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Winter Air Crew Operations Briefing

Winter Air Crew Operations Briefing. Courtesy MN Wing/DO Updated by ND Wing/DO. ND Wing Cold Weather Operations. 60-1 ND Wing Supplement Winter Operations: November 15 Thru April 15

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Winter Air Crew Operations Briefing

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  1. Winter Air Crew Operations Briefing Courtesy MN Wing/DO Updated by ND Wing/DO

  2. ND Wing Cold Weather Operations 60-1 ND Wing Supplement Winter Operations: November 15 Thru April 15 All Wing Pilots operating aircraft below 0 degrees F. are required to attend an annual cold weather flying course. • Safety Procedures • Aircraft Operational Requirements in extreme cold weather conditions

  3. Potential Winter Hazards • Aircraft Icing • Ice build-up at the top of the hangar • Ice build-up outside the hangar on the hangar ramp • Ice on taxi-way or runway • Snow piles obscuring view or contacting wing tip • Frost bite pre-flighting or re-fueling • Flooding engine • Engine fire • Slipping and falling

  4. Aircraft Temperatures & Wind-Chill Limitations • Temperature:Wind-Chill:Limitation: • Above 0°F. Above -30°F. None • 0°F. to-20°F. -30°F. to -50°F. 2 Occupant minimum • NO TRAINING, NO T&G • Actual Missions ONLY • Below -20° F. Below -50° F. DO Approval ONLY

  5. Aircraft Temperatures & Wind-Chill Limitations • Temperature:Requirement: • Below 0° F. Flight Release Officer has to be a pilot • Below 0° F. Pilot attended annual cold weather flying course • Below 0° F. Incident Commanders discretion if air support is required

  6. Winter Kit ( Bug Eyes) • Located in the rear baggage shelf area • Reduces the opening of the cowling and the amount of airflow over the engine

  7. Winter kit ( Bug Eyes) • Pilot is responsible to install the winter kit to the cowling prior to flight when O.A.T is below 20 degrees F. or removal if the temperature is above 20 degrees F.

  8. Engine oil cooler • Located under the engine cover and is visible thru the oil fill access cover

  9. Engine oil cooler restrictor plate • C-172 Only • Orange color • Reduces air flow thru cooler • Installed and removed by Maintenance • N/A 182-T

  10. Engine Heater & Blanket Aircraft are Required To have the following 24/7 when not in use: • Tannis heater plugged in • Install engine blanket This is required regardless of the date, any time the forecast ambient temperature is to be less than 30 degrees F. for more than a 24 hr. period If plug-in is not available, engine MUST be preheated either by Tannis heater or an external heater before attempting a start.

  11. Pre-Flight • Following snow conditions, be extra careful on pre-flight to check: • Inside pitot tube • Static opening • Fuel vents • Heater intake • Carburetor air intake • Trim tabs and controls • Tires & Brakes • Engine oil Level

  12. Engine Oil Level • C-172 • 6 Quarts • C-182 • 8 Quarts Overfilling just blows out

  13. Engine Crankcase Breather Tube • Located under the belly at the rear by firewall • Check for any Ice or other blockage

  14. Pitot Tube • Check for any restriction • Check Pitot Heat

  15. Tire Inflation • Use a Tire Gauge to Check Prior to Each Flight • Pressure listed on gear strut and cover of Aircraft Information File

  16. Nose Strut • Check Clearance • 3 fingers • Check for cracks • Check linkage

  17. Stall Horn • Check Operation • Suction Operated • Check for Restriction

  18. Brakes • Check pads • Check fluid leaks • Rotor thickness • Check for Ice • Keep out of slush

  19. Plan for the Unexpected • Survival Kit (kit shown is not our kit) • 3 Lbs of additional weight • Supplemental Equipment • Cell Phone • Gloves • Hat • Boots • Jacket

  20. Carbon Monoxide Detector • Carbon Monoxide • Detector color • Date • Check exhaust

  21. Power Off Maneuvers • Temperature:Limitations: • 0° F. to +10° F. 1500 RPM or 15” of Manifold Pressure • Avoid Shock Cooling

  22. Cold Weather Engine Starting • General rule for engine starters: after three, 10-second periods of operation, with a pause between each, a five minute cooling period is required • Failure to observe this can lead to starter overheating and damage/failure • DO NOT Continue cranking until the battery is dead. This can cause a battery to freeze over a short period of time depending on the temperature.

