Warning

The information in this study guide is for study purposes

only. As it is a summarization from the flydubai operations
manuals it does not contain all the items in the manuals.
References to LIDO, CAR-OPS and flydubai manuals are
provided, and it is recommended to look these references up
for a more comprehensive overview. Where any discrepancies exist,
Operations Manuals, and other official documents, takes
precedence.
2
 flydubai OPERATIONS MANUALS

The information contained within the flydubai

operations manuals are directive in nature,
and shall apply to all crew members.

3
 flydubai considers inclement weather
a significant concern to flight operations.
Compliance with approved procedures
is mandatory. Click the star to see an
example of failure to comply with the
clean wing concept.

click

4
 TEN AREAS OF FOCUS
 DISPATCH AND FLIGHT PLANNING
 PREFLIGHT OF AIRCRAFT
 AIRCRAFT EQUIPMENT
 DEICING/ANTI ICING PROGRAM
 TAXI CONSIDERATIONS
 BEFORE TAKEOFF DECISIONS AND
TAKEOFF PROCEDURES
 INFLIGHT ANTI-ICE
 ENROUTE CONSIDERATIONS
 LANDING CONSIDERATIONS
 AFTER LANDING CONSIDERATIONS

5 OMA, Ground handling manual, Boeing supplemental procedures

 DISPATCH CONSIDERATIONS
ADDITIONAL TO NORMAL OPS

Runway considerations
 Runway length : OPT use is mandatory per
Sop’s. Any reduced braking action reported
will be factored into the take off and landing
performance.
 Runway Braking Action: Poor or Nil braking
conditions
are prohibited for take off and landing.
 Reduced braking action have more
restrictive
crosswind considerations.

6 Ref OMA section 8, AFM limitations, flydubai Supplementary procedures.

 DISPATCH CONSIDERATIONS
CONTINUED

Airport Services
 In addition to normal weather briefings, notams should be utilized when available to provide
runway conditions.
 If relevant de-ice availability is listed in the OMC briefing pages.
 Notams for inoperative equipment should be considered for effects to arrival and alternate
airports.

Environmental
 Reported icing requires special consideration as prolonged flight in moderate or greater icing is not
recommended.
 Temperatures colder than 0° C require special consideration relative to indicated altitude and may
preclude certain approaches.

7 Lido, manual OMC, Boeing SP 16 ,FCTM

 ICING CONDITION
DEFINITION

Icing conditions exist when OAT (on the ground) or TAT (in flight) is 10°C or below and any of the
following exist:

 visible moisture (such as clouds, fog with visibility of one statute mile (1600m) or less, rain, snow,
sleet) is present;
Or
 ice, snow, slush or standing water is present on the ramps, taxiways, or runways.

CAUTION:
Do not use engine or wing anti–ice when OAT (on the ground) or TAT (in flight) is above 10°C.

8 flydubai OMB Volume 1 , SP.16.2

 AIRCRAFT EQUIPMENT
NORMAL AND ABNORMAL INDICATIONS

WINDOW HEAT
 Normally provides anti ice. Also improves impact resistance.

 Overheat means that power has been removed from windows.

Note: flydubai does not have eyebrow windows installed.

9 OMB Volume 2 3.10.1

 AIRCRAFT EQUIPMENT
 Compliance with QRH procedures is essential as blocked probe and static ports can
lead to complicated problems while operating in icing conditions. For example a
blocked pitot probe will affect IAS indications, the speed trend indicator, windshear
warnings as well as VMO/MMO and flap load relief systems.
 Probe heat is provided electrically to the respective
component. This provides protection for flying in
icing conditions. Illumination of an amber probe heat
light indicates that the related component is
unpowered.
 In the event of a blocked pitot probe follow the QRH
procedure. Note: HGS Angle of Attack ref is always
available.
Airspeed unreliable (QRH )

OMB Volume 2 3.10, QRH

10
 AIRCRAFT EQUIPMENT
NORMAL AND NON-NORMAL INDICATIONS
 ENGINE ANTI ICE: Engine anti ice is provided by the engine bleed system. Operation is through a
switch for each engine. Blue indicator lights will illuminate bright during transit/disagreement and
dim when open or blank when off. Yellow TAI indicators will illuminate above the respective N1
indicator to alert the pilots that one or all of the valves are not in the selected position. Green TAI
indicator shows normal operation. Use temperature
and visible moisture criteria for engine anti-ice use
requirements. A yellow cowl light will
illuminate for a cowl overpressure situation.

 WING ANTI-ICE: Wing anti-ice is operated through

a single switch on the overhead panel. A bright blue
light will indicate valve in transit/disagreement and
a dim blue when open.

OMB Volume 2 3.10.4 page 11

 AIRCRAFT EQUIPMENT
The Boeing 737 has procedures (Vref Ice) in effect to preclude inadvertent stick shaker
activation. The SMYD (stall management yaw damper) computer is programed to
increase the stall speed at which the stick shaker is activated under certain conditions.
Certain abnormal procedures will require modifying the Vref speed in compliance
with a QRH procedure to compensate for these higher activation speeds.

 Engine anti-ice will be used during landing.

 Wing anti-ice has been used any time during the flight.
 Icing conditions were encountered during flight and the landing
temperature is below 10°C.

Note: When Vref Ice is used the maximum wind additive is 10 knots

Qrh 7.26
12
 CONTAMININATION
FLOW CHECKLIST
AIRCRAFT CONTAMINATED OR
NO LIKELY TO BECOME SO.

YES

DE-ICE / ANTI-ICE
PROCEDURE

YES

HOLDOVER TIME HOLDOVER TIME

ESTABLISHED AND NOT EXPIRED/OR INVALID
EXPIRED OR REQUIRED PRETAKEOFF
PRETAKEOFF CHECK CONTAMINATION CHECK
SATISFACTORY SATIFACTORY

NO
YES
TAKEOFF YES
13
 CONTAMINATION CHECK
AIRCRAFT SURFACES
“A commander shall not commence take-off unless the external surfaces are clear of any deposit which
might adversely affect the performance and/or controllability of the airplane except as permitted in
the Airplane Flight Manual.”

