Airlines need to be aware

of recent developments
in winter operations and
regularly update their
cold weather operations
procedures.
Safe Winter operations
Airline engineering, maintenance, and flight personnel, as well as contracted airplane
deicing service providers, need to be aware of the recent developments and
recommendations for operating airplanes in winter weather conditions.

By Haruhiko (Harley) Oda, Flight operations engineer;

Safe winter operations require special THE cLEAn-AirPLAnE cOncEPT frost, ice, or snow may reasonably be
procedures by airline maintenance, expected to adhere to the airplane, unless
engineering, flight, and deicing personnel. The “clean-airplane” concept is derived the certificate holder has an approved
These procedures include deicing, anti- from U.S. Federal Aviation Administration ground deicing/anti-icing program in its
icing, cold weather maintenance, and (FAA) Federal Aviation regulation (FAr) operations specifications that includes
flight operations. 121.629, which states, “no person may holdover time (HoT) tables.
This article discusses recent develop- take off an aircraft when frost, ice or snow The european Aviation Safety Agency
ments for winter operations. intended is adhering to the wings, control surfaces, (eASA), Transport canada civil Aviation
for both maintenance and flight crews, propellers, engine inlets, or other critical (TccA), and other regulatory authorities
it provides operators with guidance for surfaces of the aircraft or when the takeoff have requirements similar to FAr 121.629.
reviewing and updating cold weather would not be in compliance with paragraph The clean-airplane concept describes an
operations procedures. This article also (c) of this section. Takeoffs with frost under airplane that is aerodynamically clean —
outlines general concepts and tips on safe the wing in the area of the fuel tanks may that is, free of frozen contaminants. The
winter operations. be authorized by the Administrator.” clean-airplane concept is important
The FAr also prohibits dispatch or because airplane takeoff performance is
takeoff any time conditions are such that based upon clean surfaces until liftoff.

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 figure 1: Elevator control
maintenance and ground crews should establish
an inspection and cleaning schedule for deicing/
anti-icing fluid residue to help ensure that no flight
control restrictions will occur.

An airplane is designed using the predict- When thickened airplane deicing/anti-icing (when applicable), and the bilge area
able effects of airflow over clean wings. fluids (i.e., SAe international Types ii, iii, of the tail cone. Visually inspect for dry
contaminants such as frost, ice, or snow and iV fluids) dry, they may leave a very fine, or rehydrated residues in these areas.
adhering to the wings disturb this airflow, powdery residue in critical areas in wings This inspection and cleaning should
resulting in reduced lift, increased drag, and stabilizers. This residue can rehydrate be performed in accordance with the
increased stall speed, potentially severe roll and expand into gel-like materials that can recommendations found in the Amm for
problems due to uneven lift, and possible freeze during flight and cause restrictions in the specific airplane model involved.
abnormal pitch characteristics. the flight control systems (see fig. 1). (For ■ Apply lubricants and corrosion inhibitors
more information, see AERO first-quarter as necessary to the areas where residue
2007.) As a result, operators should: cleaning occurs.
cOnSiDErATiOnS fOr MAinTEnAncE
AnD grOunD crEwS ■■ be aware of how frequently airplanes
Airplane deicing/anti-icing fluids and many
are being deiced/anti-iced.
runway deicing fluids are not compatible —
Airplane operation in cold weather ■■ be aware of whether a one- or two-step
interaction between the two may contribute
conditions can cause special problems application process is being employed.
to the formation of gel residues. When
because of the effects of frost, ice, snow, While recognizing that it is not possible
these fluids combine, the salts in some
slush, and low temperature. The airplane at some locations, boeing recommends
runway fluids enhance the separation of the
maintenance manual (Amm) provides using a two-step process, preferably
polymers contained in thickened airplane
procedures for removal of contaminants with Type i fluid and/or hot water as the
fluids, leading to a more rapid formation of
from the airplane and the prevention of first step. The application of hot water
gel residues.
subsequent accumulation of frost, ice, or heated Type i fluid as the first step of
snow, or slush. in addition, the operator a two-step process has been shown to When runway deicing fluid contaminates
must ensure that the maintenance proce- minimize the formation of residue gels. thickened airplane anti-icing fluid, there can
dures for winter operations are appropriate ■■ ensure that proper procedures, including be significant degradation of the fluid’s
for the weather conditions. (See “The storage, handling, and application performance. HoT values can be reduced
basics of deicing and anti-icing” on page 9 of fluids, are being followed by airline and adherence or unacceptable flow-off
and “general precautions during winter personnel or contracted deicing may result. runway deicing fluid can get
operations” on page 11.) service providers. onto the wings and tails by various means,
boeing recommends that maintenance ■■ establish an inspection and cleaning such as spray from the nose gear, spray
and ground crew personnel and contracted schedule for thickened fluid residue kicked up by the engine exhaust of other
airplane deicing service providers acquaint to help ensure that no flight control airplanes, or from activation of the engine
themselves with these recent developments restrictions will occur. examine areas thrust reversers. runway deicing fluids are
in the area of airplane deicing and anti-icing: such as wing rear spar, wing leading hydroscopic fluids, so they don’t dry out
edge devices, horizontal stabilizer rear very quickly, causing them to leave a thin
spar, vertical stabilizer, auxiliary power wet layer on the wing that can be difficult
unit bay, control tabs and linkages to see. This implies that the use of hot

