Winter Ops 800

RYANAIR WINTER OPERATIONS & PROCEDURES
Revision 1 - Sept 01st 2002
WINTER OPERATIONS
1.0 INDEX Page 0
1.1 GENERAL Page 1
1.2 PRE-FLIGHT PLANNING Page 2
1.3 START-UP AND TAXI Page 6
1.4 TAKE-OFF LIMITATIONS Page 8
1.5 RUNWAY CONDITION REPORTS Page 10
1.6 REPORTING OF RUNWAY CONDITIONS BY ATC Page 11
1.7 IN-FLIGHT PROCEDURES Page 14
1.8 LANDING Page 16
1.9 OVERNIGHT CHECKS & SECURITY Page 17
1.10 SNOWTAMS DECODE Page 18
1.11 DE-ICING FLUIDS Page 22
1.12 HOLDOVER TABLES Page 24
1.13 COLD WEATHER ALTIMETER CORRECTION Page 28
Winter Operations Page 0

WINTER OPERATIONS
1.1 GENERAL
This section provides Ryanair B737-Ng crews with essential operational

information to conduct safe Ground and Flight Operations during winter months.
A general review of hazards associated with Winter Operations is also included
for completeness.
Crews should review this document prior to winter operations. The Boeing
Operations Manual Volume 1, the Flight Crew Training Manual, Ryanair
Operations Part ‘A’ and Part ‘B’ provide additional information.
This manual references the above publications in its content and is hopefully a
concise and informative guide to your pre-winter preparations.
There have been many developments in the field over the past few years that you
may or may not be aware of. Take a few minutes to refresh your memory and
help keep our Operation SAFE and STANDARD over the coming winter period.
Remember, the colleague sitting next to you may well be relying on your
experience to lead him through a first winter;
• Be patient
• Pass on FACT only
• Share the workload
• Use spare time to plan ahead
• Always double check
• And above all – DO NOT RUSH YOUR OPERATION!
***********************

1.2 PRE-FLIGHT PLANNING
1 Fully check all available meteorological information,

particularly noting icing levels, the possibility of and degree of
airframe icing that may be encountered. This information may
indicate the need to revise the planned route, flight level or
diversion policy.
2 The B737-Ng is certified as having an icing protection system

which allows safe flight through continuous and intermittent
maximum icing, as defined in FAR Part 25.1419, dated
February 1, 1965.
3 Airplane Requirements & Considerations
Comply with all current Boeing Bulletins and Limitations
Caution: Do not move control surfaces without alerting

ground crew.
Ensure that the following areas are clear of any frozen

contaminants: -
Upper surface of BOTH wings, including ailerons

and tabs
Lower surface of BOTH wings if ice depth is greater

than 3mm
Stabilizer and elevator assembly
Rudder and fin area
Landing gear and doors
Radome area especially below the flight deck

windows (do not spray de-icing fluid directly onto
any a/c windows)

Door areas and escape hatches
Upper fuselage as necessary (with pre-conditioned air

entering the cabin, de-icing the fuselage may be
avoided). Thin hoar frost on the upper surface of the
fuselage is acceptable provided all vents and ports are
clear
Control Balance cavities
Air conditioning inlets and exits
Engine inlets
APU air inlet – must be clear before attempting an

APU start
Pitot Probes and Static Ports – Check all pitot probes

and static ports are free of ice and snow. Water
rundown after snow removal may refreeze
immediately forward of static ports and cause an ice
buildup which disturbs airflow over the static ports
resulting in erroneous readings even when the static
ports themselves are clear – Hot air clearing only
To ensure adequate draining of de-icing fluid from

the tail area, the PF should ensure that full Nose
Down trim is applied to the Stabilizer before de-icing
commences
After de-icing and anti-icing procedures have been

completed, obtain clearance from the ground crew
and cycle the elevator slowly through three complete
cycles. This will help to ensure drainage of the fluid.
Reposition the stabilizer to the takeoff position during
the pre-flight scan