Studies indicate that contamination significantly reduces wing lift capability, increases stall speed and
decreases climb capability. Small deposits of ice, similar to the shape of medium grain sandpaper,
on the wing can increase the stall speed by 30%.

Consequently, as a result of wing and tail contamination, a pilot may encounter buffet and pitch and roll
pre-stall flight characteristics even before a stick shaker warning during a normal take off
manoeuvre.

14
CAR-OPS 1.345, OMA – 8.2.4.2, 8.2.4.5, Ground Handling Manual – 6.5.2
 CONTAMINATION CHECK
AIRCRAFT SURFACES
EXTERIOR INSPECTION
Although removal of surface snow, ice and frost is normally a maintenance function, during preflight
procedures, the captain or first officer should carefully inspect areas where surface snow, ice or frost
could change or affect normal system operations.

SURFACES
Take-off with light coatings of frost, up to 1/8 inch (3 mm) in thickness, on lower wing surfaces due to
cold fuel is allowable; however, all leading edge devices, all control surfaces, tab surfaces, upper wing
surfaces, winglet surfaces and control balance cavities must be free of snow, ice and frost.
Note: The GCAA has authorised procedures in SP 3.1 listed below:
Take-off with light coatings of frost on upper wing surfaces due to cold fuel is allowable, proving the
following conditions are met. The frost on the upper surface is less than 1/16 of an inch. The extent
of the frost is similar on both wings. The frost is on or between the black lines defining the
allowable cold-soaked fuel frost area with no frost on the leading edges or control surfaces. The
ambient air temperature is above freezing. There is no precipitation or visible moisture.
15 CAR-OPS 1, Page 2-D-24, OMA – 8.2.4.7, Ground Handling Manual – 6.5.2, SP 3.1
 CONTAMINATION CHECK
AIRCRAFT SURFACES
EXTERIOR INSPECTION
When conditions warrant, a visual inspection of the aeroplane critical surfaces must be conducted.
Close attention should be given to those times when the need to de-ice/anti-ice is possible but less
likely. The inspection should be conducted from a vantage point that provides a clear view of the area
to be checked.
Areas to be given particular attention are:
 Wing surfaces, leading edges, horizontal and vertical stabilizers, control surface cavities,
fuselage, air data probes, static vents, angle of attack sensors, engine intakes, air
conditioning intakes, and landing gear and wheel wells.

16 CAR-OPS 1, subpart D, OMA – 8.2.4.7, Ground Handling Manual – 6.5.2

 CONTAMINATION CHECK
AIRCRAFT SURFACES

EXTERIOR INSPECTION

Flights may be dispatched when there is light snow that is not adhering to the wing surface and is of
such consistency that it will blow off during taxi or the immediate start of the take-off roll. However,
such snow should be blown off using dry unheated air or nitrogen wherever possible prior to dispatch.
There must be no risk of the contamination being blown into areas where it could collect and interfere
with the control surfaces.
If after a complete inspection only a small area is found to be contaminated (e.g. frost on spoiler
panels), de-icing may be restricted to these areas only, provided it is carried out symmetrically on both
sides of the aeroplane.

P 17 CAR-OPS 1, subpart D, OMA – 8.2.4.7.2, Ground Handling Manual – 6.5.2

 CONTAMINATION CHECK
AIRCRAFT SURFACES

FAN BLADE ICING

It is common for a warm engine to melt snow that has blown into an engine intake, so it is important
to ensure that ice or snow has not accumulated in this area. This may subsequently freeze and, if not
removed prior to engine start, can be ingested and severely damage the rotor. During take-off it may
reduce available power and/or cause engine vibration.
Under freezing fog conditions it is necessary for the rear side of the fan blades to be checked for ice
build-up prior to engine start. Any deposits discovered should be removed.
The Fan Blades must always be clean prior dispatch. The fan must be free to rotate before initiating
an engine start. This is verified during the exterior inspection.

18 CAR-OPS 1, subpart D, OMA – 8.2.4.6, Ground Handling Manual – 6.5.6, OMB – SP 16.3
 CONTAMINATION CHECK
FAN BLADE ICING

19
 CONTAMINATION CHECK
CLEAN AIRCRAFT CONCEPT

Although no person may release or take off with an aircraft with frozen deposits
adhering to the aircraft surfaces, the Commander has the final responsibility for
ensuring that the all aircraft surfaces are free of frost, ice, snow or slush prior to
departure and at take-off. This is called the ‘Clean Aircraft Concept’.

20 Ground Handling Manual – 6.5.17

 5 STEPS TO DE-/ANTI-ICING
These are the five steps to a successful de-icing:

1. Contamination Check:
A visual check of the aircraft performed by the captain, engineer or service provider to establish the
need for de-icing. Used to determine if aircraft de-icing is required.

2. De-icing/anti-icing Procedure:
The procedure by which frost, ice, snow and slush is removed from an aircraft to provide
uncontaminated surfaces; and where an aircraft is protected from contamination for a limited period of
time in the case of an anti-icing.

21 CAR-OPS 1.345, OMA– 8.2.4.3, OMB Volume 1 – SP 16.7

 5 STEPS TO DE-/ANTI-ICING
3. Post treatment contamination check (ground personnel):
An external check of the aircraft after a de-icing/anti-icing treatment to ensure that the aircraft is free
from any frost, ice, snow or slush that was detected during the contamination check.

4. Pre take off check (flight crew):

An assessment normally made from within the flight deck, to validate the applied holdover time.

5. Pre take off contamination check (flight crew):

A check of the treated surfaces for contamination, performed when the hold-over time has been
exceeded or if any doubt exists regarding the continued effectiveness of the applied anti-icing
treatment. Also required during heavy snow and take off must be initiated within 5 minutes of the
Inspection.

22 CAR-OPS 1.345, OMA – 8.2.4.3, OMB Volume 1 – SP 16.7 OMA 8.2.4.7.2.2

 REMEMBER

IF YOU THINK TWICE,

DEICE!!!!!

