A380 COLD WX OPS

References

OMA, OMC/RAIG, FCOM, FCTM

OMA - 8.2.4

• 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 avail.
• Certain meteorological conditions, such as freezing rain, 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. Snow Pellets;
4. Heavy falls of wet snow (temperatures around 0°C);
5. Hail;
6. Any frozen contaminate adhering to any of the aircraft critical surfaces (C.S.).
Note: Dry Snow = OAT well below freezing point with a large dew point spread. Dry snow falling on a cold soaked acft. is
not likely to adhere to the critical surfaces. Dispatch if light, dry and not adhering to any critical surface.

• Allowance times for Ice Pellets are provided and:

1. Time is valid only if fluid type IV is used;
2. Time allowance cannot be extended by an inspection of the acft. C. S. from either by inside or outside;
3. There is no time allowance for heavy Ice Pellets;
4. If the precipitation stops at or before the time limit and does not restart, the acft. can takeoff up to 90 min. after the start of the
application of the fluid. However for light Ice Pellets mixed with light freezing rain the OAT must not decrease during the
period. Note: Refer RAIG-Appendix K for full guidelines and time allowance table.

• 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 convey any pax reports of this nature.
• Prior to dispatch, aircraft C.S. shall be inspected by a Qualified Person or Designated Flight Crew member to confirm the absence of
ice, snow or frost by close visual and/or tactile examination of the wings and empennage (CSI). The decision to de-ice may be made by
a Qualified Person or by the flight crew and once the decision to de-ice has been made, it cannot be over-ridden by the other party.
• De-icing and/or anti-icing procedures may be ineffective under certain meteorological conditions, such as freezing rain, hail, heavy
snow, high wind velocity, fast dropping OAT or any time when freezing precipitation with high water content is present. No Holdover
Time Guidelines exist for these conditions.
• Emirates 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 are contained in OM-C.
• Do not move or reconfigure the aircraft until the message “All equipment is clear of the aircraft. You may contact ground or apron
control”. Ground or apron control does not control the de-icing pad.
• NOTE: 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, or whenever doubt may exist regarding the condition of an aircraft’s Critical
Surfaces. It should be preferably conducted by a Qualified Person examining the aircraft’s Critical Surfaces from outside the aircraft.
• 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.
• WARNING: 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.
• 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 symmetrically on both sides of the aircraft.
• It is permissible to use hand held blower to remove dry ice. 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.
• Holdover time: Expires at the commencement of take-off roll or when frozen deposits start to form or accumulate indicating the loss of
effectiveness of the fluid. Therefore, the indicated times should be used only in conjunction with a Pre-takeoff Assessment.
• Representative Surface: The Company has defined the wing’s inner portion, from the root outward to the innermost engine pylon as
being representative of a wing’s fluid state.
• Enter into the Tech Log:
1. Type of fluid used and ratio of the fluid mixture of the final application;
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: Eng. TAI, TOGA thrust for contaminated rwy, monitor TO N1%.
• Communications shall normally be made using VHF. If not feasible, may be made via flight interphone or by mobile/cellular phone.
• Avoid taxi in deep snow or slush. 4 eng. acft. should exercise caution when taxing where the outer engines are located over snow banks.
• The available clear or treated rwy. width shall not be less than 30m or 45m for the A380.

REV: 29.09.10
OMC - RAIG

 TEMPERATURE Alt. Corrections - Appendix L:

1. OAT 0°C or colder, correct all: APP. Min. (DA/MDA); E/O Min. Acc. Alt.
2. OAT -30°C or colder, correct all: Approach Procedure Alt. (Procedure Turn, Final Fix & Intermediate Fix, Missed App.)
3. ENROUTE: correct MSA, MTCA, MGA, MEA and MOCA. Below ISA -15°C = +10% and ISA -30°C = +20%.
• WARNING:
1. 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. (The A380 FLS function applies temp. correction for the FMS profile).
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.

