Boeing 737- NG/8200

Revision 21.2 04/11/2021

WINTER OPERATIONS GUIDE

FLIGHT OPERATIONS
Advisory information only.

This document provides Winter Operations guidance for AOCs operating Boeing 737NG/8200 Aircraft
within Ryanair Holdings PLC and does not replace published Operations Manuals, Boeing FCOM’s, Boeing
FCTM, or other Regulatory approved publications. Where discrepancies occur between this document and
the contents of official publications, information contained within the official publications takes
precedence.

Prepared by: Captain Olof Axelhed, WOPS SME

Approved by: NPFOs DAC, RUK, MAY, RYS
Issued by: Captain Aidan Murray, Chief Pilot, Ryanair DAC

Revised 04/11/2021
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TABLE OF CONTENTS

INTRODUCTION _________________________________________________________4
5 STEPS TO DE/ANTI-ICING_________________________________________________6
1 CONTAMINATION CHECK _____________________________________________ 7
1.1 ICING CONDITIONS ____________________________________________________ 7
1.2 FREEZING CONDITIONS ________________________________________________ 7
1.3 PRE-FLIGHT INSPECTION _______________________________________________ 8
1.4 DESCRIPTION OF COMMON CONTAMINATIONS ___________________________ 12
2 DE-ICING AND ANTI-ICING PROCEDURE ________________________________ 21
2.1 DE/ANTI-ICING FLUIDS ________________________________________________ 21
2.2 FORCED AIR _________________________________________________________ 23
2.3 ALTERNATE METHODS FOR REMOVAL OF CONTAMINATION _________________ 23
2.4 ONE AND TWO STEP DE-ICING/ANTI-ICING________________________________ 24
2.5 DE-ICING / ANTI-ICING REQUEST FORM (DAR-01) __________________________ 27
2.6 EXTERIOR DE-ICING __________________________________________________ 30
3 POST TREATMENT CHECK ____________________________________________ 40
3.1 RESPONSIBILITIES – DE/ANTI-ICING ______________________________________ 40
3.2 FLIGHT CREW INFORMATION / COMMUNICATION _________________________ 42
3.3 HOLD OVER TIME (HOT) _______________________________________________ 46
4 PRE-TAKEOFF CHECK _______________________________________________ 50
5 PRE-TAKEOFF CONTAMINATION CHECK ________________________________ 51
6 OPERATIONAL GUIDELINES/PROCEDURES ______________________________ 53
6.1 PRE-FLIGHT PLANNING/BRIEFING/PERFORMANCE _________________________ 53
6.2 PRE-FLIGHT PREPARATIONS /ON STAND__________________________________ 60
6.3 TAXI _______________________________________________________________ 65
6.4 TAKEOFF ___________________________________________________________ 69
6.5 CLIMB _____________________________________________________________ 73
6.6 CRUISE _____________________________________________________________ 74
6.7 DESCEND, APPROACH AND LANDING ____________________________________ 80

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6.8 TAXI IN, PARKING, SHUTDOWN, SECURE _________________________________ 88

7 WINTER OPS QUICK REFERENCE GUIDE _________________________________ 93
7.1 Performance ________________________________________________________ 93
7.2 Weather/Planning ___________________________________________________ 94
7.3 De-icing procedures __________________________________________________ 95
7.4 General procedures __________________________________________________ 97
7.5 Base specific De-icing/Anti-icing facilities/procedures _______________________ 98
7.6 FRANKFURT HAHN LOCAL WINTER OPERATION PROCEDURES _______________ 118
7.7 SNOWTAM DECODER GRF ____________________________________________ 120
7.8 APPLICATION OF AERODROME FORECASTS ______________________________ 121
7.9 PROCEDURE TO OPERATE B737-NG/8200 AIRCRAFTS WITH CSFF _____________ 122
8 REVISION HIGHLIGHTS _____________________________________________ 125

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INTRODUCTION

The purpose of this winter operations guide is to highlight some of the important
aspects when operating in more extreme weather conditions and to provide the tools
and knowledge needed in order to ensure safe operations and regulatory compliance.

The guide is intended for guidance only for Company Boeing 737-NG and 737-8200
operations and does not replace the official and more detailed information contained in
the Operations Manual Part A, Boeing FCOM, Boeing FCTM, De/Anti-icing Manual, etc.,
as well as other official documents.

Winter Operation procedures can be divided into 3 main tasks;

o Detection and removal of contamination from the aircraft.

o Maintaining the aircraft free of contamination and correctly configured for the
flight phase.
o Verification that sufficient thrust-, braking- and lateral control-performance for
the ambient surface and weather conditions is available.

The Winter Operation Guide is structured as follows:

Chapter 1: Contamination Check

Chapter 2: De-icing/anti-icing Procedure
Chapter 3: Post treatment (Tactile) check
Chapter 4: Pre Takeoff check
Chapter 5: Pre Takeoff Contamination check
Chapter 6: Operational Guidelines/Procedures
Chapter 7: Winter OPS Quick Reference Guide

Chapter 1-5 is expanding on the 5 steps to de-icing and Chapter 6 is intended to provide
more background information and guidelines for winter operations in general.

Chapter 7 is a quick reference guide to be used as a guideline and reminder of various

important steps for successful winter operations. It is necessary to read/study the other
chapters of the WOPS Guide to acquire the required background information.

Studies indicate that contamination significantly reduces wing lift capability, increases
stall speed and decreases climb capability. Small deposits of ice, similar to the shape of
medium grain sandpaper, on the wing can increase the stall speed by 30%.
Consequently, as a result of wing and tail contamination, a pilot may encounter buffet

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and pitch and roll pre-stall flight characteristics even before a stick shaker warning
during a normal takeoff manoeuvre

“If in doubt – de-ice!”

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5 STEPS TO DE/ANTI-ICING
These are the five steps to a Successful De-icing:

1. Contamination check:
A visual check of the aircraft performed by the Captain, engineer or service
provider to establish the need for de - icing.

2. De-icing/anti-icing procedure:
The procedure by which frost, ice, snow and slush is removed from an aircraft to
provide uncontaminated surfaces; and where an aircraft is protected from
contamination for a limited period of time in the case of ANTI-ICING.

3. Post treatment (tactile) check:

An external check of the aircraft after a de-icing/anti-icing treatment to ensure
that the aircraft is free from any frost, ice, snow or slush that was detected
during the contamination check.

4. Pre takeoff check:

An assessment normally made from within the flight deck, to validate the applied
holdover time.

5. Pre takeoff contamination check:

A check of the treated surfaces for contamination, performed when the hold-
over time has been exceeded or if any doubt exists regarding the continued
effectiveness of the applied anti-icing treatment. The check must be completed
from outside of the aircraft.

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1 CONTAMINATION CHECK
1.1 ICING CONDITIONS

Icing conditions exist when:

OAT (on the ground) or TAT (in flight) is 10°C or below and any of the following exist:

o visible moisture (clouds, fog with visibility of one statute mile (1600m) or less,
rain, snow, sleet, ice crystals, and so on) is present.
or
o ice, snow, slush or standing water is present on the ramps, taxiways or runways.
.
Engine Anti-ice must be selected on in these conditions.

1.2 FREEZING CONDITIONS

Freezing conditions exist on the ground when the OAT is +3°C or below and any of the
following exist:

o visible moisture (clouds, fog with visibility of one statute mile (1600m) or less,
rain, snow, sleet, ice crystals, and so on) is present.
or
o ice, snow, slush or standing water is present on the ramps, taxiways or runways

The purpose of the concept of Freezing Conditions is to give clarity and certainty as to
when the more complex procedures associated with S.P 16 Adverse Weather - Cold
Weather - operations must be carried out. The Winter Operations Checklist is available
for quick access to some of these procedures.

The Before Taxi Checklist – Freezing Conditions and Shutdown Checklist – Freezing
Conditions should typically be used in conditions when the aircraft is exposed to
freezing contamination from above (falling precipitation), around (FZFG/reduced vis and
cold soaked a/c) or below (a/c operated over a surface covered with slush/snow etc)

Operation in freezing conditions, as defined in FCOM/OMA/OMB, does not

automatically mean that the aircraft must be de/anti-iced. In freezing conditions, it is
likely that the a/c will be cold soaked with a wing skin temperature below 0°C. Such a
condition may in reduced visibility or precipitation result in a/c contamination. It is
therefore important to observe:

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OM A 8.2.4 De-icing and Anti-icing on the Ground CAT.OP.MPA.250:

A Commander shall not take-off unless the external surfaces are clear of any deposit
which might adversely affect the performance and or controllability of the aircraft except
as permitted in the Aircraft Flight Manual and set out in the FCOM Volume 1,
Supplementary Procedures, Adverse Weather Operation (SP 16). This is also known as a
clean aircraft operating policy.

Fog, Rain or Drizzle in Freezing Conditions, as defined in FCOM/OMA/OMB, is not equal

to FZFG, FZRA or FZDZ. A definition of these weather phenomenon and associated
precautions can be found in paragraph 1.4 below.

1.3 PRE-FLIGHT INSPECTION

Aircraft preparation for flight begins with a thorough inspection of the aircraft exterior.
Check for ice, snow or frost on wings, controls and tail surfaces. Air inlets, static ports,
and probes must be free from ice/frost before takeoff.

Takeoff with a light coating of frost, up to 3 mm in thickness on the lower wing surfaces
due to cold fuel is allowed. (Non-environmental Icing, NEI or CSFF). See 1.4.10 for
further guidance on CSFF relief. All leading edge devices, all control surfaces, tab
surfaces, and control surface balance panel cavities must be free of snow, ice and frost.

Thin hoarfrost is acceptable on the upper surface of the fuselage provided all vents and
ports are clear. With hoar frost you can see items on the surface below the layer of
frost, such as paint lines, logos or registration markings.

If thicker layers of snow or ice are present on the fuselage it must be removed prior to
dispatch.

CAUTION: If the aircraft has been early de-iced (i.a.w the early de-icing checklist,
RYR De-icing and Anti-icing procedures manual) there is an increased risk
of excess de-ice fluid on the ground making the surface slippery as well as
de-ice fluids dripping from the wings, stabiliser and fuselage. Avoid
walking directly under the leading and trailing edges of the wing where
fluid is likely to drip off.

1.3.1 GENERAL CHECKS

All flight controls must be clear of ice deposits prior to departure. This contamination
check is performed visually by the crew during the external inspection from the ground

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and the front and rear steps. There is no requirement for crews to use ladders, mobile
steps or other improvised means of elevation to physically inspect the upper surfaces.

“If in doubt, De-Ice”

If clear ice is suspected, the upper surface should be de-iced and then a post treatment
tactile check will be required to verify all clear ice deposits have been removed. This
post treatment tactile check must be performed by the service provider.

NOTE: Clear ice might be hidden underneath a snow, slush or anti-icing fluid
layer. Correct identification of the contaminant is essential to a
successful de-icing treatment.

CAUTION: Tactile checks are not permitted with engines running.

After prolonged operation in icing conditions with the flaps extended, or when an
accumulation of airframe ice is observed, or when operating on a runway or taxiway
contaminated with ice, snow, slush or standing water, it is possible that, when flaps are
retracted, accumulations of ice may remain undetected between stationary and
moveable surfaces. Do not retract the flaps beyond F15. It is important that these areas
are checked prior to departure and any frozen deposits removed. Frozen deposits may
restrict or damage the flaps and linkages etc. during flap retraction.

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When slush is present on runways, inspect the aircraft when it arrives at the ramp for
slush/ice accumulations. If the aircraft arrives at the gate with flaps in a position other
than fully retracted, flaps must be inspected by pilots or engineers and if necessary, de-
iced before retraction. Contamination in this area must be removed before flap
retraction using hot water, a mixture of Type I fluid and hot water or hot air.

Contamination on the landing gear or the airframe in general is an indication of possible

contamination on flaps/flap fairings and the flaps should be inspected for
contamination.

NOTE: Once the flaps have been inspected and any contamination removed the
flaps should be retracted.

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If icing conditions are expected to occur during the taxi out and takeoff run, it is
necessary to ensure that all ice and frost is removed before flight. Flight crew awareness
should include the condition of the taxiway, runway and adjacent areas, since surface
contamination and blown snow are potential causes for ice accumulation equal to
natural precipitation.

1.3.2 STATIC PORTS

Fluctuating and inaccurate airspeed and altimeter indications after takeoff have been
attributed to static ports obstructed by ice formed while the airplane was on the
ground. Precipitation or water rundown after snow removal may freeze on or near the
static ports. This may cause an ice build-up which disturbs airflow over the static ports
resulting in erroneous airspeed and altimeter readings, even when static ports appear to
be clear.

Since static ports and the surrounding surfaces are not heated when probe heat is
activated, a thorough pre-flight inspection and clearing of the static ports are critical.
The crew should pay particular attention to the static ports during the exterior
inspection when the airplane has been subjected to freezing precipitation. Clear ice on
static ports can be difficult to detect, if in doubt contact maintenance for assistance.

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1.4 DESCRIPTION OF COMMON CONTAMINATIONS

1.4.1 ENGINE FAN BLADE ICE

Fan Blade Ice can form at any time in freezing conditions but is most likely to occur with
high humidity levels and temperatures below 0°C.

Careful inspection of the fan blades is required at all times when operating in freezing
conditions so that fan blade ice does not remain undetected.

Fan blade icing is more prevalent at the back of the fan blades

During the exterior inspection; verify that the inlet cowling is free of snow and ice and
that the fan is free to rotate.

Supercooled Large Droplets associated with FZDZ and especially FZRA can result in fast
and excessive ice build-up not only on the fan blades but also in the engine intake and
on the acoustic lining if operating at low thrust settings during extended taxi. Engine
run-ups as described in S.P 16 are essential to prevent or minimise ice build-up.

Ground Accumulated Fan Blade Ice

Snow or ice that accumulates on the fan spinner or fan blades during extended
shutdown periods must be removed before engine start.

Ground Accumulated Fan Blade Ice

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Operational Fan Blade Ice

Snow or ice that accumulates on the fan spinner or fan blades as a result of operation in
icing conditions, such as during approach or taxi in is allowed for dispatch provided the
fan is free to rotate and the snow or ice is removed using the ice shedding procedure
during taxi out and before setting takeoff thrust. Check engine inlets and engine fan
blades. Ensure free rotation of the fan and if required the fan blades should be de-iced
by low-pressure warm air and not by spraying de-icing fluid.

Operational Fan Blade Ice

Minor ice deposits can usually be removed by turning the Fan by hand in reverse
direction in order to the draw warm engine air towards the inlet. This may melt small
deposits and will also be a good practice in order to avoid the warm air melting small
residues on the top blades which then could flow into the Fan Spinner and refreeze with
subsequent engine vibration after start.

Warm air rises and is gathered inside at the upper part of the engine inlet. If the fan is
stationary, the ice on the upper fan blades could melt. When this happens, substantial
melted water gathers at the bottom of the engine casing and freezes. This results in a
large block of ice at the bottom of the engine around the fan blades, which must be
removed prior to engine start.

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Removal of fan blade ice:

1. Ground Accumulated Fan Blade Ice (GAFI) and Operational Fan blade Ice (OFI) is
removed by using hot air. Hot air is normally available from the de-ice provider.

2. GAFI and OFI may alternatively be removed by applying a light film of approved
de-ice fluid to the fan blades using a clean fluid-soaked cloth. This is an
engineering function. Contact Maintrol for assistance if at an outstation.

3. Operational Fan Blade Ice ONLY may be removed prior to take off by following
the fan ice removal procedure on the ground described in S.P 16 Taxi-Out, see
also paragraph 6.3.4 in this document.

CAUTION: Taxiway and Runway conditions (insufficient BA), excess de-ice fluid on
the ground, runway de-ice fluid or aircraft concentration may make it
unsuitable to conduct the ice shedding procedure prior to take off. If so,
the OFI as well must be removed prior to dispatch by using Hot Air or
approved De-ice Fluid.

If the aircraft has been parked on the ground for more than 45 minutes, it’s considered
a prolonged stop and ANY type of Fan Blade Ice must be removed by using Hot Air or
approved De-ice Fluid.

Note: Contact Maintrol to verify that the fluid is approved by CFMI for fan blade
de-icing/anti-icing

Fluid application limitations and procedures is available in the Ryanair De-Icing and Anti-
Icing Procedures Manual available in the EFB.

It is the Commanders responsibility to ensure that all Ground Accumulated Fan blade
ice has been removed and a visual inspection of the engines will be required following
fan ice removal prior to engine start. There is no requirement for a techlog entry once
the Commander is satisfied that all ice has been removed

CAUTION: Do not touch or lean onto the acoustic lining when inspecting the engine

1.4.2 SNOW, SLUSH, SNOW GRAINS, SNOW PELLETS

Snow consists of ice crystals, most of which are branched, star-shaped or mixed with
unbranched crystals. At temperatures warmer than -5°C, the crystals are generally
agglomerated into snowflakes. Slush is snow or ice that has been reduced to a soft

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watery mixture.

Snow Grains is very small white and opaque particles of ice with a diameter of less than
1 mm

Snow pellets are white, opaque particles of ice. The particles are round or sometimes
conical; their diameter range from about 2-5 mm

The preferred method of removing thicker layers of snow/slush from the aircraft is the
use of hot water or a mixture of Type I fluid and hot water. If Type II/IV fluids are used
for de-icing this fluid must be heated. Due to the larger quantities of fluids used when
removing thick layers of snow/slush there are several advantages gained by using hot
water or a mixture of Type I fluid and hot water:
1. It reduces the amount of accumulated fluid residues in balance bays etc.
2. The lower fluid concentration has less environmental impact
3. The lower fluid concentration is more economical

CAUTION: Wing skin temperatures may be lower than OAT. A stronger mix may
need to be used to ensure a sufficient freeze point buffer. The de-ice
service provider should be informed about the wing skin temperature (as
indicated by the fuel temperature) and fluid concentration should be
based on the lower of OAT and wing skin temp.

As an alternative to the application of de-ice fluid, long handled soft brooms and
squeegees have been approved for snow clearance from wings and stabilisers. Soft
cotton rope and fabric hoses may be used for clearing the upper fuselage surfaces. Care
must be exercised to avoid damaging the vortex generators, anti-collision light and
antennas.

The need for anti-icing (2nd step) following removal of contamination (1st step) is
depending on any expected precipitation between de-icing and takeoff. In many
situations, de-icing will be sufficient if no further precipitation is forecasted or likely to
occur.

1.4.3 FROST/HOAR FROST/RIME ICE

Frost consists of ice crystals that form at temperatures below 0 ºC by direct sublimation
on exposed surfaces. Frost is likely to occur when the air temperature decreases during
the night due to radiation cooling effect.
Aircraft expected to be contaminated with frost in the morning may be anti-iced the
night before to avoid frost developing.

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Small frozen water droplets, spherical opaque/milky granular appearance looking similar
to frost in a freezer is called Rime Ice. Typically rime ice has low adhesion to the surface
and its surrounding rime ice particles.

Active Frost is a condition where frost is forming. It occurs when the aircraft surface
temperature is at or below 0°C and at or below the dew point.

The Holdover Time Table (ATL HOT Table 3) for active frost provides a HOT of up to 8
hours, provided there is no other weather phenomenon present. Crews must appreciate
that any subsequent precipitation will render the above HOT invalid. In all cases a
contamination check must be completed prior to departure. If the aircraft is clean and
within the HOT with no other icing conditions present or forecast, then no further
de/anti-icing is necessary. If the aircraft is contaminated or if the fluid has lost its
effectiveness a new treatment must be completed.

NOTE: An aircraft that has been anti-iced must not receive a further coating of
cold neat fluid directly on top of the existing film. All residues from the
previous treatment must be removed with a hot mixed fluid, followed by
a new anti-ice treatment. This can be performed as a hot ‘one step’
procedure (limited amount of de-icing required) or a ‘two step’ (large
amounts of contamination must be removed) procedure.

The procedure above in the note also applies where the pre takeoff check/pre takeoff
contamination check has failed and the aircraft is returned to stand for a new
treatment. An Engineering inspection for fluid residues is not required under these
circumstances.

CAUTION: Active Frost HOT assumes no other precipitation occurs prior to

departure. Crews must perform a contamination check and also assess
the actual and forecast weather to determine that conditions have not
altered and the HOT is still valid.

1.4.4 CLEAR ICE

Under certain conditions, a clear ice layer or frost can form on the wing upper surfaces
when the aircraft is on the ground. In most cases, this is accompanied by frost on the
under-wing surface. Severe conditions occur with precipitation, when sub-zero fuel is in
contact with the wing upper surface skin panels. Ice thickness in excess of 20 mm has
been seen to form in the above weather conditions, even at a rather high ambient
temperature (up to +15C). While occurrences of clear ice are rare it normally will form

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on the inner part of the wing near the wing roots.

Clear ice accumulations are very difficult to detect from ahead of the wing or behind
during walk-around, especially in poor lighting and when the wing is wet. The leading
edge may not feel particularly cold. Clear ice may not be detected from the cabin either
because wing surface details show through. If clear ice conditions prevail or clear ice is
suspected request the de-ice provider to check for clear ice or:

“If in doubt, De-Ice”

The following factors contribute to the formation intensity and the final thickness of the
clear ice layer:

o Temperature of the remaining fuel in the wing tanks below 0°C from the
previous flight.
o More than 4000 kgs of cold fuel in the wing tanks, which causes the fuel to be in
contact with the upper wing skin as well as the lower surface in the wing tank
area.
Careful fuel planning is required for “Tanker” sectors.
o Temperature of fuel added to the aircraft during the current ground stop, adding
(relatively) warm fuel can melt dry, falling snow with the possibility of re-
freezing.
o Drizzle/rain and ambient temperatures around 0°C on the ground is very critical.
Heavy freezing has been reported during drizzle/rain even at temperatures up to
14°C.

Normal de-icing will clear frozen deposits and snow, but thicknesses of 10-20 mm of
solid ice needs considerably more de-icing fluid.

When clear ice exists or is suspected, a post treatment TACTILE check shall be requested
on the DAR Form. After de-icing clear ice there must be a post treatment TACTILE check
by the service provider to verify that wings are free from ice before departure.

CAUTION: Tactile checks are not permitted with engines running.

1.4.5 DRIED FLUID RESIDUES

Dried fluid residue could occur when surfaces have been treated, but the aircraft has
not subsequently been flown and not been subject to precipitation. The fluid may then
have dried on the surfaces. This dried fluid should be treated as contamination of the
wing and must be removed prior to flight by applying new hot mixed fluid to “wash”

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away any residues. Our de-ice service providers are trained to complete this task and
there is no need for engineer to attend the aircraft.

The time elapsed before the fluid start to dry out is significantly longer than the active
frost HOT of 6-8hrs. Pre-wave de/anti-ice procedures will typically not result in dried
fluid residues on the wing surfaces. Request a contamination check from the de-ice
provider if needed to establish the condition of the anti-ice fluid.

