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A310 Aircraft Preparation for Cold Weather Operation

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PostPosted: Fri Jan 21, 2011 6:27 pm    Post subject: A310 Aircraft Preparation for Cold Weather Operation Reply with quote

FCOM>>Procedure and Techniques>Inclement Weather Operation
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- Cold weather operation covers the following operating conditions:

a) Cold soaked aircraft after stop over in very low OAT (below -15 deg C).

b) Accumulation of frost, ice or snow on airplane surfaces.

- Recommendations and procedures mentioned by the aircraft manufacturer are to be used in conjunction with company policies and national operational requirements.

- For operation with OAT below -40 deg C make sure that cold weather maintenance procedure before and after cold soak have been applied, in accordance with aircraft maintenance manual.

APU Start:

- Check that APU air intake, air conditioning packs deflect doors and modulating flaps are free form snow and ice.

- After cold soak in very low temperatures (below -15deg C) it is recommended to start APU on external ground power unit.

Cabin Warm-up and Window/Probe Preheating:

- Set compartment temperature selector as required and window / probe heat to ON.

Exterior Walk Around Safety Inspection:

- The aircraft should be free of frost, snow and ice, especially the lift producing and control surfaces. Also give special emphasis to probes, engine inlets, reverser assemblies, fuel vents, landing gear assemblies, outflow valves and water drains.

- A thin layer of rime (thin hoar frost) or a light coating of powdery (loose) snow is acceptable on the upper surface of fuselage. Thin hoar frost is a white crystalline deposit that usually develops uniformly on exposed surfaces during cold and cloudless nights, thin enough to distinguish surface features underneath (lines or markings).

- Frost on underside of wing in the area of fuel tanks is acceptable, if due to cold fuel (low fuel temperature, high humidity and OAT above freezing).

- A frost layer is acceptable up to 3mm only.

- Potable water tank should be drained and refilled in accordance with the following requirements:

Ground De-Icing / Anti-Icing:

- De/Anti-icing fluids should be used in accordance with company requirements and aircraft maintenance manual instructions.

- Good communication with ground personnel should be established.

- De-icing may be done with engines and APU stopped or running, however engines and APU should not be started while de/anti-icing fluid is being sprayed on the aircraft.

- If repeated anti-icing is necessary, the surfaces must first be de-iced with a hot fluid mix before a further application of anti-icing fluid is made.

- Do not move slats/flaps, flight control surfaces and trims if they are not free of ice.

- Avoid indiscriminate usage or ingestion of de-icing fluid into APU or engine intakes.

- Treat aircraft symmetrically (left and right side must receive same and compete treatment).

- Crew actions associated with de-icing are as under:

- With passengers on board it is not recommended to exceed 20 minutes without air-conditioning supply.

- After de-icing, make sure the aircraft is clear from all ground equipment.

- Get the De-icing / Anti-icing Report from ground personnel who carried out de-icing and post application check. Information must include (Anti Icing Code):

a) Type of fluid used.
b) Fluid to water ratio (e.g. 75/25)
c) Beginning of Hold over time.
d) Post application check result: “Aircraft critical parts are clean”.

- Perform TAXI checklist while taxing out after de-icing.

- Resume normal procedure.

- Decision for takeoff or to re-protect the aircraft is based on actual contamination of critical surfaces which is judged by checks from inside or outside the aircraft prior to exceeding the hold over time or just prior to take off.

- If fuselage has been sprayed, there is a risk of de-icing fluid ingestion into APU air intake, resulting in specific odors and/or smoke warnings (e.g. upper deck cargo smoke). Thus consider APU bleed off during takeoff.

FAA Type I Holdover time guidelines:

FAA Type II Holdover time guidelines:

FAA Type III Holdover time guidelines:

FAA Type IV Holdover time guidelines:

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