23
 GROUND DEICING
FLUIDS
The following types of fluid are in use:

a) Type I Fluid: Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to which it is applied
which, under certain weather conditions, gives a very limited holdover time. With this type of fluid, increasing the
concentration of fluid in the fluid/water mix does not provide any extension in holdover time. (ORANGE)

b) Type II and Type IV Fluids: These contain thickeners which enable the fluid to form a thicker liquid-wetting film on
surfaces to which it is applied. Generally, this fluid provides a longer holdover time than Type I fluids in similar
conditions. With this type of fluid, the holdover time can be extended by increasing the ratio of fluid in the
fluid/water mix. (Type IV – Green, Type II – Pale White)

c) Type III Fluid: a thickened fluid intended especially for use on aeroplanes with low rotation speeds. (light yellow)

24 CAR-OPS 1 subpart D, Sect. 2, OMA – 8.2.4.8, LIDO PFL –220, Ground Handling Manual – 6.5.7
 GROUND DEICING
FLUIDS
The following recommendations are provided:
a) Use Type I fluid to de-ice whenever possible;
b) If it is necessary to use Type II, Type III or Type IV fluids to de-ice, due to non-availability of Type I or
non-thickened type fluid, or when Type II, Type III or Type IV hold-over times are required because
of active precipitation or active frost, the following actions should be carried out:
i. Thickened anti-icing fluids should not be used to de-ice the aeroplane more than 60
minutes prior to the scheduled departure time.
ii. Maintenance action stipulated by the manufacturer should be conducted to detect and
remove residues within three calendar days of the application of thickened anti-icing
fluids.
Note: The anti-icing and aerodynamic properties of thickened fluids may be seriously degraded by, for
example, inappropriate storage, treatment, application, application equipment and age.
CAR-OPS 1 subpart D, Sect. 2, OMA – 8.2.4.8, LIDO PFL –220, Ground Handling Manual – 6.5.7 25
 GROUND DEICING
PROCEDURE

ONE STEP DE-ICING/ANTI-ICING

This method applies a heated de-icing/anti-icing fluid or a hot mixture of fluid and
water. The fluid mixture will be determined by ambient temperature and weather
conditions. Holdover time (HOT) is calculated from when the de-icing/anti-icing
procedure commences.

26 Ground Operations Manual 6.5.16, OMA 8.2.4.9

 GROUND DEICING
PROCEDURE

Testing of undiluted de-icing/anti-icing fluids has shown that some of the fluid remains on the wing
during take-off rotation and initial climb. The residual fluid causes a temporary decrease in lift and
increase in drag, however, the effects are temporary. Use the normal take-off rotation rate.

CAUTION: Operate the APU during de-icing only if necessary. If the APU is running, ingestion of
de-icing fluid causes objectionable fumes and odours to enter the airplane. Ingestion of snow, slush,
ice, or de-icing/anti-icing fluid can also cause damage to the APU.

27 OMB – Vol. 1 – SP – 16.7

 GROUND DEICING
EXTERIOR DEICING

Airplane de-icing/anti-icing should be accomplished with the Flaps up and the Stabiliser Trim fully
forward, (airplane nose down), to the manual limit, to prevent ice and slush from accumulating in the
flap cavities.

If APU is necessary; select the APU/ENG BLEED air switches OFF, preventing de-icing fluid from
being ingested and fumes and odours entering the cabin.

NOTE: Once de-icing is complete leave the BLEED air switches OFF for 1 minute before switching
them on to reduce the risk of de-ice fluid entering the Air Conditioning system.

28 OMB – SP.16.8
 GROUND DEICING
PROCEDURE
TWO STEP DE-ICING/ANTI-ICING

Step 1, DE-ICING
Application of hot water or a hot mixture of de-icing/anti-icing
fluid and water to remove the contamination.

Step 2, ANTI-ICING
Step 1 is immediately followed with a spray of a de-icing/anti-icing
fluid or a mixture of de-icing/anti-icing fluid and water for anti-
icing. Holdover time (HOT) is calculated from the start of
application of the second step.

29 Ground Operations Manual 6.5.16 OMA 8.2.4.9

 GROUND DEICING
FAN BLADE ICING

Picture illustrates de-icing of fan blades

using hot air.
No fluid de-icing should be applied to
the fan blades.

Ground Handling Manual 6.5.9

 GROUND DEICING
STATIC PORTS
Fluctuating and inaccurate airspeed and altimeter indications after take-off have been attributed to
static ports obstructed by ice formed while the airplane was on the ground. Precipitation or water
rundown after snow removal may freeze on or near the static ports. This may cause an ice build-up
which disturbs airflow over the static ports resulting in erroneous airspeed and altimeter readings,
even when static ports appear to be clear. Since static ports and the surrounding surfaces are not
heated when probe heat is activated, a thorough pre-flight inspection and clearing of the static ports
are critical. The crew should pay particular attention to the static ports during the exterior inspection
when the airplane has been subjected to freezing precipitation. Clear ice on static ports can be difficult
to detect. If in doubt contact maintenance for assistance.

31 FCTM – Chapter 2.1 and Boeing Service letter 737-SL-34-187-A, 20 July 2007.
 GROUND DEICING
FLUID RESIDUES

Account must be taken of the possible side-effects of fluid use. Such effects may include, but are not necessarily
limited to, dried and/or re-hydrated residues, corrosion and the removal of lubricants. The maintenance schedule for
each aeroplane includes measures to counteract these side effects. The repeated application of Type II, Type III or
Type IV anti-icing fluid may cause residues to collect in aerodynamic quiet areas, cavities and gaps. These residues
May rehydrate and freeze under certain temperature changes, in high humidity and/or rain conditions. In addition,
They may block or impede critical flight control systems and should be removed. In order to limit these problems, the
Repetitive use of Type II, Type III or Type IV anti-ice fluid should be avoided as far as possible.

WARNING:
When Type II, Type III or Type IV anti-icing fluid residue has been detected, no take-off
should be authorised until the residues have been removed.
32 CAR-OPS 1 – Subpart D, OMA – 8.2.4.11
GROUND DEICING
FLUIDS
 GROUND DE-ICING
FLUIDS
WARNING:
The use of anti-icing fluids (Type II, III and IV) to de-ice the aeroplane, exposes the aeroplane to
significantly more thickening agent than would be the case if de-icing fluid (Type I) was used to de-ice
the aeroplane.

