A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ADVERSE WEATHER  1.02.32  Page 3 
REV 21  MAY 98 

05 - TRAINEES’ ACTIONS (CONT’D)
COLD WEATHER (CONT’D)
Note that any airplane which has been anti-iced can not receive a further coating of anti-ice fluid on top of the existing film. In continuing precipitation, the original anti-icing coating will be diluted at the end of the holdover time and refreezing could begin. In this case the airplane must be de-iced and then anti-iced using either a one step or a two step process FCOM 3.04.91 (Supplementary Techniques - Cold Weather).
Before commencement of spraying, a procedure must be carried out which minimizes the ingress of de-icing fluid into the cabin. This procedure is listed in FCOM 3.04.91(Supplementary Techniques - Cold Weather).
It is recommended to wait 60 seconds after the completion of spraying before selecting APU bleed ON. If engines were running during the spraying operation, they should be run up to 60% N1 (1.09 EPR) for 10-15 seconds to eliminate any residual fluids. Note that a visual inspection (by maintentance personnel or flight crew according to airline policy), of the sprayed areas is essential before completing the technical log.
The minimum fuel temperature is -43°C, for JET A1, and slightly higher for other commonly available fuels. If the fuel is colder than this, it may be possible to add warm fuel to raise its temperature.
When taxiing in slush, delay flap extension until reaching the holding point ready for departure. Do not use reverse thrust, even at idle (except in emergency) as it may cause recirculation of snow off snow covered areas, which can result in engine flame out or roll back. When engine anti-icing is in use, ground idle thrust is increased and greater care must be taken on slippery surfaces.
When the engines have been cold soaked and to avoid thermal shock, they should be operated at or near idle for a minimum of 5 minutes before take-off power is applied. (Time spent taxiing may be included as part of this). Before take-off, the engines should be run at 50 % N1 for 10 seconds to shed any ice that may have accumulated.
If moderate or severe turbulence is expected after take-off, place the engine start selector to IGN. The use of weather radar for departure is outlined in FCOM 3.03.10 (SOPs - Taxi).
The engines are supplied with hot air from the pneumatic system to provide anti-icing and de-icing. If the electrical supply fails, the valve remains open. External lights shine on wing leading edge and engine intake enabling visual inspection of any ice build up. Wing anti icing is provided and in the event of electrical power supply failure, the valves close.
Use the criteria of visible moisture and temperature as the primary means for assessing when to use the engine anti icing system. Do not wait for ice to build up.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ADVERSE WEATHER  1.02.32  Page 4 
REV 21  MAY 98 

05 - TRAINEES’ ACTIONS (END)
COLD WEATHER (END)
The use of engine anti-ice has a marked effect on the descent profile. The FMGS calculates that anti ice will be used for one third of the descent and adjusts the descent point accordingly. However, if the anti ice usage is prolonged, an increase in descent speed or a speedbrake selection may be required to remain on profile.
Landing distances for contaminated runways are given in FCOM 2.03.10. Special notice should be taken of the runway condition. A slippery runway is the most common reason for overrun at landing. As far as possible, avoid landing on a contaminated runway with any significant failure. Company regulations may prohibit landing on runways with particular braking actions.
　
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