WINTER OPERATIONS (Part three)

1. WINTER OPERATIONS (Part three)

2. Guess what season it is?

3. No, that’s NOT the Easter Bunny!

4. WINTER IS COMING! • Time to put another log on the fire and get out the thermal underwear. • Now is the time to start thinking about cold weather flying…. Again! • Time to review the “Reg’s” and Company Operations Procedures. • Now is the time to ask questions, if you don’t know.

5. POOR PLANNING BRINGS IT’S OWN SURPRISES!

6. What let’s talk about! • Review of FAR’s and Company Policies • Review of Limitations and Procedures • Take-off and Landing minimums • New revisions to FAR’s and Company Policies. • No more Hold-Over Tables • Icing and De-icing Procedures • “Clean Wing” concept

7. 135.217 IFR Takeoff limitations • Remember if you are IFR and you cannot land at the same airport you are departing from you need to file a takeoff alternate within 1 hour (at normal cruise speed, still air). • Make sure you let Flight Following know before you depart.

8. Lower than Standard T/O Minimums • To be able to use OPS Spec. C079 (a & b) (Section VI, page 7) • 1600 RVR can only be used if you have twopilots onboard, and • Visually maintain runway contact during the takeoff roll, and • You must file a takeoff alternate.

9. Lower than Standard T/O • Second option is OPS Spec C 057 (Section VI, page 8) which allows: • A takeoff with minimums equal to the straight-in CAT I landing minimums. • Under this provision you can do this as a single pilot operations with no takeoffalternate required.

10. When to name an alternate? • FAR 91.169 (b)(2)(i) states; “… For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.” If the weather is forecasted to be below the “1-2-3 Rule” then you must file an alternate.

11. FAR 135.223 Alternate Requirements are a little different • Again, the one hour before to one hour after your ETA the weather at your destination must be above: • “The ceiling will be at least 1,500 feet above the lowest circling approach MDA, or • “If a circling instrument approach is not authorized for the airport, the ceiling will be at least 1,500 feet above the lowest published minimum or 2,000 feet above the airport elevation, whichever is higher, and

12. More on the FAR 135 Alternate Requirements • “Visibility for that airport is forecast to be at least three miles, or tow miles more than the lowest applicable visibility minimums, whichever is the greater, for the instrument approach procedure to be used at the destination airport.” • (FAR 135.223 (b)(1)(2)(3)) • Clear as mud, right? Just remember if you are operating under FAR 91 then you go by the “1-2-3” rule. If you are operating under the FAR 135 then it may be more restrictive with the minimums in FAR 135.223.

13. IFR Fuel Requirements • FAR 135.223 (a) states; “..no person may operate an aircraft in IFR conditions unless it carries enough fuel (considering weather reports or forecasts or any combination of them to – (1) Complete the flight to the first airport of intended landing; (2) Fly from that airport to the alternate airport; and (3) Fly after that for 45 minutes at normal cruise speed..” Remember this fuel requirement is only before departing the original airport.

14. Stabilized Approaches • All appropriate briefings and checklists should be accomplished before 1000 ft in IMC and 500 ft in VMC. • Rate of decent no greater than 1,000 fpm • An approach that becomes unstabilized below 1,000 ft in IMC or below 500 ft in VMC requires an immediate go-around. • (See Section VI, pages 12-13)

15. Adverse weather – Overnight • “The pilot-in-command must secure the aircraft, props, and flight controls during adverse weather conditions. Placing the aircraft in a hangar may be the best alternative.” (Section VII, page 5) • For outstation pilots check the forecast and take appropriate action to secure the aircraft.

16. “CLEAR AIRCRAFT” concept

17. FAR 135.227 “Clear aircraft” • “No pilot may take off an aircraft that has frost, ice, or snow adhering to any rotor blade, propeller, windshield, wing, stabilizing or control surface,….” • Deicing service should be used whenever it is needed. (Section X, page 3)

18. Methods of Deicing • By applying heated water followed by undiluted glycol-based fluid. • By applying a heated water/glycol solution. • By mechanically brushing the snow or ice off; or • By placing the airplane in a (heated) hangar until the frost, ice, or snow melts. (Section X, page 3)

19. NO MORE HOLDOVER TABLES • “Alpine Air personnel or Alpine Air Pilots are not authorized to use Holdover Time Tables at any time!!” (Section X, page 2) • FAR 135.227 (b)(1) “A pretakeoff contamination check, that has been established by the certificate holder … has been completed within 5 minutes prior to beginning takeoff.”