The front fan blade (rear edge) on the B737 is highly
susceptible to clear icing buildup when freezing fog
conditions exist. Icing in this region may only be
cleared using hot air
Always use approved de-icing/anti-icing fluid(s) to

effectively remove any contamination and provide a
conservative holdover capability. Guidance as to the
effectiveness of protection is given below
Note 1 – It is acceptable to de-ice/anti-ice both wings and

exclude the tailplane from the process, providing the tailplane
is free from contaminants. It is not permitted to apply fluid
asymmetrically across the longitudinal axis of the airplane.
4 Under certain conditions, the fact that aircraft surfaces are

‘wetted’ with diluted anti-icing fluids may enhance the
accumulation of wet snow, particularly if there is any
significant delay between de-icing and take-off.
5 After de-icing, re-check the aircraft taking particular note of

control surfaces, flaps and their associated operating
mechanisms, hinges and gaps.
6 Non Environmental Icing - (NEI) – Crews must be alert for

this particular type of icing. NEI will form as a result of cold
soaked fuel in contact with the upper surface of each wing
cooling the surrounding local air to below its dewpoint; at
which point it will freeze adhering itself to the wing much like
a morning frost develops. What is particularly surprising to
crews experiencing this type of icing for the first time is that,
as the name suggests, the environment is not the causing
factor, but it is the aircraft itself that generates the process. It
may well be CAVOK with an OAT as high as 25 degrees C,
but if the following conditions are met, there is a highly likely
prospect of NEI developing;
a Fuel temperature (sensor in the port wing) below freezing and

also below the dewpoint.

b Greater than approximately 2000 kgs of weathered fuel in
each main tank.
c High humidity levels (I.e. OAT and dewpoint close together).
After refueling is complete, crews must touch test the top

surface of each wing to determine whether de-icing is
necessary. Normally TYPE I fluid is used to clear NEI,
however TYPE II or IV may be necessary, particularly if the
NEI is combined with rain on a cold soaked wing.
This form of icing is probably the most subtle and deadly
combination that we may be exposed to on a regular basis.
The company fuel tankering policies allow for NEI

considerations and crews are asked to follow the tankering
policy and accept a possible de-icing process on arrival at
destination.
In order to expedite this process alert the Handling agents via
R/T if you expect to need de-icing. Remember that they will
not anticipate your requirements especially when summer
conditions exist at their airfield.
Refer to the ‘Airfield Briefs’ for airfields, such as Alghero,

which do not have de-icing facilities available. Tankering into
such airfields is not permitted.
If an NEI situation occurs and de-icing is unavailable, it may

be necessary to transfer weathered fuel from the main tanks to
the centre tank using the de-fuelling valve. This process can be
found in Boeing Operations Manual 1, Ground Transfer of
Fuel SP.12.2. Subsequently warm fuel from the airfield will be
uplifted into the main tanks allowing the ice on the top surface
of the wings to melt.
7. JAR OPS 1.600 states: An Operator (Ryanair) shall ensure that

when the appropriate weather reports or forecasts, or a
combination thereof, indicate that the runway at the ETA may
be contaminated, the landing distance determined by using data
acceptable to the authority for these conditions, does not

exceed the landing distances available.
Ryanair designated airfields will provide snow clearing and

runway clearing facilities to coincide with the arrival of our
aircraft. Practically speaking, snow clearing will commence at
a suitable period prior to landing that will provide the best
possible surface and friction levels. It is reasonable to assume
during pre-flight planning, that moderate levels of snowfall
will be within the capabilities of the snow clearing team.
Therefore, QRH Performance Dispatch figures for Slippery
Runway Landing Distances are acceptable to the authority
provided a suitable Alternate is available with the required
factored landing distances calculated before departure.
Prior to commencing an approach and landing, it must be
determined by the crew that the landing distance required will
not exceed the landing distance available.
1.3 START UP AND TAXI
Supplementary procedures from Boeing Operations Manual Volume 1 should be

