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11.4.6 Under freezing fog conditions, it is necessary for the rear side of the fan blades to be checked for ice build-up prior to start-up. Any discovered deposits should be removed by directing air from a low flow hot air source, such as a cabin heater, onto the affected areas.
11.4.7 When slush is present on runways, inspect the aircraft when it arrives at the ramp for slush/ice accumulations. If the aircraft arrives at the gate with flaps in a position other than fully retracted, those flaps which are extended must be inspected and, if necessary, de-iced before retraction.
11.4.8 As mentioned above, the Flight Crew Operating Manual allows takeoff with a certain amount of frost on certain parts of the aircraft (a frost layer less than 3mm (1/8 inch) on the underside of the wings, in the area of fuel tanks and a thin layer of rime or a light coating of powdery (loose) snow on the upper surface of the fuselage.). This allowance exists to cope mainly with cold fuel, and humid conditions not necessarily linked to winter operations. However, when the aircraft needs to be de-iced, these areas must be also de-iced.
11.4.9 It is important to note that the rate of ice formation is considerably increased by the presence of an initial depth of ice. Therefore, if icing conditions are expected to occur along the taxi and takeoff path, it is necessary to ensure that all ice and frost is removed before flight. The flight crew must be aware of the condition of the taxiway, runway and adjacent areas, since surface contamination and blown snow are potential causes for ice accretion equal to natural precipitation.
Issue II 02.07.2009 Rev. 0
PROCEDURE FOR DE-ICING / ANTI-ICING ON THE GROUND
12.1 General
12.1.1 When aircraft surfaces are contaminated by frozen moisture, they must be de-iced prior to dispatch. When freezing precipitation exists and there is a risk of precipitation adhering to the surface at the time of dispatch, aircraft surfaces must be anti-iced. If both de-icing and anti-icing are required, the procedure may be performed in one or two steps. The selection of a one or two step process depends upon weather conditions, available equipment, available fluids and the holdover time required to be achieved. The type of procedure in use is indicated in terms of De-icing Modes, generally referred to as Type I or Type IV. Guidelines for application of Type I and Type IV fluid / water mixtures as a function of OAT are attached as Appendix ‘D’
12.1.2 When a large holdover time is expected or needed, a two-step procedure is recommended, using undiluted fluid for the second step.
12.1.3 The need for either the two step or one step de/anti-icing procedure would be decided as recommended in the latest Transport Canada Holdover Time Tables.
12.1.4 Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids, forced air, or other mechanical methods that have been approved by Transport Canada.
12.1.5 For maximum effect, fluids shall be applied close to the aircraft surfaces to minimize heat loss.
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