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4 The aircraft departure process.
5 Equipment clear/job done – safe to start taxiing.
(c) In addition, procedures should be developed for the flightcrew’s use of the pertinent HOT tables, coordination with dispatchers or flight followers and coordination with ATC.
(2) FAA HOT Tables. Except as provided in section 121.629(d), each certificate holder is required under section 121.629(c)(3) to implement HOT tables for use by its personnel. The FAA develops HOT tables for Type I deice/anti-ice fluid and generic Type II and IV anti-ice fluid in accordance with SAE ARP 4737, Aircraft Deicing/Anti-Icing Methods, and ISO 11076, Aerospace Aircraft Deicing/Anti-Icing Methods with Fluids. HOTs that exceed those specified in the current editions of the FAA and manufacturer’s specific HOT of approved fluids are not acceptable. However, the certificate holder may require the use of more conservative times than those specified in the FAA tables. Tables 1 and 2 of Appendix 1 are samples of HOT tables.
(3) Use of HOT Tables. HOT ranges are an estimate of the time that deicing/anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the unprotected surfaces of an aircraft. HOT begins when the final application of deicing/anti-icing fluid commences and expires when the deicing/anti-icing fluid applied to the aircraft loses its effectiveness (e.g., when ice begins to form on or in the fluid). HOTs vary with weather conditions. The effectiveness of deicing/anti-icing fluids is based on a number of variables (e.g., temperature, moisture content of the precipitation, wind, and the aircraft skin temperature). The HOT tables are to be used for departure planning and in conjunction with pretakeoff check procedures.
d. Frozen Contaminants on the Aircraft. Per section 121.629(b), the aircraft must be free of all frozen contaminants adhering to the wings, control surfaces, propellers, engine inlets, or other critical surfaces before takeoff.
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NOTE: The Administrator may authorize “Takeoff” with frost under the wing in the area of the fuel tanks, if it can be shown that there is minimal degradation of aircraft performance due to these accumulations. However, under-wing frost that degrades airplane performance beyond a minimal amount is acceptable if the appropriate performance information is provided in the AFM.
(1) Identification of Critical Aircraft Surfaces. The critical aircraft surfaces, which must be clear of contaminants before takeoff should be described in the aircraft manufacturer's maintenance manual or other manufacturer-developed documents, such as service or operations bulletins.
(a) Generally, the following should be considered to be critical aircraft surfaces, if the aircraft manufacturer's information is not available:
1 Pitot heads, static ports, ram-air intakes for engine control and flight instruments, other kinds of instrument sensor pickup points, fuel vents, propellers, and engine inlets.
2 Wings, empennage, and control surfaces.
3 Fuselage upper surfaces on aircraft with center mounted engine(s).
(b) Certificate holders should list in the flight manual or the operations manual, for each type of aircraft used in their operations, the critical surfaces that should be checked on flight-crewmember-conducted preflight inspections, pretakeoff checks, and pretakeoff contamination checks.
(c) Critical surfaces should be defined for the use of ground personnel for conducting the check following the deicing/anti-icing process and for any pretakeoff contamination checks that may be accomplished by ground personnel.
(2) Identification of Representative Aircraft Surfaces (for use in conducting pretakeoff checks only). For each type of aircraft operated, certificate holders should list, in an appropriate manual, the representative surfaces that may be checked while conducting pretakeoff checks. Some aircraft manufacturers have identified certain aircraft surfaces that the flightcrew can readily observe to determine whether or not frozen contaminants are accumulating or forming on that surface and, by using it as a representative surface, can make a reasoned judgment regarding whether or not frozen contaminants are adhering to other aircraft surfaces. When identifying a representative aircraft surface, the following guidelines should be considered:
(a) The surface can be seen clearly to determine whether or not frozen contaminants are forming or accumulating on the surface.
(b) The surface should be unheated.
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(c) During the deicing/anti-icing procedure, the representative surface should be one of the first surfaces treated with deicing/anti-icing fluid. However, the designation of representative surfaces is not limited to treated surfaces.
(3) Recognition Techniques. Certificate holder’s Initial, Transition, Recurrent, Upgrade, or Advanced Qualification Program (AQP) and Continuing Qualification training curricula should include aircraft type-specific techniques for use by the flightcrew and other personnel for recognizing contamination on aircraft surfaces. The flightcrew and other personnel should use these type-specific techniques while conducting preflight aircraft icing checks, pretakeoff checks, and pretakeoff contamination checks. Frozen contaminants can take the form of ice, frost, snow, or slush.
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