When applied and left for prolonged periods as a preventative measure, the fluid may migrate into the
control surface regions. The fluid may eventually dry out leaving residues of the thickening agent. In a
moist environment these residues can rehydrate and, as the aeroplane enters temperatures below the
freezing point of the mixture, e.g. during the climb, the frozen residue can restrict the movement of the
aeroplane flying controls. In extreme cases this can lead to the controls being jammed.

34 CAR-OPS 1 subpart D, Sect. 2, OMA – 8.2.4.8, LIDO PFL –220, Ground Handling Manual – 6.5.7
 GROUND DEICING
HOLDOVER TIMES
The beginning of holdover time is the time of first application of the final fluid layer. Time spent
spraying any part of the fuselage prior to the application to aeroplane Critical Surfaces shall not be
considered as part of holdover time. Holdover protection expires at the earlier of:

 When frozen deposits start to form or accumulate on treated aeroplane surfaces, thereby
indicating the loss of effectiveness of the fluid.

 The expiration of the holdover time.

 The commencement of take-off roll (due to aerodynamic shedding of fluid)

35 CAR-OPS 1 subpart D, Sect. 2, OMA– 8.2.4.9, LIDO PFL – 230, Ground Handling Manual – 6.5.8
 GROUND DEICING
HOLDOVER TIMES

The duration of holdover protection may vary subject to the influence of factors other than those
specified in the holdover time (HOT) tables. In determining the likely holdover time, Commanders
are to take into account such factors as atmospheric conditions, e.g. exact type and rate of
precipitation, wind direction and velocity, relative humidity and solar radiation; The aeroplane
and its surroundings, such as aeroplane component inclination angle, contour and surface
roughness, surface temperature, operation in close proximity to other aeroplanes (jet or propeller
blast) and ground equipment and structures.

36 CAR-OPS 1 subpart D, Sect. 2, OMA – 8.2.4.9, LIDO PFL – 230, Ground Handling Manual – 6.5.8
 GROUND DEICING
HOLDOVER TIMES
Holdover times are shown at Operations Manual Part A – Section 8 -Appendix G in the form of tables showing the
various types of ground icing conditions and the different types and concentrations of fluids used.

CAUTION:
Holdover times are not meant to imply that flight is safe in the prevailing conditions if the specified
holdover time has not been exceeded. Certain meteorological conditions, such as freezing drizzle or
freezing rain, may be beyond the certification envelope of the aeroplane.

CAUTION:
The times of protection shown in these tables are to be used as guidelines only and must be used in
conjunction with a Pre take-off check.

37 CAR-OPS 1 subpart D, Sect. 2, OMA – 8.2.4.9, LIDO PFL – 230, Ground Handling Manual – 6.5.8
 GROUND DEICING
Note: Holdover time begins when:
Holdover time
Type I The de-icing begins.
Type IV The beginning of final application.

SAE Type I Fluid

OAT
Approximate Holdover Times Under Various Weather Conditions (hours: minutes)
Snow/
Rain on
Snow Light
o o Active Freezing Freezing Cold 3)
C F Grains/ Freezing Other
Frost Fog Drizzle2) Soaked
Snow Rain
1) Wing
Pellets
-3 and 27 and 0:01-
0:35 0:09-0:16 0:03-0:06 0:08-0:13 0:02-0:05 4)
above above 0:05
below -3 below
0:35 0:06-0:08 0:02-0:05 0:05-0:09 0:02-0:05
to -6 27 to 21
CAUTION:
below -6 below
0:35 0:04-0:08 0:02-0:05 0:04-0:07 0:02-0:05 No Holdover time
to -10 21 to 14
Guidelines exist
Below below
0:35 0:04-0:07 0:02-0:04
-10 14

1) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times.
2) If positive identification of “Freezing Drizzle” is not possible, use “Light Freezing Rain” holdover
times.
3) Other conditions are: Heavy snow, ice pellets, hail, moderate freezing rain and heavy freezing
rain.
o o
4) No holdover time guideline exists for this condition for 0 C (32 F) and below.
o o
Type I Fluids / Water Mixture is selected so that the Freezing Point of the mixture is at least 10 C (18 F)
below actual OAT.

CAUTION: The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates
or high moisture content, high wind velocity or jet blast may reduce holdover time below the lowest time
stated in the range. Holdover time may also be reduced when the aircraft skin temperature is lower than
OAT. Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.

WARNING: Taking off in “Freezing Rain” is not authorised by flydubai.

De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for, and do not provide,
protection during flight.

38 OMA section 8 Appendix G

 SNOWFALL INTENSITIES AS A
FUNCTION OF VISIBILITY

39 FAA 2010 Deicing Reference

 GROUND DE-ICING
POST TREATMENT CHECK

Post Treatment Check: An external check of the airplane after de-icing and/or anti-icing treatment
accomplished from suitably elevated observation points (e.g. from the de-icing equipment itself or
other elevated equipment) to ensure that the airplane is free from any frost, ice, snow, or slush.

It is the Commander’s responsibility to satisfy himself that the de-icing treatment has successfully
treated the required surfaces. If he is unable to check the surfaces himself (e.g. remote de-icing),
he must be satisfied with the verbal post-de-icing report given by the de-icing team leader. If there
is any doubt, he must take any additional measures he considers necessary to satisfy himself that
the aircraft is suitably de-iced.

40 CAR-OPS 1 Subpart D, OMA – 8.2.4.3, Ground Handling Manual 6.5.16

 GROUND DE-ICING
LOGGING OF DEICING

The Commander must record in the Technical Log:

 The type and ratio of the fluid used;

 The time final application started;

41 CAR-OPS 1, Subpart D, OMA – 8.2.4.7.2, LIDO PFL – Page 210, ATL

 GROUND DE-ICING
ALL CLEAR SIGNAL

Make sure that you receive the “ALL CLEAR SIGNAL”, i.e.
thumbs up, stating that your aircraft is clear of all staff and
equipment. More than one de-ice rig may have been used
and it could still be vehicles manoeuvring close to the
aircraft even if the de-icing appears to be completed.