reviewed paying close attention to Engine Start, After Start, Taxi Out and Before
Takeoff items. SP.16.3 - SP.16.7.
Start up and pushback clearance must be strategically requested (airfield

dependent) to coincide with the completion of all de-icing processes. Pay
particular attention to holdover time available against taxi duration.
Pushback procedures should be accomplished as normal with the following

caveats – Be aware of sloping ramps that may be contaminated. Pushback tugs
may find it difficult to pushback up slope. Consider delaying engine start
accordingly – Ground crews are working in a hostile environment made all the
more so by slippery ramp areas. Ensure ground personnel do not infringe the
engine inlet danger zones.
When ground crews are clear of the airplane and icing conditions exist: -
• Visible moisture (clouds, fog with visibility less than one mile, rain,
snow, sleet, ice crystals and so on) is present, or
• Standing water, ice or snow is present on ramps, taxiways or runways.

Switch ON airplane anti-icing systems.
Note: Start Switches must be ON during all ground operations with Engine anti-
ice ON.
When TYPE I fluid has been used Wing anti-ice must be switched ON. If TYPE
II or IV fluid has been used for anti-icing purposes, the Boeing manual gives
crews the option of using wing anti-ice. Ryanair procedure is to switch wing
anti-ice ON during all ground operations in icing conditions irrespective of fluid
type used.
Note: Except, when conducting Bleeds Off Takeoffs; or, when de-iced due to
NEI and OAT is greater than 10 degrees C.
Taxi with great caution as snow clearance of apron and taxiways is usually given
a low priority and their condition may be inferior to that reported on runways. To
avoid further contamination of your aircraft maintain a generous distance from
any aircraft taxiing ahead.
Consideration should be given to taxiing with flaps up to prevent slush being
thrown up into the flap hinges; however, if this is done, the entire Before Takeoff
Checklist will be accomplished at the holding point prior to entering the runway.
The flight controls check will again be accomplished as normal, but will include
a total of three elevator cycles in order to aid fluid drainage.
Taxiways may be difficult to discern through significant depths of snow, if

necessary, request the assistance of a follow me vehicle, whose driver will know
the airfield intimately. The Captain will use his judgment when assessing
taxiway conditions and their suitability but must make full use of airfield experts
such as the friction test driver who can (on request) provide additional
information regarding braking co-efficient (in more detail than the standard
presentation), contamination type, etc.
If significant depths of snow are present on taxiways, a ‘chock’ of snow will
build up in front of main wheels and nose wheels causing considerable drag. Do
not attempt to taxi out of the situation as damage may occur. Crews should
notice this through the use of abnormally high power settings.
Take maximum caution when taxiing on painted lines especially during line up.
Do not accept any immediate takeoff clearances that will necessitate a speed
higher than a slow walking pace throughout the line up procedure.

Note - Sweeping taxiways and runways does not always increase the braking co-
efficient. It may sometimes even reduce the co-efficient. Crews should therefore
accept the opinions of the experts who will be using their experience and training
to provide you with the best possible surface.
Also remember that the surface appearance of a taxiway or runway is not always
a good indication of its friction level. Dry snow at 60mm depth may well have a
better braking action than compacted snow with 6mm depth.
Northern European airfields will be much more capable and reliable during
winter operations when compared to Southern airfields in our network. Increased
vigilance of your operation is required when operating through these airfields
during winter months.
Further information and guidance can be found in the following publications:
Ryanair Operations Manual Part A and B
Boeing Operations manual volume 1, 2 and the FCTM
1.4 TAKE-OFF LIMITATIONS
1 Adopt taxiing techniques which will avoid snow/slush

adherence to the airframe or accumulation around flap/slat
and/or landing gear areas. DO NOT use reverse thrust.
2 Take-offs should not be attempted in depths of contaminant
greater than those given in the Ryanair Operations manual Part
B or the AFM whichever is limiting.
3 All braking systems serviceable
4 Flight Spoilers/Ground Spoilers fully functional
5 Both Reverse thrust systems functional
6 The use of Flap 5 or 15 is recommended

