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that they are clear of snow, frost and ice. Also ensure that all inlets, drains, probes etc are
clear of contaminant. If they are not, the airplane must be de iced. (A thin film, maximum of
3 mm, of frost is acceptable on the underside of the wing tank area.)
There are two main types of de icing fluid, Type I and Type II. They are both based on a
mixture of glycol and water. The more modern Type II fluids have greater holdover times and
flow off the aircraft better than the Type I fluids, thereby negating any performance penalties.
The holdover time is the estimated time anti-icing fluid will prevent the formation of frost or
ice and the accumulation of snow on the protected surfaces of the airplane, under average
weather conditions mentioned in the guideline table.
Guidelines for holdover times and mixture application are listed in FCOM 3.04.91
(Supplementary Techniques - Cold Weather).
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.32 Page 2
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ADVERSE WEATHER
CHAP02\32
COLD/HOT WEATHER AND HIGH ALTITUDE RUNWAY OPERATION (CONT’D)
05 - TRAINEES’ ACTIONS (CONT’D)
COLD WEATHER (CONT’D)
Note that any airplane which has been anti-iced can not receive a further coating of anti-ice
fluid on top of the existing film. In continuing precipitation, the original anti-icing coating will
be diluted at the end of the holdover time and refreezing could begin. In this case the
airplane must be de-iced and then anti-iced using either a one step or a two step process
FCOM 3.04.91 (Supplementary Techniques - Cold Weather).
Before commencement of spraying, a procedure must be carried out which minimizes the
ingress of de-icing fluid into the cabin. This procedure is listed in FCOM
3.04.91(Supplementary Techniques - Cold Weather).
It is recommended to wait 60 seconds after the completion of spraying before selecting APU
bleed ON. If engines were running during the spraying operation, they should be run up to
60% N1 (1.09 EPR) for 10-15 seconds to eliminate any residual fluids. Note that a visual
inspection (by maintentance personnel or flight crew according to airline policy), of the
sprayed areas is essential before completing the technical log.
The minimum fuel temperature is -43°C, for JET A1, and slightly higher for other commonly
available fuels. If the fuel is colder than this, it may be possible to add warm fuel to raise its
temperature.
When taxiing in slush, delay flap extension until reaching the holding point ready for
departure. Do not use reverse thrust, even at idle (except in emergency) as it may cause
recirculation of snow off snow covered areas, which can result in engine flame out or roll
back. When engine anti-icing is in use, ground idle thrust is increased and greater care must
be taken on slippery surfaces.
When the engines have been cold soaked and to avoid thermal shock, they should be
operated at or near idle for a minimum of 5 minutes before take-off power is applied. (Time
spent taxiing may be included as part of this). Before take-off, the engines should be run at
50 % N1 for 10 seconds to shed any ice that may have accumulated.
If moderate or severe turbulence is expected after take-off, place the engine start selector to
IGN. The use of weather radar for departure is outlined in FCOM 3.03.10 (SOPs - Taxi).
The engines are supplied with hot air from the pneumatic system to provide anti-icing and
de-icing. If the electrical supply fails, the valve remains open. External lights shine on wing
leading edge and engine intake enabling visual inspection of any ice build up. Wing anti
icing is provided and in the event of electrical power supply failure, the valves close.
Use the criteria of visible moisture and temperature as the primary means for assessing
when to use the engine anti icing system. Do not wait for ice to build up.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.32 Page 3
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ADVERSE WEATHER
CHAP02\32
COLD/HOT WEATHER AND HIGH ALTITUDE RUNWAY OPERATION (CONT’D)
05 - TRAINEES’ ACTIONS (END)
COLD WEATHER (END)
The use of engine anti-ice has a marked effect on the descent profile. The FMGS calculates
that anti ice will be used for one third of the descent and adjusts the descent point
accordingly. However, if the anti ice usage is prolonged, an increase in descent speed or a
speedbrake selection may be required to remain on profile.
Landing distances for contaminated runways are given in FCOM 2.03.10. Special notice
should be taken of the runway condition. A slippery runway is the most common reason for
overrun at landing. As far as possible, avoid landing on a contaminated runway with any
　
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