 DARD and DRIFTDOWN - Appendix IA and H1:

1. Altitudes referenced in depressurization strategies have NOT been corrected for nonstandard OAT.
2. Cold temperature effects on net level off altitudes have been taken into account in driftdown analysis.

FCOM

• FCOM / SUPP PROC for: ADVERSE WX; ICE & RAIN PROT and ENGINES.
• Keep the doors closed as often as possible in order to avoid disturbance of the temperature regulation in the cockpit and in the areas near
to the doors.
• Preliminary Cockpit preparation: Probe/Window heat P/b ON.
• ENG OIL TEMP. LIMITATION: -40ºC for start and 50ºCfor takeoff.
• Consider Low Altitude temperature correction:
- In-flight performance application: IFPA/ATMO or;
- FCOM/Operating data/ATM Results/Altitude Temp. Correction for Low Alt. Use or;
- RAIG Appendix L.
• Taxi consideration: Anti-Skid deactivates when the speed is less than 4 kt.
• Consider supplementary procedure “Securing the Acft. for Cold Solk”.

 ICE SHEDDING PROCEDURE (ENGINES):

WITHOUT FREEZING FOG

• Accelerate the engines to 60% N1 momentarily, two symmetrical engines at a time (1-4, 2-3), with parking brake on. Must be
performed every 30min of total taxi and when lined-up before applying T/O thrust. If acft moves, apply thrust at one engine at a time.

WITH FREEZING FOG (VIS LESS 1SM / 1600m) AND TEMPERATURE < 3°C
• When taxing in icing conditions in freezing fog conditions, if the temp. < 3°C and VIS less than 1sm - 1600m, ice can accumulate in the
engines fans.
• The total taxi time is cumulative (taxi-in + taxi-out), provided the fog conditions persisted during the period. Thus, record the taxi-in
time in freezing fog in the logbook to determine the remaining taxi-out time allowed for the next flight.
• If the ground crew inspected and/ or manually deiced the engine, the flight crew can consider the total taxi time of 30min.
• Apply the procedure if the ground surface and environment permit and before takeoff. Notify the ATC.
• If the ice shedding procedure cannot be applied within 30 min of total taxi time, request the ground crew to inspect and/ or manually
deiced the engine.
- TAXI TIME < 30 min:
1. To be applied within 5 min before takeoff or when lined up;
2. Apply parking brake or brake with pedals;
3. Accelerate the engines to 60% N1 momentarily. Apply the thrust on two symmetrical engines at a time (1-4, 2-3).
- TAXI TIME > 30 min:
1. To be applied at least every 30 min. of total taxi time; Apply when lined up.
2. Apply parking brake or brake with pedals;
3. Accelerate the engines to 60% N1 momentarily. Apply the thrust on two symmetrical engines at a time (1-4, 2-3).

 FLIGHT IN ICING CONDITIONS (ICE & RAIN):

- Icing conditions: exist when the OAT (on ground and for takeoff), or the TAT (in flight) is 10°C or below, and visible moisture in
any form is present (i.e. fog with VIS less than 1sm - 1600m). Also when operating in ramps, TWYs or RWYs where the water,
slush, … can be ingested or freeze on engines nacelles or engine probes.
- Ice accretion: occurs when temperature approaches or falls below 0°C and when there is precipitation or condensation. Also when the
acft. is exposed to moisture and has been cold soaked, refueled with cold fuel or exposed to low overnight temperatures.
- CAUTION:
1. Flight Crew should avoid extended flight in icing conditions.
2. For significant ice accretion and to take into account ice formation on non-heated structure MIN SPD = GD or VLS conf 1,2,3
and full.
3. If there is evidence of ice accretion on de-iced parts (WAI inop.) MIN SPD = GD or VLS in conf 1,2,3. Land in CONF 3.

REV: 29.09.10
 PERFORMANCE:
• The approach CLB gradient must be reduced by 5% if severe ice is predicted, when TAT less than 10ºC and there is significant ice
accretion on non-heated structures.
• Nominal gross OEI and TEI level off is reduced by 5000ft.
• CROSSWIND LIMITS:
- Refer to FCOM\Performance\Takeoff (or Landing)\Runway Contamination\Crosswind;
- Include gust when calculating crosswind;
- Takeoff in icy runways is not permitted.