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 figure 2: Damage to carbon brake
disks caused by runway deicers
The damaged stator disk drive lugs on this carbon
heat-sink demonstrate the type of damage alkali
metal-based runway deicers can cause to carbon
brake disks.

Stator Disk Drive lugs

Stator Disk Drive lugs missing (oxidized)

water or Type i fluid to clean the wing prior comply with FAA Special Airworthiness on runways contaminated by slush,
to the application of thickened anti-icing information bulletin nm-08-27 and eASA snow, standing water, or ice, the use of
fluid (i.e., Type ii, iii, or iV) is even more Safety information notice 2008-19r1, the fixed derate reduced thrust is permitted,
important than previously thought. on main gear wheel removal/installation provided that airplane-takeoff-performance
September 14, 2010, eASA issued Safety sections of applicable Amms have been planning accounts for the runway surface
information bulletin 2010-26 on this revised to recommend inspection of the condition. Use of the assumed temperature
subject, recommending the use of the carbon brake assembly for signs of reduced thrust method, alone or in
two-step application process. catalytic oxidation damage whenever a combination with a fixed derate, is not
wheel and tire assembly is removed. permitted on contaminated runways.
catalytic oxidation of carbon brakes may
boeing has released several service boeing does not recommend takeoffs
result from exposure of the brakes to alkali
letters regarding the corrosion caused by when slush, wet snow, or standing water
metal (i.e., organic salt)-based runway
alkali metal-based runway deicers on depth is more than 0.5 inch (13 millimeters)
deicers. This may cause severe damage
various airplane parts, including hydraulic or dry snow depth is more than 4 inches
to the brakes and drastically shorten their
tubes and cadmium-plated electrical (102 millimeters). (See “general precautions
service life. These runway deicers have also
connectors. during winter operations” on page 11.)
caused corrosion of electrical connectors
boeing recommends that flight crews
and hydraulic system components.
make themselves aware of the following
in the 1990s, runway deicing materials cOnSiDErATiOnS fOr fLigHT crEwS
recent developments in the area of winter
containing potassium and sodium acetate
operations:
were introduced (potassium and sodium Winter or cold weather operations are
formate were introduced later) as an generally associated with a combination of Starting with the 2010 winter season, HoT
alternative to urea and glycol runway low temperatures and frost, ice, slush, or guidelines for Type i fluids include a new set
deicers. Urea and glycol runway deicers snow on the airplane, ramps, taxiways, and of times to be used when the fluids have
contribute to an increase in the biological runways. The airplane flight manual (AFm) been applied to composite surfaces.
and chemical oxygen demand of water defines icing conditions as when the Testing performed during the last three
systems surrounding airports and are more outside air temperature (oAT) on the ground winter seasons has shown that HoT values
toxic to aquatic life than the alkali metal- or total air temperature (TAT) in flight is for Type i fluids on composite surfaces
based runway deicers. 50 degrees F (10 degrees c) or less and are significantly shorter (on the order of
Following the introduction of the new any of the following exist: 30 percent) than for aluminum surfaces.
runway deicers, some operators reported Although this topic has been discussed in
■ Visible moisture (e.g., clouds, fog
that their airplanes equipped with carbon the FAA notice of its “FAA-Aproved Deicing
with visibility of one statute mile
brakes began experiencing catalytic Program Updates” for the last two winter
[1,600 meters] or less, rain, snow,
oxidation of the carbon brake heat-sink seasons, this year both the FAA and TccA
sleet, or ice crystals).
disks (see fig. 2). in order to help operators are publishing separate HoT guidelines
■ ice, snow, slush, or standing water on
of airplanes equipped with carbon brakes for composite surfaces. in addition to
the ramps, taxiways, or runways.