1.4.6 RE-HYDRATED FLUID RESIDUES

Repetitive application of thickened de-icing/anti-icing fluids may lead to the subsequent

formation/build-up of a dried residue in aerodynamically quiet areas, such as cavities
and gaps. This residue may re-hydrate if exposed to high humidity conditions,
precipitation, washing, etc., and increase to many times its original size/volume. This
“blown up” expanded; residue will re-freeze if exposed to conditions at or below 0° C.
This may cause moving parts such as elevators, ailerons, and flap actuating mechanisms
to stiffen or jam in flight. Re-hydrated residues could form on exterior surfaces, which
can reduce lift, increase drag and stall speed. Re-hydrated residues may also collect
inside control surface structures and cause clogging of drain holes or imbalances to
flight controls, also it can collect in hidden areas: around flight control hinges, pulleys,
grommets, on cables and in gaps.

Established Company inspection and cleaning schedules for deicing/anti-icing fluid

residues minimize this risk.

The use of 2 step de/anti-ice procedures will reduce the risk of build-up fluid residues
since the de-icing typically is completed with less thickened, lower concentration Type I
fluid followed by a thin Type II/IV thickened protective anti-ice layer. There is no benefit
of using Type II/IV fluid for both steps unless the first step (de-ice) is accomplished with
a lower concentration/mix such as 50%.

1.4.7 FREEZING FOG - <1000m VISIBILITY OAT -0°C OR BELOW

A suspension of numerous very small water droplets which freeze upon impact with the
ground or other exposed objects; generally reduces the horizontal visibility at the
earth’s surface to less than 1 km. Under the conditions of freezing fog it is necessary for
the front and rear side on the fan blades to be checked for ice buildup prior to start-up
and Ground Accumulated Fan Blade Ice removal procedures applied if needed.
In all cases of freezing fog the aircraft must be anti–iced.

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1.4.8 FREEZING RAIN/DRIZZLE

Freezing rain/drizzle consists of supercooled liquid water particles which freeze upon
impact to form a glaze of ice upon the ground or other exposed objects. FZDZ is fine
drops (<0.5mm Ø) close together while FZRA is more widely spread drops (>0.5mm Ø).

Hold Over Time guidelines have not been assessed for Moderate and Heavy Freezing
Rain. OMA does not permit operations in these conditions and a diversion to an
alternate airfield may be required if the FZRA persists.

1.4.9 ICE PELLETS

Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice,

which are spherical or irregular and which have a diameter of 5 mm of less. The pellets
of ice usually bounce on hitting hard ground.

Hold Over Time guidelines have not been assessed for ice pellets.

1.4.10 NON ENVIRONMENTAL ICING OR COLD SOAK FUEL FROST

NEI/CSFF forms as a result of cold soaked fuel in contact with the upper surface of the
wings cooling the surface towards the fuel temperature. The surrounding air then cools
to below its dew-point, freezes, and adheres to the wings. This causes a layer of ice/frost
to form, similar to how hoar frost develops.

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Crews must be aware of this particular type of icing. It may occur even though airfield
conditions are not conducive to icing, hence “non environmental” icing. In fact the
weather may be CAVOK, with moderate temperatures, but if the above conditions are
met, NEI/CSFF may develop. NEI/CSFF has been experienced at temperatures up to
+20oC.Be aware that tankering fuel to a destination where NEI/CSFF is likely to occur will
worsen the problem.

Fuel must be used in accordance with the AFM limitations at all times. Deliberate use of
wing tank fuel before centre tank fuel is not permitted.

NEI/CSFF de-icing is requested under 1(a) on the DAR-01. Only contaminated areas on
the wing will be treated, symmetrical (left/right wing) application of de-icing fluid is
required.

Our aircrafts have a marked NEI/CSFF dispatch area on the upper wing surface.
Cold Soaked Fuel Frost is allowed to remain on the wing for dispatch under certain
conditions. See paragraph 7.9

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2 DE-ICING AND ANTI-ICING PROCEDURE

2.1 DE/ANTI-ICING FLUIDS

The standards are named Type I, Type II Type III and Type IV, where the lower number
of type fluid has a shorter Holdover Time, HOT. De/Anti-ice fluids are categorised
according to the above but may also have various brand names. I.e. Clariant Safewing
MP II Flight, Killfrost ABC K Plus etc. Specific Holdover time tables may exist for these
fluids and they are included in the Aircraft Technical Log. If no specific brand name
Holdover time table exists, the generic type I, II or IV tables should be used.

2.1.1 TYPE I FLUID

This is a non-thickened fluid, which is best suited for de-icing

operations.
It may be used for anti-icing but only provides very limited
holdover time. No additional holdover time will be achieved by
increasing the concentration of fluid in the fluid/water mixture.
Due to its properties, Type I fluid forms a thin, liquid-wetting film
on surfaces to which it is applied. If longer holdover times are
required Type II or Type IV fluids should be used.

Type I colour: Orange

2.1.2 TYPE II FLUID

Type II fluid contains a thickening agent, which enables the fluid to

form a thicker liquid-wetting film on surfaces to which it is applied.
Generally this fluid provides a longer holdover time than Type I
fluids in similar conditions. With this type of fluid, increasing the
concentration of the fluid/water mix increases the holdover time
provided. Maximum holdover is achieved by using undiluted fluid.

Type II colour: Translucent Waterlike

appearance

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2.1.3 TYPE III FLUID

Type III fluid is a thickened fluid intended especially for use on

airplanes with low rotation speeds. It is normally not used in our
Company operations. It has a lower viscosity than Type II and Type IV
fluids and is better suited for regional aircraft with takeoff speeds less
than 85 knots or for other aircraft with other restrictions on thickened
fluids, e.g. aircraft such as the Dash 8 or ATR 72.

Type III colour: Light yellow

2.1.4 TYPE IV FLUID

Type IV fluids contain a thickening agent, which enables the fluid to

form a thicker liquid-wetting film on surfaces to which it is applied.
Generally this fluid provides a longer holdover time than type II fluid in
similar conditions. With this type of fluid, increasing the concentration
of fluid in the fluid/water mix increases the holdover time provided.
Maximum holdover is achieved by using undiluted fluid.

Type IV colour: Green

Summary:
Type I is used as de-icing fluid and the higher numbers, II and IV, are used as anti-icing
fluids.

NOTE: TYPE II, III & IV anti-icing fluids can be applied cold for anti-icing. Type II,
III & IV can also be used as de-icing fluids, but they must then be heated.

CAUTION: Acetate- or Formate based fluids when used for de-icing:

May shorten significantly the Holdover Times of Type II, III and IV fluids
when used in combination with these fluids.
May cause corrosion on aircraft materials.
Boeing recommends that the fluids used for both steps in the de/anti-ice
procedure should be glycol based.

CAUTION: Only Type I, II and IV fluids to be used on Company aircraft

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2.1.5 LOWEST OPERATIONAL USE TEMPERATURE (LOUT)

The Lowest Operational Use Temperature, or LOUT is the lowest temperature at which a
de/anti-icing fluid will adequately flow off aircraft critical surfaces and maintain the
required anti-icing freezing point buffer which is 7ºC (13ºF) below outside air
temperature (OAT) for SAE Type II, Type III, and Type IV fluids and 10ºC (18ºF) below
(OAT) for SAE Type I fluids.

The LOUT is affected by the fluid/water mixture and therefore there are different LOUTs
for the same fluid.

LOUT information for Type I, II, III and IV can be obtained from the De-ice provider. It is
important that the lower of OAT and wing skin temperature is used when deciding on
fluid concentration in order to obtain sufficient freeze point buffer and adequate LOUT.

2.2 FORCED AIR

The use of forced air to remove contaminants, particularly snow, is a maturing

technology. The concerns regarding the effect of large quantities of deicing fluid on the
environment, in particular, has resulted in renewed forced air research efforts in recent
years.

Forced Air utilizes an air stream to remove accumulations of frozen contamination from
the aircraft with or without fluid. Forced Air could provide the option of injecting heated
or unheated fluid into the air stream for removal of heavier frozen contamination.

Forced air can be used as a one-step or a two-step process.

If using as a one-step procedure to remove contamination, the service provider shall
verify by a tactile inspection that the surface is clean and clear of contamination. If
forced air has not removed all the contamination from the surfaces or you are not sure
all contamination is removed, then an application of heated de-ice fluid is required.

CAUTION: If a Forced Air De-ice System is used to apply the anti-ice fluid by injecting
the fluid into the airstream the fluid properties (viscosity and layer
thickness) may be affected and HOT reduced. Consult the de-ice provider
for correct assessment of HOT.

2.3 ALTERNATE METHODS FOR REMOVAL OF CONTAMINATION

Reducing the amount of deicing fluid used can have a positive impact on both the cost

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and the environment. Alternate methods to normal de-ice fluid may also be necessary
when removing contamination from areas and structures on the aircraft sensitive to de-
ice fluids such as; landing gear, flight deck windows, radome/nose area, engine inlet etc.

The following practice is approved for de-icing the RADOME AREA of 737NG aircraft
(Boeing Message RYR-RYR-21-0173-02B & RDR Refers):
1. Apply hot air ducted from a heater. The applied air must be a maximum of 60
degrees C.
2. The hot air must only be applied until the ice has melted.
3. Any water remaining on the Nose of the aircraft must be removed with a clean
soft cloth.

Some of the more common devices are brooms, brushes, ropes and scrapers.

Extreme care must be taken anytime manual methods are used to protect the highly
sensitive sensors and navigation antennas. Also very vulnerable to damage are: pitot
probes, static ports, angle of attack sensors, and vortex generators. When sweeping or
“pulling” contamination off an aircraft, care must be taken to use motions which pull
contamination away from any openings, in order to avoid forcing the contamination into
any openings on the wings or stabilizers.

2.4 ONE AND TWO STEP DE-ICING/ANTI-ICING

The type of de/anti-ice procedure available at an airport depends on the available

facilities and equipment. One step procedure and fixed (pre-mixed) fluid mixtures are
more common in areas/at airports where heavy snowfall is less frequent while
especially the Nordic countries often offers two step procedures with variable fluid
mixtures to optimize the de/anti-ice treatment.

NOTE: There is no difference in the resulting HOT for a 1 or 2 step procedure

with the same fluid concentration.

If contamination is observed during the exterior inspection but there is no forecasted or

reported weather condition that could contaminate the aircraft prior to takeoff it may
be sufficient to just de-ice the aircraft. In some conditions only parts of the aircraft need
treatment. See: Removal of Local Area Contamination 2.4.3

2.4.1 ONE STEP DE-ICING/ANTI-ICING

The one step de/anti-icing process is an application of fluid to both remove

contamination and provide a protective anti-ice fluid layer simultaneously using one
fluid type and concentration. With thicker layers of snow/slush etc on the wing this

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method uses a relatively large quantity of high concentration de/anti-ice fluid to clean
the surface and is therefore less economical. The risk of fluid residue build up increases
with the one step de/anti-ice method.

The fluid mixture will be determined by ambient temperature, wing skin temperature
(fuel temp) and weather conditions. Holdover time (HOT) is calculated from when the
de-icing/anti-icing procedure commences.

CAUTION: Wing skin temperatures may be lower than OAT. A stronger mix may
need to be used to ensure a sufficient freeze point buffer. The de-ice
service provider should be informed about the wing skin temperature (as
indicated by the fuel temperature) and fluid concentration should be
based on the lower of OAT and wing skin temp.

One Step de-icing type II/IV 50% mix is allowed only if the OAT or fuel
temp is -3ºC or warmer

2.4.2 TWO STEP DE-ICING/ANTI-ICING

Two step de/anti-icing procedure is used when there is a thick layer of contamination on
the aircraft and precipitation or other icing conditions are forecasted or expected prior
to takeoff. The two step procedure allows for an efficient removal of snow etc using hot
water or same or lower de-ice fluid concentrations followed by a less diluted thin
protective layer of anti-ice fluid.

There is no benefit of a two step procedure if a HOT is not required. In such a case it is
sufficient to remove the contamination, i.e only de-ice.

CAUTION: To use hot water only the OAT/skin temperature must be 0°C or warmer.
The application of 2nd step anti-ice fluid must be completed before the
first step freezes, typically within approximately 3 minutes of the first
step.

The correct use of a two step procedure will result in lower exposure to re-hydrated
fluid residues, reduce the environmental impact and is more economical.

Step 1, DE-ICING
Application of hot water or a hot mixture of de-icing/anti-icing fluid and water to
remove the contamination, preferably hot water/Type I fluid or at least lower
concentration heated Type II/IV.

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Step 2, ANTI-ICING
Step 1 is immediately followed with a spray of a Type II/IV anti-icing fluid or a mixture of
Type II/IV anti-icing fluid and water for protection.

The 2nd step must be applied before the first step freezes, typically within approximately
3 minutes after the start of application of the first step and if necessary done area by
area. E.g. Port wing de-iced with Type I and then anti-iced with Type II/IV before
continuing with the remaining surfaces.

Holdover time (HOT) is calculated from the start of application of the second step.

2.4.3 REMOVAL OF LOCAL AREA CONTAMINATION

When no precipitation is falling or expected, a “local area” de-icing may be carried out
under the below mentioned or similar conditions.

In some cases a full or complete de-icing is not necessary. When the presence of frost
and/or ice is limited to localised areas on the surfaces of the aeroplane and no holdover
time is likely to be required, only the contaminated areas will require treatment.

This type of contamination will generally be found on the wing and/or stabilizer leading
edges or in patches on the wing and/or stabilizer upper surfaces. For example NEI/CSFF
or ice on the not heated outboard LE slats or Stabiliser LE.

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Spray the affected area(s) with a heated fluid/water mixture suitable for a One-Step
Procedure. Then spray the same area(s) on the other side of the aeroplane.

Both sides of the aeroplane must be treated identically (same areas, same amount and
type of fluid, same mixture strength), even if the contamination is only present on one
side.

NEI/Local area contamination de-ice is requested by checking the box 1(a) on the DAR-
01 form. Use the aircraft plan view diagram to indicate areas to be treated.

It is the responsibility of the De-icing Operator to ensure that the treatment is

performed symmetrically and that on completion all frozen deposits have been
removed.

The aircraft may dispatch once the Captain is satisfied that the aircraft is clean.
Holdover times do not apply.

2.5 DE-ICING / ANTI-ICING REQUEST FORM (DAR-01)

The Company ‘De-icing/Anti-icing Request’ form should ideally be used.

The DAR is used by the commander when requesting De-icing/Anti-icing treatment.

Some destinations use equivalent de-icing / anti-icing forms. These forms are an
acceptable alternative to the DAR-01.

The DAR-01 form is an internal company document which provides structure to the
Winter OPS SOPs. All DAR-01 form revisions are approved for use on the basis that the
differences between the revisions of the form are very small.

When no de-ice form is used by the de-ice service provider and a spare DAR-01 form is
available then it should be completed by the flight crew to comply with winter ops
SOP’s.

The form is given to the Service provider/Handling Agent as a detailed de/anti-icing

request, at the discretion of the commander. It consists of a single page with a carbon
copy (similar to a Load Sheet). The Handling Agent may supply the form to crew as
required.

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2.5.1 DAR FORM LAYOUT

The 3 sections of the DAR form conform to the first 3 sections of the 5 step to De-
ice/Anti-ice format.

The header contains fields OAT and Fuel tank temperature. The coldest temperature
should be used when selecting the de-ice fluid mix to achieve sufficient freeze point
buffer.

1. Contamination Check
Specify the areas requiring de-ice treatment on the form. 1(a) Local area
contamination procedures can be used when no HOT is required and only parts of
the a/c is contaminated.

2. De-icing/anti-icing Procedure
Circle the fluid Type (I, II, IV) used and enter Brand name and concentration. The
HOT is calculated based on the start time. For a 2 step procedure the start time
refers to the start of the 2nd step.

3. Post treatment tactile Check

An external check of the aircraft after a de-icing/anti-icing treatment to ensure that
the aircraft is free from any frost, ice, snow and/or slush. This check must be a tactile
check, as requested on the DAR form, only in case of clear ice. The tactile check will
be completed by the service provider/engineer.

Section 1: Completed by the Captain or Engineer

Section 2: Completed by the Service Provider
Section 3: Completed by the Captain/Engineer and the Service Provider

Before dispatch the DAR form should be completed and the DAR 01 copy with the
yellow techlog copy will be given to the handling agent.

Post Treatment Tactile Check

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2.6 EXTERIOR DE-ICING

It may be necessary to remove ice/snow/slush from other areas than wings, stabiliser,
fin, engines and fuselage such as; landing gear, brakes, Nose / Radome Area and Flight
Deck Windows.

× √
√
Contamination on the landing gear or the airframe in general is an indication of possible
contamination on flaps/flap fairings and the flaps should be inspected for
contamination.
√
Type I / water fluid mixture, low pressure hot air or manual methods of removal (such as
squeegees or brushes) are recommended. The de-ice manual provides further important
information for de-icing of these sensitive areas. Any thickened fluid remaining on nose
areas where it could blow back onto the windscreens should be removed prior to
departure, using squeegees or equivalent.

Airplane de-icing/anti-icing should be accomplished with the Flaps up and the Stabiliser
Trim in the calculated Takeoff trim position or 5 units to prevent ice and slush from
accumulating in the flap cavities and entering the tailcone where the PCU’s may become
contaminated and freeze in flight. Additionally the de-ice fluid should be sprayed from
the LE towards the TE to minimise the amount of fluid entering the tailcone and or
balance bays.

Takeoff setting/5 units, OK to de-ice

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NOTE: Whenever the flaps are UP, after engine start, the Winter OPS Checklist
must be clipped to the F/O’s decal checklist on the control column as a
reminder that the aircraft is not configured for takeoff.

If the APU is running, ingestion of de-icing fluid may cause objectionable fumes and
odours to enter the airplane. Ingestion of snow, slush, ice, or de-icing/anti-icing fluid can
also cause damage to the APU. Inform the Cabin Crew that de-icing will be carried out
and that there is a risk of fumes entering the cabin.

With the APU and/or engines running; select the associated BLEED air switches OFF,
preventing de-icing fluid from being ingested and fumes and odours entering the cabin.

NOTE: Once de-icing is complete leave the BLEED air switch/es OFF for 1 minute
before switching it on to reduce the risk of de-ice fluid entering the Air
Conditioning system. If the fuselage and/or fin is de-iced fluids may
continue to drip/flow into the APU air inlet, delay the use of APU bleed
air.

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2.6.1 Aircraft Operations in High Winds on the Ground.

When aircraft are expected to be left unattended in high winds, engineering personnel
may decide to configure the stab trim in the zero or full nose down configuration. To
prevent the aircraft being de-iced in full nose down configuration a red laminated `DO
NOT DE-ICE` placard shall be placed in the captains DV window. This placard indicates to
de-icing personnel that the aircraft must be reconfigured before de-icing can
commence.

DO NOT DE-ICE PLACARD

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2.6.2 EXTERIOR DE-ICING PRIOR TO ENGINE START

Use the Winter OPS checklist:

[De/Anti Icing Prior to Engine Start]

(F/O - Read Challenge & Response CAPT - Action & repeat Response)

The following actions must be completed:

1. APU ........................................................................................ OFF UNLESS NEEDED

The APU should be shut down unless APU operation is necessary.

2. FLAPS.................................................................................................................. UP

Prevents ice and slush from accumulating in flap cavities during de-icing.

3. APU BLEED ........................................................................................................ OFF

Reduces the possibility of fumes entering the air conditioning system.

4. STAB TRIM .................................................................................................. ___ SET

Verify that the stabilizer trim is set for takeoff to prevent ice and slush from entering
and accumulating in the tail cone where the PCU’s may become contaminated and
freeze in flight

COMPLETE DE-ICING

WAIT AT LEAST 1 MINUTE AFTER DE/ANTI ICING IS COMPLETED AND CONTINUE WITH
THE CHECKLIST BELOW

To ensure all de-icing fluid has been cleared from the APU.

5. APU .......................................................................................................AS NEEDED

CAUTION: After de-icing, the use of APU bleed air during takeoff can cause
smoke in the airplane

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6. APU BLEED ............................................................................................. AS NEEDED

7. BEFORE START CHECKLIST .................................................................. ACCOMPLISH

(if not already accomplished)

The De/Anti Icing Prior to Engine Start checklist fully configures and re-configures the
aircraft and can be completed before/during/after the Before Start Checklist.

2.6.3 EXTERIOR DE-ICING WITH ENGINES RUNNING

Before push-back/engine start the DAR form should be completed with all available
details and the DAR copy and ATL copy will be given to the handling agent.

Following engine start, complete the Before Taxi Checklist (Freezing Conditions if
applicable).

If flaps are contaminated with large deposits of ice or snow delay cycling flaps until after
de-icing.

NOTE: Whenever the flaps are UP, after engine start, the Winter OPS Checklist
must be clipped to the F/O’s decal checklist on the control column as a
reminder that the aircraft is not configured for takeoff

Taxi to the remote de-icing area and establish contact with de-ice personnel. Configure
for de-icing i.a.w. the Winter OPS checklist:

[De/anti icing with engines running]

(F/O - Read Challenge & Response CPT - Action & repeat Response)

The following actions must be completed:

1. PARKING BRAKE ................................................................................................. SET

2. APU ........................................................................................ OFF UNLESS NEEDED

3. FLAPS.................................................................................................................. UP
Prevents ice and slush from accumulating in flap cavities during de-icing.

4. THRUST LEVERS ............................................................................................... IDLE

Reduces the possibility of injury to personnel at inlet or exhaust areas

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5. AIR COND PACKS............................................................................................ AUTO

6. ENGINE BLEEDS ................................................................................................ OFF

Reduces the possibility of fumes entering the air conditioning system.

7. APU BLEED ........................................................................................................ OFF

8. STAB TRIM .................................................................................................. ___ SET

Verify that the stabilizer trim is set for takeoff to prevent ice and slush from entering
and accumulating in the tailcone where the PCU’s may become contaminated and
freeze in flight

Report ready for de-icing to the service provider.

NOTE: Whenever the flaps are up, after engine start, the Winter OPS Checklist
must be clipped to the F/O’s decal checklist on the control column as a
reminder that the aircraft is not configured for takeoff

2.6.4 AFTER DE-ICING IS COMPLETED WITH ENGINES RUNNING

Obtain the anti-ice code from the service provider and the Name of the De-ice
supervisor. The anti-ice code will be entered in section 2 and the name of the de-ice
supervisor entered in section 3 of the DAR-01 form.

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CAUTION: Tactile checks are not permitted with engines running.

NOTE: The DAR form or equivalent should be clipped to the captains control
column as a reminder to perform the Pre takeoff check

ALL CLEAR SIGNAL

ALL CLEAR SIGNAL ............................................................................................ OBTAIN

Make sure that you receive the “ALL CLEAR SIGNAL”, i.e. thumbs up, stating that your
aircraft is clear of all staff and equipment. More than one de-ice rig may have been used
and it could still be vehicles manoeuvring close to the aircraft even if the de-icing
appears to be completed.