7 Do not tanker fuel to airfields with braking action less than
0.30.
Note: The Captain may elect not to tanker at his discretion or

when the Slippery Runway Landing distance dictates a lower
landing weight is required to comply with Authority
regulations.
8 Confirm that appropriate de-icing/anti-icing precautions have
been met for the current weather conditions and holdover time
has not been exceeded.
9 NO TAKE-OFF permitted with tailwind component.
10 Utilize the information in Part B to determine the crosswind

limits associated with runway conditions. (Contaminated
Crosswind limits are reduced by 1KT/METRE that the runway
cleared width is less than 45M).
11 Do not use an intersection takeoff point, use full runway

length.
12 Calculate RTOM using the corrections given in the QRH

Performance Dispatch section. Remember to apply the
corrections to the DRY 27K (or 24K if limiting) RTOM
figures.
13 Vspeeds should be determined from the Performance Dispatch

section of the QRH. Rotation should be made at the correct
speed using normal rate to the normal attitude.
14 Do not use Assumed Temperature for thrust reduction.
15 Bleeds Off Takeoff – Wing anti-ice is not available to the right

wing.

Do not select wing anti-ice ON. TYPE II or IV fluid must be

used. TYPE I is NOT permitted except for NEI.
1.5 RUNWAY CONDITION REPORTS
Runway condition is reported to crews as follows;
Dry Runway
A dry runway is one which is neither wet nor contaminated, and includes those
paved runways which have been specially prepared with grooves or porous
pavement and maintained to retain, effectively dry braking action even when
moisture is present.
Damp Runway
A runway is considered damp when the surface is not dry, but when the moisture
on it does not give it a shiny appearance.
Wet Runway
A runway is considered wet when the runway surface is covered with water, or
equivalent, less than specified for Contaminated Runway or when sufficient
moisture on the runway surface to cause it to appear reflective, but without
significant areas of standing water.
Contaminated Runway
A runway is considered to be contaminated when more than 25% of the runway

surface area (whether in isolated areas or not) within the required length and
width being used is covered by the following:

1) Surface water more than 3mm (0.125in) deep, or by slush,
or loose snow, or equivalent to more than 3mm (0.125in)
of water - see below
2) Snow which has been compressed into a solid mass which

resists further compression and will hold together or break
into lumps if picked up (compacted snow); or
3) Ice, including wet ice.
The minimum runway cleared width for B737-Ng operations is 30m.

Banks at thirty meters should not exceed approximately 20cms. As
runway cleared widths increase, the height of snow banks may be
increased proportionally at the Captain’s discretion. Captains will
always exercise good judgment when assessing requirements for a
particular set of circumstances. The depth of contamination of the
cleared portion of the runway will not exceed AFM limits for a
given type of contamination.
Equivalent Water Slush Wet Snow Dry Snow

Depths (mm)
Specific grav. 1.00 0.85 0.30 0.10
3 3 5 15
6 6 10 30
9 9 15 45
12 12 20 60
1.6 REPORTING OF RUNWAY CONDITIONS BY ATC
The presence of water on a runway will be reported by ATC on R/T using

the following descriptions:
a. DAMP - The surface shows a change of colour due to moisture

b. WET - The surface is soaked but no significant patches of standing

water are visible
c. WATER PATCHES - Significant patches of standing water are visible
d. FLOODED- Extensive standing water is visible
When a runway is reported as DAMP or WET, pilots may assume that an

acceptable level of runway wheel braking friction is available. When a
runway is reported as having WATER PATCHES or being FLOODED,
wheel braking may be affected by aquaplaning and appropriate operational
adjustments should be considered as outlined in Performance Dispatch
QRH. Runways that are defined as, ‘Liable to be slippery when wet’ must
be treated using the same performance tables as Slippery Runway Takeoff
from the Performance Dispatch section of the QRH. See definition for Wet
runway page 10.
When snow, slush or ice conditions prevail, information on runway