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 The use of hot water or Type i fluid to clean the wing prior
to the application of thickened anti-icing fluid (i.e., Type ii, iii,
or iV) is even more important than previously thought.

extensive use of composites on newer in-flight operational data is published as The 787 and 747-8 qrH advisory data
models, many older models also have advisory normal-configuration landing will be based on the TAlPA Arc recom-
numerous composite surfaces (e.g., distance data in the performance in-flight mendations. changes to the qrH advisory
spoilers, ailerons, flaps, slats, etc.). section of a quick reference handbook data for other models, such as the 777 and
(qrH). The data is provided as unfactored the next-generation 737, will await final
During taxi-out, avoid using reverse thrust
data for operators who use FAA require- rulemaking. However, boeing can provide
on snow- or slush-covered runways,
ments. The advisory data in the qrH for guidance on how existing qrH normal-
taxiways, or ramps unless absolutely
operators who use Joint Aviation Authorities configuration landing data can be adjusted
necessary. Using reverse thrust on snow-
or eASA requirements includes a 1.15 factor to meet the intention of the TAlPA Arc
or slush-covered ground can cause slush,
for non-dry runway conditions. The advisory recommendations.
water, and runway deicers to become
data provided by boeing is based on the
airborne and adhere to wing surfaces.
use of reverse thrust and a 1,000-foot
SuMMAry
(305-meter) flare distance.
AirPLAnE PErfOrMAncE The FAA has chartered an aviation
Airlines need to be aware of recent
rulemaking committee (Arc) on takeoff
developments in winter operations and
boeing currently provides two different and landing performance assessment
review and update their cold weather
landing-distance data sets to operators: (TAlPA) to ensure that industry practices
operations procedures accordingly.
dispatch data and in-flight operational data. have adequate guidance and regulation
For more information, please contact
for operation on non-dry, non-wet runways
Dispatch landing data is used during flight Harley oda at [email protected].
(i.e., contaminated runways). based
planning to determine the maximum land-
on the recommendations made by the
ing weight at which the airplane can land
Arc, the advisory normal-configuration
within the available landing distance at the
landing-distance data for the 747-8 and
destination or alternate airport. This data,
787 will include the following:
referred to as certified data in the AFm, is
based on standard-day temperature and ■■ braking action and runway surface
accounts for airport pressure altitude and condition descriptions.
runway wind. However, it does not account ■■ 7-second air (flare) distance.
for the effect of thrust reversers or runway ■■ A 1.15 factor for operators that use
slopes. non-dry runway conditions are FAA requirements.
accounted for by factoring the dry runway
dispatch landing-distance data.

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The basics of deicing
and anti-icing

Deicing removes accumulated frost, ice, or are acceptable for use on all boeing fluids that can be used on airplanes. All
snow from an airplane, typically through the airplanes (see fig. A): fluids must be requalified every two years.
application of hot water or a hot mixture of military (mil) specifications for deicing/
■■ Type i fluids are unthickened and typi-
water and deicing fluid. Although there are anti-icing fluids (such as mil-A-8243D
cally have a minimum of 80 percent
other approved methods for deicing—such Type 1 and 2) are no longer kept up to
glycol and a relatively low viscosity,
as infrared heat or hot air—the primary date. boeing recommends updating service
except at very cold temperatures. These
method worldwide is the use of fluids. documents to reference SAe standards if
fluids provide some anti-icing protection,
they currently reference mil specifications.
Anti-icing prevents the adherence of frost, primarily due to the heat required for
ice, or snow to airplane surfaces for a deicing, but have a relatively short HoT.
certain period of time (i.e., the HoT values). Standards for Type i fluids are published HOLDOvEr TiME
While the same fluids used for deicing are in SAe Aerospace material Specification
also used for anti-icing, SAe Types ii, iii, (AmS) 1424. HoT is the length of time that anti-icing fluid
and iV fluids are more typically used for ■■ Type ii, iii, and iV fluids typically contain will prevent ice and snow from adhering
anti-icing because they are thickened a minimum of 50 percent glycol in addi- to and frost from forming on the treated
to stay on the airplane and thus provide tion to polymer thickening agents. The surfaces of an airplane. These times are
longer HoT protection. They are most thickening agents delay the flow-off of only guidelines; a number of variables can
effective when applied unheated and the fluids from the airplane surfaces. As a reduce protection time, including:
undiluted to a clean airplane surface. result, Type ii, iii, and iV fluids provide
■ The heavier the precipitation, the shorter
Whether used for deicing or anti-icing, longer HoT values than Type i fluids. The
the HoT.
the fluids must be transported, stored, and flow-off characteristics of Type iii fluids
■ High winds or jet blast that cause the
handled properly to be effective. operators make them more suitable for commuter
fluid to flow off, decreasing the protec-
must ensure that the fluid manufacturer’s airplanes with relatively low takeoff
tion afforded by the fluid layer.
guidelines are followed for the entire rotation speeds. Type iV fluids provide
■ Wet snow, which causes fluids to dilute
deicing/anti-icing process. longer HoTs than Type ii fluids. Stan-
and fail more quickly than dry snow.
dards for Type ii, iii, and iV fluids are
■ An airplane skin temperature lower
published in SAe AmS 1428.
DEicing AnD AnTi-icing fLuiDS than outside air temperature.
in accordance with AmS 1424 and 1428, ■ Direct sunlight followed by precipitation.
The SAe standards define four types of all fluids must pass an Aerodynamic ■ The use of incorrect equipment to
deicing and anti-icing fluids. These fluids Acceptance Test to be considered qualified apply fluids.
figure A: identifying deicing and anti-icing fluids by color
The four types of deicing/anti-icing fluids can be readily identified by their color.

