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Winter Operations – Open Training

Winter Operations ATR

Winter operations test ATR

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Winter operations test ATR

Winter Operations – Open Training
Winter operations test ATR

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Question 1 of 20

1. Question

A/C are certified for a range of droplet diameter, range of icing temp and a range of water content in the icing cloud. What is the limit of the certification?

5 microns
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25 microns
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50 microns
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100 microns
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Question 2 of 20

2. Question

What procedure is true regarding propeller de-icing?

Engines shut down and no propeller blade at a 6 o’clock position
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Engine number 2 in hotel mode and propeller blades at a 6 o’clock position
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Engines shut down and propeller blades at a 6 o’clock position
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Engines shut down and only hot air is allowed
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Question 3 of 20

3. Question

When is it okay to disregard the last third of a Runway Condition Report, to determine maximum x-wind?

Never
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If performance calculations conclude that a speed of less than 70KIAS will be reached prior to entering that part of the runway
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If performance calculations conclude that the last third will not be used as neither ASD or LD
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Only the first two thirds need to be taken in to consideration
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Question 4 of 20

4. Question

What procedure is correct during ground icing conditions with slush on the ground and non-icing conditions in the air?

Horn anti-ice On, prop anti-ice On
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Same as in icing conditions
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Prop anti-ice on. Icing AoA can be OFF for T/O
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De-ice boots ON. Check icing AoA On
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Question 5 of 20

5. Question

Below RWYCC/SNOWTAM Code 3 (MEDIUM) it is recommended to:

Taxi with both engines, limit nose wheel travel and use diff. power as necessary.
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Use standard singe engine taxi procedure
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Taxi at speeds below 10kt
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Use emergency brake while taxing, to make sure the aircraft can stop
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Question 6 of 20

6. Question

What is true regarding maximum x-wind calculations?

Use lowest value for the entire runway
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Use lowest value of the far two thirds
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Use reported value in the touch down area
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Use lowest value of the first two thirds
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Question 7 of 20

7. Question

Aircraft at stand with GPU connected. About to start de-icing treatment. What are the flight deck procedures described in OM-B?

Engines off, parking brake ON, Gust lock engaged, Elevator forward.
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Engine 2 in hotel mode, parking brake ON, Elevator neutral, bleeds ON
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Engines off, parking brake ON, Gust lock engaged, Elevator forward, overboard valve closed
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Engines off, parking brake ON, Gust lock engaged, Elevator neutral
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Question 8 of 20

8. Question

Departing UME in January with OAT -25 degrees. What altitudes need to be temperature corrected?

MSA, Escape-route
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Only msa
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None, ATC makes all temperature corrections in TMA
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Acceleration altitude, escape-routes, msa, clearance altitude
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Question 9 of 20

9. Question

If performance calculations are based on the procedure double pull:

PF = CMD. Cmd orders pull and FO assists rotation until 5 degrees nose up.
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PF = FO. FO orders pull and CMD assists rotation until 5 degrees nose up.
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Any pilot = PF. PF orders pull and PM assists rotation until 5 degrees nose up.
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PF=CMD. FO assists rotation only if the elevator feels ”heavy”
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Question 10 of 20

10. Question

What is true regarding take-off with up to 2 mm of frost below aircraft wing?

Not allowed
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Allowed, but performance calculations must be based on icing conditions and Icing AoA on for T/O
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Allowed, but horn anti-ice and icing AoA must be on for T/O
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Allowed if CMD is sure that it will not affect aircraft performance.
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Question 11 of 20

11. Question

When does the HOT start?

Off block time
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After last step of anti-icing
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Airborn time
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At the beginning of the last step of anti-icing
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Question 12 of 20

12. Question

What is considered icing conditions?

7 degrees OAT, 5 degrees TAT + visible moisture
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7 degrees TAT, 5 degrees OAT + visible moisture
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7 degrees TAT, 5 degrees SAT + visible moisture
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7 degrees SAT, 5 degrees OAT + visible moisture
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Question 13 of 20

13. Question

After completed type I/II treatment, who is ultimately responsible that the aircraft is clear of snow and ice?

De-icing personal
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CMD
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FO
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Only personal approved by the SCAA
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Question 14 of 20

14. Question

Where can we find information regarding communication between de-icing personal and flight crew?

OM-B
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OM-A
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GOM
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OM-C
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Question 15 of 20

15. Question

Below what temperature is it recommended to avoid leaving the aircraft with the parking brake engaged?

< 0 degrees
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<-5 degrees
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<-10 degrees
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<-15 degrees
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Question 16 of 20

16. Question

When is a clear ice check initiated?

When de-icing crew deems it necessary
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At commander's request
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Always when using type II/IV fluids
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During “active frost” situations
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Question 17 of 20

17. Question

Ice accretion may be detected by the flight crew through

Performance decrement
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Visual cues
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Handling cues
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All of the above
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Question 18 of 20

18. Question

Encountering clear ice may be difficult to detect. If suspected the following is recommended:

Temporary selection of airframe boots as this will shatter the ice and make the clear ice more obvious
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Maintain altitude
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Turn propeller de-ice off
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Question 19 of 20

19. Question

The ice detector provides reliable information up to what TAT?

0 deg C
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3 deg C
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4 deg C
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8 deg C
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Question 20 of 20

20. Question

De-icing with heated type IV is allowed on the following surfaces:

Propellers only
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Everywhere
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On all fuselage areas except the forward part of the fuselage.
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No restrictions when used as de-icing fluid
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