A340 COLD WEATHER OPERATIONS
Anti-ice Fluids:
Introduction
• Aircraft performance is certified on the basis of a clean
wing. Ice accretion affects wing performance. When the
wing is clean, the airflow smoothly follows the shape of
the wing. When the wing is covered with ice, the airflow
separates from the wing when the Angle-Of-Attack (AOA)
increases. Therefore, the maximum lift-coefficient is
reduced. As a result, the aircraft may stall at a lower
AOA, and the drag may increase.
• Even a small amount of ice and snow on the wings can
reduce the stall AOA (and therefore increase the stall
speed) dramatically. A stall may occur before any stall
warning device signals it.
• The flight crew must keep in mind that the wing
temperature of the aircraft may be significantly lower
than 0 °C, after a flight at high altitude and low
temperature, even if the OAT is higher than 0 °C.
• In such cases, humidity or rain will cause ice accretion
on the upper wing, and light frost under the wing. (Only
3 mm of frost on the under-surface of the wing is
acceptable.)
“ In all circumstances it is the Captain’s responsibility to
decide whether or not to de-ice/anti-icing the aircraft, or
to order a repeated treatment.
• Having stated the above, the Captain relies heavily on
the ground engineers and the contractor who treats and
inspects the aircraft surfaces.
• A340 is certified for flight in icing conditions.
DEFINITIONS
Icing Conditions
1. OAT (on ground and for takeoff) or the TAT (in flight)
is 10 °C or below and
2. Visible moisture in the air (such as clouds, rain, fog
with low visibility of one mile or less, snow, sleet, ice
crystals) or standing water, slush, ice or snow on the
runways and taxiways.
Warning Pilots must turn on the engine anti-ice system,
when temperature and visible moisture meet these
criteria, and not wait until they see ice build up.
Freezing Conditions The conditions in which the OAT is
below +3°C (37.4°F) and visible moisture in any form
(such as fog with visibility below 1.5 km, rain, snow,
sleet or ice crystals) or standing water, slush, ice or snow
is present on the runway.
Critical Surfaces: wings (leading edges +upper surfaces
of wings) & control surfaces (vertical & horizontal
stabilizers, slats & flaps).
De-icing is a process by which frost, slush, snow or ice is
removed from the aircraft in order to provide clean
surfaces.
Anti-icing is a precautionary process which provides
protection against the formation of frost or ice and
accumulation of snow or slush on treated surfaces of the
aircraft for a limited period of time (hold-over time).
De/anti-icing is a combination of de-icing and anti-icing
and may be performed in one or two steps.
De-ice Fluids mixes with the ice on the surfaces, lowers
the freezing point of the ice so it melts and falls off with
the excess de-ice fluid (which is sprayed under pressure).
_ The fluids lowers freezing point of precipitation on a/c
surfaces. Contains ethylene glycol or propylene glycol,
etc, plus wetting agent, corrosion inhibitor, water and
sometimes dye (so you can see it).
_ The fluids used for de-icing as well as for anti-icing.
Depending on their characteristics, anti-icing fluids are
divided into different types with quite different anti-icing
properties:
_ De-icing fluid is normally applied heated in order to
assure maximum efficiency.
_ De/anti-icing fluids do not provide any protection from
contamination once the ACFT is airborne.
These fluids have different characteristics:
type I: Low viscosity/ Limited HOT/ Mainly for deicing
type II, III, IV: High viscosity/ Longer HOT/ Used for
deicing +anti-icing
Type I fluids form a thin liquid wetting film, which gives a
rather limited Hold-Over Time (HOT).
In precipitation, they are quickly diluted and give short HOT. Type
I fluids are always mixed with water. The fluid/water mixture is
selected to maintain freezing point at least 10°C below OAT.
Increasing the fluid concentration does not improve HOT.
Type II fluids contain a thickener and form a thicker film
adhering to aircraft surfaces. Therefore, compared to
Type I, the Type II fluids provide improved HOT especially
under precipitation.
Before liftoff, the viscosity is drastically reduced by shear forces,
allowing the fluid to run off the wing. Type II fluids are used
undiluted or diluted with water and are identified according to the
mixture ratio; e.g. “Type II 75" is a mixture of 75% (by volume)
Type II fluid with 25% water. Higher concentrations allow use
down to lower temperatures and improve HOT.