Affirmative/All Clear
Raise right arm to head level with wand pointing up or display hand with thumbs up”;
left arm remains at side by knee.

Ramp safety, “all clear signal”

NOTE: This signal is also used as a technical/servicing communication signal.

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After de-icing is completed, continue/complete the Winter Ops Checklist:

[De/Anti icing with Engines Running]

(F/O - Read Challenge & Response CPT - Action & repeat Response)

WAIT AT LEAST 1 MINUTE AFTER DE/ANTI ICING IS COMPLETED AND CONTINUE WITH
THE CHECKLIST BELOW

To ensure all de-icing fluid has been cleared from the engines

1. ENGINE BLEEDS ................................................................................................. ON

2. AIR COND PACKS............................................................................................ AUTO

3. FLIGHT CONTROLS ........................................................................................ CHECK

An increase in control forces can be expected at low temperatures. If any flight
control is suspected of binding or restricting movement, contact maintenance

4. FLAPS ............................................................UP (CYCLE UP-40-UP IF NOT CHECKED

DURING THE BEFORE TAXI CHECKS)
Check only required for full travel when aircraft has been exposed to freezing
precipitation (snow, slush, ice, FZDZ, FZRA or rain on a cold soaked airframe)
following a prolonged stop(>45min)*

This does not apply to CSFF, FZFG.

1st wave departures; was the aircraft exposed to freezing precipitation over night?
If in doubt, cycle the flaps.

NOTE: If the taxi route is through slush or standing water in freezing conditions,
or if precipitation is falling in freezing conditions, taxi out with the flaps
up. Taxiing with the flaps extended subjects the flaps and flap drives to
contamination. Leading edge devices are also susceptible to slush
accumulations.

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NOTE: Whenever the flaps are up, after engine start, the Winter OPS Checklist
must be clipped to the F/O’s decal checklist on the control column as a
reminder that the aircraft is not configured for takeoff

CAUTION: The RAAS caution FLAPS, FLAPS (NG Only) will be triggered if entering the
RWY with the flaps retracted. Acknowledge the caution, ensure the
winter ops checklist is clipped to the F/O decal checklist on the control
column as a reminder that the aircraft is not configured for takeoff. This
is a correct caution issued by RAAS and no report is required.

NOTE: Delay the CONFIG check and the Before Takeoff Checklist until at the
holding point and no extensive delay expected for takeoff.

CAUTION: It is recommended that an additional flight control check is completed

post de-icing to ensure freedom of movement.

NOTE: Assumed Temperature Reduced Thrust (ATRT) is not permitted if the

aircraft has been de/anti-iced and minimum 24K/ TO-1 fixed derate is
mandatory

*The 45 minutes prolonged stop is an approximate and not absolute limit for the time
elapsed with the flaps stationary (retraction after landing until extension for takeoff).
Assess if cycling the flaps is necessary based on intensity and temperature of the wet
freezing precipitation and the time lapsed for it to re-freeze and jam/damage the flaps.

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2.6.5 AT THE HOLDING POINT/AFTER BACKTRACK COMPLETED

With no delay expected for takeoff, select take off flap and complete the Winter Ops
Checklist:

[De/Anti icing with Engines Running]

(F/O - Read Challenge & Response CPT - Action & repeat Response)

1. FLAPS ........................................................... ____REQ’D___SEL’D GREEN LIGHT

2. PARKING BRAKE........................................................................................ RELEASE

3. CONFIG ...................................................................................................... CHECK

4. PARKING BRAKE ...................................................................................AS NEEDED

5. BEFORE TAKE OFF CHECKLIST ........................................................... ACCOMPLISH

A static engine run-up may be required prior to takeoff. See 6.4.1

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3 POST TREATMENT CHECK

3.1 RESPONSIBILITIES – DE/ANTI-ICING

3.1.1 DEICING SERVICE PROVIDER RESPONSIBILITIES

Engineer completing the de/anti-icing:

The engineer de-icing/anti-icing the aircraft is responsible for ensuring that the
following steps of the de-icing/anti-icing procedure have been completed correctly:
o Fluid checks (mixture and temperature checks)
o Contamination check
o De-icing/anti-icing the aircraft
o Post treatment check
o DAR-01 completed and signed (certifying the Post treatment check)
o Inform the Captain when all personnel and equipment have been moved clear of
the aircraft.

The signature on the DAR-01 Form by an appropriately approved engineer represents an

explicit statement that the aircraft has been properly de-iced/anti-iced and that the
“Post Treatment Check” has been carried out.

The responsibility of validating the effectiveness of the performed treatment lies with
the Commander.

Technical Handling Agent completing the de/anti-icing:

At the majority of stations the de-icing/anti-icing procedure is carried out by our
Handling agents or by the airport authority. When the Handling Agent de/anti-ices an
aircraft, the handling agent is responsible for ensuring that the following steps of the de-
icing/anti-icing procedure have been completed correctly.
o Fluid checks (mixture and temperature checks)
o De-icing/anti-icing the aircraft
o Post treatment check
o De-icing/Anti-icing Request Form signed and presented to the Captain.
o Inform the Captain when all personnel and equipment have been moved clear of
the aircraft.

Note: The Captain /aircraft engineer will have to configure the aircraft for the
de-icing/anti-icing procedure. Therefore the captain/engineer must
authorise the de-icing/anti-icing procedure.

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3.1.2 OPERATIONAL RESPONSIBILITY

The pilot in command has the ultimate responsibility for the aircraft and shall not
commence take-off unless the external surfaces are clear of any deposit which might
adversely affect performance and/or controllability except as permitted in the
Operators Manuals.

As the final decision rests with the Commander, his request will supersede the ground
crew member’s judgement on whether to de-ice/anti-ice or not. As the Commander is
responsible for the condition of the aircraft he can always request another anti-icing
application with a different mixture ratio, to have the aircraft protected for a longer
period against icing. Equally, he can simply request a repeat application. Therefore, the
Commander should take into account forecasted or expected weather conditions, taxi
conditions, taxi times, holdover time and other relevant factors. The Commander must,
when in doubt about the aerodynamic cleanliness of the aircraft, request an inspection.

Even when responsibilities are clearly defined and understood, sufficient

communication between flight and ground crews is necessary. Any observation
considered valuable should be mentioned to the other party for consideration.

3.1.3 POST TREATMENT CHECK BEFORE AIRCRAFT DISPATCH

No aircraft should be dispatched for departure after a de-icing / anti-icing operation

unless the aircraft has received a post treatment check by the de-icing service provider.
The inspection must visually cover all critical parts of the aircraft and be performed from
points offering sufficient visibility on these parts (e.g. from the de-icing rig or another
elevated piece of equipment).

If there was clear ice prior to de/anti icing, the post treatment check shall be a tactile
check by the de-icing service provider to verify that the clear ice has been removed. The
request for a tactile check is made on the DAR form.

Some service providers do not use a DAR-01 or service provider form. When a DAR-01 or
service provider form has not been used/ signed, the commander must verbally confirm
with the de-ice supervisor that the required treatment has been completed and that a
post treatment check was carried out to verify that the de-icing was effective and to the
standard requested.

The commander shall by signing section 3 of the DAR-01 form, verify that the process, as
outlined in section 3, has been completed.

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3.2 FLIGHT CREW INFORMATION / COMMUNICATION

No aircraft should be dispatched for departure after a de/anti-icing procedure unless

the flight crew has been notified of the type of de/anti-icing procedure performed. The
information can be communicated either verbally e.g. by VHF or Intercom or written
(DAR-01 form). The information must be recorded in the Tech Log, (de-icing section) and
DAR-01 form where used. The DAR-01 form will be uploaded to the EFL and total
amount of fluid should be recorded in the EFL.

This information includes the results of the treatment check by the service provider,
indicating that the aircraft critical parts are free of ice, frost and snow. It also includes
the necessary anti-icing codes to allow the flight crew to estimate the holdover time to
be expected under the current weather conditions.

If Removal of Local Area Contamination procedures is used the de-ice provider will
confirm that the treated areas are clean, the following statement shall be given to the
Commander: “Local Area De-icing only. Holdover times do not apply

After treatment and before reconfiguring or moving the aeroplane, the flight crew
should receive a confirmation from the ground crew that all de-icing and/or anti-icing
operations are complete and that all personnel and equipment are clear of the
aeroplane, the “ALL CLEAR SIGNAL”, i.e. thumbs up.

CAUTION: If any significant damage on the airplane is identified or caused during

the de/anti-icing process, it must immediately be reported to the flight
crew for further investigation and decision for aircraft airworthiness.

3.2.1 Communication for Proximity Sensor Activation by Physical Contact

A proximity sensor is a safety feature on some models of de-icing equipment, that upon
activation disengages relevant systems, preventing equipment movement and damage
from occurring due to physical contact between equipment components (e.g., spray
nozzle, forced air nozzle, operator basket, etc.,) and aircraft surfaces. As a safety
mechanism, the proximity sensor is designed to prevent damage from occurring to
aircraft surfaces, normally while the equipment chassis is in a stationary position (not
manoeuvring). Where equipped, the type of sensor used may vary by design, and may
activate either by physical contact (e.g., a proximity switch with contact mechanism), or
by non-physical activation (e.g., infrared, radar, etc.).

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For equipment types furnished with a proximity sensor requiring physical contact in
order to activate and, in the event of sensor contact, the Pilot in Command shall be
informed using the following phraseology:

Ground Crew to Flight Crew:

“A safety proximity sensor (identify location on the de-icing equipment) has been
activated on the (specify specific location on the aircraft). (Name third party title that
performed inspection) has performed a visual inspection on the affected area. Provide
results of the third party inspection (e.g., there is no visual damage detected or damage
is suspected or present). Advise your intentions.”

Note: It is Company policy to always have the aircraft inspected by an engineer

following physical contact by a proximity sensor or any other part of the
de-ice vehicle.

3.2.2 ANTI-ICING CODE (5 element code)

SAE AS6285 recommends the standardized use of a five-element code. This gives flight
crew the minimum details to assess holdover times.
The date of the treatment is required for record keeping but is optional for flight crew
notification

E.g. Type II, Clariant Safewing MP II, 75%, 1643 Local, Post Treatment Check
Completed

1 2 3 4 5
Type Name Mixture Time Post -Check
TYPE II Clariant Safewing MP II 75 1643 lt Completed
*Optional

1. Type of fluid used

2. Manufacturer and Name of the fluid
3. Mixture.
Only the “chemical” part of the water/fluid mixture is stated.
4. Time.
The time of the start of the final treatment (anti-icing part). Time reference
(Local time)
5. Post treatment tactile check confirmed
(No tech log entry for this check).

It is essential that the flight crew receive clear information from ground personnel

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concerning the treatment applied to the aircraft. This information must be recorded and
communicated to the flight crew by paper, intercom or VHF, referring to the last step of
the procedure. The DAR-01 form should, when possible or feasible, be handed to the
Commander at the completion of the de/anti-icing treatment.

3.2.3 ANTI-ICING CODE RECORDED IN THE AIRCRAFT TECHNICAL LOG

e.g : Type II/75:25/18.05 lt (CET) / 02 Jan 19

Showing a treatment of 75% Type II fluid, and 25 water, the figure 75 is recorded. Only
the de/anti-icing “chemical” part of the fluid/water mixture is reported. E.g. on a TYPE II
75/25 mixture, the figure 75 will be included in the Anti-icing code. The start time is
reported in local time and converted to UTC

When de-icing only to remove CSFF/NEI or Local Area Contamination, and there is no
requirement to anti-ice, a Tech Log entry is NOT required (Fluid, %, etc) as HOT is not
applicable. All de/anti-icing information, however, must always be recorded in the
EFL.

3.2.4 TACTILE CHECK (REMOTE DE/ANTI-ICING STAND)

CAUTION: Tactile checks are not permitted with engines running.

When airport remote stand de/anti-icing procedures apply and a tactile check is
required, utilise the REMOTE DE/ANTI ICING ENGINES SHUTDOWN section on the
Winter Operations Checklist.

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3.3 HOLD OVER TIME (HOT)

3.3.1 GENERAL
Applying anti-icing means that ice, snow or frost will, for a period of time, be prevented
from adhering to or accumulating on the aircraft surfaces. The time the treatment can
prevent accumulation is called Hold Over Time, HOT.

There are many different types of fluids used. To be able to foresee the characteristics
of these fluids, there are specified standards, where the fluids have characteristics
matching one of these. For different de/anti-icing fluids, the time of protection (Hold
Over Time) varies considerably. Furthermore, these times depend to a great extent on
the meteorological conditions and methods of application. If no specific brand name is
given by the handling agent or the brand does not exist in the RA 173 Hold Over Tables
(FAA) document in the Techlog tab on Docunet, the generic type I, II or IV tables should
be used

The Hold Over Time tables give an indication as to the time frame of protection that
could reasonably be expected under conditions of precipitation. However, due to the
many variables that can influence holdover time, these times should not be considered
as minimums or maximums as the actual time of protection may be extended or
reduced, depending upon the particular conditions existing at the time.

The lower limit of the published time span is used to indicate the estimated time of
protection during moderate precipitation and the upper limit indicates the estimated
time of protection during light precipitation.

FAA Generic and brand specific Type I, II and IV tables are published in the
EFB/Docunet/Techlog tab. Use the correct table based on the information on the DAR
form. If a brand specific table is not available or if the de-ice provider cannot provide the
fluid brand the generic tables should be used. Cycling of the Flaps UP-40-UP as per
FCOM V1 SP 16 BEFORE TAXI procedure does not impact published hold over times.

Contact Operations Control Center (OCC) for assistance if you have to dispatch without
EFB. They will provide HOT as requested.

CAUTION: Wing skin temperatures may be lower than OAT (as indicated by the fuel
temperature) therefore the HOT should be based on the lower of OAT
and wing skin temp. (exemption below)

NOTE: To assess the HOT for rain on Cold Soaked Wing the OAT should be used
when entering the tables. Rain on a Cold Soaked wing has a relatively
short HOT and is based on a sub-zero wing skin temperature combined

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with rain or drizzle. In this condition it is likely that clear ice has formed.
Highlight the risk of clear ice when communicating with the de-ice
provider for extra vigilance.

The time of protection will be shortened, for instance, by snow, increasing content of
moisture, wet aircraft surface, high wind velocity and unfavourable wind direction.

All these conditions cause an unwanted dilution of the protective film. If these
conditions accumulate, the time of protection can be shortened considerably.

Therefore, the indicated times should be used only in conjunction with a pre-takeoff
check as described in Ch 4.

3.3.2 HOLD OVER TIME CALCULATION

The Commander shall calculate the Hold Over Time.

The HOT used should be based on type of precipitation and assessed intensity of
precipitation. The commander should apply any time between the lower and higher
number in the applicable HOT table cell, light intensity=longer HOT, high
intensity=shorter HOT.

The SNOWFALL INTENSITIES AS A FUNCTION OF PREVAILING VISIBILITY table available in

the RA173 document/Supplemental Guidance will assist the crew with HOT calculation
in snowfall. It should be used to determine the HOT and for other operational decisions.

METAR/ATIS reports of snowfall intensity is subjective and not standardised. The

snowfall intensity table provides an objective assessment of the intensity taking effects
of day/night and temperature/humidity into consideration.

In the RA173 document there are HOT for Active Frost conditions. This is a combined
table for Type I-IV fluid. Type I HOT in Active frost is always 45 minutes, increasing the
fluid concentration for Type I fluid has no effect on the HOT. The Type I fluid
concentration should be selected (by the de-ice provider) to ensure sufficient freeze
point buffer and LOUT based on the colder of the OAT and Fuel tank temperature and
can be of any mixture ratio as needed depending on the OAT/Fuel tank temp. See note 1
and 2 in the table.

Some brand specific HOT tables have three snowfall intensity columns; Very Light-,
Light- and Moderate-snowfall to provide more exact HOT.

No Hold Over Time is applicable to Removal of Local Area Contamination procedures

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since only parts of the aircraft is treated.

A pre-takeoff check must always be conducted at the holding point just prior to takeoff
to validate the applied HOT taking any changes to precipitation intensity/type into
consideration. If the HOT has expired a pre-takeoff contamination check must be
completed.

The HOT is calculated from the start of application of the final step of the anti-icing
treatment. Use the Hold Over Time table provided in the RA 173 document. The HOT
shall be recorded on the DAR-01 form.

The completed DAR form is clipped to the Captains control column until
commencement of line up for takeoff as a reminder to complete the pre takeoff check.

WARNING: Exceeding the Hold Over Time means that the anti-icing fluid may have
failed and lost its effectiveness. A Pre-Takeoff Contamination Check must
be completed.

The completed DAR may be presented to the flight deck crew using a extension stick or
by using the bulldog clip on the RFS lead, available in the flight deck.

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PRECAUTIONS

Recent research tests shows that when mixing thickened aircraft anti-icing fluid with
minimal amounts of runway de-icing fluids(RDF), anti-icing protection could be
diminished due to a separation of the thickening agents in this fluid, This phenomenon
will drastically reduce the Hold Over Time. A 2 step de/anti-icing procedure using a mix
of hot water and Type I fluid in the 1st step will effectively remove any RDF residues and
the 2nd step will provide proper HOT.

Winter 2009-2010 anti-icing fluid testing confirmed that fluid failure occurs much more
rapidly on the highly sloped critical surfaces of the airplane such as the flaps and slats
when extended in the take-off position than it does on the less severely sloped other
critical surfaces.

Under conditions typical of normal operation in ground icing condition and flap angles
fluids were observed to fail in as much as half of the published holdover time for the
fluid and precipitation conditions present. To mitigate, in freezing conditions, as defined
in the FCOM, or in any other condition when the a/c is exposed to freezing precipitation,
delay flap and slat extension until just prior to takeoff, minimizing the time that the slat
and flap surfaces are in the highly sloped configuration. The flap cycle UP-40-UP
procedure does not affect the HOT.

Once the HOT time clock has been started it must not be stopped for intermittent
precipitation. Intermittent precipitation conditions, during ground icing operations, are
a common occurrence at some airports.

As precipitation falls on an aircraft that has been anti-iced, the fluid is being diluted. The
more diluted the fluid becomes, the more readily it flows off the aircraft, and the higher
the freezing point becomes.

Even if the precipitation stops falling, the diluted fluid will continue to flow off the
aircraft due to gravity. There is no practical way to determine how much residual anti-
icing fluid is on the wing under these circumstances.

HOT values under these conditions have not been assessed. Therefore, after the anti-
icing HOT clock has been started, it must not be stopped. HOT credit cannot be given
due to the fact that the precipitation has temporarily stopped falling.

If a “non-standard” fluid mix of Type II, IV is used, 80/20% for example. The more
conservative or restrictive HOT of 100% or 75% fluid mix should be used.

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4 PRE-TAKEOFF CHECK
A pre-takeoff check is an assessment normally made from within the flight deck, to
validate the applied Holdover Time. This check is accomplished when no further delay is
expected before takeoff.

NOTE: The DAR form or equivalent should be clipped to the Captain’s decal
checklist on the control column as a reminder to validate the hold over
time prior to line up.

The purpose the pre-takeoff check is to validate the Holdover Time and to assess if the
takeoff can be initiated within the applicable HOT. Once this check is complete the DAR-
01 form is removed from the control column and handed to the F/O to store in the
outboard map case/well. In cruise, PM uploads photo of DAR-01 form into EFL as with
other flight documents.

Several factors may affect the Hold Over Time and must be taken into consideration
when completing the Pre-takeoff check.

o Changes to precipitation intensity or type

o Combinations of different precipitations
o Blowing snow
o Outside Air Temperature changes
o Exposure to jet blast
o Dilution of the anti-ice fluid due to heavy rain

NOTE: If any doubt exists regarding the effectiveness of the anti-ice treatment a
pre-takeoff contamination check must be completed.

WARNING: Exceeding the Hold Over Time means that the anti-icing fluid may have
failed and lost its effectiveness. A Pre-Takeoff Contamination Check must
be completed.

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5 PRE-TAKEOFF CONTAMINATION CHECK

A check of the treated surfaces from the outside by a qualified person to verify that the
anti-ice fluid is still effective.
The taxiway/Holding point/De-ice ramp must be wide enough to allow vehicles to safely
manoeuvre around the aircraft during the inspection.

A pilot crew member shall request a Pre-Takeoff Contamination Check if:

➢ Instructed in the holdover charts
➢ When the HOT has expired
➢ When operating in heavy snow conditions (see 6.3.3)
➢ If for any other reason there is doubt about the effectiveness of the anti-ice fluid.

The Pre-takeoff contamination check must be conducted within 5 min prior to takeoff

Fluid testing has indicated that the pre-takeoff contamination check must not be applied
to Type I fluids. Type I fluids have very short HOT performance and fluid failure occurs
suddenly. Therefore, it is not considered prudent to apply this procedure to Type I
fluids. The procedure must only be applied to Types II, III and IV anti-icing fluids and
then only when the pertinent minimum holdover time equals or exceeds 20 minutes.

The pre-takeoff contamination check is only valid for 5 minutes.

Anti-icing fluids dissolve the snow and absorb the resulting moisture into the fluid.
When the fluid begins to fail it starts to change in appearance (e.g., less glossy and more
opaque) and the snow starts to accumulate on and in the fluid. At this stage, the fluid
has failed and takeoff is not authorized.

If a definitive fluid failure determination cannot be made using the checks described,
takeoff is not authorized. The aircraft must be completely de-iced, and if precipitation is
still present, anti-iced again before a subsequent takeoff.

WARNING: Exceeding the Hold Over Time means that the anti-icing fluid may have
failed and lost its effectiveness. A Pre-Takeoff Contamination Check must
be completed.

If any doubt exists as to whether a deposit may adversely affect the aircraft’s
performance and/or controllability characteristics, the Commander should request a
pre-takeoff contamination check to be performed in order to verify that the aircraft
surfaces are free of contamination.

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Once the anti-ice fluid has failed:

o The precipitation accumulates

o Clean aircraft concept not fulfilled

o Aircraft not safe for takeoff

o Return for de/anti-icing

CAUTION: Under no circumstances should an aircraft, that has been anti-iced,

receive a further coating of cold neat fluid directly on top of the existing
film. When a re-treatment is necessary, any residue from the previous
treatment should be considered as contamination and must be removed
with a hot mixed fluid followed by a new anti-ice treatment if needed.

This activity can be performed as a hot ‘one step’ (limited amount of de-
icing required) or a ‘two step’ (large amounts of contamination must be
removed) procedure. An Engineering inspection for fluid residues is not
required under these circumstances.

