A330 COLD

 WX  OPS  

Manuals Guide

OMA, OMC, FCOM, FCTM

OMA - 8

• The Company policy is “Make It Clean and Keep It Clean”.

• Take-off MAY NOT be attempted if frost, snow, ice, or other contaminants are adhering to the lifting surfaces or flight controls of the
aircraft. A light coating of hoarfrost is permissible on the top of the fuselage, and up to 3mm (1/8 inch) thickness of frost is permitted on the
under surface of the wing due to fuel cold soaking.
• NO aircraft will be dispatched with an inop APU to an APT where de-icing may be required unless engine GND start facilities are
available.
• Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffective in providing sufficient protection for
continued operations and may be beyond the certification envelope of the aircraft.
• Take-off is permitted in light freezing rain but is NOT permitted in:
1. Moderate or Heavy freezing rain;
2. Heavy Ice Pellets;
3. Continuous Heavy Snow, unless under specific conditions of Ops in Heavy Snow – OMC/K;
4. Hail;
5. Any frozen contaminate adhering to any of the aircraft critical surfaces (C.S.).
Note:
1. Ops in Occasional Heavy Snow require a PCI irrespective of the elapsed time since de-icing. It can only be carried out when
the applicable Moderate Snow Holdover time equals or exceeds 20min. There must be at least 5min holdover time remaining
after the inspection to allow takeoff to be initiated. For variable snow conditions use the most conservative table.
2. Dry Snow = OAT well below freezing point with a large dew point spread. Dry snow falling on a cold soaked aircraft is not
likely to adhere to the critical surfaces. Dispatch if light, dry and not adhering to any critical surface.

• Refer to RAIG-Appendix K (Cold WX Ops) for:

- Cold soaked fuel and upper wing ice;
- Type specific holdover guidelines;
- Visibility in snow vs. snowfall intensity chart
- Active frost holdover guidelines
- Ice pellet Allowance time
- Operations in heavy snow
• Communication with the passengers and Cabin Crew regarding de-icing is mandatory. It is Emirates policy to advise the Cabin Crew
during preflight briefing and the passengers prior to engine start that de-icing will be taking place. Crew are required to report to the Captain
any concerns they may have, and also convey any PAX reports of this nature. Then a PCI must be conducted and the decision passed on to
the Crew.
• The decision to de-ice may be made by a Qualified Person or Designated Flight Crew. Once the decision has been made, it CANNOT be
over-ridden by the other party. An operating flight crew member does not have to be present for a de-icing only, but shall be present during
a de-icing/anti-icing to enable the determination of a holdover time.
• EK permits de/anti-icing with engines-on at specifically designated stations. Engines On treatment is strictly PROHIBITED at any other
station. Information regarding those stations currently approved for engines-on treatment is contained in OMC / LIDO CCI pages.
• ASSESSMENTS: Critical Surface Inspection-CSI/ Post Treatment CSI/ Pre-takeoff assessment/ Pre-takeoff Contamination assessment-PCI
- PCI can only be used to extend holdover time when using Type II, III or IV anti-icing fluids and then, only when the applicable
minimum holdover time equals or exceeds 20 minutes.
- PCI is mandatory once the shortest time in the applicable holdover timetable is exceeded and precipitation had occurred at any time
since the final fluid layer was applied to the aircraft. It is preferably conducted from outside of the aircraft, but it is permitted to be
carried out from within the cabin provided adequate lighting is present allowing the representative surface to be visible and any
evidence of fluid failure to be accurately determined.
- When the elapsed time is greater than the maximum holdover time for the conditions present and covered in the applicable holdover
timetable cell, the PCI must be conducted from outside the aircraft.
• CAUTION: When assessing the representative surface, flight crew must consider which side was treated first, and also the prevailing
wind/weather conditions since contamination is likely to form more on one side of the aircraft than on the other.
• CAUTION: Flight Crew and Qualified Persons must be aware that even with ambient temperatures up to +15°C, ice or frost can form on a
wing that contains cold-soaked fuel. In precipitation on the ground, clear icing (which can be very difficult to observe) may occur on top of
the wing. A tactile inspection may be required.
• If additional anti-icing treatment is required before flight, a complete de-icing, with removal of all residues from the previous treatment,
shall be performed prior to any further anti-icing treatment being applied.
• Whatever final treatment (i.e. same fluid type and brand name) is administered on one wing, it must be applied to the other wing for
aerodynamic symmetry reasons.
• If only a small area is found contaminated (e.g. frost on spoiler panels), de-icing may be restricted only to these areas, provided it is carried
out identically on both sides of the aircraft (same areas, same amount and type of fluid, same mixture strength) even if the contamination is
only present in one side. After the procedure the following statement shall be given to the commander: “De-icing only. Airplane is clean.
Holdover times do not apply”.
• It is permissible to use hand held blower to remove dry, light snow. Among other requirements the blower must provide only cold air and
the operator should be positioned on a work stand and must not stand on the wings or stabilizers.
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 • Communication:
- Shall normally be made using VHF. If not feasible, may be made via flight interphone or by mobile phone.
- After the de-icing/Anti-icing procedure the commander must be informed of the following:
1. The type and mix ratio of fluid applied for the final treatment;
2. The time (UTC) at which final application of fluid commenced. If the aircraft was not treated symmetrically, which wing was
treated first;
3. That the aircraft is free of contamination. (CSI Report)
4. That all ground equipment is clear and the Commander may contact ground control.
WARNING: Do not move or reconfigure the aircraft until the message “All equipment is clear of the aircraft. You may contact Ground /
Apron control”. Ground / Apron do not control the de-icing pad, thus no clearance received should imply that the equipment is clear of the
aircraft.
• Holdover time (Guideline):
Does not imply that the flight is safe in the prevailing conditions, even if the specific holdover time has not been exceeded (guideline).
Starts at the time of the beginning of final layer application and expires at the commencement of take-off roll or when frozen deposits start
accumulate indicating the fluid failure. The Commander shall continually monitor the environmental situation after the performed
treatment. Holdover time can be significantly reduced by a number of factors. Therefore, the indicated times should be used only in
conjunction with a Pre-Takeoff Assessment. When a type II, III or IV is diluted to other than the published dilutions, the more conservative
holdover time and LOUT associated to the dilution above or below the selected one is applicable.
• Representative Surface: The Company has defined the wing’s inner portion, from the root outward to the innermost engine pylon. It
includes the entire chord length i.e. from the leading to trailing edge.
• Fluids: Are considered to have “failed” and to have lost their effectiveness when they become diluted with falling precipitation to the point
where a build-up of contaminant becomes visible in the fluid, it begins to appear opaque rather than transparent and the inability to discern
structural details through the fluid becomes apparent. There is a distinct loss of shine or gloss on the surface of the fluid. Fluid failure is
particularly difficult to detect in the case of freezing precipitation, as there is usually only a reduction in shine or gloss on the surface.
Type I should not be used in freezing precipitation and should be used solely as a de-icing fluid.
• Fluid Color: I = ! red-orange; II = ! straw or colorless; III = ! yellow-green; IV = ! emerald-green
• LOUT: Lowest Operational Use Temperature - A fluid must not be used when OAT or skin temperature is below the LOUT of the fluid.
The LOUT for the various fluid types and concentrations is now shown as the lowest temperature for the given concentration in the specific
brand name HOT tables. When using a generic fluid table, confirm the LOUT for the applicable concentration with the service provider.
The LOUT temperature is the highest of:
1. The lowest temperature at which the fluid meets aerodynamic acceptance test for a given acft type, or
2. The actual freezing point of the fluid plus a buffer of 10ºC for Type I or 7ºC for Type II/III/IV.
• Enter into the Tech Log:
1. Type of fluid used, ratio of the fluid mixture of the final application and the specific fluid brand name;
2. Time (UTC) at which the final application was started;
3. If one vehicle was used for de-icing, which wing was treated first.
• Takeoff considerations: Pre-TO Assessment, fluid color for SA during PCI, use of Eng/Wing TAI, TOGA thrust for contaminated RWY,
Ice Shedding procedure, LVO, Limitations, Expected TO N1, etc.
• After Landing: When flaps/slats are not retracted where required by the FCOM when taxiing on contaminated runways / taxiways, an entry
must be made in the aircraft Tech Log. Engineering will then carry out an inspection and remove any contamination as per the applicable
Aircraft Maintenance Manual procedure.
• Avoid taxi in deep snow or slush. Maximum taxi speed on slippery surfaces = 10kt.
• The available clear or treated rwy. width shall not be less than 30m.