Type IV fluids are similar to Type II, but provide even better HOT
when used undiluted or slightly diluted.
Hold-Over Time (HOT)
_ HOT is the estimated time the anti-icing fluid will
prevent frost, ice and snow to form or accumulate on the
protected (treated) areas of the aircraft. HOT starts at
beginning of the final anti-icing treatment (or de-icing
fluid is only using the 1-step procedure).
_ Hold–over protection is achieved by a layer of anti-icing fluid
remaining on the protected a/c surfaces for a period of time.
_ A HOT table is published in RM/ PFL p.240, giving HOT as
function of applied fluid, temperature and weather. For each
condition the table gives a range of HOT (e.g. 30-45 minutes)
_ Generally, the low end of the range represents the estimated
HOT in heavy conditions, the high end, the estimated HOT in light
conditions.
_ In heavy weather conditions, the HOT can even be shorter than
the lower end of the range and it is the responsibility of the P-i-C
to determine what HOT can be expected under prevailing
conditions.
_ HOT may shortened with high wind velocity, jet blast and a/c
skin temp well below OAT. If the aircraft is treated and remains
within the HOT there is still no guarantee of clean surfaces – the
HOT is a guide. HOT is determined from tables in the RM/ PFL
Winter Ops considering fluid type and ratio mix, nature and
severity of precipitation.
PRE-FLIGHT & ENGINE STARTING
Pre-flight Check 1
_ All surfaces of the aircraft must be clear of snow, frost,
 A340 COLD WEATHER OPERATIONS
and ice for takeoff.
_ Thin hoarfrost is acceptable on the upper surface of the
fuselage (Thin hoarfrost is typically a white crystalline
deposit which usually develops uniformly on exposed
surfaces on cold and cloudless nights; it is thin that a
person can distinguish surface features (line or markings)
beneath it).
_ On the underside of the wing tank area, a max layer of
3 mm (1/8 inch) will not penalize takeoff performance.
_ Other than above, all parts of the aircraft must be free
of ice, snow and slush. Other areas to inspect:
• landing gear assemblies, tires, gear doors
• engine inlet cowls, fans (check for rotation),
fan exhaust ducts and reverser assemblies
• drains, bleeds, outlets
• pitots, static ports, TAT sensors, angle of
attack sensors
• radome
• fuel vents
• commercial water supplies not frozen
_ Use ground power for APU start if OAT ≤ -15°C (5°F).
_ Cold soak effect: OAT -2 to +15°C, ice or frost can
form on a/c structure if airframe is below 0°C.
_ ECAM and EFIS DU’s may not be available with OAT
below -15°C (5°F) until cabin conditioning has warmed
the avionics compartment and cockpit IRS’s may take up
to 15 minutes to alignment.
_ Freezing temp of JET-A1 is -47 °C and slightly higher
for other common fuels. Add warm fuel if necessary.
_ The PROBE/WINDOW HEAT switch is turned on in the
preflight (PNF duty) for cold weather procedures – temp
≤0°C (otherwise left in AUTO which is lights out).
Engine Start
_ Minimum oil temperature for starting is -40°C.
_ The PROBE/WINDOW HEAT switch is turned back to
AUTO after engine start. It provides a low level of heating
to the cockpit windows and some probe heating. The
level of heating automatically changes to high when
airborne. The TAT probe is not heated on the ground.
_ EAI goes on after all engines started (PNF duty before
APU shut-down).
DE-ICING & ANTI-ICING TREATMENT
Before departure the following actions shall be performed
before every departure:
_ The departure check person shall perform a check for
need to de-ice. The P-i-C shall, if applicable in
cooperation with the departure check person, state the
necessary de-/anti-icing treatment of the aircraft or be
assured that there is no frost, ice or snow on the critical
surfaces of the aircraft If de-icing performed:
– The de-/anti-icing release person shall perform a check
after de-/anti-icing verifying that all frost, ice and snow
accumulations are removed from the critical surfaces of
the aircraft after completed treatment.
Note If conditions are such that frost, ice or snow might
accumulate on the aircraft: – After anti-icing, the P-i-C shall
determine the HOT for prevailing conditions. See Determined
Hold-Over Time (HOT) table. The P-i-C or a delegated person
shall perform a Pre-takeoff Check within 2 min before takeoff.