42 OMB – Vol. 1 – SP – 16.6

 FLIGHT OPERATIONS
ENGINE START PROCEDURE
Do the normal Engine Start Procedure with the following modifications:
 If the engine has been cold soaked for one or more hours at ambient temperatures below -40°C, do not start or motor the
engine. Maintenance personnel should do appropriate procedures for adverse weather heating of the Hydro-Mechanical
Unit
 If the engine has been cold soaked for three or more hours at ambient temperatures below -40°C, do not start or motor
the engine. Maintenance personnel should do appropriate procedures for adverse weather starter servicing.
 If ambient temperature is below -35°C, idle the engine for two minutes before changing thrust lever position.
Several minutes may be needed for oil pressure to reach the normal operating pressure. During this period, oil pressure
may go above the normal range and the FILTER BYPASS light may illuminate. Operate the engine at idle thrust until oil
pressure returns to the normal range.
 If the oil pressure remains above the normal range after the oil temperature has stabilized within limits, shut down the
engine.
 Display units may require additional warm-up time before displayed engine indications accurately show changing values.
Display units may appear less bright than normal.

43 OMB Volume 1 – SP.16.3 – 16.4

 FLIGHT OPERATIONS
ENGINE ANTI-ICE ON THE GROUND

Engine anti-ice must be selected ON immediately after both engines are started and remain on during
all ground operations when icing conditions exist or are anticipated.

WARNING:
Do not rely on airframe visual icing cues before activating engine anti-ice. Use the temperature and
visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.

CAUTION: Do not use engine anti-ice when OAT is above 10°C.

44 OMB Volume 1 – SP.16.4

 FLIGHT OPERATIONS
WING ANTI-ICE ON THE GROUND

Use wing anti-ice during all ground operations between engine start and take-off when icing conditions
exist or are anticipated, unless the airplane is, or will be protected by the application of Type II or Type
IV fluid in compliance with an approved ground de-icing program.

WARNING:
Do not use wing anti-ice as an alternative for ground de-icing/anti-icing. Close inspection is still
needed to ensure that no frost, snow or ice is adhering to the wing, leading edge devices, stabilizer,
control surfaces or other critical airplane components at take-off.

CAUTION: Do not use wind anti-ice when OAT is above 10°C.

45 OMB Volume 1 – SP.16.5

 FLIGHT OPERATIONS
TAXI

If taxi route is through ice, snow, slush or standing water in low

temperatures or if precipitation is falling with temperatures below
freezing, taxi out with the flaps up. Taxiing with the flaps extended
subjects the flaps and flap drives to contamination. Leading edge
devices are also susceptible to slush accumulations.

WARNING:
Do not forget to select flaps and set trim for take-off
following de-icing and taxi in icing conditions!
46 OMB – 16.6
 FLIGHT OPERATIONS
TAXI
During cold weather operations, nose gear steering should be exercised in both directions during taxi.
This circulates warm hydraulic fluid through the steering cylinders and minimizes the steering lag
caused by low temperatures. If icing conditions are present, use anti-ice as required by the FCOM.

CAUTION: Taxi at a reduced speed

Use smaller nose wheel steering wheel and rudder inputs and apply
Minimum thrust evenly and smoothly. Taxiing on slippery taxiways
or runways at excessive speed or with high crosswinds may start a skid.
CAUTION: When operating the engines over significant amounts of
standing de-icing or anti-icing fluid, limit thrust to the minimum
required. Excessive ingestion of de-icing or anti-icing fluid can cause the
fluid to build up on the engine compressor blades resulting in
compressor stalls and engine surges.

47 OMB – 16.6, Flight Crew Training Manual 2.13

 FLIGHT OPERATIONS
TAXI + ENGINE RUN UP
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to
minimize ice build-up. Use the following procedure:
 Check that the area behind the airplane is clear.
 Run-up to a minimum of 70% N1 for approximately 30 seconds duration at intervals no greater than
30 minutes
If airport surface conditions and the concentration of aircraft do not allow the engine thrust level to be
increased to 70% N1, then set a thrust level as high as practical and time at that thrust level.

Note: Fan blade ice build up is cumulative. If the fan spinner and fan blades were not de-iced prior to
taxi out, the time the engines were operating during the taxi in should be included in the 30 minute
interval.
“NOTE: When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, run
ups to a minimum of 70% N1 for approximately 1 second durations at intervals no greater than 10
minutes enhance ice shedding”.

48 OMB – 16.7.
 FLIGHT OPERATIONS
PRETAKEOFF CHECK

An assessment normally made from within the flight deck, to validate the
applied holdover time. This check is always required prior to take-off if
freezing or frozen precipitation has occurred since the contamination check
or deice procedure. If unsatisfactory complete the pretakeoff contamination
check or return for further de-icing.

49 OMA section 8 .2.4.7.2

 FLIGHT OPERATIONS
PRE TAKE-OFF CONTAMINATION CHECK

» The Pre take-off contamination check is optional anytime prior

to take-off; however, it becomes mandatory when the holdover time
has elapsed and a take-off is contemplated. Also, it is required under
all conditions of heavy snow. Take-off must be initiated within 5
minutes of the inspection, or the inspection must be repeated, or the
airplane returned for further de-icing.

» The inspection must be carried out from a vantage point in the

cabin and under lighting conditions that permit an accurate
assessment of the existence or non-existence of contamination on
the wings and leading edges. The inspection can be conducted from
inside the airplane through an over-wing window.

50 OMA – 8.2.4.7.2.2
 FLIGHT OPERATIONS
BRAKING COEFFECIENT
This table shows the relation between Braking Action and Braking Coefficient.It is important to note
that a Russian Friction Coefficient below 0.35 is poor braking and not allowed for landing.

NOTE: This table should not be used to convert Braking Action to Braking coefficient.
51 LIDO MET – 290 met 380
SLIPPERY RUNWAY
FRICTION TESTER
 FLIGHT OPERATIONS
RUNWAY REPORT DECODING
RWY reports are provided in the abbreviated form of 8-figure groups, appended to weather reports.
(METAR). The following information is provided to understand the format of the 8-figure groups.
a) 1st and 2nd Digits - Runway Designator (some reports may use R26 or R26R followed by a /)

53 OMA – Appendix C, LIDO MET – Page 340

 FLIGHT OPERATIONS
RUNWAY REPORT DECODING
Cont.
b) Third Digit - Runway Deposits (most significant deposit)

54 OMA – Appendix C, LIDO MET – Page 34054

 FLIGHT OPERATIONS
RUNWAY REPORT DECODING
Cont.
c) FOURTH DIGIT - Extent of Runway Contamination .