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6 OPERATIONAL GUIDELINES/PROCEDURES
The following chapter should be read in conjunction with OM A, OM B-P, FCOM Vol 1,
SP16 Cold Weather Operations and QRH Performance Inflight.

6.1 PRE-FLIGHT PLANNING/BRIEFING/PERFORMANCE

6.1.1 CREW AWARENESS

During the preflight briefing the Commander must inform all Cabin Crew members of
the planned/expected freezing conditions at departure/destination, de-icing activity and
the threats associated with operation in freezing conditions.

It is especially important to stress that any contamination on the aircraft that is

observed by a crew member or passenger must be reported to the Commander. If CSFF
relief is being applied, the Captain shall inform the CSS before departure.

Other relevant winter operations issues such as fumes/smoke in the cabin caused by
ingesting de-ice fluids or runway de-ice fluids should be addressed.

6.1.2 TAKEOFF

Establish the current RWY state from SNOWTAM, ATIS or ATC. Use the Runway Surface
Condition - Performance Assessment Guidance Table for the EFB OPT calculation. EFB
OPT is required for takeoff performance calculations on contaminated or slippery
runways.

For takeoff calculations with multiple contaminants the most limiting contamination
should be used and not the lowest RWYCC.

Definition:
A runway is considered to be contaminated when more than 25% of at least one-third of
the runway is covered by one or more of the following: Compacted Snow, Dry Snow,
Frost, Ice, Slush (>3mm) or Standing Water (>3mm), Wet Ice, Wet Snow

Takeoff in slush/wet snow and standing water depth greater than 13mm or Dry snow
with a depth greater than 100mm is not allowed due to possible airplane damage from
impingement on the airplane structure and increased drag to the wheels. The use of
assumed temperature method for reduced thrust is not allowed on contaminated
runways or if the aircraft has been de/anti-iced. Assumed temperature may be used on

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a RWY that’s been reported as RWYCC 5 or better.

NOTE: Takeoff is prohibited in the following conditions:

the RWYCC is reported as 1 or 0,
or where SLUSH/STANDING WATER/WET SNOW depth is greater than
13mm or where DRY SNOW depth is greater than 100mm

NOTE: A takeoff alternate may be required due to the RWY conditions.

6.1.3 LANDING

The EFB OPT Landing Dispatch or FCOM Performance Dispatch tables shall be used prior
to dispatch (planning stage) to satisfy the AIR OPS requirement and to determine the
maximum weight at which the airplane can land at the destination or alternate and en-
route alternate airports within available landing distance in expected conditions.

NOTE: It is prohibited to land on a Runway where:

the RWYCC is reported as 1 or 0, or
where SLUSH/STANDING WATER/WET SNOW depth is greater than
13mm or where DRY SNOW depth is greater than 100mm

At the planning stage, if an airport’s condition due to snow etc. does not meet the
landing requirements, but with snow clearing operations expected to provide sufficient
landing distance available at ETA, crews can dispatch provided 2 suitable alternate
airports are available with LDR≤LDA.

Normally airfields commence runway clearing to coincide with the arrival of our flights
so as to provide the best possible surface and friction levels for landing. It is reasonable
to assume during pre-flight planning that moderate levels of snowfall at the destination
will be within the capabilities of the snow clearing team.

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6.1.4 SNOWTAM

A SNOWTAM is a separate message describing the conditions of the runways, taxiways

and aprons at an aerodrome. (Lidobrief/NOTAM/SNOWTAM)

SNOWTAM:

SWES0153 ESAA 02170435

SNOWTAM 0153
ESAA
02170435 08 5/5/5 100/100/100 NR/NR/04 WET/WET/SLUSH

RWY 01L CHEMICALLY TREATED.

During the winter season a SNOWTAM will be issued each day and at many airports. A
SNOWTAM is valid for 8 hours, but there are rules stating that a new SNOWTAM shall be
issued sooner if significant changes occur. New SNOWTAM shall be issued whenever a
new runway condition report (RCR) is received from the aerodrome operator.
Each aerodrome has its own SNOWTAM series and The SNOWTAM serial number resets
at the beginning of each calendar year (begins with SNOWTAM 0001 on January 1 at
0000 UTC The SNOWTAM consist of different fields, each with its own letter and the
information is almost entirely given in code.

6.1.5 SNOWTAM EXAMPLE

Below is an example of a SNOWTAM.

E.g. Arlanda, 17th FEB, 0435 UTC

SWES0153 ESSA 02170435

(SNOWTAM 0153
ESSA
02170435 08 5/5/5 100/100/100 NR/NR/04 WET/WET/SLUSH
02170415 01L 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH
02170400 01R 2/2/2 75/75/50 06/12/12 SLUSH/SLUSH/SLUSH 40

RWY 08 REDUCED TO 2200. DRIFTING SNOW. RWY 01L LOOSE SAND. RWY 01L
CHEMICALLY TREATED. RWY 08 SNOW BANK L12 FM CL. TWY U SNOW BANK. RWY 01R
ADJ SNOW BANKS. TWY W POOR. APRON J POOR.)

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SECTION 1: AEROPLANE PERFORMANCE CALCULATION SECTION

Item A — ESSA AERODROME LOCATION INDICATOR

Item B — 02170400 DATE/TIME OF OBSERVATION (month-day-hour-minute UTC)

Item C — 01R RUNWAY DESIGNATORS

A SNOWTAM will always tell you the conditions of a runway seen from the end with the
lower designator, for example if the runway orientation is 03/21, then the conditions for
RWY 03 will be in the SNOWTAM.

Item D — 2/2/2 RUNWAY CONDITION CODE FOR EACH RUNWAY THIRD.

Item E — 75/75/50 PERCENT COVERAGE FOR EACH RUNWAY THIRD

NR (less than 10% or DRY)

25 (10-25 %)
50 (26-50 %)
75 (51-75 %)
100 (76-100 %)

Item F — 06/12/12 DEPTH OF LOOSE CONTAMINANT FOR EACH RUNWAY THIRD

Depth should be reported in 2 or 3 digits (i.e. 05 for 5mm, 115 for 115mm, etc.) and the
units of measurement (mm) is not reported/inserted.

This information is only provided for the following contamination types:

— standing water, values to be reported 04, then assessed value;
— slush, values to be reported 03, then assessed value;
— wet snow, values to be reported 03, then assessed value; and
— dry snow, values to be reported 03, then assessed value.
When the conditions are not reported, this will be signified by the insertion of “NR” for
the appropriate runway third(s).
NR also includes the situations when the depth of the contaminant is less than the
minimum values to be reported (as indicated above) or that part of runway is dry, etc.

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Item G — SLUSH/SLUSH/SLUSH CONDITION DESCRIPTION FOR EACH RUNWAY THIRD

COMPACTED SNOW
SPECIALLY PREPARED WINTER RUNWAY
DRY SNOW
DRY SNOW ON TOP OF COMPACTED SNOW
DRY SNOW ON TOP OF ICE
FROST
ICE
SLUSH
STANDING WATER
WATER ON TOP OF COMPACTED SNOW
WET
SLIPPERY WET
WET ICE
WET SNOW
WET SNOW ON TOP OF COMPACTED SNOW
WET SNOW ON TOP OF ICE
DRY (only reported when there is no contaminant)

Item H — 40 WIDTH OF RWY TO WHICH THE RWY CONDITION CODES APPLY

Insert the width in meters if it is less than the published runway width.

SECTION 2: SITUATIONAL AWARENESS SECTION

Elements in the situational awareness section end with a full stop.

Elements in the situational awareness section for which no information exists, or where
the conditional circumstances for publication are not fulfilled, are left out completely.
The situational awareness section shall be separated from the aeroplane performance
calculation section by an empty line.

Item I — RWY 08 REDUCED TO 2200. REDUCED RUNWAY LENGTH

This information is conditional when a NOTAM has been published with a new set of
declared distances, i.e. when the runway length is reduced, this item should be included
in the SNOWTAM and a NOTAM should also be issued with the new available declared
distances (TORA, TODA, ASDA and LDA).

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Item J — DRIFTING SNOW. DRIFTING SNOW ON THE RUNWAY

Drifting snow in the SNOWTAM format refers to the airport (the whole movement area),
not a specific runway. However, for large airports with several runways where drifting
snow could exist in one or some runways (not all), item J) might be reported with
relevant runway designator, e.g. RWY 08 DRIFTING SNOW

Item K — RWY 01L LOOSE SAND. LOOSE SAND ON THE RUNWAY

Item L — RWY 01L CHEMICALLY TREATED. CHEMICAL TREATMENT ON THE RWY

Item M — RWY 08 SNOW BANK L12 FM CL. SNOW BANKS ON THE RUNWAY

When snow banks are present on the runway, insert the lower runway designator and
with a space “SNOW BANK” and with a space left “L” or right “R or both sides “LR”,
followed by the distance in metres from centre line separated by a space FM CL

Item N — TWY U SNOW BANK. SNOW BANKS ON A TAXIWAY

Item O — RWY 01R ADJ SNOW BANKS. SNOW BANKS ADJACENT TO THE RWY

When snow banks are present penetrating the height profile in the aerodrome snow
plan, insert the lower runway designator and “ADJ SNOW BANKS”

Item P — TWY W POOR. TAXIWAY CONDITIONS

When taxiway conditions are reported as poor, insert the taxiway designator followed
by a space “POOR”

Item R — APRON J POOR. APRON CONDITIONS

When apron conditions are reported as poor, insert the apron designator followed by a
space “POOR” Aprons are named differently in different aerodromes (e.g. Apron 1,
Cargo Apron, Apron Main, Apron XXX, Military Ramp, etc.). The Apron designator/name
in the SNOWTAM should be the one indicated in the Aerodrome Chart and/or AIP.

Item S — --- MEASURED FRICTION COEFFICIENT

States that follow EASA Regulations do not report measured friction coefficient.

Item T — --- PLAIN LANGUAGE REMARKS

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6.1.6 UPGRADED AND DOWNGRADED RWYCCs

A RWYCC can be upgraded or downgraded by the airport authorities and the qualified
personnel conducting the RWY Condition Assessment. In practise this means that a
RWYCC higher or lower than the equivalent RWY Condition Descriptor, as indicated by
the Runway Surface Condition – Performance Assessment Guidance Table, might be
reported in the RCR or SNOWTAM. When a RWYCC is upgraded or downgraded by the
Airport Authorities a note will be entered in the Situational Awareness section of the
RCR or SNOWTAM. “UPGRADED”/“DOWNGRADED”

Note that operation to a RWY covered in ICE may be possible if the Airport Authorities
has assessed the RWY friction and upgraded the RWYCC. When the RWYCC is upgraded
from 0 or 1 to a higher RWYCC (highest permissible is 3) the inspection frequency of the
RWY will be increased.

Example:
ESSA 11251041 08 3/3/3 100/100/100 NR/NR/NR ICE/ICE/ICE
RWY 08 LOOSE SAND. RWY 08 UPGRADED

ESSA 11251041 01L 2/2/2 100/100/100 04/05/04 WET SNOW/WET

SNOW/WET SNOW
RWY 01L DOWNGRADED

6.1.7 DISCOUNTING A RWYCC

Discounting a limiting RWYCC can enable operations to continue safely

A RWYCC can only be discounted if the applicable RWY third is removed from the OPT
calculations

Take-off:
o RWYCC for the first third may be discounted if suitable OPT intersection data is
available
o RWYCC for the last third may be discounted with OPT TORA reduced

Landing:
RWYCC for the last third may be discounted if LDA is reduced for the OPT LDTA
assessment, and a full stop can be assured in the first two thirds of the RWY

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6.2 PRE-FLIGHT PREPARATIONS /ON STAND

6.2.1 EXTERIOR INSPECTION

A thorough exterior inspection is required to establish the need for de-icing and if any
special arrangements are needed such as fan blade de-icing, landing gear, flap
inspection or removal of snow or ice from the APU air inlets etc.

Contamination on the landing gear or the airframe in general is an indication of possible

contamination on flaps/flap fairings and the flaps should be inspected for contamination

6.2.2 PREFLIGHT PROCEDURE

In freezing conditions the PROBE heat should be switched on during the preflight
procedure to prevent slush/water from re-freezing in/on the probes.

CAUTION: Verify that pitot probe covers are removed before switching on the
PROBE heat.

Obtain RWY state information and the latest weather in order to co-ordinated the de-
icing and prepare performance calculations etc. X-wind limits may sometimes be more
restrictive than RTOW limits, especially if the cleared width is reduced.

CAUTION: If the Runway has been chemically treated and anti-ice is needed it is
recommended that 2 step de/anti-icing procedures is used to remove any
runway de-icing fluids that may have accumulated on the wings during
the preceding landing roll.

Clear communication with de-icing staff and handling agent is essential to minimise
delays and to optimise the Holdover Time available.

6.2.3 ENGINE START (Cold soak) Temp < 0°C

The Aircraft is considered cold soaked when airframe or engine oil temperature is less
than 0°C

RYR-77(AS) Revised Engine Start Considerations:

For the first start of the day, at airport elevations at or above 2,000 feet MSL, if the
temperature is below 5°C / 41°F, consider placing the Ignition select switch to BOTH

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before starting the engines. This may increase the likelihood of a successful engine start
on the first attempt.

SP 16 provides procedures and guidelines for engine start during Cold Weather
Operation. Certain restrictions apply when OAT is <-35°C Expect normal operation and
indications with OAT ≥ -20°C.

Communication radios, speakers and headsets may be affected by cold temperatures

and the sound could be distorted until the temperature is raised in the flightdeck.

6.2.4 BEFORE TAXI PROCEDURE

In freezing conditions:

Do the BEFORE TAXI CHECKLIST-FREEZING CONDITIONS

(P.F - Accomplishes procedure F/O - Completes the Checklist)

1. GENERATORS ............................................................................................... ON
Normally the IDG’s will stabilize within one minute, although due to cold oil, up
to five minutes may be needed to produce steady power

2. APU............................................................................................................____

3. ENGINE START SWITCHES......................................................................... CONT

4. PROBE HEAT ................................................................................................ ON

5. ENGINE ANTI-ICE .......................................................................................... ON

Use wing anti-ice unless TYPE II or TYPE IV fluid is used or if a NO ENGINE BLEED
T/O is planned

6. WING ANTI-ICE.......................................................................................... ____.

7. AIR COND ................................................................... PACKS AUTO, BLEEDS ON

8. ISOLATION VALVE .................................................................................... AUTO

If flaps are contaminated with large deposits of ice or snow, delay cycling flaps
until after (remote) de-icing

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9. APU BLEED .................................................................................................. OFF

10. FLAPS ............................................................................................................ UP⃰⃰

Move the flaps from Flaps UP to Flaps 40 back to Flaps UP (i.e. full travel) to
ensure freedom of movement.

If flaps are contaminated with large deposits of ice or snow delay cycling flaps
until after de-icing

Check only required for full travel when aircraft has been exposed to freezing
precipitation (snow, slush, ice, FZDZ, FZRA or rain on a cold soaked airframe)
following a prolonged stop(>45min)*

This does not apply to CSFF, FZFG.

1st wave departures; was the aircraft exposed to freezing precipitation over
night? If in doubt, cycle the flaps.

CAUTION: The flap position indicator and the leading edge devices annunciator
panel should be closely observed for positive movement. If the flaps
should stop, the flap lever should be placed immediately in the same
position as indicated

11. STAB TRIM .......................................................................... ____REQ’D____SET

12. ENGINE START LEVERS .................................................................. IDLE DETENT

If wings are contaminated with large deposits of ice or snow consider delaying
the flight control check until after de-icing

13. FLIGHT CONTROLS ................................................................ CHECK/DEFERRED

An increase in control forces can be expected at low temperatures. If any flight
control is suspected of binding or restricting movement, contact maintenance

14. RECALL ................................................................................................ CHECKED

Taxi to the holding point or remote de-ice area as applicable

CAUTION: If takeoff flap selection has been delayed the F/O shall clip the Winter
Ops Checklist to the decal checklist on the control column as a reminder
that the aircraft is not configured for takeoff

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NOTE: Delay the CONFIG check until at the holding point conducting the Before
Takeoff Checklist.

*The 45 minutes prolonged stop is an approximate and not absolute limit for the time
elapsed with the flaps stationary (retraction after landing until extension for takeoff).
Assess if cycling the flaps is necessary based on intensity and temperature of the wet
freezing precipitation and the time lapsed for it to re-freeze and jam/damage the flaps.

6.2.5 ENGINE AND WING ANTI-ICE OPERATION ON THE GROUND

ENGINE Anti-ice:

If icing conditions are present, engine anti-ice must be turned ON during the Before Taxi
Procedure. Engine anti-ice must be ON during all ground and flight operations when
icing conditions exist or are anticipated.

CAUTION: Do not rely on airframe visual cues to activate engine anti- ice.
Ice can have formed on some parts of an engine even when no ice is
visible on the airframe, or even on the front of the engine intake.

Delaying the use of engine anti-ice until ice build-up is visible from the
cockpit may result in ice breaking loose and ingested into the engines
with severe engine damage and/ or flame out as an result.

Do not operate engine anti-ice or wing anti-ice when the Total Air Temperature (TAT) or
OAT is above 10oC.

NOTE: If the COWL VALVE lights remain illuminated bright/amber with engines
at IDLE, do the following:
verify APU BLEED air switch is in the OFF position,
verify ISOLATION VALVE switch is in the AUTO position,
check that the area around the airplane is clear, and
increase thrust slightly (up to a maximum of 30% N1).

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WING Anti-ice

The criteria for ground use of the wing anti-ice system are the same as for ground use of
engine anti-ice. Ground use is intended to prevent the formation of frost and or ice
accumulation on the leading edge slats during the time interval between engine start
and takeoff

WING Anti-ice should be ON when the aircraft has been treated with Type I fluid and
icing conditions exist or are anticipated.

The WING Anti-ice should be OFF if the aircraft has been, or will be treated with Type
II, III or IV fluids and icing conditions exists or are anticipated.

The heat of the WING Anti-ice degrades the II, III or IV fluids, therefore the Wing Anti-Ice
should be off

CAUTION: Special procedures for use of WING Anti-ice is needed in case of a NO

ENGINE BLEED takeoff. See NORMAL CHECKLIST – NO ENGINE BLEED
takeoff for instructions.

NOTE: The wing anti-ice system provides protection for the three inboard
leading edge slats (2,3,4, & 5,6,7 on o/head panel schematic). The wing
anti-ice system does not include the leading edge flaps or the outboard
leading edge slats, (1 & 8 in o/head panel schematic)

Ground use of the wing anti-ice system is intended to complement, and

not replace, ground de-icing/ anti-icing and inspection procedures.
- 737NG
Check both VALVE OPEN lights to illuminate bright, and then dim. On the ground the
wing anti-ice VALVE OPEN lights may cycle bright/dim due to control valves cycling
closed/ open in response to thrust setting and duct temperature logic.

The wing anti-ice switch shall remain ON for takeoff. When either thrust lever is above
the takeoff configuration warning setting the wing anti-ice VALVE OPEN lights illuminate
bright. At lift-off the switch trips to OFF.

- 737-8200:
Check both VALVE lights illuminate amber when valve is in transit. On the ground
the wing anti-ice VALVE lights may illuminate due to control valves cycling closed/
open in response to thrust setting and duct temperature logic. Extended
illumination of the VALVE light will generate a Master Caution alert.

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The wing anti-ice switch shall remain ON for takeoff. When either thrust lever is
above the takeoff configuration warning setting the wing anti-ice VALVE lights
illuminate amber. At lift-off the switch trips to OFF.

6.3 TAXI

6.3.1 TAXI PROCEDURES AND CONSIDERATIONS

More than normal break-away thrust may be required if tyres have frozen to the
ground.

Delay the CONFIG check until at the holding point if flaps are kept UP

CAUTION: When operating the engines over significant amounts of standing de-
icing or anti-icing fluid, limit thrust to the minimum required. Excessive
ingestion of de-icing or anti-icing fluid can cause the fluid to build up on
the engine compressor blades resulting in compressor stalls and engine
surges.

Maintain a greater distance than normal between aircraft when taxiing on ice or snow-
covered areas in order to avoid snow and slush blown by other aircraft onto your
aircraft.

Taxiing in adverse weather conditions require more awareness of surface conditions.

When taxiing on a slippery surface at reduced speeds, careful use of differential engine
thrust may assist in maintaining aircraft momentum through a turn. Differential braking
may be more effective than nose wheel steering on very slippery surfaces.

Exercise caution when taxiing on ice-covered taxiways or runways as excessive speed or

high crosswinds may start a skid. Make all turns at greatly reduced speed.

NOTE: The maximum recommended taxi speed on a slippery or contaminated

surface/RWYCC 3 is 5kts.

Taxi on straight lines with greatly reduced speed consistent with the friction. Reduce
speed to the recommended speed much earlier than normal. Ensure that the
recommended speed is achieved before initiating the turn, consider bringing the aircraft
to a full stop to assess the surface friction and then continue taxi into the turn.

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WARNING: On very slippery surfaces, e.g. icy aprons with melting ice, even 5 knots
might be too fast.

Reverse thrust may be the only effective braking available.

Be prepared to use it.

CAUTION: The RAAS caution FLAPS, FLAPS (NG Only) will be triggered if entering the
RWY with the flaps retracted. Acknowledge the caution, ensure the
winter ops checklist is clipped to the F/O decal checklist on the control
column as a reminder that the aircraft is not configured for takeoff. This
is a correct caution issued by RAAS and no report is required.

6.3.2 AT THE HOLDING POINT/AFTER BACKTRACK COMPLETED

(F/O - Read Challenge & Response CPT - Action & repeat Response)

When at the holding point or after backtrack with no delay expected for takeoff
complete the checklist below:

1. FLAPS ........................................................... ____REQ’D___SEL’D GREEN LIGHT

2. PARKING BRAKE........................................................................................ RELEASE

3. CONFIG ...................................................................................................... CHECK

4. PARKING BRAKE ...................................................................................AS NEEDED

5. BEFORE TAKE OFF CHECKLIST ........................................................... ACCOMPLISH

A static engine run-up may be required prior to takeoff. See 6.4.1

6.3.3 HEAVY SNOW OPERATIONS

No holdover times (HOT) exist for heavy snow conditions in the current HOT tables.
Review of existing data from past testing has indicated takeoffs may be safely conducted
with proper checks to determine that the fluid has not failed.

The snowfall intensity table in the EFB/Docunet will provide guidance for assessing the
snowfall intensity.

The following conditions apply:

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o The aircraft must be anti-iced with undiluted(100%) Type II or IV fluid.

o The aircraft critical surfaces must be free of contaminants, or the aircraft must
be properly deiced before the application of the anti-icing fluid.

o A pre-takeoff contamination check from outside of the aircraft of the critical

surfaces must be completed within 5 minutes of takeoff.

o If the continued effectiveness of the fluid is not assured, takeoff is not

authorized. The aircraft must be completely deiced, and if precipitation is still
present, anti-iced again before a subsequent takeoff

6.3.4 PREVENTIVE FAN ICE ENGINE RUN-UP / FAN ICE REMOVAL PROCEDURE ON THE
GROUND

Ice accumulation of the engine inlet, spinner, fan blades and stationary vanes must be
managed and removed.