_ Usually performed after engine start so as to :
+ maximize HOT
+ prevent de-/anti-ice fluid from entering the
cabin through open doors
_ Coordinate with ATC at busy airports regards a
departure slot time so de/anti-icing may be done at the
suitable time to extend HOT.
_ During off-gate de-icing, two-way communication
between pilot and de/ anti-icing operator/ supervisor
must be established prior to de/anti-icing treatment. This
shall be accomplished either by intercom or by VHF radio.
_ The mixture ratio and de-icing procedure (1–step/ 2–
step) is selected by the de-icing specialist. The selection
of mixture ratio is based on the actual weather conditions
and ISO/ SAE tables.
_ The PIC usually has no influence on selection of
mixture ratio and de-icing procedure. Should the PIC,
however, insist on a mixture or procedure other than that
selected by the de-icing specialist, he is obliged to report
the reason to personnel in charge.
_ All de/anti-icing actions must be entered in the a/c log.
The appropriate information will be communicated by the
ground personnel and the respective de/ anti-icing code
(fluid type, mixture and the time the final de/ anti-icing
step commenced, e.g. ”Type II, 75/25, 1155”), shall be
entered by the flight crew into the Technical Log on the
”Complaint” side of the log slip.
_ The HOT table must only be used as a guideline, as
many factors affect the time of protection of the aircraft.
_ Aircraft preparation for fluid spraying: See the
procedure in FCOM 3.04.91 Supp Tech –Adverse Weather
-Cold Weather.
_ The following outlines the various procedures to be
applied before and after spraying:
+ All ENG and APU BLEED pushbutton must be set to OFF
and the DITCHING pushbutton must be set to ON, to
prevent any engine ingestion of deicing/anti-icing fluid.
+ The aircraft can be deiced/anti-iced, with the engine
and/or the APU running or off. However, the APU or the
engine should not be started during spraying. (De-ice
and anti-ice fluid should not be sprayed directly into
engine or APU intakes or any other vent.)
+ The aircraft must be same deiced/anti-iced treatment
symmetrically on both sides.
+ If spraying is performed with the engines not running,
a small negative cabin delta P may appear for a short
time, just after selecting the ditching pushbutton to OFF.
During this time, do not open any door or windows.
De-/anti-icing Treatment
Depending upon the severity of the weather, the
deicing/anti-icing procedure must be applied in one or
two steps either:
+ In one step, via the single application of heated and
diluted deicing/anti-icing fluid. The fluid used to de-ice
the aircraft remains on the treated surfaces and provides
anti-icing capability.: This procedure provides a short
HOT, and should be used in low moisture conditions only.
The HOT starts from the beginning of the application of
the fluid.
1 Step Procedure Heated anti-icing fluid applied Type I , II & IV
fluid. (type III fluid discontinued) Type I less effective and used
for low precipitation case only .
+ In two steps, by first applying the heated de-icing
 A340 COLD WEATHER OPERATIONS
fluid, then by applying a protective anti-icing fluid. The
second step (anti-icing) is an over spray with hot or cold
anti-icing fluid. The correct fluid and concentration shall
be chosen with regard to desired HOT, OAT or aircraft
skin temperature (whichever is lowest) and prevailing
weather conditions. These two sprays must be applied
consecutively. The HOT starts from the beginning of the
application of the second fluid.
2 Step Procedure De-ice with either hot water, mixture of hot
water & type I fluid (low viscosity and shorter H.O.T), or heated
concentrate of type I fluid applied. Then anti-ice with type II or
type IV fluid (high viscosity an longer HOT) applied.
_ If repeated anti-icing is necessary, ground crew must
de-ice the surfaces with a hot fluid mixture before
applying a new layer of anti-icing fluids
_ Aircraft wings are sprayed first.
After Treatment Check 2 / Check 4
_ Keep the APU running with the bleed off for a few
minutes after completion of spraying and perform a
visual inspection of the aircraft surfaces.
_ The slats/flaps and flight controls can be moved,
because they no longer have ice.
_ A deicing/anti-icing report must be filled out to indicate
the type of fluid and when the spraying began.
_ The information from ground personnel who performed
the treatment must include:
+ Type of fluid used.
+ The mix ratio of fluid to water.
+ When the HOT began.
+ Result of post application check.