55 OMA – Appendix C, LIDO MET – Page 340

 FLIGHT OPERATIONS
RUNWAY REPORT DECODING
Cont.
d) 5TH AND 6TH Digits - Depth of Deposits

56 OMA – Appendix C, LIDO MET – Page 340

 FLIGHT OPERATIONS
RUNWAY REPORT DECODING
Cont.
e) 7th and 8th Digits - Friction Co-efficient or Braking Action
The mean value is transmitted or, if operationally significant, the lowest value.

Note: If contamination ceases to exist, the abbreviation CLRD is used.

57 OMA – Appendix C, LIDO MET – Page 340

 TAKEOFF LIMITATION
CONTAMINATED RUNWAY DEFINITION
A runway is considered to be contaminated when more than 25% of the runway surface area (whether in
isolated areas or not), within the required length and width being used is covered by the following:
1. Surface water more than 3mm (0.125 in) deep, or by slush, or loose snow, equivalent to more than
3mm(0.125 in) of water;
2. Snow which has been compressed into solid mass which resists further compression and will hold
together or break into lumps if picked up (compacted snow); or
3. Ice, including wet ice.
CONTAMINATION LIMITATION
Takeoffs are not allowed when slush, wet snow, or standing water depth is more than 13 mm
(1\2 inch) or dry snow depth is more than 102mm (4 inches). Take off is not permitted on a RWY
where Braking action is reported as POOR (0.25 or less). On some very long runways, airport
operations sometimes clear only a portion of the runway. If the commander can determine
that the take off can be completed within the cleared part of the RWY a take off is allowed.
NOTE: A take off alternate may be required due to the RWY conditions and
temperature corrected Approach minimums!
58 CAR-OPS – 1.480, OMB Volume 1 – SP.16.1 and 16.7, FCTM 3.19
 TAKEOFF LIMITATION
ASSUMED TEMPERATURE

WARNING:
 Do not use the Assumed Temperature Method if the runway is contaminated by slush, snow,
standing water, or ice. Reduced thrust (fixed derate) is allowed provided take off performance
accounts for the runway surface condition. Using OPT and selecting appropriate contamination
condition satisfies this requirement.

 Assumed Temperature Method take-offs are allowed on a wet runway if suitable performance
accountability is made for the increased stopping distance on a wet surface. This is complied with
by using the OPT and selecting wet.

59 FCTM 3.16, OMB – SP.16.1

 FLIGHT OPERATIONS
TAKEOFF

 Do the normal Take-off Procedure with the following modification:

- When engine anti-ice is required and the OAT is 3°C or below, the take-off must be
preceded by a static engine run-up.
- Make sure the flaps or selected to the take off position.

 Use the following procedure for static run-up:

- Run-up to a minimum of 70% N1 for approximately 30 seconds and confirm stable
engine operation before the start of the take-off roll.

60 OMB – 16.9.
 FLIGHT OPERATIONS
CLIMB

 Engine anti-ice must be ON during all flight operations when icing conditions exist or are
anticipated, except during climb and cruise when the temperature is below -40c SAT.
Engine anti-ice must be ON before, and during descent in all icing conditions, including
temperatures below -40c SAT
 Severe icing: Immediate change of heading and/or altitude is considered essential.

 Be aware of the necessity to temperature correct MSA, MFRA, SID stop altitudes
at or below corrected MSA, and MEA when the OAT is 0°C and colder
NOTE: SID crossing altitudes at or below the corrected MSA shall be corrected when the
surface OAT is 0°C and colder, ATC shall be informed before flying the corrected altitude.
61 OMB – 16.9.
 FLIGHT OPERATIONS
COLD AIR TEMPERATURE CORRECTION
Extremely low temperatures create significant altimeter errors and greater potential for reduced
terrain clearance. When the temperature is colder than ISA, true altitude will be lower than indicated
altitude. Altimeter errors become significantly larger when the surface temperature approaches -30°C
or colder, and also become larger with increasing height above the altimeter reference source.

Apply the altitude correction table when needed:

 No corrections are needed for reported temperatures above 0°C or if
the airport temperature is at or above the minimum published
temperature for the procedure being flown
 Do not correct altimeter barometric reference settings
CONTINUE ON NEXT SLIDE.
62 OMA – 8.1.1.10.2, OMB – SP.16.12, FCTM 5.42
 FLIGHT OPERATIONS
COLD AIR TEMPERATURE CORRECTION

 Corrections apply to QNH operations Note: QFE operations not allowed

 Apply corrections to all published minimum departure, en route and approach altitudes, including
VNAV approaches and missed approach altitudes. However this procedure is not allowed for RNAV
or GPS approaches until FMC software update of 10.8a or later. As of Oct. 2010 flydubai aircraft
are using FMC software 10.7 . Advise ATC of the corrections.
 MDA/DA settings should be set at the corrected minimum altitudes for the approach.

 Subtract the elevation of the altimeter barometric reference setting source (normally the departure
or destination airport elevation) from the published minimum altitude to be flown to determine
“height above altimeter reference source” . CONTINUE ON NEXT SLIDE
63 OMB – 16.12 FCTM 5.42
 FLIGHT OPERATIONS
COLD AIR TEMPERATURE CORRECTION

 Enter the table with airport temperature and with “height above altimeter reference source”. Read
the correction where these two entries intersect. Add the correction to the published minimum
altitude to be flown to determine the corrected indicated altitude to be flown. To correct an
altitude above the altitude in the last column, use linear extrapolation (e.g., to correct 6000 feet or
1800 meters, use twice the correction for 3000 feet or 900 meters, respectively.) The corrected
altitude must always be greater than the published minimum altitude

 If the corrected indicated altitude to be flown is between 100 foot increments, set the MCP altitude
to the closest 100 foot increment above the corrected indicated altitude to be flown.