Heavy precipitation, dense freezing fog or blowing snow can all result in engine inlet,
compressor core or fan contamination and/or icing. This contamination can occur prior
to engine start or during arrival and departure taxi operations with engines running.

See paragraph 1.4.1 for guidance regarding Ground Accumulated Fan blade Ice and
Operational Fan blade Ice prior to engine start.

Should engine core or fan ice be suspected after engines are started, the fan ice removal
procedure must be carried out during taxi out and prior to takeoff.

The application of SP 16 Taxi-Out procedure should be based on the following CFM

guidance and conditions:

In Freezing conditions and with conditions likely to cause fan blade or engine core
icing during taxi, such as FZFG, +SN, FZRA and BLSN:

- 737NG
Engines running for an accumulated total time < 30minutes:

o if engines were de-iced before taxi-out: no special procedure

required during taxi

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o if engines were not de-iced before taxi-out, or if significant engine

vibration is observed: perform a 30 seconds run-up to 70%

Engines running for an accumulated total time > 30minutes, perform a 30

seconds run-up to 70%

- 737-8200:
Increase thrust to 50% then decrease to idle. Repeat as necessary or at
intervals no greater than 60min

NOTE: If the run-up is conducted within 5 minutes of takeoff it will suffice for
the static run-up prior to takeoff requirement in paragraph 6.4.1

High engine vibration can be expected during the engine run-up due to asymmetric
shedding and before all the ice has been removed. Vibration levels should return to
normal before a takeoff is initiated.

NOTE: Fan blade ice build-up is cumulative. If the fan spinner and fan blades
were not de-iced prior to taxi out, the time the engines were operating
during the taxi in should be included in the 30/60 minute interval.

WARNING: If OFI was detected and not removed by Hot Air or approved De-ice Fluid
prior to engine start, the fan ice removal procedure is required prior to
takeoff.

The procedure below will increase situational awareness and prevent the aircraft from
moving accidentally.

o Release parking brake and apply foot brakes firmly

o Ensure that the area behind the airplane is clear.

o LHS pilot sets the thrust manually and looks outside

o RHS pilot starts timing, 30 seconds (only applicable to 737-NG),

o LHS pilot will immediately close the thrust levers at any sign of a/c movement

If airport surface conditions and/or or other aircraft in the vicinity do not permit the engine
thrust level to be increased to 70/50% N1, then set a thrust and timing consistent to the
conditions.

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For example:

• Operating on a taxiway or runway where there are puddles of de-icing or anti-

icing fluid.
• Operating on slippery or contaminated surfaces.

In many cases it may be appropriate to line up when so cleared, and to perform the engine
run-up on the runway in conjunction with the takeoff.

CAUTION: RWY de-ice agents may cause brief odor in the cabin or cockpit. The odor
quickly clears on takeoff, inform the Cabin Crew prior to dispatch.

NOTE: When operating in conditions of freezing rain, freezing drizzle, freezing

fog or heavy snow, run-ups to a minimum of 70% N1 for approximately 1
second duration at intervals no greater than 10 minutes enhances ice
shedding and keeps the engines free of barrel icing and runback ice
downstream of the heated engine cowl intakes. (procedure not
applicable to 737-8200)

6.4 TAKEOFF

Slush and standing water may cause a deterioration of high-speed acceleration during
the takeoff roll. In addition, it is possible to sustain damage on the lower fuselage and
wing area from the slush thrown up from the wheels.

LIMITATION: The use of assumed temperature thrust method is prohibited when

operating on runways contaminated with snow, slush, standing water
or ice.

737-8200:
Before setting takeoff thrust, ensure engine oil temperature is at or above 31°C. The
table below provides the approximate time needed for a cold soaked engine to reach
an oil temperature of 31°C with engines operating at idle thrust.

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6.4.1 STATIC RUN-UP PRIOR TO TAKEOFF

The requirement for a static run-up prior to takeoff must be coordinated with ATC,
especially at High Intensity Runway Operations Airports, and communicated in advance
of accepting a line-up clearance to ensure arriving traffic is not affected.

In heavy snow, wet snow or freezing fog conditions a “full” run-up may be required
while in less severe or more stable winter conditions it is likely that a “short” run-up will
be sufficient.

On many occasions the static run-up prior to takeoff will also cover the requirements for
preventive/fan blade ice removal procedures on ground in paragraph 6.3.4 above.

When cleared for takeoff hold aircraft on foot brakes during engine run-up.

737NG:
Run-up to a minimum of 70% N1 and confirm stable engine operation before the start of
the takeoff roll. Boeing SP.16.10 states “a 30-second run-up is highly recommended
wherever possible”. However, no minimum time is stated and the takeoff roll may begin
once stable operation is confirmed.

The lower display unit should remain de-selected when initiating the static engine run-
up. Any secondary engine parameter that exceeds normal operating range during the
static runup will cause the secondary engine indications to display.

Note: Engine vibration may indicate above the normal operating range up to the
maximum display value during ice shedding, however, this will have no
adverse effect on the engine.

Prior to confirming “STABILISED”, crew should verify the absence of secondary engine
indication exceedances (no red, amber or white reverse video; e.g., lower display unit
remains blank).

If stable engine operation cannot be achieved after a full 30-second run-up at 70%:
o Gradually reduce thrust to idle
o Wait 15 seconds for engines to stabilise
o Repeat the static engine run-up procedure
If stable engine operation cannot be achieved after another 30-second run-up, do not
takeoff.

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737-8200:
Within 5 minutes of or in conjunction with the takeoff:
o Check that the area behind the airplane is clear.
o Run-up to a minimum of 50% N1 for a minimum of 5 seconds.
o Confirm stable engine operation prior to the final advance to takeoff thrust.

The secondary engine indications should remain de-selected when initiating the static
engine run-up. Any secondary engine parameter that exceeds normal operating range
during the static runup will cause the secondary engine indications to display.

Note: Engine vibration may indicate above the normal operating range up to the
maximum display value during ice shedding, however, this will have no
adverse effect on the engine.

If stable engine operation cannot be achieved after a full 5-second run-up at 50%:
o Gradually reduce thrust to idle
o Wait 15 seconds for engines to stabilise
o Repeat the static engine run-up procedure

Prior to confirming “STABILISED”, crew should verify the absence of secondary engine
indication exceedances (no red, amber or white reverse video; e.g., secondary engine
parameters remain blanked).

If stable engine operation cannot be achieved after another 5-second run-up, do not
takeoff.

o P.F: “Timing”
o P.F: Thrust levers advance to 40% N1
o Observe symmetric thrust P.M: “40% Stabilised”
o Thrust levers advance to 70% N1(no time specified)/ 50% N1(5 sec)
o Observe no excessive vibration and ENG readings (no red, amber or white
reverse video; e.g., secondary engine parameters remain blanked)
P.M: “Stabilised, no engine vibration”
o Smoothly release the brakes
o Push TOGA

Be alert for aircraft movement during static run-up on an icy or wet runway since the
locked brakes may be inadequate as thrust is increased. If the aircraft starts to slide on
ice or snow during the static run-up on the runway, release the brakes and begin the
takeoff roll.

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NOTE: If runway conditions are sufficient for a static run-up, conduct the run-up
when you are stopped in the takeoff position waiting for takeoff clearance.
If runway conditions are not sufficient for a static run-up, advise ATC prior to
accepting lineup clearance that you need to conduct a run-up only after
accepting takeoff clearance.

6.4.2 CONSIDERATIONS FOR TAKEOFF WITH DE-ICING AND COMPRESSOR WASH

There have been events on the line where de-ice fluid has been ingested in the air-
conditioning system resulting in dense smoke entering the cabin and/or the flight deck.
The risk increases when the fuselage is de-iced and a NO-ENGINE BLEED takeoff is
completed since de-ice fluid on the fuselage is flowing backwards during the takeoff roll
and may enter the APU air inlet.

To mitigate the risk of dense smoke filling the cabin and/or flightdeck while maintaining
the best passenger comfort by avoiding the harmless odour associated with a
compressor wash the following alternatives should be considered by the flight crew in
their decision making and included in the pre-flight briefing with the Cabin Crew:

• First flight after a compressor wash as indicated on the Aircraft Status tab in the
EFL
• No de-icing required = NO ENGINE BLEED TAKEOFF
• De-icing of wing, stab, fin = NO ENGINE BLEED TAKEOFF, brief cabin crew of
possible short term fume/smoke in cabin
• De-icing of fuselage = ENGINE BLEED ON TAKEOFF, brief cabin crew on expected
smell/odour caused by the compressor wash.

6.4.3 TAKEOFF ROLL

The takeoff begins with slow symmetrical thrust application. Always keep one hand on
the thrust levers during engine acceleration. Obtain stable and equal N1 indication
before you push the "TOGA" switch. This is particularly important on contaminated
runways.

Crosswind control capability during the initial takeoff roll on slippery runways may be
reduced, particularly for light weight & aft C/G configurations. Light forward pressure on
the control wheel until 80 knots when the rudder becomes effective will increase nose
wheel steering effectiveness and lateral directional control.

Engine failure at low speeds will require up to full rudder input, aggressive reduction of

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thrust on the operating engine and differential braking to maintain lateral control.

6.5 CLIMB

When operating in areas of possible icing, activate engine anti–ice before entering icing
conditions. Be aware of the necessity to temperature correct MSA, SID stop altitudes at
or below corrected MSA, and MEA when the OAT is 0°C and colder at the departure
aerodrome.

NOTE: SID stop altitudes at or below the corrected MSA shall be corrected when
the surface OAT is 0°C and colder, ATC shall be informed before flying the
corrected altitude.

6.5.1 ENGINE ANTI-ICE OPERATION IN FLIGHT

Ensure that engine anti-ice is ON, if icing conditions exist or are anticipated, except
during climb and cruise with SAT below -40°C.

NOTE: Do not rely on airframe visual icing cues to activate engine anti-ice. Use
the temperature and visual moisture criteria as specified.

NOTE: If the COWL VALVE lights remain illuminated bright/amber with engines
at IDLE, do the following:
verify APU BLEED air switch is in the OFF position,
verify ISOLATION VALVE switch is in the AUTO position,
check that the area around the airplane is clear, and
increase thrust slightly (up to a maximum of 30% N1).

6.5.2 WING ANTI-ICE OPERATION IN FLIGHT

In icing conditions you may use ice accumulation on the cockpit window frames,
windshield centre post, or on the windshield wiper arm, along with visually checking the
wing as an indication of structural icing conditions and the need to activate wing anti-
ice.

Following a No Engine Bleed Takeoff, wing anti ice must not be used until the After
Takeoff checklist is complete and the air conditioning/pressurisation system has been
configured for normal use.

There are two methods recommended for operating the wing anti-ice system in flight.
The primary method is to use it as a de-icer by allowing ice to accumulate before

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activating the wing anti-ice. The second method is to use wing anti-ice prior to ice
accumulation.

Operate the wing anti-ice system as an anti-icer ONLY during extended operations into
moderate or severe conditions, such as holding. Holding in icing conditions with flaps
extended is prohibited.

The use of wing anti-ice above approximately FL350 may cause a BLEED trip off and
possible loss of cabin pressure

Wing Anti Ice is normally not required when the SAT is - 40°C or below.

6.6 CRUISE

Because of the more complex operation during approach and landing this low workload
phase should be used to prepare and plan ahead. Determine the lowest acceptable
RWYCC for landing, temp corrections, preliminary RTOW limit for the next flight etc.

The assessment should be initially carried out when the weather report and the RCR are
obtained, usually around top of descent. If the planned duration of the flight does not
allow the flight crew to carry out the assessment in non-critical phases of flight, the
assessment should be carried out before departure.

When meteorological conditions may lead to a degradation of the runway surface

condition, the assessment should include consideration of how much deterioration in
runway surface friction characteristics may be tolerated, so that a quick decision can be
made prior to landing.

The flight crew should monitor the evolution of the actual conditions during the
approach, to ensure that they do not degrade below the condition that was previously
determined to be the minimum acceptable.

6.6.1 FUEL TANK TEMPERATURE

The types of fuel available for use have a wide range of freeze point temperatures,
generally between -38°C and -58°C. Be aware of the limitation on tank fuel temperature
of FREEZE POINT plus 3°C or -43°C whichever is warmer. If the fuel temperature
approaches this limit, descend to a lower altitude.

WARNING: JET-A1 has a FREEZE POINT of -47°C.

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6.6.2 DEFINITION OF ICING INTENSITY

The icing intensity depends on several factors, such as catch factor, airspeed [BCN1]and
droplet function over time. ICAO has given the following definitions of the notations
"light", "moderate" and "severe" icing for use in aircraft observation and reports,

Light icing: No change of heading or altitude necessary.

Moderate icing: Change of heading and/or altitude may be considered
desirable.
Severe icing: Immediate change of heading and/or altitude is considered
essential.

Severe icing is very unusual. You might encounter it over mountainous terrain, due to
increased turbulence and orographic lift, and in developing cumulus-type clouds with large
water content. Freezing rain may also lead to severe icing.

Note that the notations “light”, “moderate” & “severe” are relative to the aircraft type
& its de/anti-icing equipment capabilities. When receiving such reports by ATC, pay
attention to the type of reporting aircraft.

6.6.3 INFLIGHT FAN ICE REMOVAL PROCEDURE

CAUTION: Avoid prolonged operation in moderate to severe icing conditions.

Prolonged operation in moderate to severe icing conditions can lead to fan

blade/spinner icing and engine vibration. Severe icing can usually be avoided by a
change in altitude and/or airspeed. If flight in moderate to severe icing conditions
cannot be avoided, do the following on both engines, one engine at a time:

NOTE: Engine vibration may reduce to a low level before 80% N1 is reached,
however, thrust increase must continue to a minimum of 80% N1 to
remove ice from the fan blades.

NOTE: Engine vibration may indicate full scale prior to shedding ice, however
this has no adverse effect on the engine.

1. ENGINE START switches (both).............................................................................. FLT

2. AUTOTHROTTLE (if engaged) ................................................................... DISENGAGE

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3. THRUST ......................................................................................................... Increase

Increase thrust to a minimum of 80% N1 for approximately 1 second to ensure the
fan blades and spinner are clear of ice.

4. THRUST ........................................................... Reduce as needed for flight conditions

Wait 15 seconds. This allows engine vibration level to stabilize.

If engine vibration is less than 4.0 units after thrust is reduced, repeat the above
steps at approximately 15 minute intervals or sooner as needed.

6. AUTOTHROTTLE (if needed) ......................................................................... ENGAGE

If engine vibration is 4.0 units or greater after thrust is reduced, do the Engine High
Vibration non-normal checklist.

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6.6.4 ENGINE OPS DURING MODERATE TO HEAVY PRECIPITATION

Select Start Switches to continuous.

DO NOT make rapid thrust changes in extremely heavy precipitation unless excessive air
speed variations occur. If thrust changes are necessary, move the thrust levers slowly.
Avoid changing thrust until engines have stabilized at a selected setting.

6.6.5 ENGINE THRUST LOSS IN ICE CRYSTAL CONDITIONS

At temperatures below freezing near convective weather, the airplane can encounter
visible moisture made up of high concentrations of small ice crystals. Ice crystals can
accumulate aft of the engine fan in the engine core. Ice shedding can cause engine
vibration, engine power loss and engine damage. CFM56-7 engines have experienced
several power loss events resulting from ice accumulation in the engine.

Many events are short lived due to the limited size of individual storm cells. However,
the highest risk area is that of a mesoscale system, which is a collection of
thunderstorms which have become organized and are not separated with no clear areas
between cells. This means that there is a greater potential to fly through high altitude
ice crystal icing conditions for a longer duration increasing the risks to the engines.

During these events crews reported some of the following conditions:

o Speckled green on weather radar
o Rain on the windscreen
o Small collection of ice particles on wiper post
o “Shhh” sound
o TAT near zero
o Humid cockpit
o Ozone smell
o St Elmos Fire
o Increased engine vibration (A recent Boeing 737 event showed engine vibration
increasing steadily to a maximum of 4.1 units)

Ice crystal icing is difficult to detect because ice crystals do not cause significant weather
radar returns. They are often found in high concentrations above and near regions of
heavy precipitation. Ice crystals do not stick to cold airplane surfaces.

Avoid ICI conditions. Flight in clouds containing high concentrations of ice crystals has
been associated with engine vibration, engine power loss and engine damage.

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Because these conditions can be difficult to recognize, careful preflight planning is a key
component of in–flight situational awareness. When ICI is encountered or suspected, do
the QRH Ice Crystal Icing NNC to mitigate the effect on the flight.

Recognizing Ice Crystal Icing

Ice crystals are most frequently found in areas of visible moisture and above altitudes
normally associated with icing conditions. Their presence can be indicated by one or
more of the following:

o appearance of rain on the windshield at temperatures too cold for liquid water
to exist. This is due to ice crystals melting on the heated windows (sounds
different than rain)
o Areas of light to moderate turbulence
o In IMC with:
No significant airframe icing and
no significant radar returns at airplane altitude and
heavy precipitation below the airplane, identified by amber and red radar
returns on the weather radar.
o cloud tops above typical cruise levels (above the tropopause).
o Smell of ozone or sulfur
o Humidity increase
o Static discharge around the windshield (St. Elmo’s fire)

Avoiding Ice Crystal Icing

During flight in IMC, avoid flying directly over significant amber or red radar returns,
even if there are no returns at airplane altitude.

Use the weather radar controls to assess weather radar reflectivity below the airplane
flight path. Refer to weather radar operating instructions for additional information.

Assessing the area below the aircraft flightpath is particularly important as the following
diagrams illustrate. The Figure below shows a cross section view of an organised tropical
storm system. It is important to note that if the weather radar was not tilted
downwards then there would be limited returns and the risk area above the red/amber
region could be entered.

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It is also important to understand the difference between convective systems. There are
essentially two categories, classic and non-classic and the majority of high altitude ice
crystal events have occurred in non-classic systems.

The classic system is what most would think of when considering a thunderstorm cell
(Figure below). It can be noted that this system is much easier to identify and therefore
avoid as basic use of the weather radar will indicate red/amber returns at the current
flight level and avoiding action will be taken. The area of greatest ice crystal content is
normally downwind of these systems and so avoiding action upwind is recommended.

The risk is increased significantly in the region of non-classic systems (Figure below)
which are identified by relatively weak updrafts or can be regions of decaying
convection or regions with high ice-water content aloft, typically found in the region of
weather fronts, where one air mass has been pushed above another. Another important
indicator of these systems is that positive ISA deviations can normally be noted. In a
recent study the majority of ice crystal events occurred in ISA +10c to ISA +20c air

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masses. Due to the weaker updrafts then larger particles are not carried aloft in the
same way as classic convection. However, updrafts are still strong enough to
comfortably lift ice particles and in the more significant cases, there can be more
equivalent moisture to lower levels but without the weather radar returns to reflect this
due to the small particle sizes of the ice crystals.

Areas with a higher risk of High Ice Water Content (HIWC) are identified by some
aviation weather vendors. In these areas, ICI should be suspected while operating in
IMC. Use of this type of HIWC information is recommended for strategic preflight
planning and in–flight adjustments in order to avoid potential ICI conditions.

Ice Crystal Icing Suspected

Exit the ice crystal icing conditions. Request a route change to minimize the time above
red and amber radar returns.

Do the Ice Crystal Icing Non-Normal Checklist

6.7 DESCEND, APPROACH AND LANDING

Cold weather brings with it the requirement for increased flight crew awareness during
descend, approach and landing. Engine icing often forms when least expected and may
occur when there is no evidence of icing on the windshield or other parts of the aircraft.
Once ice starts to form an appreciable accumulation can build rapidly.

Engine anti-ice MUST be ON prior to and during descent in all icing conditions, including
temperatures below -40°C SAT to prevent ice build-up. Late selection of engine anti-ice
may allow inlet ice build-up and ice shedding into the engine.

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An increase in engine vibration, during icing conditions with or without engine anti-ice,
may be due to fan blade/ spinner icing. Decreasing and/or increasing thrust can remove
this ice. If moderate to severe icing conditions are encountered during descent or
holding with thrust setting below 80% N1 accomplish periodical engine run-ups. (See SP
16 FAN ICE REMOVAL procedure)

Avoid prolonged flight in icing conditions with flaps extended.

6.7.1 COLD TEMPERATURE ALTITUDE CORRECTION

Cold Temperature Altitude Corrections shall be applied when the surface OAT is 0°C and
colder.

NOTE: SID/STAR stop altitudes at or below the corrected MSA shall be corrected
when the surface OAT is 0°C and colder, ATC shall be informed before
flying the corrected altitude.

Some Radar Minimum Altitude charts indicate that the cold temperature corrections are
included in the charted minimum altitudes. When the aircraft is being vectored by radar,
the radar controller is responsible for ensuring proper terrain clearance, including cold
weather/temperature compensation conditions. In these circumstances clearance and
descent to the cleared altitude below the MSA is authorized. If radar contact is lost the
aircraft should climb to the MSA (or corrected MSA) without further delay.

When the surface temperature is 0ºC or colder, appropriate Cold Temperature Altitude
Corrections shall be made to any published instrument approach procedure altitudes
when these are at or below the corrected MSA.

Temperature correction is automatically applied to OPT calculated MFRH. Normally,

1000ft is a minimum value for MFRH. Variations in MFRH with changing temperature
will only be evident when temperature corrected MFRH is greater than 1000ft. MFRH
will be increased with temperature below 15°C and reduced above 15°C but will not be
less than 1000’. Crew do not need to temperature correct OPT calculated MFRH.

For example: Actual MFRH (15°C): 720’. Cold temp corrected: 800’. Minimum
Acceleration Height: 1000’. OPT MFRH will be: 1000’ and is not temperature corrected.

When altitude corrections are applied to published instrument approach altitudes (final
approach fix crossing altitude, procedure turn, missed approach altitude for example),
pilots shall advise ATC the extent of the correction applied.

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If executing a NPA the FMC altitudes MUST be corrected when these are at or below
the corrected MSA.

If executing a APV the FMC altitudes MUST be corrected when these are at or below
the corrected MSA. Do not correct altitudes from the FAF to the MAPT. Observe the
procedure minimum temperature. If OAT is colder than the min temperature a APV
approach cannot be conducted. Consider using NPA procedures instead

NOTE: DA/MDA should be corrected when the OAT is 0ºC or colder for all types
of approaches and set on the PFD.

Values to be added by pilots to minimum published altitudes are provided in ‘Altimeter

– Cold Temperature Corrections’ table on the Winter OPS checklist.

