between -15 and -20 degrees
Before de icing
Notify dispatcher as soon as you know you need to de-ice.
Remember to brief the crew and do a PA to the passengers that we will be deicing. If there is some fluid in the vent then we may get vapour in the cabin.
Also mention of engine ice shedding procedures expected or need to turn off air on during de icing procedure.
When applying cold weather corrections (Temp below 0 degrees)
Apply changes to MDA, crossing altitudes and altitude constraints.
Rank based Cross wind limitations
FO 3 Stripes: 30kts
FO 3 stripes RF: 25kts
FO 2 stripes: 25kts (not permitted to handle for take off or landing if W/S is reported)
FO 2 stripes RF: 20kts
Also not permitted to handle for take off or landing if W/S is reported. TW is greater than 5 kts. If vis is less than 800m or if runway is contaminated.
When operating into a cat C aerodrome training must be completed
Every 12 months if an approach hasnt been flown.
Icing conditions exist when
Temp is 10 degrees C or below and there is standing water, precipitation or vis is below 1600m
Freezing conditions exist when
Temp is below 3 degrees and there is standing water, precipitation or vis is below 1600m
SNOWTAM decoder can be found
On the EFB under flightman.
Position in the deicing queue in dublin can be found
On the portal.
If the APU is unserviceable and remote deicing is required.
Remote de icing may not be possible as in some cases the engines need to be shut down to protect personnel. Ops controller to be contacted in this case or if contaminated runway/LVPs are in operation and aircraft has inop essential equipment.
If the RTOW is limited in the case of the take off runway.
Load control need to be informed.
Engine fan blade icing check during walk around
Most likely to form on the inner part of the blades at low RPM.
Must check the blades are free and spinning. In the case of the NEO (Leap 1A engines) use the spinner to avoid damage to the blades.
If engine fan blade deicing is required this must be co-ordinated with MCC along with the local airport de-icing personnel.
Ice shedding procedures are to be carried out whenever
Icing induced vibrations occur or when engine operating in freezing conditions (3 degrees or below as per the FCOM) for more than 30 mins.
Or if in FRDZ FRRA FRFG +SN the max time between ice sheds is to be 10 mins.
The taxi in time from the previous sector is to be taken into account.
Must also be performed in the runway prior to take off.
Ice shedding procedure
To be found in the FCOM
Carried out every 30 mins in freezing conditions, every 10 in FRDZ FRRA FRFG or +SN, or whenever suspected. Taxi in time from previous sector to be included. Let passengers know if you suspect you need to do it.
Check ground surface conditions and surrounding area.
Inform ATC
Park brake: On
THR Levers: 60% N1 for 30 seconds (not limited if FRDZ FRRA FRFG or +SN)
THR Levers: To idle.
On runway braking can be done with pedals.
If surrounding or ground conditions don’t allow for 60% then should be high as possible.
Obviously stop immediately if aircraft starts moving
Rolling take off not to be performed.
If high engine vibration
If the engine vibration is above 5.7% N1 or 5.6% N2. In flight.
If icing suspected cause
Auto thrust off.
One engine at a time Idle then increase N1 to 80%
If engine anti ice is off switch it on one engine at a time at idle thrust with 30 seconds in between engine.
If icing not suspected reduce the engine thrust to below the vibration threshold. If this does not work this may suggest another problem with the engine.
Contaminated runway definition.
A contaminated runway is a runway covered with a contaminant with a depth greater than 3mm (1/8inch). Usually needs 25% contaminant but varies from country to country.
Contaminants can be Slush, Water, Wet or Dry Snow.
Hard contaminants
Only reduce surface friction
Compacted snow
Cold/dry ice
Wet ice
Fluid contaminants reduce friction and can cause hydro planing and precipitation drag. Fluid contaminants are
Water
Slush
Dry snow
Wet snow
Take off on contaminated runways.
Flex Take off is not permitted.
Crew can take advantage of a RWYCC upgrade
For in flight landing performance calculations. Not for departure.
If upgraded RWYCC of 2 or 3 is given for destination crew need to consult ops control and the EOC.
If dest and dest alt are RWY CC 2 or lower a RWY CC of 3 or greater should be provided in the flight plan.
In flight crew must ensure actual RWYCC if 1 or greater. RWYCC 1 departures are now authorised however, this must be done with the EOC and only if conditions are unlikely to improve to allow for an upgrade to RWYCC2.
Guidance on RWYCC1+2 is provided in the operations manual.
RWYCC 1 or 2
Crew are required to complete a CSR for a runway condition code of 2 or lower.
The cross wind limitations for RWYCC 2 or 1 have been reduced by 5kts from what it says in the RCAM as per the FCI. RWYCC 2 is now 15kts RWYCC 1 is now 10kts.
RWYCC2 when can you not plan to operate here.
Not permitted to plan to land on RWYCC2 or worse if any systems relation to deceleration or stopping are inactive.
Flaps
Spoilers
Brakes
Anti skid
Thrust reversers
Captains only landing
Departures to RWYCC1
Can be authorised but need to be done through the EOC.
Captains only landing.
Frost on the aircraft during the walk around
A frost of up to 3mm is permitted in the area of the fuel tanks under the wing. Hoar frost is permitted in the upper side of the fuselage provided the paint and markings are visible and distinguishable.
Always check the wing upper surface if hoar frost found in the underside of the wings.
Preventing icing on the upper surface of the wing
Can be done by aiming to arrive with 8000kgs of fuel in the tanks. (330)
(6000kgs on the 320).
Aircraft are vulnerable to the formation of ice when
Wing and aircraft temps are below 0 degrees during the turnaround
Ambient humidity is high and or precipitation occurs in the ground.
Ambient temperature remains below -2degrees and +15 degrees.
Cold fuel ECAM will come on at
-37 degrees
Fuel freeze temp
-47 degrees Jet A1 (Ireland)
-40 Jet A (USA)
Fuel temp falls by an average of 2 degrees an hour in the cruise.
Hail encounters
Engines only certified for hail ingestion at reduced thrust.
Aircraft not certified to land on runway covered in hail stones. These need to be cleared before approach made.
Things to consider winter take off brief.
De-icing: potentially shutting down the engines to allow for deicing under the wing. Delay of control checks and THS setting until after deicing complete. Repeating if after start checklist after deicing.
De icing procedures
Hold over times
Contaminated runway: (must use TOGA)
Slots
Traffic queue
Use of wing and engine anti icing
Ice shedding
LVPs
Forecast weather and temp trends
Cold weather corrections
Braking action
Possible icing on taxiways and associated taxi speeds.
Relevant inop equipment.
Increases in flap retraction altitudes constraints and minima should a return be required.
Probe heater
To be selected on the ground in freezing conditions prior to pushback
After start select back to normal
Minimum oil temperature
-40 degrees on the ground
-10 degrees minimum for take off.
Consider the minimus oil temperature for start.
When engine anti ice is switched on
Engine idle automatically increases.
Snow banks on taxiways.
Need to be cleared 17m away from the central axis of the 330 (11m in the 320).
Airbus require all runways to be cleared 22.5m either side (45m)
It is possible to land on a runway that has been treated to a width of less than 45m. Recommended that area to have been scooped and brushed is 45m. Use braking performance of untreated area.