conditions will be notified by SNOWTAM, OPMET RUNWAY STATE
MESSAGE, or by R/T on request. Until a satisfactory method has been
found to determine accurately and quickly the density of a contaminant on
a runway, the nature of the surface covering is described using the
following categories based on subjective assessment by the personnel
making the inspection:
e. ICE - Water in its solid state takes many forms including sheet ice, hoar
frost and rime (assumed specific gravity 0.92)
f. DRY SNOW - A condition where snow can be blown loose, or if

compacted by hand will fall apart again on release (assumes
specific gravity less than 0.35)
g. COMPACTED SNOW - Snow which has been compressed into a solid

mass that resists further compression and will hold together or

break up into chunks if picked up (assumed specific gravity 0.351 to
0.50)
h. WET SNOW - A composition which, if compacted by hand,

will stick together and tend to, or does, form a
snowball (assumed specific gravity greater
than 0.5)
i. SLUSH - A water saturated snow which, with a heel and toe slap-down
action with the foot against the ground, will be displaced with a
splatter (assumed specific gravity 1.0)
j. ASSOCIATED STANDING WATER

-Standing water produced as a result of melting contaminant
in which there are no visible traces of slush or ice crystals
(assumed specific gravity 1.0)
BRAKING ACTION INFORMATION
It is important to remember that the reported braking action

assessment is for general guidance only. It must be
remembered that the friction measuring wheel (the vehicles
fifth wheel) is much narrower than an airplane tyre and that
the car will drive three meters to the left and subsequently the
right side of the centerline for the entire length of the runway.
The average readings are then calculated. It must be assumed
that for an average to be an average there must be significant
patches of the runway with braking actions below the official
given value. The friction test driver will normally pass any
comments that he may have to the tower controller along with
a graphic illustration of the three braking zones.
This information (at certain airfields) may be available and
requested by the crew prior to using the runway in order to
build a better mental picture of the three zones.

The following braking action descriptors will be used:
a. GOOD - 0.40 and above
b. MEDIUM/GOOD - 0.39 to 0.36
c. MEDIUM – 0.35 to 0.30
d. MEDIUM/POOR – 0.29 to 0.26
e. POOR - 0.25 and below - Conditions are extremely slippery.

Landings or takeoffs should not be attempted.
No satisfactory method of assessing braking action in slush

exists. Therefore, when slush is present runway reports do
not include plain language braking reports.
Aquaplaning conditions should be assumed to exist whenever
depths of water or slush exceeding approximately 3mm.
1.7 IN-FLIGHT PROCEDURES
The build up of ice in flight may be very rapid. Crews should continually check
the surfaces of wings and airframe ensuring de-icing/anti-icing systems are
switched ON. Take appropriate measures to avoid flying in areas of severe icing.
Do not Hold in icing conditions with Flaps extended
Following flap retraction after takeoff, it is recommended to switch wing anti-ice

ON. This will help to melt any accumulations of slush or ice around the flap/slat
track fairings. Failure to comply with this recommendation may result in
flaps/slats failing to extend after a long cold soak at altitude. It is recommended
that should a non normal flap/slat condition exist, consideration be given to
operating the wing anti-ice system for a suitable period to eliminate the
aforementioned factor.
Engine anti-icing must be switched ON when icing conditions exist or are

anticipated. If visible moisture is present and temperature (TAT) is 10 degrees

Celsius or less, the engine anti-icing must be switched ON; Unless, SAT is
below (colder) than -40 degrees Celsius and climb or cruise power is set.
The B737 tail plane is not de/anti-iced and neither are the gear or gear doors.
They will accumulate ice during flight in icing conditions. Crews must be alert to
this fact particularly when operating with limited Performance available, such as
Engine Inop flight.
The wing de/anti-icing system is used primarily as a de-icing system. The system
is normally switched ON to remove ice buildups that have developed. When the
ice has cleared, switch the wing anti-ice OFF. This method is acceptable during
flight in light icing conditions. When flying in moderate or severe icing, crews
should use the system as an anti-icing system. Switch the wing anti-ice ON and
leave it ON until leaving the icing area.
Note: Speed tape stick shaker logic is set for the remainder of flight after WAI
is switched ON in flight.
The following definitions apply when reporting (PIREP) icing conditions to