OMC - RAIG

! TEMPERATURE Alt. Corrections - Appendix L:

• OAT 0°C or colder, correct: APP. Minima-DA/MDA; (Note: Refer to note nº6)
• OAT -30°C or colder, correct: All Approach Procedure Alt. (Procedure Turn, Intermediate Fix, FAF, DA, Missed App. Alt.)
• ENROUTE: correct MSA, MTCA, MGA, MEA and MOCA. Below ISA -15°C = +10% and ISA -30°C = +20%.
• WARNING:
1. For A330/A340, If FMS database Non-ILS Approach altitudes require manual correction at/inside the FAF, Managed/VNAV vertical
guidance shall NOT be used for the approach.
2. IFR assigned altitudes accepted & read-back by a pilot must NOT be adjusted to compensate for cold temperatures.
• CAUTIONS & NOTES:
1. When altitude corrections are applied to a published Procedure Turn, FAF crossing altitude, or Missed Approach altitude, pilots shall
advise ATC how much correction is to be applied.
2. In a number of regions, RADAR vectored altitudes are temperature compensated by ATC (refer Lido text, other regional information,
or confirm with ATC). In such case, additional corrections are not required.
3. In mountain regions during any Cold Temperature Ops (0ºC or below) the need to make corrections to all published app. procedure
altitudes must be carefully considered.
4. Temperature values from the reporting station nearest the position of the aircraft should be used. This is normally the arrival airport.
5. Approach Alt. corrections are not applicable to published RNAV app. with OAT within the charted range published on the app. chart.
6. Minimum engine-out acceleration altitudes calculated by TO Performance Programs on board have the correction automatically
applied to the result.

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! DARD and DRIFTDOWN - Appendix IA and H1:
• Altitudes referenced in depressurization strategies have NOT been corrected for nonstandard OAT.
• Cold temperature effects on net level off altitudes have been taken into account in driftdown analysis.

FCOM

! SUPPLEMENTARY PROCEDURE – ICE & RAIN PROT - OPS IN ICING CONDITIONS:

• Icing conditions may be expected when the OAT (on ground and for takeoff), or the TAT (in flight) is 10°C or below, and there is visible
moisture in the air or when standing water, slush, ice or snow is present on the taxiways or runways.
• Icing conditions are severe when there is approximately 5 mm of ice accretion on the airframe.
• CAUTION:
1. The pilot should avoid extended flight in icing conditions with the slats extended.
2. If there is evidence of significant ice accretion and to take into account ice formation on non heated structure, the minimum speed
should be:
- In clean configuration, VLS+15.
- In CONF 1, 2, 3, FULL, VLS + 5 knots. For landing performance assessment refer to QRH FER-C
- Note: Decrease the available climb limit weight by 5%: PERFORMANCE - GO AROUND - GENERAL - CONSIDERATIONS
3. If there is evidence of ice accretion on de-iced parts (WING ANTI ICE inop) of the airframe, the minimum speeds should be:
a. In clean configuration, GD
b. In CONF 1, 2, 3, FULL, VLS + 10 knots. For landing performance assessment refer to QRH PER-C
! SUPPLEMENTARY PROCEDURE – ADVERSE WX - COLD WX:
• Ice accumulates on the aircraft when the air temperature approaches or falls below freezing (0°C/32°F) and when there is precipitation or
condensation.
• Ice may also build up when the aircraft is exposed to any form of moisture after the surfaces have been cold soaked during a previous cruise
flight at high altitudes, after the aircraft has been refueled with cold fuel, or after it has been exposed to low overnight air temperatures
(OMA: ambient temperatures up to +15°C).
• The aircraft will be less sensitive to ice accretion on the upper surface of the wing if outer tank fuel is transferred to inner tanks after
landing.
• Avoid keeping the doors unnecessarily open since this causes temperature regulation problems in the cockpit and in cabin areas near to the
doors.
• For temperature below -15°C:
1. Ground power should be used for the APU start.
2. EFIS/ECAM may not be available.
3. IRS alignment needs 15 minutes.
• Consider supplementary procedure: Securing the aircraft for Cold Soak