When the surface temperature is 0ºC and colder, and the aircraft is cleared by ATC to an
altitude which the pilot-in command finds unacceptable due to low temperature then
he/she should request a higher altitude. Temperature values are from the nearest
reporting station (normally the departure/destination aerodrome).

Altimeter – Cold Temperature Corrections - feet

Aerodrome T Ht. above Altimeter Source Elev. (normally Destination Field Elev.)
Temp ºC
200 300 400 500 600 700 800 900 1000 1500 2000 3000

0 20 20 30 30 40 40 50 50 60 90 120 170
- 10 20 30 40 50 60 70 80 90 100 150 200 290
- 20 30 50 60 70 90 100 120 130 140 210 280 420
- 30 40 60 80 100 120 140 150 170 190 280 380 570
- 40 50 80 100 120 150 170 190 220 240 360 480 720

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Example:- Airport Elevation 1,000feet.

Reported Airport Temperature – 40 deg. Cent.
Fix Published Height Correction Indicated
Altitude above Altitude
Altimeter
Source
ProcTurn 4000 3000 720 4720
FAF 3000 2000 480 3480
MDA 1500 500 120 1620

6.7.2 LANDING PROCEDURES AND CONSIDERATIONS

The most important factors for making safe, successful landings during adverse weather
conditions are proper control of final approach speed, the touchdown and the roll out.

In-flight, to assess landing performance based on conditions actually existing at time of

arrival, crew shall use OPT LDG Enroute or QRH Performance Inflight Normal
Configuration Landing Distances.

Before commencing an approach to land, the commander shall:

a. Be satisfied that, according to the information available to him or her, the
weather at the aerodrome and the condition of the runway intended to be used
would not prevent a safe approach, landing or missed approach.
b. Carry out a Landing Distance at Time of Arrival (LDTA) assessment (enroute
landing distance calculation) based on the latest available meteorological or
runway state report. See OM A Ch 8

The position of the runway Aiming Point Markings are normally, as per ICAO Annex 14,
at 400m from THR. This differs from OPT/QRH air distance and should be taken into
account when defining In-flight landing distances.

CAUTION: Do not take a thrust reverser credit on a Non-DRY Rwy when crosswind
component is above 15kt (due to potential directional control problem
during landing roll on a slippery Rwy with crosswind, which may require
reduction of reverse thrust to reverse idle).

Identify the Runway Condition to be used for the OPT or QRH Landing performance
calculation by entering the Runway Surface Condition - Performance Assessment

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Guidance Table with the lowest reported RWYCC.

It is prohibited to land on a Runway where:

The RWYCC is reported as 1 or 0,
or where SLUSH/STANDING WATER/WET SNOW depth is greater than 13mm or
where DRY SNOW depth is greater than 100mm

The flight crew should monitor the evolution of the actual conditions during the
approach, to ensure that they do not degrade below the condition that was previously
determined to be the minimum acceptable.

Minimum cleared width is 30 meters, for takeoff and landing.

It is of the utmost importance to use the correct landing technique:

o Plan a F40 landing
o Cross the threshold at 50 ft
o VREF 40 touchdown speed
o Touchdown at the aiming point (ICAO 400m from threshold)
o Use AUTOBRAKE Max, and consider overriding by MAX manual braking
o Use Maximum engine reverse
o Be prepared to manually raise the speed brake if it does not extend
automatically.

Autobrake MAX deceleration is less than that produced by full manual braking. Normal
landing distance is based on MAX MANUAL braking, which means that Autobrake MAX
might not be sufficient to stop the aircraft on a performance limited runway.

Whenever RWY Performance Length Limited, it is strongly recommended to initially

select the Autobrake to MAX in order to have braking immediately and symmetrically
after touchdown. After touchdown, override the Autobrake and use MAX MANUAL
braking. If not RWY Performance Length Limited it is recommended to leave the
selected autobrake engaged until reaching a safe taxi speed.

The landing roll may be divided into 2 phases:

1. Deceleration and stopping from touchdown speed.

Maintain maximum braking effort until reaching taxi speed for

slippery/contaminated surfaces or even until a full stop. The aircraft must be
decelerated completely irrespective of the location of the RWY exit.

2. Taxi and vacate the RWY.

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Taxi with maximum 5kts on a slippery or a contaminated surface/RWYCC 3.

Consider bringing the aircraft to full stop before initiating the turn off the RWY to
assess the braking action. TWY’s often have lower priority for snow clearing than
the RWY and may have significantly lower braking action than the RWY.

WARNING: Do not attempt to turn off from a slippery runway until speed is reduced
to a minimum.

The end of the runway may be very slippery when wet due to heavy rubber and oil
deposits. Paint markings are usually slipperier than the runway surface.

AIREPs:
Whenever requested by ATC, or if the runway braking action encountered during the
landing roll is not as good as that reported in the Runway Condition Report (RCR),
the Commander must notify Air Traffic Services (ATS) by AIREP as soon as practicable
using the terms GOOD, GOOD TO MEDIUM, MEDIUM, MEDIUM TO POOR, POOR and
LESS THAN POOR.

AIREPs form part of the overall runway condition assessment and alert the Airport
Operator of degraded conditions that could have a negative impact on braking capability
and/or lateral control during the landing roll or rejected take-off operations. AIREPs can
trigger a new assessment or be directly taken into account in the Airport Operators
downgrade process (in accordance with the last two columns of the RCAM). A braking
action AIREP of 'Less than Poor' leads to a runway closure until the aerodrome operator
can improve the runway condition.

NOTE: An ASR should be submitted whenever the runway braking action

encountered during the landing roll is not as good as that reported in the
Runway Condition Report (RCR).

6.7.3 SPECIALLY PREPARED WINTER RUNWAY (SPWR)

A Specially prepared Winter Runway (SPWR) is a runway with a dry frozen surface of
compacted snow and/or ice which has been treated with sand or grit, or has been
mechanically or chemically treated to improve runway friction

Operations on sanded / gritted runways present unique operational considerations.

Engines can be easily damaged if use of thrust reverser is mismanaged.

In order to reduce the risk for FOD and engine damage when operating on a sanded or

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gritted RWY, and after stopping is assured, the thrust reverser should be modulated to
idle at speeds below 80kts and at 60kts the thrust reversers should be stowed.

At aerodromes approved for Specially Prepared Winter Runway (SPWR) operations, the
RWYCC of a runway that is contaminated with compacted snow or ice and has been
treated according to specific procedures, may be reported as a maximum of RWYCC 4
SPECIALLY PREPARED WINTER RUNWAY (SPWR).

The condition descriptor in the Runway Condition Report or SNOWTAM will be

SPECIALLY PREPARED WINTER RUNWAY with RWYCC 4. If the a SPWR is deemed to have
lower friction than the equivalent of RWYCC4 a note “DOWNGRADED” in the situational
awareness section will be inserted to clarify why the RWYCC is less than 4. The
information regarding SPWR status of a RWY is significant and enables operation to
compacted snow- and ice-covered runways that have improved surface friction due to
chemical or mechanical treatment.

ESSA 11251041 01L 4/4/4 100/100/100 NR/NR/NR SPECIALLY PREPARED

WINTER RUNWAY/ SPECIALLY PREPARED WINTER RUNWAY/ SPECIALLY PREPARED
WINTER RUNWAY
RWY 01L LOOSE SAND

or

ESSA 11251041 01R 3/3/3 100/100/100 NR/NR/NR SPECIALLY PREPARED

WINTER RUNWAY/ SPECIALLY PREPARED WINTER RUNWAY/ SPECIALLY PREPARED
WINTER RUNWAY
RWY 01R CHEMICALLY TREATED. DOWNGRADED.

For aerodromes where Specially Prepared Winter Runway (SPWR) operations are
approved, the SPWR approval is detailed in the Airfield Brief.

NOTE: Max reverse thrust can and should be used to a full stop if sufficient
deceleration for safe stopping cannot be obtained by use of wheel brakes
only.

6.7.4 CROSSWIND LIMITATIONS

The minimum cleared width for takeoff or landing is 30 metres. The crosswind limit
must be reduced by 1 knot per meter less than 40 metres width. Credit cannot be taken
for runways greater than 45 meters in width. Crosswind limits are published for RWYCC.
These values are published in the OM-[BCN2]B.

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6.7.5 CROSSWIND LANDING ON A SLIPPERY / CONTAMINATED RUNWAY

In crosswind conditions, the crosswind crab angle should be maintained to touchdown

on very slippery runways. Once on the ground the importance of early use of all means
of stopping the aircraft cannot be overemphasized.

At touchdown, immediately start lowering the nose wheel. This is desirable as reducing
the aircraft attitude decreases lift, increases main gear loading and improves directional
stability. Holding the nose off and delaying braking is undesirable, as aerodynamic
braking is relatively ineffective.

Immediately after nose gear touchdown, apply brakes smoothly and symmetrically with
firm pedal pressure and hold until a safe stop is assured. DO NOT PUMP THE BRAKES.
LET THE ANTISKID DO ITS JOB. Pumping the brakes will only cause the system to readjust
brake pressure to re-establish optimum braking and lengthen total stopping distance.

Under extreme conditions, maximum reverse thrust may be used all the way to a
complete stop.

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6.7.6 REVERSE THRUST SIDE FORCE COMPONENT

As shown in the figure below, Reverse Thrust in Crosswind conditions with a slippery
runway can be particularly challenging. The force vector produced by the reversers adds
to a negative component trying to pull the aircraft off the runway.

This will then cause the aircraft to drift to the downwind side of the runway if the
aircraft is allowed to weathervane into the wind.

As the aircraft starts to weathervane into the wind, the reverse thrust side force
component adds to the crosswind component and drifts the aircraft to the downwind
side of the runway.

To correct back to centreline, reduce reverse thrust to idle and release the brakes. This
minimises the reverse thrust side force component without the requirement to go
through full reverse actuation cycle and improves tire cornering forces for realignment
with runway centreline.

Use rudder pedal steering and differential braking as required to prevent over correcting
past the runway centreline. When re-established near the runway centreline, apply
maximum braking and symmetrical reverse thrust to stop the aircraft. Remember to
keep ailerons into the wind.

6.8 TAXI IN, PARKING, SHUTDOWN, SECURE

In freezing conditions do the normal After Landing Procedure with the following
modifications:

After prolonged operation in icing conditions with the flaps extended, or when an

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accumulation of airframe ice is observed, or when operating on a runway or taxiway

contaminated with ice, snow, slush or standing water:

Do not retract the flaps to less than flaps 15 until the flap areas have been checked to be
free of contaminants.

Contamination in this area must be removed before flap retraction using hot water, a
mixture of Type I fluid and hot water or hot air.

If landing on a clear RWY and no airframe ice observed it is acceptable to retract the
flaps when vacating the RWY to avoid exposing the flaps to precipitation or slush/snow
during the taxi-in.

NOTE: Once the flaps have been inspected and any contamination removed the
flaps should be retracted.

STABILIZER TRIM ............................................................................................ SET 5 UNITS

Prevents de-ice fluid and melting snow and ice from running into the tailcone and
balance bay areas. Water in these areas can freeze and lock controls.

PROBE HEAT ................................................................................................................ ___

Probe heat should be selected on if freezing conditions are present during transit
checks.

CAUTION: When operating the engines over significant amounts of standing de-
icing or anti-icing fluid, limit thrust to the minimum required. Excessive
ingestion of de-icing or anti-icing fluid can cause the fluid to build up on
the engine compressor blades resulting in compressor stalls and engine
surges.

6.8.1 SHUTDOWN CHECKLIST – FREEZING CONDITIONS

Complete the Winter Operations checklist SHUTDOWN CHECKLIST – FREEZING

CONDITIONS
(P.F - Accomplishes Procedure P.M - Completes the Checklist)

1. FUEL................................................................................................ PUMPS OFF

2. ELECTRICAL .............................................................................................ON___

3. FASTEN BELTS ............................................................................................. OFF

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4. WINDOW HEAT ........................................................................................... OFF

5. PROBE HEAT ............................................................................ *ON/AUTO/OFF

Probe Heat should be selected on if Freezing Conditions are present during
transit checks

6. ANTI-ICE...................................................................................................... OFF

7. ELECTRIC HYDRAULIC PUMPS...................................................................... OFF

8. VOICE RECORDER ............................................................................. *ON/AUTO

9. AIR COND PACK(S) ................................................................................... AUTO

10. ENG BLEED ................................................................................................... ON

11. APU BLEED .................................................................................................. OFF

12. EXTERIOR LIGHTS .......................................................................................____

13. START SWITCHES ........................................................................................ OFF

14. AUTO BRAKE ............................................................................................... OFF

15. SPEED BRAKE ............................................................................ DOWN DETENT

16. STAB TRIM ............................................................................................ 5 UNITS

Prevents de-icing fluid and melting snow and ice from running into the tailcone
and balance bay areas. Water in these areas can freeze and lock controls.

17. FLAPS .............................................................. UP, NO LIGHTS/15 GREEN LIGHT

Once the flaps have been inspected and any contamination removed the flaps
should be retracted.

18. PARKING BRAKE ........................................................................................... SET

19. START LEVERS ....................................................................................... CUTOFF

20. WEATHER RADAR ........................................................................................ OFF

21. TRANSPONDER........................................................................... 2000,STANDBY

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22. CVR CB .................................................................................................. IN/OUT

23. COCKPIT DOOR ................................................................................ UNLOCKED

24. SECURE CHECKLIST ....................................................................... ACCOMPLISH

Do Normal Secure procedure after flaps have been selected UP except: If the
airplane will not be attended, or if staying overnight at off-line stations or if
normal support is not available follow guidance in FCOM VOL 1 SP.16

If the flaps have not been retracted the Winter Operations Checklist should be clipped
to the FO’s decal checklist on the control column as a reminder of the non-standard
configuration

NOTE: Always contact Maintrol if the aircraft is to be left with flaps 15 or if there
is no assistance available to remove flap contamination.

6.8.2 SECURE PROCEDURE

Cold weather maintenance procedures for securing the airplane may be required. Do
the following if leaving the aircraft at a station with no engineering cover:

1. PRESSURIZATION MODE SELECTOR ........................................................... MAN

2. OUTFLOW VALVE .................................................................................... CLOSE

Position the outflow valve fully closed to inhibit the intake of snow or ice.

3. WHEEL CHOCKS .......................................................................VERIFY IN PLACE

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4. PARKING BRAKE .................................................................................RELEASED

Reduces the possibility of frozen brakes.

AFTER AC POWER HAS BEEN REMOVED:

5. PRESSURIZATION MODE SELECTOR .......................................................... AUTO

NOTE: Leaving the Pressurization Mode selector in the MAN position has safety
implications for subsequent flights.

NOTE: If the aircraft will not be attended or if left at an outstation, Cold weather
maintenance procedures for securing the airplane may be required.
Contact Maintrol for instructions. Consider retracting the air stairs to
minimise the exposure to precipitation and contamination.

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7 WINTER OPS QUICK REFERENCE GUIDE

This chapter is to be used as a quick reference for your daily operation in winter
conditions. The information is abbreviated and contains extracts from various manuals
to provide an easy access to the most commonly used tables, procedures and limitations
related to winter operations.

This chapter is not intended to cover all situations and it does not relieve the Captain
from the responsibility to comply with Company policy, procedures, and regulations as
described in OM A, FCOM 1, QRH, OM B-P or any other approved manual.

7.1 Performance

o At the pre-flight planning stage the dispatch landing weight must be calculated
using the EFB OPT or FCOM Performance Dispatch tables.
o Check x-wind limits for corresponding RWYCC
o If runway width or cleared width is less than 45m, narrow runway operating
restrictions apply.
o Reduce the crosswind limitation by 1 knot per metre less than 40 metres in
cleared width. Do not take credit for runways greater than 45 metres wide.
o The LOWEST of the THREE reported RWYCCs will be used to determine the
crosswind limit.
o To calculate the crosswind component use: wind direction and the highest
reported wind value (steady wind or gust) i.e 220/40G47 = 220/47 to be used for
x-wind assessment
o For takeoff calculations with multiple contaminants the most limiting
contamination should be used. Calculate takeoff performance for all runway
condition codes to determine the most limiting.
o EFB OPT is required for dispatch in Contaminated/Slippery conditions
o The actual DRY SNOW depth should be used for all performance calculations.
o Contact DUB OPS/Duty Performance Engineer/Duty Pilot for OPT assistance
when less than full RWY length is cleared or use EFB OPT NOTAM function to
reduce the available RWY distance.
o Prior to landing use the EFB OPT LANDING-ENROUTE function or QRH
Performance Inflight Normal Configuration Landing Distances to determine the
Landing Distance at Time of Arrival (LDTA)

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Limitations
o Takeoff or landing is prohibited in the following conditions:
RWYCC is reported as 1 or 0,
or where SLUSH/STANDING WATER/WET SNOW depth is greater than 13mm or
where DRY SNOW depth is greater than 100mm.
o The use of assumed temperature method for reduced thrust is not allowed on
contaminated runways or when the aircraft has been de/anti-iced
o Minimum 24K/ TO-1 fixed derate must be used if the aircraft has been de/anti-
iced.
o The minimum allowed cleared width of the runway is 30 metres.
o Do not take a thrust reverser credit on a Non-DRY Rwy when crosswind
component is above 15kt (due to potential directional control problem during
landing roll)
o ANTI-SKID INOPERATIVE −> Takeoff with Anti-skid inoperative is only allowed on
a DRY RWY.
o AUTO SPEED BRAKE SYSTEM inoperative: Use EFB OPT MEL function or apply
corrections i.a.w FCOM Performance Dispatch and QRH Performance Inflight
tables.

7.2 Weather/Planning

o A takeoff alternate shall be selected and recorded on the operational flight plan
if the weather conditions at the aerodrome of departure are at or below the
applicable aerodrome operating minima or it would not be possible to return to
the aerodrome of departure for other reasons. Flight Operations or the handling
agent should be informed of the selected takeoff alternate.
o A takeoff alternate should be within one hour flying time at an OEI cruising speed
according to the AFM in still air standard conditions based on the actual take-off
mass.
o Planning minima for destination and takeoff alternate:
Wx at or above the required minimum RVR/Visibility and also, for NPA/circling,
ceiling above MDA at ETA ± 1 hour
o RWY conditions must also be observed when determining the suitability of
destination, takeoff alternate and destination alternate(s).
o Autoland to a contaminated or slippery runway is approved.
o If planning minima for the destination is not met −> 2 alternates required
o If 2 alternates are used, fuel for the furthest alternate should be uplifted.
o WX requirement for destination alternates ETA ± 1hour:

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Available Approach facility Required wx at or above

CAT II and CAT III approach CAT I RVR minima
CAT I approach NPA RVR/Vis and ceiling minima
NPA (Non precision approach) NPA minima + 1000m/200ft
APV BARO-LNAV/VNAV NPA or CAT I minima, depending on
the DH/MDH
Circling Circling

Conversion of reported meteorological visibility to RVR/CMV:

RVR/CMV conversion is not used for calculating take-off minima, for calculating any
other required RVR minimum less than 800 m or when a reported RVR is available.

RVR/CMV =
Reported Met. Visibility ×
Lighting elements in operation Day Night
HI approach and runway lighting 1.5 2.0

Any type of lighting installation other than the above 1.0 1.5
No lighting 1.0 Not
applicable

7.3 De-icing procedures

Contamination check – Step 1.

o Complete a thorough Contamination check/preflight inspection to establish the
need for de-icing. Request assistance from de-ice service provider to check wings
for clear ice. If in doubt, de-ice.
o Establish if there are any special de-ice requirements, such as clear ice, fan
blades, landing gear, nose/radome, flap fairings etc.
o The APU inlet must be clear of ice/snow before APU start
o CSFF relief may be available

De-icing/Anti-icing procedure – Step 2.

o Inform the de-ice service provider of wing skin temp (fuel temp) in order to get
the correct de-ice fluid mixture. The lower of OAT and wing skin temp will
determine mixture and HOT.
o One Step de-icing typeII/IV 50% mix is allowed only if the OAT or fuel temp is -

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3ºC or warmer.
o Fill out the DAR-01 form, request a tactile check if clear ice is suspected.
o If no HOT is required and only parts of the a/c is contaminated, consider
requesting a removal of local area contamination only i.s.o a full de-ice
treatment.
o If the runway has been chemically treated it is recommended that 2 step de/anti-
ice procedures is used to remove and possible RWY de-ice fluid residues that
could have a negative effect on the actual HOT
o If remote de-icing, complete DAR-01 form with all available details and leave the
copy with the handling agent together with ATL copy.
o Coordinate commencement of de-icing to maximise the HOT available, check for
any possible delays due to CTOT, traffic, RWY snow sweeping etc prior to de-ice.
o Use the Winter OPS checklist for de-icing with engines running/not running as
applicable

Post treatment (tactile) check – Step 3.

o If early anti-icing procedures were used, Check the Active frost HOT, assess the
continued effectiveness of the anti-ice fluid
o Obtain the de-icing code and record it in the ATL.
o HOT must be calculated by the Captain based on fluid type, wx conditions and
OAT/wing skin temperature.
o Use the SNOWFALL INTENSITIES AS A FUNCTION OF VISIBILITY table to
determine the snowfall intensity.
o No HOT applies to removal of local area contamination
o Use brand specific HOT tables or Generic HOT tables if the brand is not known.
o Complete the DAR form with HOT and the de-ice service providers name if
remote de-icing
o Clip the DAR form to the control column as a reminder for the pre-takeoff check.

Pre-takeoff check – Step 4

o Complete the Pre-takeoff check to validate the Holdover Time.
o The DAR-01 form is removed from the control column and stored [BCN3]by the
F/O in the outboard map case/well. The DAR-01 form should be scanned to the
EFL during cruise.
o If any doubt exists regarding the effectiveness of the anti-ice treatment or the
HOT has expired a Pre-takeoff Contamination check must be completed.

Pre-takeoff contamination check – Step 5

o Complete a visual inspection of the critical surfaces from outside of the aircraft
as described in chapter 5 of this document.

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o When a re-treatment is necessary, any residue from the previous treatment

should be considered as contamination and must be removed with a hot mixed
fluid followed by a new anti-ice treatment if needed.

7.4 General procedures

o Ensure pitot probe covers are removed before switching on the probe [BCN4]heat.
Probe heat should be switched on by P.F during the Pre-flight procedure in
freezing conditions.
o When OAT is at or below 0°C apply cold temperature altitude corrections to MSA
and also to SID stop altitudes if below the corrected MSA. Inform ATC of your
corrections.
o Do not activate wing anti-ice if the a/c is or will be de/anti-iced with TYPE II/IV
fluid.
o In freezing conditions: A Flap Check is only required for full travel when aircraft
has been exposed to freezing precipitation (snow, slush, ice, FZDZ, FZRA or rain on
a cold soaked airframe) following a prolonged stop(>45min
o Delay the CONFIG check until at the holding point if flaps are kept UP during taxi-
out.
o The maximum recommended taxi speed on a slippery or contaminated
surface/RWYCC 3 is 5 kts.
o ATC must be advised, and a clearance must have been received before climbing
or descending to a Cold Temperature Corrected Altitude
o Cold Temperature Altitude Corrections must be applied to DH/DA or MDH/MDA
and step-down fixes inside and including the final approach fix (FAF) and missed
approach altitudes.
o Do not correct altitudes from the FAF to the MAPT in case of an APV approach.
Observe minimum procedure temperature as stated on the chart.
______________________________

Safe, successful Cold Weather Operations are achieved through a comprehensive

understanding of current policies, procedures and operational limitations. Good
planning and co-ordination is essential for a safe and efficient operation.

