Challenger 604 Cold Wx Operations

Front 1

Super cooled large droplets (SLD) icing is indicated

Back 1

When ice accumulation is observed on the cockpit side windows

Front 2

Regarding operation in SLD Icing conditions

Back 2

Operation in SLD is prohibited

Following recognition of SLD icing conditions (ice accumulation on the side windows) the engine cowl and wing anti icing systems must be activated.

Even with anti icing systems turned on, it is necessary to leave SLD icing conditions immediately.

Front 3

The wing anti ice system must be on for takeoff when

Back 3

OAT is 5c or below and visible moisture in any form is present

Front 4

The wing anti ice system must also be on for takeoff when

Back 4

OAT is 5c or below and the runway is contaminated with surface snow, slush or standing water

Front 5

When Type 2, 3 or 4 anti icing fluids have been applied, the wing anti ice system must only be selected on

Back 5

If required, just prior to thrust increase for takeoff

Front 6

the engin cowl anti ice system must be on when

Back 6

OAT is 10c or below and visible moisture in any form is present

Front 7

The engine cowl anti ice system must also be on when

Back 7

OAT is 10c or below when operating on runways, ramps or taxiways where surface snow, ice, standing water or slush is present

Front 8

Icing conditions exist in flight

Back 8

At a TAT of 10c or below and visible moisture in any form is encountered

Front 9

Takeoff must not be attempted if snow, ice or frost are present on the wings and tail surfaces ort the airplane. This directive applies:

Back 9

To all areas of the wings and tail surfaces and their attached control surfaces

Front 10

Ice pellet precipitation is

Back 10

Is not addressed in the anti icing hold over tables

Dilutes the deicing/deicing fluid which results in a rapid wing contamination

Front 11

One step deicing/antiicing operations are defined as follows

Back 11

Fluid is applied in a one step to remove frozen contamination and to apply limited antiice protection. In this process, the resdual fluid film (regardless of the type of fluid used) provides only very limited duration of anti ice protection

Front 12

Two step deicing/antiicing operations are defined as follow

Back 12

Two fluid applications are made: first to deice using hot water or a water/fluid mixture: second to anti ice, using undiluted fluid or a water/fluid mixture. This method ensures that the full anti icing holdover time available from the fluid is obtained.

Front 13

During one step deicing/antiicing procedures, it is recommended that deicing/antiicing fluid application be carried out

Back 13

With the engines and APU off

Front 14

If the APU is running during one step deicing/antiicing procedures

Back 14

Ensure the personnel carrying out the fluid application are aware of the location of the APU air inlet and instructed to avoid fluid spray that can be ingested by the APU

Front 15

Regarding the deicing/antiicing process

Back 15

Under no circumstances should spray be directed at the trailing edges of control surfaces; such spray may force partially melted contamination into hinge mechanisms and under control shrouds with risk of later re freezing

Front 16

If anti icing holdover time is exceeded in precipitation conditions

Back 16

Under no circumstance can an airplane that has been anti iced recieve another coat of type 2 or 4 fluid on top of an existing film

If hold over time is exceeded, surfaces must first be deiced with a mixture of hot water and deicing fluid before another application of Type 2 or 4 fluid is made

Front 17

Published hold over times

Back 17

Begin at the start of the anti icing step

Front 18

Clear ice can accumulate on the upper surface of the wings

Back 18

If visible moisture is present and the ambient temp is at or below freezing

During non freezing humid conditions when subfreezing fuel comes in contact with the underside of the upper wing skin

Pilots must ensure that the wing upper surface is free of clear ice by physical checks

Front 19

If the airplane is cold soaked at temps below -20c

Back 19

It is recommended that the cabin interior be warmed up before dispatching the airplane to ensure the proper operation of all exits

Front 20

In cold weather, water may freeze in the lower engine inlet, thereby jamming the adjacent fan blades. N1 fan rotation must be confirmed before engine starting

Back 20

Under no circumstances is it permissible to use deicing or deicing/antiicing fluid for ice removal in the engine inlet

it is recommended that warm air be used to melt ice in the engine air inlet

Front 21

During engine starting

Back 21

It may be necessary to use ground heating to warm the starter valve, fuel control unit and ignition systems.

Initial oil pressure indications may be slow to indicate and then rise to a higher than normal range. Oil pressure should progressively reduce as the engine acheives normal operating temps (130psi at idle, 10 mins max)

Front 22

When on the ground in icing conditions

Back 22

Delaying the use of engine cowl anti ice until ice buildup is visible from the flight compartment may result in ice ingestion, and possible severe engine damage and/or flameout

Front 23

During takeoff on a contaminated runway

Back 23

It is not recommended when the crosswind exceeds 15kts

Front 24

During flight into icing conditions

Back 24

Flaps should not be deployed in icing conditions, except for takeoff, approach and landing

Light to moderate buffeting may be encountered if flaps are deployed in icing conditions for extended periods or in severe icing

Front 25

During taxi operations

Back 25

After landing do not retract the flaps to zero if the approach was made in icing conditions or snow. During taxi out for takeoff in slush, standing water or drifting snow, the flaps should remain full up to avoid contamination of the operating mechanism