The holdover time starts from the beginning of the application of the fluid, and depends on the type of fluid, and on the nature and severity of precipitation. The flight crew should refer to applicable tables as guidelines. These tables must be used in conjunction with the pre-takeoff check.
Depending upon the severity of the weather, de-icing/anti-icing procedure must be applied either:
? In one step, via the single application of heated and diluted deicing/anti-icing fluid: This procedure provides a short holdover time, and should be used in low moisture conditions only. The holdover time starts from the beginning of the application of the fluid.
? In two steps, by first applying the heated deicing fluid, then by applying a protective anti-icing fluid: These two sprays must be applied consecutively. The holdover time starts from the beginning of the application of the second fluid.
PROCEDURES
The following outlines the various procedures to be applied before and after spraying:
? All ENG and APU BLEED pushbuttons must be set to OFF and the DITCHING pushbutton must be set to ON, to prevent any engine ingestion of deicing/anti-icing fluid.
? The aircraft can be deiced/anti-iced, with the engine and/or the APU running or off. However, the APU or the engine should not be started during spraying.
? The aircraft must be deiced/anti-iced symmetrically on both sides.
? Keep bleeds off after spraying for a few minutes.
? After spraying, keep bleeds off for a few minutes, and perform a visual inspection of the aircraft surfaces.
? A deicing/anti-icing report must be filled out to indicate the type of fluid and when the spraying began.
 

  SUPPLEMENTARY INFORMATION
ADVERSE WEATHER
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

AFTER START
? Keep the engine bleeds off, with the engines running at higher N1.
? Keep the APU running with the bleed off for a few minutes after spraying.
? The slats/flaps and flight controls can be moved, because they no longer have ice.
TAXI OUT
On contaminated runways, the taxi speed should be limited to 10 kt, and any action that could distract the flight crew during taxiing should be delayed until the aircraft is stopped.
The following factors should be taken into account:
? At speeds below 10 kt, anti-skid de-activates.
? Engine anti-ice increases ground idle thrust.
? To minimize the risk of skidding during turns: Avoid large tiller inputs.
? On slippery taxiways: It may be more effective to use differential braking and/or thrust, instead of nosewheel steering.
? On slush-covered, or snow-covered, taxiways: Flap selection should be delayed until reaching the holding point, in order to avoid contaminating the flap/slat actuation mechanism.
　
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