Chapter 6 - Aircraft Critical Surface Contamination Examination Questions
- How to Use This Manual
- Record of Revisions
- Chapter 1 - Air Law, The Clean Aircraft Concept
- Chapter 2 - Theory and Aircraft Performance
- Chapter 3 - Deicing/Anti-icing Fluids
- Chapter 4 - Preventative Measures and Deicing Procedures
- Chapter 5 - Ground Crew Supplement
- Chapter 6 - Aircraft Critical Surface Contamination Examination Questions
- List of Tables
4.0 Preventative Measures and Deicing Procedures
4.01 Cold snow is falling onto a cold wing and swirling across the surface. Under these conditions
- anti-icing fluid should be applied to the critical surfaces.
- Deicing fluid should be applied to the critical surfaces.
- the pilot may assume the accumulated snow will blow off on take-off.
- the application of deicing or anti-icing fluid may not be prudent.
4.02 When deicing an aircraft, it is important to know
- the kind of contamination.
- the concentration is correct for the conditions.
- the recommended holdover times and keep track of the time.
- all of the above.
4.03 The areas that should be de iced or anti iced first are
- the engine ducts.
- the tailplane.
- the fuselage top.
- surfaces that are visible from the cockpit.
4.04 Select the correct statements regarding the use of Type I deicing fluid.
- With the types of deicing fluid now in use, the entire aircraft may be sprayed.
- As a guideline, start at the top and work down, but work symmetrically.
- Some aircraft require specific control surface settings for deicing.
- Deicing fluid may be sprayed directly on windows.
- A, B.
- A, D.
- B, C.
- C, D.
4.05 When deicing windows
- spray the fuselage above the windows and allow the fluid to flow down.
- use only hot water to avoid damage from the deicing fluid.
- spray directly on the top of the windows and allow the fluid to flow down.
- use anti icing fluid as it is the only approved de icer for windows.
4.06 Select the correct statements regarding ground deicing and anti-icing with the main engines running.
- The engine should be operated at high power.
- The air conditioning should be selected ON.
- Avoid spraying fluid directly into the APU inlet.
- Minimize the generation of spray in the vicinity of the engine intakes.
- A, B, D.
- A, C.
- B. D.
- C. D.
4.07 Where variances in deicing procedures are noted, the final authorities are the
- company operations manual and the Airworthiness Manual.
- company Operating Certificate and the Airworthiness Manual.
- CARs, the company operations manual and the manufacturer's flight and maintenance manuals.
- CARs, the A.I.P. Canada, and the company Operating Certificate and Safety Awareness Program data.
4.08 To make an informed decision on deicing/anti icing of an aircraft, a pilot requires a knowledge of the
- procedures available.
- capabilities and limitations of procedures in various weather conditions.
- use and effectiveness of FPD fluids.
- all of the above.
4.09 Holdover times for FPD fluids should be considered
- as guidelines only, unless the Operator's Ground Icing Operations Program allows otherwise.
- valid only for the 100% concentration time in the holdover tables.
- valid for the longest times shown on the holdover tables.
- guidelines in all cases.
4.10 Holdover time is calculated as beginning at the
- start of the final application of deicing/anti icing fluid and ending when the fluid shears on take off.
- end of the final application of deicing/anti icing fluid and ending when the fluid shears on take off.
- end of the final application of deicing/anti icing fluid and expiring when the fluid is no longer effective.
- start of the final application of deicing/anti icing fluid and expiring when the fluid is no longer effective.
4.11 Which methods should be used to remove heavy, wet snow or ice from an aircraft?
- Undiluted Type I FPD fluid.
- A broom or squeegee.
- A rope sawed across the surface.
- Heated solutions of FPD fluids and water.
- A, C, D.
- A, C.
- B, C.
- B, D.
4.12 Pure propylene glycol fluids
- may be used in non precipitation conditions.
- are not to be used in non precipitation conditions.
- are not to be used in precipitation conditions.
- are applied heated as the second step in the two step process.
4.13 Ice or frost that has formed on a wing as a result of the cold soaking phenomenon may be prevented from reforming by
- refueling the wing tanks with warm fuel.
- Deicing within ten minutes of take off.
- Deicing with undiluted Type I fluid.
- using all of the above methods.
4.14 Pre-take-off contamination inspections should be concentrated on
- surfaces at the mid-chord section of the wing.
- the leading edge in conjunction with the trailing edge of the wing.
- representative surfaces.
- surfaces where anti-icing fluid was last applied.
4.15 Which statement is correct regarding the inspection of the critical surfaces immediately before take-off during conditions of heavy snow.
- The inspection is required irrespective of the elapsed time since anti-icing.
- Take-off must be initiated within 15 minutes of the inspection.
- The inspection is not required where the operator is using a program in accordance with the Ground Icing Operations Standard.
- The inspection is not required where a remote deicing facility is used and the take-off is initiated within the holdover time.
4.16 Which statement is correct regarding take-off after holdover times have been exceeded.
- Operations must cease immediately.
- Inspections are not required after deicing at a Central De-ice Facility.
- There must be at least 5 minutes of holdover time remaining after the pre-take-off inspection.
- Take-off must be within 5 minutes of completion of the pre-take-off inspection.