FCTM

• IRS alignment may take longer than usual, up to 15min.

• Probe and window heating may be used on the ground. Operates at low power.
• Taxing speeds should be limited to 10kt. (OBS: Anti-skid deactivates when the speed is less than 4kt).
• 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.
• In CLB and in CRZ phase and SAT -40º or less, the engine anti-ice should be turned off, unless flying near CBs.
• If holding is performed in icing conditions, the flight crew should maintain clean configuration.
• 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.
• The use of autobrake 3 is recommended for short or contaminated RWYs. In the case of uneven contamination of the runway, the
autobrake may laterally destabilize the aircraft; if this occurs consider deselecting the autobrake.
• During taxi-in, after landing, the flaps/slats should not be retracted.

 Directional Control:
• FCTM / SUPP INFO / ADV WX
• 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 centreline, reselect reverse thrust, and resume braking.
• The use of A/BRAKE is usually preferable because it provides a symmetrical brake pressure application, which 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 for Autoland.

REV: 29.09.10
 COLD WX CREW CHECK LIST

REFERENCES
• COLD WX OPS: OMA, FCOM, FCTM
• SNOWTAM & MOTNE decoding: LIDO MET 8.5 - 8.1.1
• WORKSHEET: forms folder
• Airport Procedures: CCI and AOI

FLIGHT PLANNING - GND

• Type of contamination: _____
• Brake action and X-Wind: _____/_____
• MEL Y / N: _____
• TO ALTN. Y / N: _____ (950nm)
• EXTRA FUEL:
o Long Taxi (44Kg/min-APU incl.): _____kg
o TAI (CLB & CRZ): EAI 1% - WAI 6%: _____kg
o APU (400kg/h): _____kg
o TOTAL: _____kg

FLIGHT PLANNING - AT THE ACFT

• TO THR REQ: _____% _____%N1

• SLOT TIME: _____z

(-) TAXI _____min
(-) De-Icing _____min
PUSH at: _____z

• Preliminary Cockpit preparation: Probe/Window heat P/b ON.

• Fuel and Oil temperature limitation
• BRIEFING:
o Communicate with cabin crew
o Discuss with engineer spray pattern used
o Airport procedures: engines running / shutdown
o Read Worksheet
o Read FCOM / SUPP PROC
o Discuss taxi procedures, use of TAI and Ice shedding
o Discuss the De-Icing procedure and task sharing
o For LVP discuss AWO procedures and limitations
o For contaminated runway discuss procedures and performance and limitation
o FO limitations
o Highlight the threats
o Pax PA: smell, noise, activity.

TAXI
• ENG oil temp limitations: -40º for start and 50º for T/O
• Taxing speeds should be limited to 10kt. NO Anti-Skid when less than 4 kt
• TAI increase Idle Thrust
• Avoid large tiller input and use differential braking for contaminated taxiways
• Delay flap selection until reaching holding point

TAKE OFF
• Ice shedding procedures: FCOM / SUPP PROC / ENGINES
• TOGA for contaminated runways
• AWO, LS p/b selection, lights
• X-Wind limitation: FCOM / PERF / TO / RWY CONTAMINATION
• FO limitation

FLIGHT
• Ice prevention better than ice removal
• Avoid extended flight in icing conditions
• Refer to FCOM / SUPP. PROC / ICE AND RAIN PROT

APPROACH / LANDING and PARKING

• Discuss landing technique and directional control: FCTM / SUPP INFO / ADV WX
• Use of TAI and performance penalties (CLB gradient) for severe icing and ice accretion in non-heated structures - 5%
• Auto-brake 3 for short and contaminated rwys
• X-Wind limitation: FCOM / PERF / LDG / RWY CONTAMINATION
• FO limitation
• Leave flaps extended after landing if rwy and taxiways contaminated
• Consider supplementary procedure “Securing the Acft. for Cold Solk”

REV: 29.09.10