! SUPPLEMENTARY PROCEDURE - POWER PLANT – GND ICE SHEDDING PROCEDURE:

• When taxiing in icing conditions, in temperatures lower than +1ºC (34ºF), the fan and core engine parts are susceptible to ice
accretion.
• Refer to the ground ice shedding chart FCOM/ PRO/ SUP/ PWR PLANT/ GND ICE SHED PROC

332 (345)
- SHEDDING ICE ON THE FAN - Without freezing fog:
1. Accelerate the engine to 50 % N1 for ten seconds at intervals not greater than 1hour.
2. In addition, perform this engine acceleration also just before take-off, with particular attention to engine parameters to ensure
normal engine operation.

- SHEDDING ICE ON THE FAN and ENG.CORE - With freezing fog:

1. Total taxi time is than < 45 min (1hr): apply 50% N1 for 10 sec
2. With freezing fog and total taxi time is than > 45 min (1hr), apply the following every 45min:
A) -7°C (-8°C) < OAT < 1°C: 50% N1 for 1 min - Record in the Tech Log
B) -20°C (-18°C)< OAT ≤ -7°C (-8°C): 70% (65%) N1 for 50 sec - Record in the Tech Log
C) OAT ≤ -20°C or if procedures A and B cannot be applied: request maintenance to manually de-ice with hot blowers

343
1. Accelerate the engine to 50 % N1 for 30 seconds at intervals not greater than 30 min.
2. When operating in freezing rain, freezing drizzle, freezing fog or heavy snow apply 70% N1 at intervals not greater than 10 min.

• In addition, apply FAN De-icing procedure before takeoff with attention to engine parameters to ensure normal operation.
• Record the taxi-in time in freezing fog in the logbook to determine the remaining taxi-out time allowed for the next flight (332/345).

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 FCTM

• At speeds below 20 knots: Anti-skid deactivates.

• Engine anti-ice will increase ground idle thrust.
• To minimize the risk of skidding during turns: Avoid large tiller inputs.
• On slippery taxiways: It may be more effective to use differential braking and/or thrust, instead of nose wheel steering.
• 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.
• If holding is performed in icing conditions, the flight crew should maintain clean configuration.
• If it is necessary to turn on the engine anti-ice and if ice accretion is visible because engine anti-ice was turned on late, then apply the
following procedure:
1. Set the ENGINE START selector to IGN.
2. Retard one engine, and set the ENG ANTI-ICE pushbutton to ON.
3. Smoothly adjust thrust, and wait for stabilization.
4. Set the ENGINE START selector to NORM.
5. Repeat this procedure for the other engine(s).

• Wing anti-ice should be turned on, if either severe ice accretion is expected, or if there is any indication of icing on the airframe.
• During taxi-in, after landing, the flaps/slats should not be retracted.

! Directional Control:
• During rollout, the sidestick must be centered. This prevents asymmetric wheel loading that results in asymmetric braking and increases the
weathercock tendency of the aircraft.
• 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.
• 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.
• If there is a problem with directional control:
1. Reverse thrust should be set to idle, in order to reduce the reverse thrust side-force component.
2. The brakes should be released, in order to increase the cornering force.
3. The pilot should return to the runway centerline using rudder and differential braking.
4. When back on runway centerline, re-apply reverse thrust and resume braking.
• The use of A/BRAKE is usually preferable because it provides a symmetrical brake pressure application that ensures an equal braking effect
on both main landing gear wheels on wet or evenly contaminated runway. More particularly, the A/BRAKE is recommended on short, wet,
contaminated runway, in poor visibility conditions and in Autoland.
• In case of uneven contamination on a wet or contaminated runway, the autobrake may laterally destabilize the aircraft. If this occurs,
consider deselecting the autobrake.
• The use of MED (4 for A340-500) autobrake is recommended for short and contaminated runways.
• Automatic rollout performance has been approved on dry and wet runways. Performance on snow-covered or icy runways has not been
demonstrated.

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