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double horns. This is caused by partial run back of the impinging water droplets to positions
aft of the stagnation point. Ice initially forms here as a thin layer of sandpaper ice, which
then grows to form the glaze horns.
• Frost may form as a thin layer of crystalline ice on all exposed airplane surfaces. Frost is
generally associated with ground operations.
5. SUPER-COOLED LARGE DROPLET ICING CONDITIONS
Super-cooled large droplet icing conditions are distinct from the icing described above, because
of the propensity for the ambient liquid water to be contained in droplets of relatively large mass
and inertia. This causes a larger proportion of the water to impact the leading edge surfaces. In
addition, the droplets impacting the surface will do so further aft than smaller droplets. On the
protected wing surfaces this may result in formation of ice ridges.
6. RECOGNITION OF SUPER-COOLED LARGE DROPLET ICING CONDITIONS
It is known that super-cooled large droplet (SLD) icing conditions may be prevalent in pristine
atmospheres typical of coastal maritime environments, however, there are no defined means for
prior indication of SLD icing conditions, or for differentiating SLD from other icing conditions.
The presence of SLD icing can only be determined by observation of the resulting ice
accumulation on unprotected surfaces.
SUPPLEMENTARY PROCEDURES
Super-Cooled Large Droplet Icing
Vol. 1 06−11−1
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
6. RECOGNITION OF SUPER-COOLED LARGE DROPLET ICING CONDITIONS (CONT'D)
The indicator for differentiating SLD icing is observation of ice accumulation on the flight
compartment (cockpit) side windows. Any ice accumulation on the side windows should be taken
as the indication that SLD icing conditions are present.
7. PROCEDURES
Operation in SLD icing conditions is prohibited. Following recognition of SLD icing conditions by
observation of side window icing, the engine cowl and wing anti-icing systems must be activated.
Even with anti-icing systems being active, it is necessary to leave SLD icing conditions
immediately.
After leaving SLD icing conditions, the wing leading edges should be observed for signs of ice
formation aft of the heated leading edge area. If ice is observed aft of the leading edge, then the
Ice Dispersal Procedure should be accomplished (Refer to ABNORMAL PROCEDURES – ICE
AND RAIN PROTECTION – Ice Dispersal Procedure) should be accomplished.
SUPPLEMENTARY PROCEDURES
Super-Cooled Large Droplet Icing
Vol. 1 06−11−2
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
1. GENERAL
The winter season presents additional problems to airplane operations, resulting from low
temperatures, the potentially hazardous effects of precipitation contaminating the airplane and
the aircraft movement area, and extreme turbulence. Removal of contaminants on runway
surfaces, taxiways, aprons, holding bays and other areas, rests on the administration of the
airports concerned, based on flight safety and schedule considerations. However, it is the
ultimate responsibility of the pilot-in-command to make sure that the airplane is in a condition for
safe flight prior to take-off. Use of the ATIS or other means to acquire accurate ambient
temperature and other pertinent meteorological conditions can not be overemphasized. The
indicated SAT on EFIS cannot be used before take-off, since the TAT probe gives inaccurate
readings on the ground when the airplane is static or at low forward speed.
Adherence to the procedures in this section ensures an aerodynamically clean aircraft before
take-off. When operating in such conditions, these procedures account for operational hazards
associated with frozen contamination.
In all cases, it is assumed that the decision to operate is based on the general rules of good
airmanship applicable in cold weather operations, and on the assurance that the operational and
system limitations will not be exceeded (Refer to Chapter 2; LIMITATIONS). Under these
provisions, the procedures given in the following section have been provided to supplement the
normal operating procedures, with the goal of enhancing flight safety, and assisting in obtaining
maximum performance from the airplane. In no circumstances, however, do they warrant
operations in conditions imposing demands beyond the capabilities of the airplane or its flight
crew.
2. DEFINITIONS
A. Cold Weather Operations
Cold weather operations refer to ground handling, take-offs and landings conducted on
surface conditions where frozen moisture is present, or conditions are conducive to moisture
　
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