TAXI OUT & BEFORE TAKE-OFF
Taxiing
_ On contaminated taxiways, the taxiing speed should be
limited to 10 knots on straight way ( max 5 kts around
corners -less in icy conditions), and any action that could
distract the flight crew during taxiing should be delayed
until the aircraft is stopped.
_ On slush-covered, or snow-covered, taxiways: Flap
selection should be delayed until reaching the holding
point, in order to avoid contaminating the flap/slat
actuation mechanism. Then do the “before takeoff
checklist down to the line” when reaching the holding
point.
_ Avoid high thrust settings.
_ Allow more than usual spacing with taxiing aircraft in
front and begin braking for a stop well before normal (~3
times earlier).
_ Anti skid does not operate at speeds below 10 knots.
_ The use of EAI increases ground idle thrust, so the pilot
must use care on slippery surfaces..
_ To minimize the risk of skidding during turns: Avoid
large tiller inputs and use minimum radius turns.
_ Use smooth nose wheel steering inputs.
_ On slippery taxiways: It may be more effective to use
differential braking and/or asymmetric thrust, instead of
nose wheel steering.
_ Warm up procedure When on ground in icing conditions
at idle and in temperature below + 1°C (34°F) for
extended periods of time, or if engine vibration occurs,
thrust should be increased 50% N1 for ten seconds
periodically (do this once every hour) and just prior
before takeoff, to shed any ice from the fan blades.
Pre-takeoff Check Check 3
Pre-takeoff check is the P-i-C's final check that the
aircraft is free from frost, ice and snow before takeoff. It
shall be performed within 2 minutes of commencing
takeoff roll whenever conditions are such that frost, ice
and snow might have accumulated on the critical
surfaces after the de-/anti-icing treatment.
Mental review: A mental review of prevailing conditions
including:
1. Anti-icing treatment and HOT
2. Precipitation type and rate and variations
experienced since anti-icing was performed.
3.Temperature, normally OAT but also skin temp
if aircraft has been cold soaked.
4. Relation of temperature/dew point.
5. Wind or experienced jet blast (especially for
Type I fluid).
6. Visual cues as available from flight deck.
Check of representative surface : A visual check of a
representative surface from within the flight deck. The
Pre-takeoff Check is passed satisfactorily if:
+ The determined HOT has not expired, and
+ It is visually confirmed that the representative
surface is free from frost, ice and snow.
Check of wings: A visual check of wings. It may be
necessary to open flight deck windows or perform the
check from the cabin. The Pre-takeoff Check is passed
satisfactorily if:
+ The determined HOT has not expired, and
+ The visual check confirms that wings are free
from frost, ice and snow.
_ If it cannot be satisfactorily confirmed by the Pre-
takeoff Check, the aircraft shall return for a new de-
/anti-icing.
4 CHECKs BEFORE TAKEOFF
“MAKE IT CLEAN AND KEEP IT CLEAN”
Check 1 for need to de-ice : A visual check of the
entire aircraft to determine whether the de-icing is
required.
Check 2 after de-ice/anti-ice treatment: A check to
verify that frost, ice and snow has been completely
removed out and the anti-icing treatment has been
performed correctly. This is done by the authorized
person who performs the treatment and issues the de-
ice/anti-ice release statement.
** Check 3 pre-takeoff check ** : The check is
performed before every departure as an item in the
departure check.
_ This check is the P-i-C's final check that the aircraft
( wings or a representative surface) is free from frost, ice
and snow before takeoff. It shall be performed within 2
minutes of start commencing takeoff roll whenever
conditions are such that frost, ice and snow might have
accumulated on the aircraft after the de-/anti-icing
treatment.
_ Done by flight crew within the determined HOT from
inside cabin to ensure wings & control surfaces clear of
ice, snow, slush & frost.
_ If there are only two pilots and one has to leave the
 A340 COLD WEATHER OPERATIONS
control seat on the flight deck to check the wings then
the aircraft must be stopped and the park brake set.
_ Switch on all aircraft lighting at night. Check as close
as possible to T/O.
_ If in doubt or the surfaces can’t be properly evaluated,
get an external inspection (even it means taxiing back to
the ramp).
_ Special attention should be given to the flight control
check, which is delayed until just before take-off.
_ Before Take-off Checklist is completed at the holding
point.
Check 4 if re treatment is required : it is required
when HOT has expired. HOT may be extended depending
on weather conditions (see the charts in RM).
