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for snow and melting ice to penetrate into hinges, operating
linkages, drainage openings and vents, and then refreeze. The
above mentioned areas should be checked with diligence.
2. Take-off is permitted with frost on the upper surface of the
fuselage, through which it is possible to distinguish surface
features (markings and lines).
3. Take-off is permitted with frost adhering to the underside of the
wing that is caused by cold soaked fuel. Maximum 3 mm
(1/8 inch) layer of frost.
(6) Nosewheel and main landing gear
area ....................................................................... Clear of frost, ice and snow.
Check the following:
• Latching and operating
mechanisms are free and
clear of any accumulation
(uplocks/downlocks).
• Electrical components
(connectors, cables and
micro-switches) for
evidence of water ingress.
• Gear doors are free from
accumulations.
• Tire pressure is acceptable
and wheels are not frozen
to the ground.
(7) APU and air-conditioning intake
and exhaust areas................................................. Clear of frost, ice, and snow.
(8) Engine inlet and cowlings...................................... Clear of frost, ice, and snow.
Check the following:
• Fan rotation, as applicable.
• Drain lines are clear.
(9) Fuel tanks and hydraulic
components..........................................................Check for evidence of leaks.
(10) Water system and drain masts.............................Check for evidence of freezing.
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−8
REV 66, Feb 01/07
▼
CL−604 Operating Manual
PSP 604−6
5. PRE-FLIGHT PREPARATION (CONT'D)
A. External Safety Inspection (Cont’d)
(11) APU and main airplane battery ............................Check installed and charged.
Precautionary measures for
extremely low temperatures
may have entailed overnight
removal of the airplane
batteries.
END
B. Cockpit and Cabin Preparation
(1) BATT MASTER switch ............................................. ON
(2) APU........................................................................ Start
(3) AIR-CONDITIONING, L and R
PACK switch/lights ............................................Press in Check L and R PACK OFF
lights out.
(4) AIR-CONDITIONING, CABIN and
CKPT mode selectors .............................................. Set to NORM.
(5) AIR-CONDITIONING, CABIN and
CKPT TEMP control switches ..................... As required
If airplane is cold soaked at temperatures below −20°C (−4°F):
(6) AIR-CONDITIONING, CABIN
TEMP control switch............................................... HOT to warm up the cabin to a
comfortable level
(approximately 10°C (50° F) or
higher) before the passengers
board aircraft.
(7) Main door and exits ..............................Check operation Check that the main
passenger door can be
opened properly.
Check that there are no
messages on the door
synoptic page.
END
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−9
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
6. AIRFRAME DEICING, ANTI-ICING, AND INSPECTION
A. Deicing/Anti-Icing Fluids
The application of deicing/anti-icing fluid is the most common means of effecting ground
deicing and anti-ice protection. These fluids are water/glycol solutions, commonly referred to
as SAE Type I (AMS 1424), SAE Type II (AMS 1428), SAE Type III (AMS 1428) and SAE
Type IV (AMS 1428). Any deicing/anti-icing fluids, approved to these specifications, can be
used to deice/anti-ice the airplane, provided the manufacturer’s recommendations and
appropriate holdover times are respected.
(1) TYPE I FLUIDS
In concentrated form, these fluids contain glycols to a minimum concentration of 80%, but
with no thickening agents. Their resulting low viscosity and very short holdover time
provide very limited anti-icing protection.
It is apparent that except in the case of frost or freezing fog, the duration of anti-icing
protection provided by Type I fluid is inadequate, unless take-off can be made almost
immediately after deicing. Therefore, if conditions require effective ground anti-icing, it is
imperative that Type II, III or IV fluid be available for use.
(2) TYPE II AND TYPE IV FLUIDS
These fluids contain glycols to a minimum concentration of 50%, as well as thickening
agents. Their relatively high viscosity permits the application of a layer of fluid that is
　
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