64 OMB – 16.12
 FLIGHT OPERATIONS
COLD AIR TEMPERATURE CORRECTION
Altitude Correction Table
Airport
Height Above Altimeter Reference Source(feet)
Temp. °C

200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0°C 20 20 30 30 40 40 50 50 60 90 120 170 230 280

-10°C 20 30 40 50 60 70 80 90 100 150 200 290 390 490

-20°C 30 50 60 70 90 100 120 130 140 210 280 420 570 710

-30°C 40 60 80 100 120 140 150 170 190 280 380 570 760 950

-40°C 50 80 100 120 150 170 190 220 240 360 480 720 970 1210

-50°C 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500

65 OMA – 8.1.1.10.2.2, OMB – SP.16.13, LIDO LAT - 1270

 FLIGHT OPERATIONS
COLD AIR TEMPERATURE CORRECTION

CAUTION:

 When altitude corrections are applied to a published Procedure Turn, FAF crossing altitude or Missed Approach
altitude, pilots shall advise ATC how much correction is to be applied.
 In a number of regions, RADAR vectored altitudes are temperature compensated by ATC (see LIDO text, other
regional information, or confirm with ATC). In such cases, additional corrections are NOT required.
 In mountainous regions during any cold temperature operations, corrections to all published approach
procedure altitudes and engine-out minimum acceleration altitude/height must be carefully considered.

66 OMA – 8.1.1.10.2.2
 FLIGHT OPERATIONS
COLD AIR TEMPERATURE CORRECTION

Examples:

67 LIDO LAT - 1280

 FLIGHT OPERATIONS
COLD AIR TEMPERATURE CORRECTION

Aircrews should note that for very cold temperatures, when flying published minimum altitudes
significantly above the airport, altimeter errors can exceed 1000 feet, resulting in potentially unsafe
terrain clearance if no corrections are made.

Also consider correcting en route minimum altitudes and/or flight levels where terrain clearance is a
factor. In some cases corrections may be appropriate for temperatures between 0°C and -30°C.

68 OMB – 16.12, FCTM 1.24

 FLIGHT OPERATIONS
VNAV APPROACH – TEMPERATURE CORRECTIONS

When appropriate, make cold temperature altitude corrections by applying a correction from the
approved table to the waypoint altitude constraints. The FMC obtains the GP angle displayed on the
LEGS page from the navigation database. This GP angle is based on the standard atmosphere and is
used by the FMC to calculate the VNAV path which is flown using a barometric reference. When OAT
is lower than standard, true altitudes are lower than indicated altitudes. Therefore, if cold temperature
altitude corrections are not made, the effective GP angle is lower than the value displayed on the LEGS
page. When cold temperature altitude corrections are made, VNAV PTH operation and procedure
tuning function normally; however, the airplane follows the higher of the glide path angle associated
with the approach (if available) or the geometric path defined by the waypoint altitude constraints.

69 FCTM 5.42
 FLIGHT OPERATIONS
TEMPERATURE CORRECTIONS
UTILIZING IAN FOR VNAV APPROACH
If using IAN mode for FMC generated approaches (VNAV) during cold weather conditions the
following limitations apply to the altimeter corrections.
1. Prior to the IAF the correction from the cold weather correction chart must be applied to
all approach fixes as instructed in OMA 8.1.1.10.2.
2. Corrections made to the FAF and any waypoints between the FAF and the runway are only to
be modified with at or above altitude constraints. i.e. if the FAF altitude is 2000 MSL and the
altimeter correction, from the cold weather correction chart is 200 feet, the entry into the FMC
legs page would be 2200A. The A is required to utilize IAN.

69 FCTM 5.42 AFM page 13 OMA 8.1.1.10.2

 FLIGHT OPERATIONS
ENGINE ANTI-ICE OPERATION - IN FLIGHT
Engine anti–ice must be ON during all flight operations when icing conditions exist or are anticipated,
except during climb and cruise when the temperature is below -40°C SAT. Engine anti–ice must be ON
before, and during descent in all icing conditions, including temperatures below -40°C SAT.
When operating in areas of possible icing, activate engine anti–ice before entering icing conditions.

WARNING:
Do not rely on airframe visual icing cues before activating engine anti–ice. Use the temperature and
visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.

70 OMB – SP.16.9
 FLIGHT OPERATIONS
WING ANTI-ICE OPERATION - IN FLIGHT

Ice accumulation on the flight deck window frames, windshield center post, or on the windshield wiper
arm may be used as an indication of structural icing conditions and the need to turn on wing anti-ice.
In flight, the wing anti-ice system may be used as a de-icer or as an anti-icer. The primary method is to
use it as a de-icer by allowing ice to accumulate before turning wing anti-ice on. This procedure
provides the cleanest airfoil surface, the least possible runback ice formation, and the least thrust and
fuel penalty. Normally it is not necessary to shed ice periodically unless extended flight through icing
conditions is necessary (holding).

71 OM B – SP.16.11
 FLIGHT OPERATIONS
WING ANTI-ICE OPERATION - IN FLIGHT
The secondary method is to use wing anti-ice before ice accumulation. Operate the wing anti-ice
system as an anti-icer only during extended operations in moderate or severe icing conditions.

CAUTION: Do not use wing anti-ice when TAT is above 10°C.

CAUTION: Use of wing anti-ice above approximately FL350 may cause bleed trip off and possible loss
of cabin pressure.
WARNING:
Prolonged operation in icing conditions with the leading edge and trailing edge flaps extended is not
recommended. Holding in icing conditions with flaps extended is prohibited.

72 OMB L 10.5 – SP.16.11

 FLIGHT OPERATIONS
FAN ICE REMOVAL

CAUTION:
Avoid prolonged operation in moderate to severe icing conditions.

Severe icing can usually be avoided by a change in altitude and/or airspeed. If flight in moderate to
severe icing conditions cannot be avoided, do the FAN ICE REMOVAL procedure in flydubai Operations
Manual Part B – SP.16.10 on both engines, one engine at a time at approximately 15 minute intervals.

73 OMB – SP.16.10
 FLIGHT OPERATIONS
CRUISE

Because of the more complex operation during approach and

landing this low workload phase should be used to prepare and plan
ahead. Determine the lowest acceptable braking action for landing,
temp corrections, preliminary RTOW limit for the next flight etc.
 FLIGHT OPERATIONS
CRUISE
FUEL TANK TEMPERATURE
The types of fuel available for use have a wide range of freeze point temperatures, between -38°C and
-58°C. Be aware of the limitation on tank fuel temperature of a FREEZE POINT plus 3°C. Always maintain a tank
fuel temperature of -43°C or higher. If fuel temperature approaches this limit, descend to a lower altitude.