TAKEOFF
_ Before the aircraft lines up on the runway for takeoff,
the flight crew must ensure that the airframe has no ice
or snow. Then, before applying thrust, the Captain should
ensure that the nosewheel is straight on the runway.
_ On contaminated runways use TOGA thrust.
_ ENG START SEL to IGN/START for takeoff in turbulence,
standing water or heavy rain.
_ Takeoff technique is normal.
_ Take-off is not recommended from a runway which is:
+ icy (though can land under certain conditions)
+ has more than 2” (50 mm) of loose dry snow
+ has more than 1” (25 mm) of wet snow
+ has more than 1/2” (12 mm) of slush (no
tables available for calculations)
Takeoff Performance
_ V1 (VR and V2) reductions apply for contaminated
runways – see FCOM 2.04.10
_ Use of EAI and/or WAI results in a reduction in PERF
MTOW, the flight crew must apply the applicable
performance penalty.
_ Crosswind limits apply for contaminated runways with
reduced braking Action (see limitations below)
_ Anti-skid must be serviceable (contaminated RWY)
_ Inoperative brakes may affect dispatch (contaminated
RWY)
_ Reversers must be serviceable (contaminated RWY)
_ When taking off from contaminated runways, it is not
permitted to use FLEX thrust. However, derated thrust
may be used, as required, in order to optimize aircraft
performance. When available, a derated takeoff thrust
results in lower minimum control speeds and, therefore,
in a lower V1.
_ A reduction in the minimum control speeds can
sometimes enhance takeoff performance.
_ Slush, standing water, and/or deep snow reduce the
effectiveness of aircraft takeoff performance, because of
increased rolling resistance and reduction in tire-to-
ground friction.
_ A higher flap setting increases the runway-limited
takeoff weight, but reduces the second segment limited
takeoff weight.
_ Low visibility take-off (if required) has a set of
limitations also.
Takeoff roll
_ If there is a tendency to deviate from the runway
centerline, this tendency must be neutralized
immediately, via rudder pedal steering, not via the tiller.
_ On contaminated runways, the flight crew should
ensure that engine thrust advances symmetrically to help
minimize potential problems with directional control.
Rejected Takeoff
_ Maintain directional control with rudder and differential
braking if necessary.
_ Reverse thrust is most useful at high speeds.
CLIMB & DESCENT
_ Whenever icing conditions are encountered or
expected, the EAI should be turned on. Although the TAT
before entering clouds may not require EAI, flight crews
should be aware that the TAT often decreases
significantly, when entering clouds.
_ In climb or cruise, when the SAT decreases to lower
than -40 °C, EAI should be turned off, unless flying near
CBs.
_ If the recommended anti-ice procedures are not
performed, engine stall, over-temperature, or engine
damage may occur.
_ If it is necessary to turn on the EAI, and if ice accretion
is visible because EAI was turned on late, then apply the
following procedure:
+ Set the ENGINE START selector to IGN.
+ Retard one engine, and turn on set the EAI.
+ Smoothly adjust thrust, and wait for
stabilization.
+ Set the ENGINE START selector to NORM
+ Repeat this procedure for the other engines.
_ WAI should be turned on, if either severe ice accretion
is expected, or if there is any indication of icing on the
airframe.
HOLDING & APPROACH
Caution (FCOM 3.04.30)
1. The pilot should avoid extended flight in icing
conditions with the slats extended.
2. If the pilot suspects that a significant amount of ice is
accumulating on unde-iced parts of the airframe, the min
speed should be:
_ Green Dot + 10 kt in clean configuration.
3. If the pilot suspects that a significant amount of ice is
accumulating on de-iced parts (WAI inoperative) of the
airframe, use CONF 3 for landing, and the minimum
speed should be:
_ Green Dot + 10 kt in clean configuration.
_ VLS + 5 kt in CONF 1,2,3.
_ Multiply the landing distance by 1.1 on dry
runway or 1.05 on a wet runway.
Holding
_ Holding in icing conditions should be done with a clean
wing.
_ If holding is performed in icing conditions, the flight
crew should maintain clean configuration. This is because
prolonged flight in icing conditions with the slats
 A340 COLD WEATHER OPERATIONS
extended should be avoided.
Approach
_ If significant ice accretion develops on parts of the wing
that have not been de-iced, the aircraft speed must be
increased (see above).
