Cold Weather Operations - AIRBUS
AAVA – FLIGHT OPERATIONS MANUAL
COLD WEATHER OPERATIONS
FOR FLIGHT SIMULATION USE ONLY
1.0 GENERAL
This section describes the operational standards for AAVA aircraft during cold weather operations. It includes ground deicing/anti-icing, in-flight icing protection, and contaminated-runway considerations.
Procedures are aligned with Airbus operational philosophy and tailored for simulation realism, safety, and standardization across the AAVA fleet.
Cold weather considerations include:
– OAT or TAT at or below 10°C
– Visible moisture (rain, snow, ice pellets, freezing fog)
– Frost, ice, or snow accumulation
– Operations on contaminated taxiways or runways
All cold-weather operations adhere to the Clean Aircraft Concept.
2.0 CLEAN AIRCRAFT CONCEPT
The aircraft shall not depart unless all critical surfaces are verified free of frost, ice, snow, or slush.
The Captain is responsible for confirming the aircraft is clean and safe for departure.
2.1 CRITICAL SURFACES
The following surfaces must be contamination-free:
– Wing leading edges and upper wing surfaces
– Horizontal stabilizer
– Vertical stabilizer
– Slats, flaps, and fairings
– Ailerons, elevators, and rudder
– Engine inlets, spinner, and fan blades
– Probes, ports, and sensors
2.2 CLEAN AIRCRAFT VERIFICATION
A Clean Aircraft Check is required when:
– Frozen precipitation continues after deicing/anti-icing
– Holdover time (HOT) is nearing expiration
– A delay occurs prior to takeoff
– Fluid effectiveness is uncertain
Verification methods:
– Flight Deck Check (within valid HOT)
– Cabin Check (HOT expired or heavy snowfall) via overwing windows, referencing the left wing root — the oldest application point
3.0 GROUND DEICING / ANTI-ICING
3.1 OVERVIEW
Deicing removes contamination.
Anti-icing prevents new accumulation.
Both require clear coordination with Ground Deicing Personnel.
3.2 APPROVED FLUID TYPES
Type I Fluid
– Hot glycol mixture
– Used primarily for deicing
– Provides limited holdover time
– Smooth glossy film = effective
– Slush/roughness = fluid failure
Type IV Fluid
– Thickened, long-lasting anti-ice fluid
– Used after Type I for extended HOT
– Shears off naturally during takeoff roll
– No performance penalty for Airbus aircraft
3.3 HOLDOVER TIME (HOT)
HOT begins when the final anti-icing application starts.
HOT expires when the fluid can no longer prevent the accumulation of frost, ice, snow, or slush.
Precipitation anticipated at the time of application must be considered when determining HOT applicability.
3.4 ENGINE & FLAP CONFIGURATION
– Deicing with engines running requires a safe spray zone and coordination with Ground Personnel.
– Flaps should normally be set to the planned takeoff configuration prior to deicing.
– If flaps must remain in a contamination-removal configuration, ensure all contaminants are cleared before returning to a normal takeoff configuration.
CAUTION:
Do not retract flaps/slats if contamination remains in flap tracks or fairings.
4.0 IN-FLIGHT ICING OPERATIONS
4.1 WING ANTI-ICE (WAI)
Airbus WAI may be used in two ways:
Primary Method — Deicer Mode
Activate WAI when ice is visible on:
– Window frames
– Center windshield post
– Wiper arm areas
– Wing surfaces
Advantages:
– Produces cleanest airfoil
– Minimizes runback ice
– Reduces thrust and fuel penalties
Secondary Method — Anti-Icer Mode
Activate WAI before ice accumulation only during extended operations in moderate to severe icing.
General Notes
– WAI is normally not required below –40°C SAT
– At high altitudes, turn WAI OFF when no longer needed
– Prolonged icing operations with flaps extended is not recommended
5.0 ENGINE ANTI-ICE (EAI)
Engine anti-ice shall be used when:
– OAT/TAT ≤ 10°C and visible moisture is present
– Ice is detected visually or by performance change
– Conditions conducive to icing exist (clouds, precipitation, fog, slush spray)
Indicators of possible engine icing:
– Fan vibration
– N1/N2 fluctuation
– Reduced thrust for given lever position
– Increased EGT
6.0 DESCENT IN ICING CONDITIONS
During descent or holding in moderate to severe icing, with thrust below stable parameters:
Every ~15 minutes:
– Increase one engine at a time to at least the minimum required N1 to shed accumulated ice
– Maintain increased thrust for several seconds
This clears the spinner, fan blades, and inlet areas.
7.0 APPROACH, LANDING & CONTAMINATED RUNWAY OPERATIONS
7.1 FLAP RETRACTION AFTER LANDING (AIRBUS)
If ice accumulation is observed or suspected after landing:
– Do not retract directly from CONF FULL or CONF 3 to UP
– Maintain at CONF 1 until surfaces and tracks are confirmed clear of ice
When contamination is removed, the flaps may be retracted from CONF 1 → UP.
7.2 REVERSE THRUST USE
On contaminated or slippery runways:
– Apply reverse thrust as needed for a safe stop
– Below 60 kt, reduce reversers smoothly when conditions permit
7.3 TAKEOFF FROM CONTAMINATED RUNWAYS
– Use maximum takeoff thrust
– Within 5 minutes of takeoff (or combined with takeoff roll), conduct:
– Engine run-up to at least the minimum N1 stabilization range for several seconds
– Ensure engine stabilization prior to applying takeoff thrust
– During a rejected takeoff, rudder provides primary directional control to approximately 60 kt
7.4 SAFETY PRIORITY
During landing or a rejected takeoff on contaminated surfaces:
Stopping the aircraft is always the highest priority.