  23. Engine Priming • PRIMING IS NOT NECESSARY if the A/C is plugged in & or in a heated hangar. Standard Procedure is NO PRIMING on C172! • If the A/C has been out on the ramp and has cooled down, A slight amount of priming may be necessary. One pump! No More than Two! • However, DO NOT OVERPRIME! This can lead to engine fire! flooding, washing down the cylinders and oil contamination. • Throttle position should be slightly closer to idle position, on start-up, because of colder, more dense air

  24. Engine Start up • After start, DO NOT IDLE BELOW 1000 RPM - Cold temperatures increase probability of lead fouling of plugs. • SLOWLY INCREASE THROTTLE. Too rapid of a throttle increase will cause the engine to stall in cold weather. • Exercise constant speed props to prevent congealing of oil in prop dome

  25. Engine Operation • Allow extra time for oil to warm up after startup. 10-15 minutes at idle (1000 RPM) may be required to bring oil to minimum operating temperature

  26. Engine Operations • Plan descents earlier • Reduce power gradually • Maintain power throughout descent • Keep fuel/air mixture leaned during descent • Use Carburetor heat as required

  27. Fuel Considerations • Exercise special caution regarding any possible water contamination of fuel - water can freeze in fuel line; drain tanks and sump • Check fuel selector valve for freedom of movement; statistics document cases of frozen selector • Keep tanks full (or to the level indicated in the NDWg Supplement to CAPR 60-1) to prevent moisture or frost inside tank

  28. Frost-Snow-Ice • FAR 91.527 Operating in icing conditions. (a) No pilot may takeoff an airplane that has- (1)Frost, snow, or ice adhering to any propeller, windshield, or power plant installation or to an airspeed, altimeter, rate of climb, or flight attitude instrument system; (3)Any frost adhering to the wings or stabilizer or control surfaces, unless that frost, has been polished to make it smooth.

  29. Frost-Snow-Ice • Assuming that a thin coating of frost or ice is of no consequence, or that snow will blow off during takeoff is asking for trouble! • Frost/snow/ice on wing and tail surfaces during takeoff has been a contributing factor in several aircraft accidents.

  30. Frost-Snow-Ice • All frost/snow/ice should be removed before attempting flight • For frost or ice, place aircraft in heated hangar, if possible (be sure water doesn’t run into control surfaces & re-freeze when aircraft is brought outside again) • If no hangar is available, face aircraft control surfaces towards the sun to utilize/maximize radiation heating

  31. Frost-Snow-Ice • For snow, brush off (don’t count on snow blowing off during takeoff roll!) • Note: Sometimes frost adheres to surfaces below snow covering • Alcohol, glycol or other ice-removal chemicals can be used • Exercise extra care when warm aircraft has been pulled from hangar and left out in snow conditions

  32. Frost-Snow-Ice • “Unseen Frost” • Same conditions which cause frost formation on external surfaces can cause internal problems • Moisture in fuel tanks can freeze (good reason for topping tanks after flight) and can cause blockage of fuel flow to engine

  33. Frost-Snow-Ice • Typically, even small buildup of ice can cause 30% reduction in maximum coefficient of lift, decreasing the stall angle-of-attack • Drag builds up, and if it exceeds max. thrust (full throttle), leads to descent, whether desired or not! • Thrust also lost due to ice accumulation on propeller

  34. Frost-Snow-Ice • First place ice accumulates is small-radius or sharp-edged surfaces (fuel vent, temp. probe, etc) • Small leading edge on tail surfaces make them more efficient collectors of ice (almost twice as fast as wing ice accumulation); tail may reach stall angle-of-attack before wing becomes problem

  35. Frost-Snow-Ice • Since horizontal tail produces “down” lift, stall results in tail going up, and aircraft nose pitching down • Flap deflection increases downwash on tail, leading to higher (more negative) angle-of-attack, and earlier stall, if tail is iced

  36. Frost-Snow-Ice • Allow extra time for pre-flight planning, aircraft preparation and engine warm-up • Understand the effects that frost, snow and ice have on an aircraft • When flying in cold weather, keep in mind the impact that the temperature has on the aircraft and plan maneuvers accordingly • Avoid flight in/through visible moisture • Fly Safe!!

  37. Check Overhead Hazards Check for overhead Ice or Snow Build-up prior to opening up the hangar door

  38. Hangar Access Remove snow as soon as possible to prevent frozen snow ridges and create a safety hazard Aircraft should be able to get in and out of hangar & ready for a mission

  39. Cold Weather Operation Questions?

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