Type i Type ii Type iii Type iV

APPLying DEicing/AnTi-icing
For each winter season, the FAA fLuiDS
mixture of Type i fluid and water, or a heated
publishes an annual Approved Deicing mixture of water and thickened (Type ii, iii, or
Program Update in an 8900.xx notice iV) fluid, followed by a separate application
There are two methods for applying deicing
(where the “xx” changes each year) that of thickened fluid for anti-icing protection.
and anti-icing fluids.
includes HoT guidelines for all commercially experience and testing have shown that
available deicing/anti-icing fluids that are one-step process: This process accom- deicing with heated Type i fluid or a heated
currently qualified. plishes both the deicing and anti-icing steps mixture of water and Type i fluid will help
Similarly, TccA annually publishes tables with a single fluid application. Typically a remove residue from previous anti-icing fluid
of HoT values in its Transport canada heated mixture of thickened fluid and water treatments. Deicing with heated thickened
Holdover Time guidelines. is applied. fluid may contribute to residue formation.

Two-step process: This process involves

These are general guidelines; refer to the engine inlets, exhausts, static ports, ■■ Proper maintenance procedures for land-
Amm for definitive information. pitot-static probes, pitot probes, or ing gear during cold weather operation
TAT probes. as defined in the Amm can help reduce
■ ice that has accumulated on the fan
■■ Do not spray hot deicing/anti-icing fluid degradation of the structural joints and
blades while the airplane has been on
or hot water directly on windows as it ensure optimal shock strut performance.
the ground for a prolonged stop is called
may cause damage. ■■ operating during cold weather can
“ground-accumulated ice” and must be
■■ ensure that ice or snow is not forced into adversely affect the ability to properly
removed before engine start.
areas around flight controls during deicing. lubricate the landing gear joints. Where
■ ice that has accumulated on the fan
■■ remove all ice and snow from possible, perform scheduled lubrication
blades while the engine is at idle speed
passenger doors and girt bar areas at maintenance bases where the
is called “operational ice” and is allowed
before closing. temperature is above freezing. A heated
to remain on the fan blades before taxi
■■ cargo doors should be opened only hangar is the next most effective means
because the ice will be removed by
when necessary. remove the ice and of ensuring proper lubrication. if lubrica-
engine run-ups prior to takeoff.
snow from the cargo containers before tion must be accomplished outside a
■ The right and left sides of the wing and
putting them on the airplane. heated hangar in temperature below
horizontal stabilizer (including the elevator)
■■ if SAe Type ii, iii, or iV fluids are used, freezing, the landing gear structure itself
must receive the same fluid treatment,
remove all of the deicing/anti-icing fluid should be heated by blowing hot air
and both sides of the vertical stabilizer
from the cockpit windows prior to directly onto the structure or into an
must receive the same fluid treatment.
departure to ensure visibility. enclosure around the structure.
■ Treat the wings and tails from leading
■■ Deicing/anti-icing fluid storage tanks ■■ The temperature surrounding the airplane
edge to trailing edge and outboard
must be constructed of a compatible has a direct effect on both the volume of
to inboard.
material. For thickened fluids, the tanks the gas and the viscosity of the oil in the
■ Treat the fuselage from the nose and
must be of a material that is not suscep- shock strut. boeing multi-model service
work aft. Spray at the top centerline and
tible to corrosion (e.g., stainless steel or letters provide procedures to ensure
work outboard.
fiberglass). This is particularly important optimum strut performance if an airplane
■ Do not point a solid flow of fluid directly
for thickened fluids because their operates between two different regions
at the surfaces, gaps in airframe struc-
viscosity can be permanently decreased with significantly different temperatures.
ture, or antennas. instead, apply the
if they are contaminated or exposed to ■■ Do not point a spray of deicing/anti-icing
fluid at a low angle to prevent damage,
excessive heat or mechanical shear fluid directly onto wheels or brake
while pointing aft for proper drainage.
during handling and application. assemblies.
■ make sure that all of the ice is removed
■■ When there is ice, slush, snow, or ■■ remove contamination (e.g., frost, ice,
during deicing. There may be clear ice
standing water on the runways or slush, or snow) from the area where the
below a layer of snow or slush that is
taxiways during taxi-in, examine the main and nose gear tires will be positioned
not easy to see. As a consequence, it
airplane when it gets to the ramp. look when the airplane is parked at the gate. if
may be necessary to feel the surface to
for any damage to the airplane surfaces tires are frozen to the ramp, the airplane
adequately inspect for ice.
and for contamination that may have should not be moved until they are free.
■ Do not spray deicing/anti-icing fluids
collected on the airplane. carefully
directly into auxiliary power unit (APU) or
remove the contamination.

