B3.5  
The procedures to de-ice/anti-ice an aircraft B3.5.1 De-icing B3.5.2 Anti-icing B3.5.3 Limits and precautions B3.5.4 Checks B3.5.5 Flight crew information/communication
B3.6  
Pilot techniques

B3.6.1 Receiving the aircraft

B3.6.2 Cockpit preparation

B3.6.3 Taxiing

B3.6.4 Takeoff

B3.6.5 General remarks

B4 Fluid characteristics and handling B4.1  
De-icing/anti-icing fluids - characteristics B4.1.1 Type I fluid characteristics B4.1.2 Type II/IV fluid characteristics B4.2 Fluid handling

B4.3 Environment and health

B4.4 De-icing/anti-icing equipment

C PERFORMANCE ON CONTAMINATED RUNWAYS
C1 What is a contaminated runway?

C2 Aircraft braking means

C2.1 Wheel brakes

C2.2 Ground spoilers

C2.3 Thrust reversers

C3 Braking performance C3.1  
Reduction of the friction coefficient μ C3.1.1 Wet runway C3.1.2 Fluid contaminated runway: Water, slush and loose snow C3.1.3 Hard contaminated runway: Compacted snow and ice

C3.2 Precipitation drag

C3.3 Aquaplaning

C3.4  
Correlation between reported μ and braking performance C3.4.1 Information provided by airport authorities C3.4.2 Difficulties in assessing the effective μ C3.4.3 Data provided by Airbus Industrie C4 Aircraft directional control C4.1 Influence of slip ratio

C4.2 Influence of wheel yaw angle

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C5 Crosswind
C5.1 Demonstrated crosswind

C5.2 Effect of runway contamination

C6 Performance optimization and determination C6.1  
Performance optimization C6.1.1 Flap setting C6.1.2 Takeoff speeds C6.1.3 Derated takeoff thrust C6.2 Performance determination D FUEL FREEZING LIMITATIONS
D1 Introduction

D2 Different types of fuel

D3 Minimum allowed fuel temperature

D3.1 Published minimum fuel temperature D3.2 A300/A310 D3.3 A319/A320/A321 D3.4 A330/A340 D4 Maximum acceptable fuel freezing point
D4.1 Wish expressed for JET A1 freezing point relaxation D4.2 Fuel temperature encountered in flight
D5 Actual fuel freezing point D5.1 Fuel freezing point value

D5.2 Mixing fuels

D6 Low temperature behavior of fuel
D6.1  Pumpability limit
D6.2  
Protection against wax D6.2.1 Heating the fuel D6.2.2 Thermal insulation of tanks D6.2.3 Stirring the fuel
E LOW TEMPERATURE EFFECT ON ALTIMETER INDICATION
E1 General

E2 Corrections

E2.1 Low altitude temperature corrections

E2.2 High altitude temperature corrections (En-Route)

E3 Takeoff charts E3.1 Acceleration altitude

E3.2 Takeoff margins

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A. AIRCRAFT CONTAMINATION IN FLIGHT

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Atmospheric physics and meteorology tell us that icing conditions generally occur from slightly positive °C down to -40 °C and are most likely around FL100. Nevertheless, it should be understood that if severe icing rarely occurs below -12 °C, slightly positive OATs do not protect from icing and that icing conditions can be potentially met at any FL.
　
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