Please post a query on Zendesk “Pilots query/Flight Operations/RTOW/Performance” to

highlight any error or omission in this guide, thank you.

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7.5 Base specific De-icing/Anti-icing facilities/procedures

Base Base De/Anti-icing / WOPS Specifics

AGA De/Anti-Icing Services NOT AVAILABLE
AGP De/Anti-Icing Services NOT AVAILABLE
ALC De/Anti-Icing Services NOT AVAILABLE
Provider: Aviator
Frequency: “Iceman” on 121.750Mhz for operational information and anti-ice code
Form: No form used
Procedure Available: 1 and 2 step
Fluids: Clariant Safewing MP II
Mixtures: Type 1 i.a.w OAT and LOUT, Type 2 100%
ARN Requests for De/Anti-Icing: To Dispatcher or Aviator OPS 131.475Mhz. Maintain
listening watch on VHF-2 121.750Mhz when on stand for coordination and early
start of de-ice procedure if applicable.
De-Icing Location: On stand
HOT Exceedance: Return to stand for inspection/re-treatment
Misc: Engine de-icing with hot air available on request.

Provider: SkyServ
Frequency: 131.630
Form: DAR
Procedure Available: 2 Step/1 Step
Fluids: CRYOTECH POLAR GUARD II
ATH Mixtures: 50/50---- 75/25---- 100/100
Requests for De/Anti-Icing: Dispatcher ---- Freq: 131.630---- or Tel: 0030 210
3530970
De-Icing Location: On Stand / Engines not Running
HOT Exceedance: Return to Stand. External Inspection available
Misc: Nil

Provider: AZUL Handling.

Frequency: N/A, provider connect headset.
Form: DAR.
Procedure Available: One Step.
Fluids: KILFROST ABC-K Plus.
BCN
Mixtures: 75/25.
Requests for De/Anti-Icing: Dispatcher or 131.450.
De-Icing Location: Remote apron 9 or 17 (Engines Running).
HOT Exceedance: Return to Stand, contact AZUL Handling.
Misc: procedure from push until departure might take 45 mins.

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Provider: ADP
Frequency 131.6
Form: DAR Form
Procedure available: 2 steps from 15th Nov till 31st March
Fluids: Killfrost BC K Plus type 2
BDS Mixture: 10% - 50% - 100%
Request for deicing: Ramp agent or 131.6
De Icing location: Stand
HOT exceedance: Return to the stand, external inspection NA
MISC: Tactile check not provided by the Deicing service provider. Capt requesting
deicing will be informed prior the treatment
Provider: WISAG on behalf of BER airport
Frequency: De-icing pad frequencies (see BER AFB)
Form: DAR, except for pre-deicing
Procedure Available: 1 Step, 2 Step
Fluids: Clariant Safewing MP I 1938 ECO (80) and Safewing MP I FLD(80) and
Safewing MP IV Launch plus
Mixtures: 50/50; 75/25 (1 step or 2 step); 100/0 (2 step only)
BER Requests for De/Anti-Icing: Dispatcher, Swissport 131.415 (+49 30 60915 8470 /
8472)
De-Icing Location: Stand (Before Engines Running) / Remote only if required (Engines
Running)
HOT Exceedance: Return to Stand or Remote De-Icing, External inspection available,
etc.
Misc: Check AFB for de-icing information. Procedures can change during winter
season!

Provider: BIS
Frequency: NIL
Form: DAR
Procedure Available: 1 Step, 2 Step
Fluids: KILFROST K+
Mixtures: (1 step or 2 step); 100/0 (2 step only) Note: 1 step de‐icing (50/50)Killfrost
BGY
k plus available only if OAT is 3 degrees or greater otherwise 2 steps 100% will be
provided.
Requests for De/Anti-Icing: Flight Dispatcher
De-Icing Location: On stand (no engine running)
HOT Exceedance: Return to de icing pad, for inspection &/or re treatment.
Misc: NO TACTILE CHECK available.

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Provider: Swissport
Frequency: 131.430MHz
Form: DAR not required Swissport local form provided.
Procedure Available: 1 step de/anti-icing treatment
Fluids: KILFROST ABC-K PLUS TYPE II
BHX
Mixtures: 75/25
Requests for De/Anti-Icing: Tel. 0044(0) 121 767 7715
De-Icing Location: Pre-start up de-icing provided on stand
HOT Exceedance: HOT exceedance, return to stand.
Misc: NIL
Provider: Billund Handling
Frequency: 131.800
Form: DAR
Procedure Available: 1 Step, 2 Step
Fluids: Clariant Safewing MP I - ECO-Plus (80) and Safewing MP II
BLL Mixtures: 50/50; 100%
Requests for De/Anti-Icing: Billund Handling
De-Icing Location: De-icing Platform - J1 or J2 (Engines Running)
HOT Exceedance: Return to Stand or Remote De-Icing, External inspection available,
etc.
Misc: NIL
Provider: GH Handling Bologna
Frequency: 131.400
Form: DAR Form
Procedure Available: 1 Step, 2 Steps
Fluids: KILFROST ABC K+
BLQ Mixtures: 50/50 and 100/0 (1-2 steps) 75 mix not available
Requests for De/Anti-Icing: Dispatcher, 131.505
De-Icing Location: Remote with engines running
HOT Exceedance: Return to Stand
Misc: Fan Blade De-Icing: De-Icing operator under supervision of CPT/Engineer, hot
air or soft cloth and liquid
Provider: Aviapartner
Frequency: NIL
Form: DAR-01
Procedure Available:
Fluids: Type II ABAX ECOWING AD-2
BOD Mixtures: HOT type II 75/25 AD2 and Cold type II 100% AD2.
Requests for De/Anti-Icing: Request directly with Aviapartner agent or on handling
frequency 131.8
De-Icing Location: De-icing is performed on stand
HOT Exceedance: Return to stand
Misc: NIL

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Provider: BOH Airport

Frequency: 131.440 Form: DAR Times Local
Procedure Available: 1 Step, 2 Step
Fluids: KILFROST Type II
BOH
Mixtures: 50/50; 75/25; 100/0
Requests for De/Anti-Icing: Dispatcher, 131.440,
De-Icing Location: Stand
HOT Exceedance: Return to Stand.

Provider: Aeroporti di Puglia

Frequency: 131.505
Form: DAR or Local “De/Anti-icing request form”
Procedure Available: 1 Step, 2 Step
Fluids: KILFROST ABC K+ Type II
BRI
Mixtures: 50/50; 75/25; 100/0
Requests for De/Anti-Icing: Dispatcher, 131.505, +39 080 58 00 371.
De-Icing Location: Stand
HOT Exceedance: Return to Stand.
Misc: Tactile check after de/anti-icing not available from service provider.

Provider:Swissport / Bristol airport

Frequency: 131.550
Form: Swissport use their own forms.
Procedure available: 1 Step, 2 Step.
BRS Fluids: Type II Kilfrost ABC
Mixtures: 75/25 (1 step or 2 step);
Requests for De/Anti-Icing: Dispatcher, 131.550, Tel: 0044 1275473680 De-Icing
Location: Stand (Engines shutdown)
HOT Exceedance: return to stand

Provider: Aviapartner / Brussels airport

Frequency: 131.450 (at least 20 mins prior)
Form: DAR with de-icing truck printout
Procedure available: 1 Step, 2 Step.
Fluids: Type I Kilfrost DF+ and TYPE IV Kilfrost ABC-S+.
BRU
Mixtures: 50/50; 75/25 (1 step or 2 step); 100/0 (2 step only)
Requests for De/Anti-Icing: Dispatcher, 131.450, Tel: +3227230775
De-Icing Location: Stand (Engines shutdown) / Remote (Engines Running) HOT
Exceedance: Proceed to de-icing platform if used or return to stand MISC: check GEN
Navtech pages for more info and A-CDM info

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Provider: Airport Bratislava Handling

Frequency: 131.855
Form: DAR form
Procedure Available: 1 Step, 2 Step
Fluids: Type II Clariant Safewing MP II (cold), Type I Clariant Safewing MP I 1938
BTS (heated)
Mixtures: 50/50; 100/0
Requests for De/Anti-Icing: Dispatcher as soon as possible
De-Icing Location: on remote stand 21, engines NOT running
HOT Exceedance: Return to Stand
Misc: Hot Air blower not available.
Provider: De-icing provided by Celebi
Frequency: N/A
Form: DAR form used
Procedure Available: Two step
Fluids: Killfrost available.
BUD
Mixtures: 50%, 75%, 100%
Requests for De/Anti-Icing: Contact dispatcher for de-icing
De-Icing Location: De-icing on stand or at runway holding point
HOT Exceedance: return to stand or remote de-icing location.
Misc:NIL

Provider: Paris Beauvais Airport

Frequency: 131.540
Form: DAR
Procedure Available: 1 Step, 2 Step
BVA Fluids: Ecowing AD2 type II
Mixtures: 75/25 & 100/0
Requests for De/Anti-Icing: Dispatcher, 131.545 (+33 3 44 11 46 62)
De-Icing Location: Stand
HOT Exceedance: Return to Stand
Provider: GH Handling
Frequency: 131.630
Form: DAR Procedure Available: 1 Step, 2 Step
Fluids: Type II Killfrost ABC-K PLUS
Mixtures: 50% or 100%
CAG
Requests for De/Anti-Icing: Dispatcher, 131.630
De-Icing Location: Stand 02, engines shut down
HOT Exceedance: Return to Stand, External inspection available by RYR engineering
Misc: A/C must first self position to stand 02, shutdown engines, and carry out the
deicing procedure
CFU De/Anti-Icing Services NOT AVAILABLE

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Provider: CGN airport deicing

Frequency: 121.655
Form: DAR
Procedure Available: 1 Step, 2 Step
Fluids: Type I Safewing MP I Type II Safewing MP II Flight
Mixtures: Type 1 one according LOUT Type 2 100/0
Requests for De/Anti-Icing: Dispatcher, 131.665
CGN De-Icing Location: Stand (Engines Shutdown)
HOT Exceedance: Return to Stand, External inspection available by RYR engineering
Misc: Request for deicing either on stand with the handling dispatcher "WISAG" or
via the published radio frequency (121.655), the pilot in command can contact the
de-icing dispatchers directly (callsign “Cologne Bonn de-icing dispatch”) to enquire
about his de-icing status. They will then put the deicing request on the list/queue.
Type I and Clariant Safewing MP II fluid available for 1 or 2 step prcedures as
desired. Monitor deicing frequency during deicing process.
CHQ De/Anti-Icing Services NOT AVAILABLE
Provider: Aeroporti di Roma
Frequency: 131.505
Form: SERVIZIO DE/ANTI-ICING FORM
Procedure Available: 1 Step, 2 Step
Fluids: KILFROST ABC K+ Type II
CIA
Mixtures: 50/50; 75/25; 100/0
Requests for De/Anti-Icing: Dispatcher, CIA Engineer, Freq. 131.505
De-Icing Location: Stand
HOT Exceedance: Return to Stand, External inspection available by RYR engineering
Misc:NIL
Provider: Lufthansa Technics
Frequency: 131.480
Form: DAR
Procedure Available: 1 or 2 step,
Fluids: ABAX ECOWING AD-2
CRL
Mixtures: 100/0 or 75/25
Requests for De/Anti-Icing: CRL OPS 131.480
De-Icing Location: on stand
HOT Exceedance: Return on stand, External inspection, New treatment.
Misc: first wave anti- icing before departures by when needed.

CTA De/Anti-Icing Services NOT AVAILABLE

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Provider: Ryanair handling service

Frequency: N/A
Form: DAR
Procedure Available: one step
Fluids: Type 2
DUB
Mixtures: 75/25.
Requests for De/Anti-Icing: contact 'station control' 131.55
De-Icing Location: De-icing on stand
HOT Exceedance: Return to stand for inspection
Misc: NIL
Provider: Swissport
Frequency: 131.55
Form: Local (Swissport / SD001)
Procedure Available: 1 Step
Fluids: KILFROST ABC K+ (Type II)
EDI
Mixtures: 75/25 (1 step)
Requests for De/Anti-Icing: Dispatcher, 131.55
De-Icing Location: Stand (Engines Shutdown)
HOT Exceedance: Return to Stand
Misc: Nil
Provider: Swissport
Frequency: 131.435
Form: Local (Swissport / SD001)
Procedure Available: 1 Step
Fluids: KILFROST ABC K+ (Type II)
EMA
Mixtures: 75/25 (1 step)
Requests for De/Anti-Icing: Dispatcher, 131.435
De-Icing Location: Stand (Engines Shutdown)
HOT Exceedance: Return to Stand
Misc: Nil.
FAO De/Anti-Icing Services NOT AVAILABLE
Provider: Aeroporti di Roma
Frequency: NIL
Form: SERVIZIO DE/ANTI-ICING FORM
Procedure Available: 1 Step, 2 Step
Fluids: KILFROST ABC K+ Type II
FCO
Mixtures: 50/50; 75/25; 100/0
Requests for De/Anti-Icing: Dispatcher, 131.775 (AS Handling)
De-Icing Location: Stand
HOT Exceedance: Return to Stand, External inspection available by RYR engineering
Misc: NIL
FEZ De/Anti-Icing Services NOT AVAILABLE

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Provider: Airport ground service

Frequency: No de-icing frequency (Headset)
Form: DAR
Procedure Available: 1 and 2 step
Fluids: Type I fluid Kilfrost DF Plus and Type 2 Kilfrost ABC K Plus
FKB
Mixtures: Type 1 45/55 Type 2 25/50/75/100
Requests for De/Anti-Icing: Contact dispatcher or FKB OPS 131.805
De-Icing Location: On stand
HOT Exceedance: Return to stand
Misc: Fan blade de-icing available with some limitation while staff is being trained.
Provider: Memmingen Airport
Frequency: 121.930
Form: DAR Procedure Available: 1 Step, 2 Step
Fluids: Cryotec Polar Plus LT80 Type I (Step 1); Cryotec Polar Guard Type II (Step 2)
Mixtures: 50/50 to 100/0 (1st step); 100/0 (2nd step only)
FMM Requests for De/Anti-Icing: Dispatcher; Coordinator meets Crew during boarding
De-Icing Location: Remote at Stand 4 & 5 (Engines running or shutdown) HOT
Exceedance: Return to De-Icing stand
Misc: Available from 1st October. Crew retain their copy of DAR form. Frequency
121.930 used to transmit figures. Pre-de-icing performed for 1st wave departures if
parked on de-icing stands. Fan blade de-icing with hot air available.
Provider: NICE Aircraft Services & Support GmbH
Frequency: 121.985 “Frankfurt Deicing“
Form: Local Form for 1st wave Pre-Deicing , DAR form for all others Procedure
Available: 1 Step, 2 Step
Fluids: SAE Type I and SAE Type IV, brand names on the day
Mixtures: 50/50; 75/25; 100/0
Requests for De/Anti-Icing: 121.985 “Frankfurt Deicing” call in as soon as
requirement identified and maintain listening watch.
De-Icing Location: Stand (shutdown) and Remote (Engines Running) as instructed by
coordinator
HOT Exceedance: Return to Stand
FRA
Misc: Review Charts GENERAL and AFB FRA for detailed de-icing procedures and
locations. Aircraft will be automatically pre-de-iced on early-shift. Provider’s De-icing
form is accepted, a copy of the DAR is not required to be passed to provider. All
communication is paperless and via Radio only. Fluid amount in Litres are not
provided or needed for Performance and HOT calculation. Immediately after
requesting de-icing, inform dispatcher for required TOBT update. The De-Icing
provider automatically coordinates and assigns location (on-stand or remote) of de-
icing. For special de-icing requests (hot air) contact GND Handling. Note: De-icing is
not readily available from 1st May up to and including 14th Oct, during this period
requests for aircraft de-icing can only be made by telephone: +49 (0) 69 690 73891
30232 on the ground or Ground Handling.

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Provider: Welcome Air

Frequency: 131.505
Form: DAR
Procedure available: 1 step, 2 step , hot air(on stand)
GDN Fluids: Clariant Safewing MP1/2
Mixtures, 100/0, 75/25, 50/50
Request for deicing: Dispatcher
Deicing location: Apron 5 remote stand only (engines running)
HOT exceedance: Return to deicing platform Apron5
Provider: Menzies Handling
Frequency:131,45
Form: DAR
Procedure Available:1step and 2 step
GOT Fluids: Clariant Safewing MP I+80 (hot) and MP II flight (cold) Mixtures:100%
Requests for De/Anti-Icing Dispatcher, 131,45 or as a back up tel +46 (0)31-941080
De-Icing Location: Stand
Hot Exceedance: Return to stand and contact Handling Company
Misc: Fan Blade Hot Air deicing available
Provider: AZUL Handling GRO
FREQ: 131.455
Form: DAR
Procedure available:1 step
Fluid: Type II
GRO Mixture:75/25
Request for De/Anti-Icing with dispatcher or via phone call to Azul GRO
Ops:(+34)972186749
De-icing location: Stand pre-start up
HOT Exceedance: Return to stand and contact AZUL Handling
MISC: NIL

HHN Please see expanded brief in section 7.6

IBZ De/Anti-Icing Services NOT AVAILABLE

Provider: Ryanair Sun Handling KRK – ASP
Frequency: NIL
Form: DAR
Procedure Available: 1 Step, 2 Step
Fluids: TYPE 1: KILFROSFT DF PLUS, TYPE 2: KILFROST ABC K PLUS
KRK
Mixtures: TYPE 1 ONLY 50/50 TYPE 2 ONLY 100/0
Requests for De/Anti-Icing: Dispatcher or +48 515 409 724
De-Icing Location: ON STAND ONLY
HOT Exceedance: RETURN TO STAND AND TACTILE CHECK AVAILABLE ON CPT
REQUEST

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Provider: ASP Handling (Ryanair)

Frequency: 131.785
Form: DAR01
Procedure Available: 1 Step, 2 Step
Fluids: KILFROST ABC K+ (Type 2) , KILFROST DF + (Type 1)
Mixtures: Type I 50/50 (1 step or 1st step of a 2 step); Type II 100/0 (2nd step only)
KTW
Requests for De/Anti-Icing: Dispatcher
De-Icing Location: Remote (RW27) and TWY E (RW09)
HOT Exceedance: Depends on Airport Duty Officer – Preferred position is to return
to De-icing stand (RW27 in use), or TWY E (RW09 in use).
Misc: Type 1 (1 step de-icing): Mixture concentration depends on actual weather
conditions. Below -11 degrees concentration can be up to 69/31)
Provider: Litcargus
Frequency: 131.850
Form: DAR
Procedure Available: 1 Step and 2 Step
Fluids: Type 1- Clariant Safewing MP I 1938 ECO (80), Type 2 - Clariant Safewing MPII
KUN Flight
Mixtures: Type 1- 50/50( 1 step or 2 step), Type 2 -100/0 ( 2 step only)
Requests for De/Anti-Icing: Dispatcher or on 131.850
De-Icing Location: On Stand (Engines shutdown)
HOT Exceedance: Return to Stand
Misc: NIL
Provider: Swissport
Frequency: 131.550
Form: SD001
Procedure Available: 1 Step and 2 Step
Fluids: KILFROST ABC K+
LBA
Mixtures: 75/25
Requests for De/Anti-Icing: Dispatcher, 131.550
De-Icing Location: On Stand (Engines shutdown)
HOT Exceedance: Return to Stand
Misc: NIL
LIS De/Anti-Icing Services NOT AVAILABLE
Provider: Swissport
Frequency: 131.550
Form: Swissport form SD001
Procedure Available: 1 Step
Fluids: KILFROST ABC K+ Type II
LPL
Mixtures: 75/25
Requests for De/Anti-Icing: Dispatcher or on 131.550
De-Icing Location: On Stand
HOT Exceedance: Return to Stand
Misc: NIL

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Provider: Swissport
Frequency: 131.55
Form: DAR request through dispatcher or via SWP checklist automatically pre-
departure
Procedure Available: 1 Step, 2 Step
LTN
Fluids: KILFROST ABC K+
Mixtures: 50/50; 75/25 (1 step or 2 step); 100/0 (2 step only)
Requests for De/Anti-Icing: Dispatcher, 131.55
De-Icing Location: Stand. Engines Shutdown
HOT Exceedance: Return to Stand, External inspection available, etc.
Provider: Azul Handling
Frequency: 130.250/123.325
Form: DAR
Procedure Available: 1 Step
Fluids: Kilfrost ABC-K PLUS Type II
MAD Mixtures: 75/25
Requests for De/Anti-Icing: Dispatcher, 131.405 and also to ATC CLR frequency
130.08/130.355
De-Icing Location: Remote (Engines Running)
HOT Exceedance: Return to de-icing bay
Misc: nil
Provider: Swissport Handling
Frequency: 131.410
Form: Local - SD001
Procedure Available: 1 Step
Fluids: KILLFROST ABC K+
MAN
Mixture: 75/25
Requests for De/Anti Icing: TOC or on Frequency
De-Icing location: On Stand (Engines shutdown)
HOT Exceedance: Return to Stand
Misc: NIL
MLA De/Anti-Icing Services NOT AVAILABLE
Provider: Aviapartner
Frequency: 131.900
Form: DAR
Procedure Available: 1 Step
Fluids: Abax Ecowing AD-2 / Type II
MRS Mixtures: 75/25 (1 step)
Requests for De/Anti-Icing: Dispatcher, 131.900 or 0033442143785
De-Icing Location: Remote stands 30-35 Taxi to stands. De-icing with engines
shutdown. ( MAX two simultaneous cat C de-icing positions)
HOT Exceedance: Return to De-icing
Misc: No de-icing on T2 stands (47/48) No pre-deicing possible.