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 for flight crews

These are general guidelines; refer to the ■■ operate the APU only when necessary During TAxi
boeing flight crew operations manuals during deicing/anti-icing treatment.
(Fcom) for definitive information. ■■ Do not operate the wing anti-ice system This guidance is applicable for normal
on the ground when thickened fluids operations using all engines during taxi.
(e.g., SAe Type ii, iii, or iV) have been
PriOr TO TAxi ■ Allowing greater than normal distances
applied. Do not use the wing anti-ice
between airplanes while taxiing will aid
system as an alternative method of
■ carefully inspect areas where surface in stopping and turning in slippery
ground deicing/anti-icing.
snow, ice, or frost could change or affect conditions. This will also reduce the
■■ if the taxi route is through ice, snow,
normal system operations. Perform a potential for snow and slush being
slush, or standing water, or if precipita-
normal exterior inspection with increased blown and adhering onto the airplane
tion is falling with temperatures below
emphasis on checking surfaces, pitot or engine inlets.
freezing, taxi out with the flaps up.
probes and static ports, air-conditioning ■ Taxi at a reduced speed. Taxiing on
Taxiing with the flaps extended subjects
inlets and exits, engine inlets, fuel-tank slippery taxiways or runways at exces-
flaps and flap devices to contamination.
vents, landing-gear doors, landing-gear sive speed or with strong crosswinds
■■ check the flight controls and flaps to
truck beam, brake assemblies, and APU may cause the airplane to skid. Use
ensure freedom of movement.
air inlets. Takeoff with a light coating of smaller nose-wheel steering and
■■ if there are any questions as to whether
frost (up to 1⁄8 inch [3 millimeters] thick) rudder inputs. limit thrust to the
the airplane has frozen contamination,
on lower wing surfaces caused by cold minimum required.
request deicing or proceed to a deicing
fuel is allowable. However, all leading- ■ Use of differential engine thrust assists in
facility. never assume that snow will blow
edge devices, all control surfaces, the maintaining airplane momentum through
off; there could be a layer of ice under it.
horizontal tail, vertical tail, and upper a turn. When nearing turn completion,
in rainy conditions with oAT near freez-
surface of the wing must be free of placing both engines at idle thrust
ing, do not assume that raindrops on
snow, ice, and frost. reduces the potential for nose-wheel
surfaces have remained liquid and will
■ Perform the normal engine start proce- skidding. Differential braking may be
flow off; they could have frozen onto the
dures, but note that oil pressure may more effective than nose-wheel steering
surface. A similar issue can occur due to
be slow to rise. Displays may require on slippery or contaminated surfaces.
cold-soaked fuel in the wing tanks.
additional warm-up time before engine ■ nose-wheel steering should be exer-
■■ ice that has accumulated on the fan
indications accurately show changing cised in both directions during taxi. This
blades while the airplane has been on
values. Displays may appear less bright circulates warm hydraulic fluid through
the ground for a prolonged stop is called
than normal. the steering cylinders and minimizes the
“ground-accumulated ice” and must be
■ engine anti-ice must be selected on steering lag caused by low temperatures.
removed before engine start.
immediately after both engines are ■ During prolonged ground operations,
■■ ice that has accumulated on the fan
started, and it must remain on during all periodic engine run-ups should be
blades while the engine is at idle speed
ground operations when icing conditions performed per the boeing Fcom to shed
is called “operational ice” and is allowed
exist or are anticipated. Do not rely on the accreted ice.
to remain on the fan blades before taxi
airframe visual icing cues before activat-
because the ice will be removed by
ing engine anti-ice. Use the temperature