_ When the temperature is lower than ISA -10°C , the
target altitudes (provided by the ATC) must be corrected,
by adding the values. ( see cold weather altitude
corrections below)
LANDING & TAXI IN
Landing
_ Consider autobrake mode 4 for short or contaminated
runways ( mode LO,2,3 for long and dry runways).
_ Consider contaminated runway matters for landing.
Landing distance calculations and technique, crosswind
limits.
_ Do not land on a contaminated runway if the antiskid is
unserviceable.
_ Do not land on a runway where braking action is
reported as POOR unless a greater emergency exists.
_ Correct flare technique (do not float).
_ Maintain directional control with the rudder for as long
as possible and then use nosewheel steering with care.
_ Obviously, landings should be avoided on very slippery
runways. However, if it is not possible to avoid such
landings, the following factors (linked to operations on
contaminated runways) should be considered:
. Braking action
. Directional control.
Braking Action
_ The presence of fluid contaminants on the runway has an
adverse effect on braking performance, because it reduces the
friction between the tires and the surface of the runway. It also
creates a layer of fluid between the tires and the runway surface,
and reduces the contact area.
_ The landing distances, indicated in the QRH, provide a good
assessment of the real landing distances for specific levels of
contamination.
_ A firm touchdown should be made and MAX reverse should be
selected, as soon as the main landing gear is on ground. Using
reversers on a runway that is contaminated with dry snow may
reduce visibility, particularly at low speeds. In such cases, reverse
thrust should be reduced to idle, if necessary.
_ The use of autobrake mode 4 for A345,346 is recommended,
when landing on an evenly contaminated runway. It is possible
that the DECEL light on the AUTO BRK panel will not come on, as
the predetermined deceleration may not be achieved. This does
not mean that the autobrake is not working.
_ In the case of uneven contamination on a wet or contaminated
runway, the autobrake may laterally destabilize the aircraft. If
this occurs, consider deselecting the autobrake.
Directional Control
_ During rollout, the side stick must be centered. This prevents
asymmetric wheel loading, that results in asymmetric braking and
increases the weathercock tendency of the aircraft.
_ The rudder should be used for directional control after
touchdown, in the same way as for a normal landing. Use of the
tiller must be avoided above taxi speed, because it may result in
nosewheel skidding, and lead to a loss of directional control.
_ When required, differential braking must be applied by
completely releasing the pedal on the side that is opposite to the
expected direction of the turn. This is because, on a slippery
runway, the same braking effect may be produced by a full or
half-deflection of the pedal.
_ Landing on a contaminated runway in crosswind
requires careful consideration. In such a case, directional
control problems are caused by two different factors:
+ If the aircraft touches down with some crab,
and reverse thrust is selected, the side-force
component of reverse adds to the crosswind
component, and causes the aircraft to drift to
the downwind side of the runway.
+ As the braking efficiency increases, the
cornering force of the main wheels decreases.
This adds to any problems there may be with
directional control.
_ If there is a problem with directional control:
+ Reverse thrust should be set to idle, in order
to reduce the reverse thrust side-force
component.
+ The brakes should be released, in order to
increase the cornering force.
+ The pilot should return to the runway
centerline, reselect reverse thrust, and resume
braking.
Taxi In
_ After landing in slow, slush or ice do not retract the
flaps. The engineer must inspect them for ice
accumulation or damage and will retract the flaps. GREEN
and YELLOW ELEC PUMPS are placed ON temporarily to
retract the flaps.
_ If the approach was made in icing conditions, or if the
runway was contaminated with slush or snow, the
flaps/slats should not be retracted until after engine
shutdown, and after the ground crew has confirmed that
flaps/slats are clear of obstructing ice. This is because
retraction could cause damage, by crushing any ice that
is in the slots of the slats.
_ When the aircraft arrives at the gate, and the engines
are stopped, a visual inspection should be performed to
check that the slats/flaps areas are free of
contamination. They may then be retracted, with the
electric pumps.
PARKING & SECURING
At the end of the flight, in extreme cold conditions, cold
soak protection is requested when a longer stopover is
expected.
_ Remove the APU battery in very cold conditions – below
-15°C (it can Freeze otherwise).
_ Drain water systems to prevent freezing and possibly
split pipes. The water draining procedure is in FCOM.
_ Aircraft external vents and ports are closed e.g.
DITCHING P/B ON).