Note: In most situations, warmer air can be reached by descending but there have been reports of
warmer air at higher flight levels. Air temperature forecasts should be carefully evaluated when colder
than normal temperatures are anticipated.
WARNING:
JET-A1 has a FREEZE POINT of -47°C.
Use -47 C for Russian fuels TS-1 and RT

FCTM 4.9
 FLIGHT OPERATIONS
DESCEND, APPROACH AND LANDING
Cold weather brings with it the requirement for increased
flight crew awareness during descend, approach and landing.
Engine icing often forms when least expected and may occur
when there is no evidence of icing on the windshield or
other parts of the aircraft. Once ice starts to form,
accumulation can build rapidly.

Engine anti-ice MUST be ON prior to and during descent in

all icing conditions, including temperatures below -40°C SAT
to prevent ice build-up. Late selection of engine anti-ice may
allow inlet ice build-up and ice shedding into the engine.

76 OMB – SP.16.9, flydubai FCTM 4.22

 FLIGHT OPERATIONS
SLIPPERY RUNWAY LANDING PERFORMANCE
 When landing on slippery runways contaminated with ice, snow, slush or standing water, the
reported braking action must be considered.
 Landing on runways with braking action less than good requires opt calculation to assure sufficient
runway length is available.
 Landing is prohibited on runways reporting braking action poor or nil.
 Crosswind limitations also exist for landing on contaminated runways.
 Advisory information for reported braking actions of good, medium and poor is contained in the PI
section of the QRH. The performance level associated with good is representative of a wet runway.
The performance level associated with poor is representative of a wet Ice covered runway. Also
provided in the QRH are stopping distances for the various autobrake settings and for non-normal
configurations.

77 FCTM 6.33 6.44 QRH Supp SOP (pending)

 FLIGHT OPERATIONS
SLIPPERY RUNWAY LANDING PERFORMANCE
Whenever RWY Performance Length Limited, it is
strongly recommended to initially select the autobrake
to MAX in order to have braking immediately and
symmetrically after touchdown. After touchdown,
override the Autobrake and use MAX MANUAL
braking. If not RWY Performance Length Limited it is
recommended to leave the selected autobrake
engaged until reaching a safe taxi speed.
WARNING:
DO NOT ATTEMPT TO TURN OFF FROM A SLIPPERY
RUNWAY UNTIL SPEED IS REDUCED TO A MINIMUM.
78 FCTM 6.33
 FLIGHT OPERATIONS

Boeing QRH
performance
Is predicated on the
Following assumptions

79 My Boeing Fleet
It is apparent in this slide
that maximum manual
braking is the most
effective in these cases.

80 My Boeing Fleet
This chart shows that reverse
thrust becomes even more
important as braking action
is reduced.

81 Ref Chapter 6 FCTM, My Boeing fleet

82 Ref My Boeing Fleet
 LANDING
Reverse thrust is a very important while stopping on a slippery runway. However
control issues can become a problem and a skid may develop. Boeing
recommends the following procedure to recover from a skid on a slippery runway.

 To correct back to the centerline, release brakes and reduce reverse thrust to reverse idle.

 Use rudder pedal steering and differential braking as required.

 When directional control is regained and the airplane is correcting toward the centerline
apply maximum braking and symmetrical reverse thrust to stop the airplane

FCTM 6.43
84
 FLIGHT OPERATIONS
AFTER LANDING PROCEDURE
Taxi at a reduced speed while operating on slippery or contaminated runways.
Use smaller nose wheel steering wheel and rudder inputs and apply minimum
thrust evenly and smoothly. Taxiing on slippery taxiways or runways at
excessive speed or with high crosswinds may start a skid.

CAUTION: When operating the engines over significant amounts of standing de-icing or anti-icing fluid,
limit thrust to the minimum required. Excessive ingestion of de-icing or anti-icing fluid can cause
the fluid to build up on the engine compressor blades resulting in compressor stalls and engine
surges.

84 OMB – 16.14
 FLIGHT OPERATIONS
AFTER LANDING PROCEDURE
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to
minimize ice build-up. Use the following procedure:
 Check the area behind the aircraft is clear.

 Run-up to a minimum of 70% N1 for approximately 30 seconds duration at intervals no greater

than 30 minutes
If airport surface conditions and the concentration of aircraft do not allow the engine thrust level to
be increased to 70% N1, then set a thrust level as high as practical and time at that thrust level.
Note: Fan blade ice build up is cumulative. If the fan spinner and fan blades were not de-iced prior to
taxi out, the time the engines were operating during the taxi in should be included in the 30 minute
interval.

85 OMB – 16.13
 FLIGHT OPERATIONS
AFTER LANDING PROCEDURE
Do the normal After Landing Procedure with the following modifications:

After prolonged operation in icing conditions with the flaps extended, or when an accumulation of
airframe ice is observed, or when operating on a runway or taxiway contaminated with ice, snow, slush
or standing water:
 Do not retract the flaps to less than flaps 15 until the flap areas have been checked to be free of
contaminants.
 Engine anti-ice must be selected ON and remain on during all ground operations when icing
conditions exist or are anticipated.
 “NOTE: When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow,
run-ups to a minimum of 70% N1 for approximately 1 second durations at intervals no greater than
10 minutes enhance ice shedding”.
86 OMB – 16.14 - 15
 FLIGHT OPERATIONS
SHUTDOWN PROCEDURE
Do the following step before starting the normal Shutdown Procedure:

After landing in icing conditions:

Stabilizer trim................................................... Set 4 units
Prevents melting snow and ice from running into balance bay areas. Water in these areas can freeze
and lock controls. With flaps retracted, one unit of stabilizer trim requires approximately 16 hand wheel
turns of manual trim.
WARNING:
Ensure that the stabilizer trim wheel handles are stowed before using electric trim to avoid personal
injury.

87 OMB – SP.16.15-16
PLANNING AND PREPARATION IS IMPORTANT IN
WINTER OPERATIONS.

BETTER SAFE THAN SORRY!