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freezing. These conditions are commonly encountered when the surface temperature is at or
below 0°C (32°F), although frozen moisture may be present and persist for a significant time
at higher temperatures. Examples of this latter condition are the penetration of heavy frozen
precipitation to ground level when surface temperature is near freezing, and the formation of
frozen condensation on airframe surfaces in contact with cold fuel.
Cold soaking is the effect cold fuel in the tanks may have on moisture present on the upper
and lower wing surfaces. If fuel temperature is 0°C (32°F) or below, it is possible to have clear
ice or frost on the wing, with the ambient air temperatures above freezing. The wing surfaces
must be below freezing temperatures for frost to form, even though the ambient temperatures
may be above freezing.
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−1
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
2. DEFINITIONS (CONT'D)
B. Contaminants
(1) SLUSH
Slush is snow, saturated with water, which displaces with a splatter when stepped on
firmly. It is encountered at temperatures up to 5°C (41°F).
(2) WET SNOW
Wet snow will easily stick together, and tends to form a snowball if compacted by hand.
(3) DRY SNOW
Dry snow is loose and can easily be blown. If compacted by hand, it will readily fall apart
again.
(4) FROST
Frost forms from the slow deposition of ice crystals on cold surfaces directly from water
vapor in the air. The frost-forming surface must be below freezing temperatures for frost to
form, even though the ambient temperature may be above freezing. Frost appears as a
white crystalline deposit that usually develops uniformly on exposed surfaces during
below-freezing, calm and cloudless nights with a high ambient dewpoint. The deposit is
thin enough for surface features underneath, such as paint lines, markings and lettering,
to be distinguished.
(5) ICE
Two types of ice, rime and clear ice, commonly affect aircraft operations:
• Rime ice:
Although rime ice is more commonly found in flight, it may occur on the ground when
conditions are favorable. Rime ice may occur on the ground in low temperatures, with
a low concentration of small super-cooled water droplets and moderate winds. It
appears as an opaque and rough ice surface that adheres to surfaces exposed to
wind. It can easily be detected and is easily removed by application of
deicing/anti-icing fluids.
• Clear ice:
Clear ice can occur in flight or on the ground. It forms at temperatures at or just below
0°C (32°F) with a high concentration of large super-cooled water droplets. Clear ice is
hard, and appears as a smooth and glassy coating that can be very difficult to detect
without a tactile inspection. Clear ice may not be seen during a walkaround,
particularly if the wing is wet, or during night time operations. Clear ice adheres firmly
to surfaces, and is difficult to remove, requiring special care during deicing/anti-icing.
(6) DEHYDRATED DEICING/ANTI-ICING FLUIDS
If deicing/anti-icing fluid is allowed to dry on airplane surfaces, this same fluid can become
a contaminant. Deicing, and especially anti-icing, fluids are designed to adhere to airplane
surfaces, and shear off at speeds approaching take-off speeds.
If left on airplane surfaces for long periods of time (overnight), they may dehydrate and
form a gel or dried deposit that will not shear off, even at high speeds. This contaminant
will severely affect airplane performance and lift.
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−2
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
2. DEFINITIONS (CONT'D)
C. Critical Surfaces
Critical surfaces are defined to be wings, horizontal stabilizer, vertical stabilizer, control
surfaces, upper surfaces of the fuselage and engine inlets.
If the upper surface of the fuselage is contaminated with ice, snow, or frost (through which it
is not possible to distinguish surface features, markings and lines), then the surface must be
deiced. The upper surface may be deiced with a one step procedure prior to flight.
The aerodynamically critical surfaces of the horizontal stabilizer are the leading edge and the
under surface. A visual inspection of these surfaces must be made to determine the extent of
contamination before each flight.
The upper surface of the horizontal stabilizer may not be visual from the ground. A
comparative analysis of the non-visual horizontal stabilizer upper surface may be used to
validate the condition of the surface. The wing should be used as the comparative surface.
　
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