_ Park brake should be left off (chocks in).
_ pitot and other protective covers ON.
AIRCRAFT SYSTEM
Engine Anti-Ice (EAI)
_ Descent with anti-ice - The FMGCS assumes anti-ice is
on for a third of all descents.
_ If anti-ice use is prolonged, increase descent speed (to
that programmed) or use half speedbrake.
Wing Anti-Ice (WAI)
_ When switched ON on the ground, anti-ice valves open
 A340 COLD WEATHER OPERATIONS

for about 30 seconds (test sequence) and then close as
long as the aircraft on ground until airborne.
_ Detection by
+ ECAM “SEVERE ICE” or
+ ice accretion on central external cockpit post o
+ Ice accretion on the windscreen wiper or
window external frame Wing anti-ice is only the
outer portion of the leading edge slat.
Equipment Failure Cases
_ EAI valves remain OPEN if electrical failure (fail safe
open).
_ WAI valves CLOSE if electrical failure (fail safe close).
Example: Let’s assume an airport elevation of 1000 ft.
The airport elevation is the same as altimeter setting
source altitudes elevation = 1000 ft.
The ISA temperature at 1000 ft is 13°C.
Let’s now assume that the actual OAT is -2°C.
The ISA deviation is then, ΔISA =(13°C)-(-2°C) = -15°C.
It is assumed that the minimum required actual altitude
to clear the obstacle is 1200 ft.
Value to be added:
In order to account for the ISA deviation, the terrain/
obstacle elevation has to be increased by: 1200 x 0.04 x
15/10 = 72 ft
In other words, the altimeter must read 1272 ft in order
to have an actual height of 1200 ft.

2. Tabulated corrections
BRAKING ACTION vs RUNWAY CONDITION vs XWIND
ICAO publishes the following tables in the «PANS-OPS
The concept of equivalent runway condition is used to Flight Procedures» manual. They are based on an airport
determine the max crosswind limitation. elevation of 2000 ft; however, they may be used
operationally at any airport.
The following table indicates the max recommended
crosswinds related to the reported braking actions:
Braking action/ Rwy Friction Coefficient/
Equivalent rwy condition/ Max Xwind kt
GOOD 1 32
GOOD/MEDIUM 0.39-0.36 1 27
MEDIUM 0.35-0.30 2/3 20
MEDIUM/POOR 0.29-0.26 2/3 20
POOR ≤0.25 3/4 15
UNRELIABLE *** 4/5 5
(*** do not land unless a greater emergency exists) Example: Aerodrome elevation: 1000 ft;
Reported temperature:-40°C
Equivalent Runway Condition
1 = dry, damp or wet runway (less than 3 mm depth
standing water)
2 = slush
3 = dry snow
4 = standing water (with aquaplaning risk) or wet snow
5 = icy runway or high risk aquaplaning

ALTIMETER CORRECTIONS
The altimeter is designed for ISA temperatures. When it
is extremely cold, the altimeter under-reads (most
dangerous case). It is worse as altitude increases. This
means corrections to cleared altitude, minima, marker /
DME check heights and glideslope intercept altitudes
must be applied.
_ The altimeter error may be significant under conditions
of extremely cold temperature.
_ Altimeter corrections during approach (The table is
calculated for a sea level AP. They are conservative when
applied at higher AP). It is assumed that the aeroplane
altimeter reading on crossing the fix is correlated with
the published altitude, allowing for altitude error and
altimeter tolerances.
The choice of a method depends on of the amount of References
precision needed for the correction.
1. FCOM 3.04.91 -Supplementary Techniques
1. Approximate correction : - Adverse Weather - Cold Weather
Increase obstacle elevation by 4% per 10°C below ISA of 2. FCOM 3.04.30 -Ice & Rain Protection
the height above the elevation of the altimeter setting
3. FCTM 04.010 – Adverse Weather
source or
4. FOM 3.2.12 De/Anti-icing
Decrease aircraft indicated altitude by 4% per 10°C
5. Getting to Grips with Cold Weather Operations
below ISA of the height above the elevation of the
altimeter setting source 6. Lido RM part LAT, PFL
7. www.a330jam.com
_ This method is generally used to adjust minimum safe
altitudes and may be applied for all altimeters setting
edit by punn33567 punnthep@gmail.com 14 Nov 08
source altitudes for temperatures above -15°C.