In the event of hydraulic problems, remember:

Follow the ASSIST code of practice

A ‘Acknowledge’ – S ‘Separate’ – S ‘Silence’ – I ‘Inform’ – S ‘Support’ – T ‘Time’

• Informing your supervisor

• Informing the alternate landing aerodrome, if one is to be used

• Increasing vertical and lateral separation

• Monitoring the progress of the flight on radar

REMEMBER:

Assist resolution of the situation by:

• Asking if dangerous goods on board

• Asking for the number of Persons on Board (POB)

• Avoiding ATC-caused go around

Assist resolution of the situation by:

• Clear RWY in accordance with local instructions. This may vary from aerodrome to aerodrome.

• Keeping safety strip clear

• Safety services on standby

• Checking if towing equipment on stand by

If needed:

(This section applies particularly to light aircraft where the pilot may be inexperienced. Commercial pilots will usually already be familiar with these procedures.)

Assist by informing the pilot about:

• The location of the nearest suitable aerodrome.

• ATC should also provide details of the aerodrome as soon as possible:

• RWY in use

• Length

• Surface

• Elevation

• ILS and NAV frequencies

• WX information may be provided also:

• Wind

• Visibility

• Ceiling

• QNH

• Fire or smoke at brakes

• Pilot should notify that ready for approach, “possibility of expecting long final.”

CREW

XII. Icing

Descending aircraft

1. All water droplets freeze below a temperature of -40°C

2. Ice may also form on an aircraft descending from a cold region, passing through near 0°C rain.

Clear ice

Clear ice may form between 0 С and -15C. Nearly all lower clouds contain super-cooled water droplets.

Rime Ice

Rime Ice tends to form at temperatures of less than -15°C, found in the upper parts of clouds.

• Ice may appear on the windshield, internal and external, so that visibility is affected.

• The leading edges of wings may change sufficiently to upset aerodynamic flow.

• Operation of retractable landing gear may also be affected.

• The controls may freeze up.

• Propellers may be affected strongly to produce unbalanced vibrations.

• Flame-outs may occur in turbine engines.

• Carburettor may become blocked up.

• Faulty readings due to blockage of static and dynamic air at pressure intake.

Icing may also have an impact on the controllability of the aircraft:

• There may be limitations in rate of climb or descent.

• An immediate change of level and / or heading may occur.

• Higher speeds may result.

Assist resolution of the problem by:

• Informing your supervisor

• Issuing AIREP to other ACFT, other units and MET

• Avoiding prolonged holding of ACFT at icing levels

• Enabling continuous climb or descent

• Keeping the safety strip clear

• Checking that APP-RWY lighting system 100%.

IF NEEDED: (This section applies particularly to light aircraft where the pilot may be inexperienced. Commercial pilots will usually already be familiar with these procedures.)

Assist by informing the pilot about:

The pilot should check whether the following anti-icing and de-icing systems are on:

• Pitot heating

• Stall warner heating

• Carburettor heating

• Propeller heating / de-icing

• Wing anti-ice / de-ice

• Alternate air supply

• Windshield heating

They may also try a descent with higher power setting to increase bleed air supply.

A higher approach / landing speed could compensate for a possible increase of weight.

Partial or no flap settings on approach and landing could be tried to combat a possible increase of stalling speed.

CREW