20. Pretakeoff Contamination Check • “This check will normally be done from the cockpit of the Beech 99 and Beech 1900, making sure the representative aircraft surfaces are contamination free.” • So, 5 minutes before you push the throttles up for takeoff you must have completed a Pretakeoff Contamination Check from the cockpit. (Section X, page 7)

21. Representative Surfaces • “Representative surfaces are those surfaces which the pilot can readily observe to determine whether or not ice, frost or snow is accumulating or forming on that surface and, by using it as a representative surface, can make a reasoned judgment whether or not ice, frost or snow is adhering to other aircraft surfaces.” (Section X, page 7)

22. Types of Deicing fluids to use • Heated water • Heated mixtures of water and Type I fluid • Heated mixtures of water and Type II fluid • Heated mixtures of water and Type III fluid • Heated mixtures of water and Type IV fluid on Be1900 aircraft only. (Section X, page 11)

23. Communications with deicing crew • Good CRM should be used to inform the ground deicing crew with the following information: • Fluid type • Fluid/water mix ratio • Any areas on the aircraft that you want the deicing crew to pay special attention too. • Any ATC delays that would affect when the deicing crew should start on your aircraft.

24. What you should hear back! • Once the deicing crew has completed deicing your aircraft they should report back to the PIC the following: • Type of fluid used • Fluid/water mix ratio • Start time of the final application • Confirm that the aircraft is completely clear of all frost, ice and snow.

25. “Braking Action Advisories” • When you hear on the ATIS that “Braking Action Advisories are in effect” it means ATC will advise you of deteriorating braking action on the runway. They also will expect a report from you after you have completed your landing.

26. Brake Freeze up • “To prevent brake freeze up, do not taxi in more than 1 inch of slush or standing water or 3 inches of loose dry snow.” • “Regardless of runway conditions, always allow the wheels to spin in the wheel well.” • “Tapping the brake before retraction may result in the brake lining freezing to the disc brake.” (Appendix W, page 15)

27. Crosswinds on wet or icy runways • On takeoff or landings on runways that are wet or icy you must reduce the crosswind component by: • Should be reduced by 50 % on unsanded snow covered runways. • Should be reduced by 75 % on wet or icy runways. (Appendix W, page 16)

28. Enroute Icing • Recognition and prevention are the safe ways to deal with enroute icing. • At temperatures between +10 c and -40 c in visible moisture anticipate possible icing. • Activate all of the aircrafts deicing/anti-icing equipment early to prevent build up. • If icing starts to affect the performance of the aircraft immediately request a change of altitude from ATC. (Appendix W, page 18)

29. Tail Icing • “During the approach, if the elevator control feels mushy, suspect tail icing and activate the deicing system. A higher approach and landing speed may be necessary… Increase the landing speed by 10%. Do not use flaps.” (Appendix W, page 19)

30. Circling Approaches • “Once the circling maneuver is started after establishing visual reference, the MDA or higher must be maintained until the approach end of the runway of intended landing is in sight and the aircraft is in a position from which to make a normal approach to the runway and touchdown within the touchdown zone.” (Section VIII, page 23)

31. Missed approach while Circling • “..the pilot should make an initial climbing turn toward the landing runway and continue the turn until he is established on the missed approach course or as directed by ATC.” (Section VIII, page 23)

32. Visual Descent Points • “Visual Descent Points (VDP’s) are being incorporated in non-precision approaches. The pilot shall not descend below the MDA prior to reaching the VDP and acquiring the necessary visual reference.” (Section VIII, page 25)

33. GPS Approaches • If your aircraft is equipped with a Garmin GPS and the Jeppesen datacard is current then you can make a RNAV, LNAV, VNAV, or LPV only if there is a published approach to the desired runway and you have been trained in GPS. • Remember if you are on a GPS approach and you get an amber “INTEG” light on the Garmin you must abort the approach and use some other form of navigation. (VOR, LOC, ILS, etc) (Section VIII, pages 8 & 25)

34. Restriction or Suspension of Operations • “When the captain of a flight becomes aware of conditions (including airport and runway conditions) which are hazardous to safe operations he shall restrict or suspend operations until those conditions are corrected.” (Appendix W, page 13)

35. Enjoy the Winter flying?

36. THIS IS YOUR ANNUAL REQUIRED TRAINING • Watching this PowerPoint and completing the Quiz are required annual training. • Once you complete the quiz it will automatically be recorded in the Training Department in Provo. • Thank you for completing this training in a timely manner.

37. Please take the Quiz • This presentation was prepared for the sole use of Alpine Air Pilots by • Robert L. Williams • Director of Safety and Training • Alpine Air, Inc. • 800-540-4647