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If the inspection of the wing dictates that there is a requirement to deice/anti-ice, then the
horizontal stabilizer and elevator must also be deiced/anti-iced. Conversely, if the visual
inspection of the wing dictates that there is not a requirement to deice/anti-ice then the
horizontal stabilizer and elevator upper surfaces need not be deiced/anti-iced.
It is ultimately the responsibility of the pilot-in-command to see that the airplane is in a
condition for safe flight prior to take-off. If the pilot-in-command has any doubt as to the
cleanliness of the aircraft, then the aircraft must be deiced.
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−3
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
2. DEFINITIONS (CONT'D)
CF60406_001 DO NOT SPRAY DEICING/ANTI−ICING
FLUID ON WHEEL BRAKE ASSEMBLIES
DO NOT SPRAY
DEICING/ANTI−ICING
FLUID IN APU INLET
DO NOT SPRAY DEICING/ANTI−ICING
FLUID IN ENGINE INLETS
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−4
REV 66, Feb 01/07
Critical Surfaces
Figure 06−12−1
CL−604 Operating Manual
PSP 604−6
2. DEFINITIONS (CONT'D)
D. Holdover Time
Holdover time is the estimated time that an application of an approved deicing/anti-icing fluid
is effective in preventing frost, ice, or snow from adhering to treated surfaces. Holdover time
is calculated as beginning at the start of the final application of an approved deicing/anti-icing
fluid, and as expiring when the fluid is no longer effective.
The fluid is no longer effective when its ability to absorb more precipitation has been
exceeded. This produces a visible surface build-up of contamination.
3. LIMITATIONS
Refer to Chapter 2; LIMITATIONS.
4. AIRFRAME CONTAMINATION
A. Clean Aircraft Concept
The Clean Aircraft Concept (aerodynamically clean) prohibits take-off when frost, ice, snow,
or other contaminants are present on the airplane’s critical surfaces. As stated previously,
having frost on the upper surface of the fuselage is not considered limiting. However, frost on
the upper surface of the wing or horizontal stabilizer is not permitted. Cold weather operations
present specific challenges in keeping an airplane free of these contaminants.
The performance data for this airplane are based on the clean aircraft concept. This means
that all performance values are based on the airplane being aerodynamically clean prior to
take-off. Failure to remove contaminants will result in adverse effects on airplane
performance and flight characteristics. These adverse effects can include the following:
• Decreased thrust
• Decreased lift
• Increased drag
• Increased stall speeds
• Trim changes
• Altered stall characteristics
• Altered handling qualities.
The removal procedures for frost, ice and snow from the surfaces of the airplane prior to
take-off, as described in this section, depend upon the deicing/anti-icing facilities, methods
and types of fluid available at the airports involved. Deicing/anti-icing must be accomplished
at the last possible time prior to take-off, to maximize the time that anti-icing will be able to
provide protection (holdover time).
SUPPLEMENTARY PROCEDURES
Cold Weather Operations
Vol. 1 06−12−5
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
4. AIRFRAME CONTAMINATION (CONT'D)
B. General Precautions
The following general precautions must be observed in cold weather operations:
(1) It must never be assumed that an apparently dry and loose form of frozen moisture, for
example, dry snow, will be removed by the slipstream during the initial take-off roll. For
instance, on an airplane removed from a warm hangar, a dry snowfall that remains free
and uncompacted on the ground may melt, and later refreeze, to form ice that sticks to
the surfaces of the airplane.
(2) Before each flight, a thorough inspection of critical surfaces must be made to determine
the extent of contamination on them. This inspection must be made by the
pilot-in-command (PIC) or by other trained and approved personnel qualified to report
its results directly to the PIC. Deicing and anti-icing are part of flight operations, and
remain under the authority of the PIC.
(3) After deicing, another inspection, subject to the same qualifications mentioned in
paragraph (2) above, must be made to confirm that all contamination is removed.
(4) If, during the period between the completion of deicing and take-off, there is the
possibility that the airplane may again be contaminated, anti-icing protection, usually in
　
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