engine run-ups prior to takeoff.
and visible moisture criteria.
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BEfOrE/During TAkEOff operator coordination with local and control. Do not hold the nose gear off
en-route air traffic control facilities is the runway when operating on slippery
■■ Do the normal before Takeoff Proce- recommended. or icy runways.
dure. extend the flaps to the takeoff ■■ Use of autobrakes is recommended.
setting at this time if they have not been They will allow the pilot to better concen-
DEScEnT
extended because of slush, standing trate on directional control of the airplane.
water, icing conditions, or because of if manual braking is used, apply moderate
■ Unless the airplane has fully automatic
deicing/anti-icing. to firm steady pedal pressure symmet-
activation of ice protection systems,
■■ Verify that airplane surfaces are free of rically until a safe stop is assured.
anticipate the need for activating the
ice, snow, and frost before moving into ■■ let the anti-skid system do its work.
engine and/or wing anti-ice systems at
position for takeoff. Do not pump the brake pedals.
all times, especially during a descent
■■ in icing conditions, refer to the boeing ■■ Do not use asymmetric reverse thrust
through instrument meteorological
Fcom for guidance regarding static on an icy or slippery runway unless
conditions or through precipitation.
engine run-up before takeoff. necessary to arrest a skid.
■ When anti-ice systems are used
■■ before brake release, check for stable ■■ When using reverse thrust, be prepared
during descent, be sure to observe
engine operation. After setting takeoff for a possible downwind drift on a
boeing Fcom minimum ePr/n1 limits
engine pressure ratio (ePr), or n1, check slippery runway with a crosswind.
(if applicable).
that engine indications are normal, in ■■ During winter operations, it is even more
agreement, and in the expected range. important than usual that the flight crew
check that other flight deck indications LAnDing not attempt to turn off the runway until
are also normal. the airplane has slowed to taxi speed.
■■ rotate smoothly and normally at Vr. ■■ The flight crew must be aware of the ■■ Taxi at a reduced speed. Taxiing on slip-
Do not rotate aggressively when condition of the runway with respect to pery taxiways or runways at excessive
operating with deicing/anti-icing fluid. ice, snow, slush, or other contamination. speed or with strong crosswinds may
■■ retract flaps at the normal flap ■■ Follow the normal procedures for cause the airplane to skid.
retraction altitude and on the normal approach and landing. Use the normal ■■ The cold Weather operations Supple-
speed schedule. reference speeds unless otherwise mentary Procedure in the boeing Fcom
■■ A larger temperature difference from directed by the boeing Fcom. specifies how far the flaps may be
international Standard Atmosphere (iSA) ■■ Arm the autobrake and autospoiler retracted after landing in conditions
results in larger altimeter errors. When systems, if available, before landing. where ice, snow, or slush may have con-
the temperature is colder than iSA, true ■■ The airplane should be firmly flown onto taminated the flap areas. if the flap areas
altitude is lower than indicated altitude. the runway at the aiming point. are found to be contaminated, flaps
consider applying the boeing Fcom ■■ immediately after main-gear contact should not be retracted until maintenance
cold Temperature Altitude corrections, with the runway, deploy the speed has removed the contaminants.
especially where high terrain and/or brakes if not already deployed by the ■■ Use the engine anti-ice system during all
obstacles exist near airports in combi- automatic system. ground operations when icing conditions
nation with very cold temperatures ■■ Without delay, lower the nose-wheel to exist or are anticipated.
(-22 degrees F/-30 degrees c or colder). the runway to gain nose-wheel directional

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