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Provider: SEA
Frequency: NIL
Form: DAR
Procedure Available: 1 Step, 2 Step
Fluids: KILFROST K+
Mixtures: (1 step or 2 step); 100/0 (2 step only)
Note: 1 step de‐icing (50/50 )Killfrost k plus available only if OAT is 3 degrees or
greater otherwise 2 steps 100% will be provided
Note2: 1 step only 75/25% only available if OAT is -14 or Greater otherwise 2 steps
MXP 100% provided
Requests for De/Anti-Icing: Flight Dispatcher and notify Delivery/Ground ATC
De-Icing Location: Remote (Engines Running or Shutdown depending on treatment
requested)
HOT Exceedance: Return to de icing pad, for inspection &/or re treatment.
Misc: NO TACTILE CHECK available. If required to Remove contamination below
wings, engine shut down on remote de-icing stand is required.
Delay up to 30 minutes reported in the morning consider extra fuel uplift
accordingly.
Engine fan ice /Radome contamination removal liaise with MXP ENG/Maintrol
NAP De/Anti-Icing Services NOT AVAILABLE
Provider: Serve2Fly
Frequency: 131.450
Form: Standard DAR Form - latest revision available.
Procedure Available: 1 Step and 2 step
Fluids: Safewing MPII Flight
NRN
Mixtures: 75% and 100%
Requests for De/Anti-Icing: Dispatcher, 121.450 or call +49 2837 666500
De-Icing Location: Stand /Shutdown
HOT Exceedance: Return to Stand, External inspection available on stand
Misc: NIL
OPO De/Anti-Icing Services NOT AVAILABLE

Provider: GH Swissport
Frequency: 131.45L
Form: Local (Swissport) Form
Procedure Available: 1 Step
Fluids: KILFROST ABC K+
ORK
Mixtures: 75/25 (1 step)
Requests for De/Anti-Icing: Dispatcher, 131.545 or call 00353214320916
De-Icing Location: Stand /Shutdown
HOT Exceedance: Return to Stand, External inspection available
Misc: NIL

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Type two Clariant Safewing. One step and two step De-Icing. De-icing is usually
carried out on stand but is at the discretion of the airport. Menzies handling
OTP
frequency is 131.5. Request for De-icing is made via the dispatcher. DAR form
accepted.
PDL De/Anti-Icing Services NOT AVAILABLE
PFO De/Anti-Icing Services NOT AVAILABLE
Provider: PIK Prestwick Handling
Frequency: 129.70
Form: DAR Rev. 7 or Local Aircraft De-icing Declaration Form
Procedure Available: 1 Step
Fluids: KILFROST ABC K+
PIK
Mixtures: 75/25 (1 step)
Requests for De/Anti-Icing: Dispatcher, 129.70 or call +44 1292 511026
De-Icing Location: Stand /Shutdown
HOT Exceedance: Return to Stand, External inspection available
Misc: NIL
Provider: IBERIA/ACCIONA
Frequency: -
Form: DAR-01
Procedure Available: De-icing
Fluids: TYPE I
PMI
Mixtures: 50%
Requests for De/Anti-Icing: Through AZUL handling 131.955
De-Icing Location: STANDS 114-118
HOT Exceedance: N/A
Misc: NIL
PMO De/Anti-Icing Services NOT AVAILABLE
Provider: Wellome Handling
Frequency: 131.950
Form: DAR Rev. 7
Procedure Available: 1 Step, 2 step
Fluids: CLARIANT Safewing MP II Flight
POZ Mixtures: 50/75/100%
Requests for De/Anti-Icing: Dispatcher, call +48 607288777
De-Icing Location: Stand 1A ( de icing pad ) engine running or 40A pushback to
deicing.
HOT Exceedance: Return to Stand, External inspection available
Misc: NIL

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Provider: Menzies Handling

Frequency: 131.455
Form: Ryanair DAR
Procedure Available: 1 Step and 2 step
Fluids: Clariant Safewing MP II
PRG
Mixtures: 50/50; 75/25 (1 step or 2 step); 100/0 (2 step only)
Requests for De/Anti-Icing: via dispatcher on stand or Menzies handling 131.455
De-Icing Location: Remote de-icing with engines running on De-Icing pads 2 and 4.
HOT Exceedance: Return to Stand or to De-icing pad depending on the TFC situation.
Misc: Agent on the headset during De-Icing. Fan Blade Hot Air de-icing available.
Provider: Toscana Aeroporti / Handling
Frequency: NIL
Form: DAR (Rev. 7)
Procedure Available: 1 Step and 2 Step
Fluids: Clariant Safewing
Mixtures: 50/50; 75/25 (1 step or 2 step); 100/0 (2 step only)
PSA Requests for De/Anti-Icing: Dispatcher, handling frequency: 131.450 or telephone:
+39050849656
De-Icing Location: Stand / Either before or after embarking passengers
HOT Exceedance: Return to Stand, External inspection available, tactile check to be
performed by local engineering.
Misc: Engineering will order de-icing for removal of night frost.

Provider: SAGA
Frequency: NIL
Form: DAR
Procedure Available: YES
Fluids: CLARIANT
PSR Mixtures: 50/50.
Requests for De/Anti-Icing: requested when on stand
De-Icing Location: De-icing on stand , with engine not running
HOT Exceedance: What do you need to know? Contamination check?
Misc: NIL

RAK De/Anti-Icing Services NOT AVAILABLE

RHO De/Anti-Icing Services NOT AVAILABLE

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Provider: LATAUTOAVIA
Frequency: APRON 131.605
Form: DAR-04
Procedure Available: 1 step, 2 steps
Fluids: TBC
Mixtures: TBC
RIX Requests for De/Anti-Icing: 20’ before TOBT contact RIGA APRON 131.605
De-Icing Location: De-icing pad North and South with engines running
HOT Exceedance: Return to De-icing stand
Miscellaneous: Establish communication with the de-ice operator using the
frequency printed on the de-icing truck. Aircraft full registration number will be used
as a callsign during de-icing treatment, monitoring of the RIGA GND frequency is
recommended.

Provider: WFS/Iberia
Frequency: NIL
Form: Ryanair DAR form
Procedure Available:
Fluids: type I
SCQ
Mixtures: 50/50
Requests for De/Anti-Icing: Contact via our handling agent (AZUL)
De-Icing Location: On Stand
HOT Exceedance: Return to stand to revaluate, no check available at the taxiway.
Misc:NIL

Provider: Stobart Operations

Frequency: 131.405
Form: DAR
Procedure Available: 1 Step
Fluids: KILFROST ABC-K Type 2
SEN
Mixtures: 75/25
Requests for De/Anti-Icing: 131.405 or Dispatcher.
De-Icing location: On stand
HOT Exceedance: Return to stand.
Misc: Warm-up time req'd: 15 mins.

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Provider: SKYSERV
Frequency: 131.4
Form: DAR
Procedure Available: 1 Step, 2 Step
Fluids: CRYOTECH POLAR GUARD II-TYPE II
SKG Mixtures: 100/0 & 75/25
Requests for De/Anti-Icing: Dispatcher, 00306948583457 SKYSERV
De-Icing Location: Stand (Engines Shutdown)
HOT Exceedance: Return to Stand
Misc: warm-up time approx. 20 mins /if skyserv equipment U/S arrange with GHA
for Swissport or Goldair equipment to be used

Provider: Swissport Shannon

Frequency: 131.45
Form: DAR or Swissport De-icing/Anti-icing Declaration form SD001
Procedure Available: 1 Step, 2 Step
Fluids: Type 2/ABAX ECOWING
SNN
Mixtures: 75/25 (1 step or 2 step);
Requests for De/Anti-Icing: Dispatcher, 131.45 (00 353 61 712392)
De-Icing Location: Stand (Engines Shutdown)
HOT Exceedance: Return to Stand, External inspection available.
Misc: Nil
Provider: SWP SOF
Frequency: 131.625
Form: Ryanair DAR
Procedure Available: 1 Step, 2 Step
Fluids: type IV KILFROST ABC S+ and Type I KILFROST DF+
SOF
Mixtures: 50/50; 65/35 (heated); 100/0 (cold)
Requests for De/Anti-Icing: Dispatcher on first contact
De-Icing Location: Remote de-icing platforms East and West (Engines Running).
HOT Exceedance: Return to stand or de-icing pad in function of traffic situation.
Misc: Fan Blade Hot Air de-icing available (request as early as possible)

Provider: Blue Handling

Frequency: 121.555
Form: DAR
Procedure Available: 1 Step Fluids: KILFROST ABC K+
STN Mixtures: 75/25 (1 step)
Requests for De/Anti-Icing: Dispatcher
De-Icing Location: On Stand / Airport can change to Remote with Engines Running
HOT Exceedance: Return to Stand, External inspection available.
Misc: See AFB for additional information

SUF De/Anti-Icing Services NOT AVAILABLE

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Provider: Azul handling

Frequency: NIL
Form: DAR-01 form
Procedure Available:
Fluids: Kilfrost ABC K-Plus Type II
SVQ Mixtures: 75/25
Requests for De/Anti-Icing: Contact Azul handling
De-Icing Location: De-icing on stand
HOT Exceedance: Return to stand
Misc: Warm up time required: 20 mins

Provider: Aviapartner
Frequency: 131.4
Form: DAR form
Procedure Available: 1 Step, 2 Step
Fluids: Type II ABAX ECOWING AD-2
TLS
Mixtures: 75/25; 100/0
Requests for De/Anti-Icing: Dispatcher, 131.4
De-Icing Location: on stand
HOT Exceedance: Return to Stand, External inspection available
Misc: Early de-icing available. DAR form to be provided through dispatcher
Provider: Sagat
Frequency: 131.900
Form: DAR-01
Procedure Available: 1 Step, 2 Step
Fluids: Cryotech Polar Guard II – Type II
Mixtures: 50/50, 75/25, 100/0
TRN
Requests for De/Anti-Icing: Dispatcher, 131.900, phone +390115676450
De-Icing Location: Stand (Engines Shutdown)
HOT Exceedance: Return to Stand, External Inspection Available
Misc: Fan Blade de-icing available, Tactile Check N/A, Pre-takeoff Contamination
check N/A, Early De-Ice available, 4 De-Icer trucks

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Provider: AerTre
Frequency: 131.430
Form: DAR-01
Procedure Available: 1 Step, 2 Step
Fluids: Type II Clariant Safewing
Mixtures: 50/50; 75/25 (1 step or 2 step); 100/0 (2 step only)
TSF
Requests for De/Anti-Icing: Dispatcher, 131.430, tel +390422315123
De-Icing Location: Stand (Engines Shutdown)
HOT Exceedance: Return to Stand, External inspection available by engineers.
Misc: Tactile post treatment clear ice check: only provided by engineers. Fan blade
deicing available, performed manually by engineers. Equipment 1 truck (plus 1 as
back-up). Early de-icing available.

Provider: VIENNA AIRPORT GROUND HANDLING SERVICES

Frequency: Displayed on the De-ice truck
Form: No form used
Procedure Available: 1 and 2 step de/anti-ice procedures
Fluids: Type I Clariant Safewing MP1 LFD and cold Type IV Clariant Safewing MP4
Launch
VIE Mixtures: Type I (free mix between 4% and 71% fluid concentration) Type II 50%,
75%, 100% mix
Requests for De/Anti-Icing: To dispatcher or to “Vienna ICE” on 131.630Mhz
De-Icing Location: Remote, de-icing area South (F43 to F59) and de-icing area North
(F42 to F50)
HOT Exceedance: Return to stand for inspection
Misc: Hot air available for fan blade de-icing
VLC De/Anti-Icing Services NOT AVAILABLE
Provider: Litcargus
Frequency: 131.750
Form: DAR form
Procedure Available: 1 Step, 2 Step
VNO Fluids: Clarian Safewing MP I and MP II Mixtures: 50/50; (1 step); 100 (2 step only)
Requests for De/Anti-Icing: Dispatcher or 131.505 De-Icing Location: Stand (Engines
Shutdown)
HOT Exceedance: Return to Stand, External inspection available, etc.
Misc: NIL
Provider: WELCOME AS
Frequency: Operations Welcome 131,405
Procedure Available: 1 Step, 2 Step - available
Fluids: CLARIANT SAFEWING MP I 1938 ECO, SAFEWING MP2 FLIGHT
WAW
Mixtures: TYPE I from 10% to 70%, TYPE II 100%
Requests for De/Anti-Icing: Request to the Turnaround Coordinator for de-icing
service or contact Operations Welcome on frequency
De-Icing Location: Remote stand (Engines Running)

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HOT Exceedance: Report to ATC and to WELCOME handling on 131,405. Return to

stand if necessary.
Misc: Communication with de-icing team via headset not on frequency.

Provider: ASP
Frequency: NIL/ HEADSETS
Form: DAR rev 7
Procedure Available: 1 Step, 2 Step
Fluids: TYPE II KILFROST ABC K+, TYPE I
Mixtures: TYPE II 50/50; 75/25; (1 step or 2 step); 100/0 (2 step only); TYPE I 50/50
WMI
or 60/40
Requests for De/Anti-Icing: Dispatcher
De-Icing Location: Remote stand with Engines Running
HOT Exceedance: Return to Deicing Stand, External inspection available,
Maintenance personnel available
Misc: Fan blade de-icing provided with hot air.

Provider: WRO-LOT AIRLINE SERVICES LDT

Frequency: 131.505Mhz
Form: DAR
Procedures available: 1 and 2 steps, local de-icing, hot air de-icing for engines, gear,
sensors.
WRO Fluids: TYPE II CLARIANT SAFEWING MPII FLIGHT.
MIXTURES: De-icing - 0, 10, 20, 30, 40, 50, 60, 75%. Anti-icing - 50, 75, 100%.
Requests for De/Anti-icing: Ramp agent, 131.505Mhz, +48713581180
De-icing location: remote De-icing pads (engines running), if underwing (engines
shut down).
HOT exceedance: Return to deicing pad for repeat de/anti-icing.
Provider: Zadar Airport Ground Handling
Frequency: 130.200
Form: No Form used
Procedures available: 1 Step, 2 Step
ZAD Fluids: Clariant Safewing Type IV.
Mixtures: De-Icing 20/80, Anti-Icing 50/50, 75/25.
Requests for De/Anti-Icing: Dispatcher
De-Icing Location: All self-maneuvering parking positions
HOT Exceedance: Return to de-icing location

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Provider: MZLZ – Ground Handling Services

Frequency: 131.550
Form: DAR
Procedure Available: 1 Step, 2 Step
Fluids: SAE TYPE I: Clariant Safewing MP I 1938 ECO (80), SAE TYPE I: Clariant
Safewing MP I LFD 80, SAE TYPE IV: Clariant Safewing MP IV LAUNCH
Mixtures: Type I: 10%, 20%, 40%, 50%, 60% ; Type IV: 50%, 75%, and 100%
ZAG Requests for De/Anti-Icing: Dispatcher, 131.550 or telephone number: +385 1 456
2652
De-Icing Location: Stand Shutdown (when RWY in use 22) / Remote - apron west
Engines Running (when RWY in use 04)
HOT Exceedance: Return to de-icing location (Stand or Remote apron west) -
External inspection available
Misc: Fan blade deicing available (to be performed always on stand) Communication
with de-icing team via headset not on frequency

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7.6 FRANKFURT HAHN LOCAL WINTER OPERATION PROCEDURES

DE/ANTI-ICING and Winter Operations

Remote two steps de-icing (type I / IV).

Only one de-icing pad will be available at a time. The de-icing pad situated on TWY A
south of intersection C will be used with engines running when RWY 03 is in use. The
de-icing pad situated abeam parking stand D on the cargo apron will be used with
engines shutdown (towed), normally when RWY 21 is in use.

De-Icing Pad RWY 03 De-Icing Pad RWY 21

Engines Running Engines Shutdown

Expect delays with de-icing in LVP, as only one aircraft is allowed on the TWY by
regulatory restrictions.

1. With RWY21 in use, aircraft will be towed after boarding from stand onto the
de-icing pad.The OFF BLOCKS times are to be recorded when pushing back from
stand. Additionally, for operational assessment and performance monitoring,
please note the time for “end of de-icing” on the “remarks” section of the EFL.

2. Advise de-icing requirements to dispatchers and “Hahn Ground” at earliest

opportunity. Give the pink DAR form copy with the completed header, techlog
page number, captain’s signature and the yellow techlog copy to dispatchers
before closing doors.

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3. Push-back clearance will be provided for either de-icing pad via "Hahn Ground"
radio frequency. You must be absolutely ready for push-back, including tug
connected when you call for push

4. Monitor Hahn Ground and contact the de-icing coordinator via frequency
121.600 using (VHF comm. #2) for confirmation of de-icing pad and fluid mix in
use.

5. At the pad the PIC will set park brake and inform coordinator of the de-icing
requirements and confirm that the aircraft is ready for de-icing.

6. After the de-icing is finished the PIC will receive the de-icing code and
confirmation, that the post de-icing/anti-icing check completed via De Ice
coordinator 121.600. PIC will complete the DAR form. The De- Ice coordinator
will complete the DAR form copy at a later stage and provide it to HHN OPS
directly.

*** ONLY ACFT TECHLOG / DOCUNET HOLDOVER TABLES ARE APPROVED FOR OPS***
The FAA does not publish holdover tables for all brands, therefore if for any reason the
respective brand holdover table is not provided, you must use the “Generic” holdover
table (more restrictive).

7. Crews are requested to clear the de-icing pad on the first opportunity,
minimizing delays for subsequent aircraft in the cue. Contact Hahn Ground to
request towing clear of pad before engine* start (RWY 21) or to taxi out (RWY
03).

*If required, post-treatment tactile checks can only be accomplished with engines
shutdown

Should you find an aircraft with a compressor wash carried out, while the APU is INOP,
pls report this via CSR.
If you require to de-ice the fuselage of an aircraft following a compressor wash, pls
report this via CSR.

Aircraft with APU inoperative will de-ice with engines running. In consultation with de-
ice crew avoid taxi through surplus de-icing fluid with engines running.

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7.7 SNOWTAM DECODER GRF

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7.8 APPLICATION OF AERODROME FORECASTS

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7.9 PROCEDURE TO OPERATE B737-NG/8200 AIRCRAFTS WITH CSFF

Takeoff with CSFF on lower wing surfaces is allowable provided all of the following
conditions are met:

o Ambient air temperature is at or above +4°C

o There is no precipitation or visible moisture (rain, snow, drizzle or fog with less
than 1 mile visibility)
o Tank fuel temperature is at or above -16°C
o All leading edge devices, all control surfaces, tab surfaces, winglet surfaces, and
control surface balance panel cavities must be free of snow, ice and frost.

Boeing engineering studies showed that any CSFF on the upper and/or lower wing will
be within allowable thickness and characteristics if ALL of the above defined conditions
are met and it is therefore not necessary to assess the thickness of the frost.

If ALL of the above conditions are not met, takeoff with light coatings of frost, up to 3
mm in thickness, on lower wing surfaces due to cold fuel is allowable; however, all
leading edge devices, all control surfaces, tab surfaces, winglet surfaces and control
surface balance panel cavities must be free of snow, ice and frost.

The Frost Measuring Tool in the techlog should be used to determine the frost
thickness. This tool has two 3.0mm notches for depth measurement.

The pilot will take a measurement of the thickness of the frost on the lower wing tank
surfaces, inboard of the Engine Pylon(s) approximately 10cm, assuring that the edge of the
measuring tool is actually in contact with the wing skin and moving in line with the wing
cord.

When the area is fully cleared of frost, the pilot can then place the edge of the measuring
tool against the wing skin of the “Cleared Area” to measure the depth of the frost by sliding

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it along this cleared area to measure the thickness of the frost on both sides, to see if it the
frost is +/- 3.0mm and this will be evident by the follow:
(a) If the thickness of the frost is less than or equal to 3.0mm, the frost will not be removed
and therefore confirming it is less than or equal to 3.0mm and CSFF relief is allowed.
(b) If the thickness of the frost is greater than 3.0mm, the remaining frost will be removed
by the edge of the measuring tool and will encroach on the tool when it passes over the
contaminated section. Appropriate deicing/anti-icing procedures must then be performed.

NOTE: The pilot(s) conducting the procedure shall ensure that there is sufficient
illumination to accurately complete this measurement at night or in poor
lighting.

Takeoff with CSFF on upper wing surfaces is allowed provided all of the following
conditions are met:

o The CSFF on the wing tank upper surfaces is only within the lines defining the
permissible CSFF area with no ice or frost on the leading edges or control
surfaces
o Ambient air temperature is at or above +4°C
o There is no precipitation or visible moisture (rain, snow, drizzle or fog with less
than 1 mile visibility)
o Tank fuel temperature is at or above -16°C.

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If all of the above conditions are not met, all snow, ice and frost on the upper wings
must be removed using appropriate de-icing/anti-icing procedures.

NEI/CSFF de-icing is requested under 1(a) on the DAR-01. Only contaminated areas on
the wing will be treated, symmetrical (left/right wing) application of de-icing fluid is
required.

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8 REVISION HIGHLIGHTS
Winter Operations Guide Revision 21.2 (04/11/2021)

Revision Summary:
All performance related information for NON-GRF airports removed following NON-EASA states
transition to GRF.
Text for GRF specific information that in previous issue was highlighted in blue font text is now
black font.
Applicable sections aligned with WOPS checklist Rev 29

737-8200 differences are highlighted in reverse video.

Revision Index
Chapter 1

1.4.1 ENGINE FAN BLADE ICE

Revisied approved fluids............................................................................................................ 14

1.4.10 NON ENVIRONMENTAL ICING OR COLD SOAK FUEL FROST

Added reference to CH 7 for CSFF procedures ........................................................................... 20

Chapter 3

3.2.4 TACTILE CHECK (REMOTE DE/ANTI-ICING STAND)

Revised instructions for tactile check at remote stand ............................................................... 44

Chapter 6

6.1.2 TAKEOFF
Revised wording for GRF only content ....................................................................................... 53

6.1.4 SNOWTAM
Updated with GRF only.............................................................................................................. 55

6.1.6 UPGRADED AND DOWNGRADED RWYCCs

Added guidance for uppgrade and downgrade of RWYCC .......................................................... 59

6.1.7 DISCOUNTING A RWYCC

Added guidance for discounting a RWYCC ................................................................................. 59

6.2.4 BEFORE TAXI PROCEDURE

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Revised and aligned with latest issue of WOPS Checklist ........................................................... 61

6.3.4 PREVENTIVE FAN ICE ENGINE RUN-UP/FAN ICE REMOVAL PROCEDURE ON THE GROUND
Revised approved fluids ............................................................................................................ 68

6.7.2 LANDING PROCEDURES AND CONSIDERATIONS

Revised wording for GRF only .................................................................................................... 85

6.7.3 SPECIALLY PREPARED WINTER RUNWAY (SPWR)

Added additional guidance for SPWR conditions ....................................................................... 86

Chapter 7

7.5 BASE SPECIFIC DE-ICING/ANTI-ICING FACILITIES/PROCEDURES

Revised base info .................................................................................................................................... 98

7.9 PROCEDURE TO OPERATE B737-NG/8200 AIRCRAFTS WITH CSFF

Added CSFF procedures (replaces RA904 in the Techlog) ......................................................... 121

NOTE: The following may have a revision bar but no entry in the Revision Summary:
Spelling corrections, formats, layout changes

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