ATC: -
Trace Ice becomes perceptible. Rate of accumulation slightly greater than

rate of sublimation. It is non hazardous to aircraft without de-
icing/anti-icing equipment, unless encountered for more than one
hour.
Light The rate of accumulation might create a problem if flight in this

environment exceeds one hour. Occasional use of de-icing/ anti-
icing equipment removes/prevents accumulation. It does not present
a problem if de-icing/anti-icing equipment is used.
Moderate The rate of accumulation is such that even short encounters become
potentially hazardous and use of de-icing/anti-icing equipment, or
diversion, may be necessary.
Severe The rate of accumulation is such that de-icing/anti-icing equipment

fails to reduce or control the hazard.
Immediate diversion is necessary.

1.8 LANDING
Depths of water or slush, exceeding approximately 3 mm (1/8”), over a

considerable proportion of the length of the runway, can have an adverse effect
on landing performance. Under such conditions aquaplaning is likely to occur
with its attendant problems of negligible wheel-braking and loss of directional
control. Moreover, once aquaplaning is established it may in certain
circumstances be maintained in much lower depths of water or slush.
It is important that the aircraft is landed accurately, and runway distance is not
forfeited trying for a smooth landing. Indeed a positive landing will break
through the water surface film and lessen the chance of aquaplaning. Touchdown
speed is Vref. Reverse thrust must be selected on main wheel touchdown to take
advantage of approach idle to detent reverse margins. The nose wheels should be
flown onto the runway taking maximum caution not to over de-rotate the nose as
this will cause structural damage. The PNF must ensure that spoilers deploy
automatically on touchdown or wheel spin up. Failure of the automatic system
must be rectified as quickly as possible by manual selection.
On the roll out be alert for aircraft swings caused by puddles of water or isolated
build ups of snow or slush. After nose wheel touchdown hold LIGHT forward
control wheel pressure, this will ensure that maximum weight is applied to the
main gear ensuring maximum friction is available to the tyres. It will also
increase nose wheel steering effectiveness.
Pushing the control wheel too far forward will effectively reduce weight on
wheels, reduce available tyre friction and increase weight (pressure) to the nose
gear assembly and increase stopping distance.
Autobrakes must be selected for landing on contaminated runways. QRH

Performance dispatch should be consulted to help select the most pertinent
deceleration level. After touchdown the airplane should be brought to taxi speed
as soon as possible. This will be achieved by applying manual braking
overriding the autobrake setting. It must be remembered that the minimum
stopping distance for landing will be achieved by maximum MANUAL braking.
Taxi to stand must be accomplished with caution. Single engine taxi is not
permitted when taxiway contamination exists. Flaps may be left at 15 on
retraction if, slush or contaminant is suspected to have impinged on the flaps and

tracks. Anti-icing systems should be turned OFF entering the apron area in order
to reduce engine speeds which are automatically increased by the EEC’s when
anti-ice systems are ON. If friction co-efficient is unacceptable for taxi onto
stand, negotiate with ground operations to stop in a safe area. Reverse thrust to
aid stopping may be used in an emergency situation.
In summary: -
• STABILISED APPROACH
• TOUCHDOWN AT VREF
• FIRM TOUCHDOWN
• LAND AT THE CORRECT TOUCHDOWN POINT (DO NOT

DIP BENEATH THE GLIDESLOPES OR PAPIS – THIS WILL NOT
SHORTEN THE LANDING ROLL)
• ENSURE SPEEDBRAKES DEPLOY ON TOUCHDOWN
• USE MAXIMUM REVERSE TO 60KTS (OR TO A HALT IN AN

EMERGENCY CONDITION)
• USE MAX MANUAL BRAKING TO SLOW TO TAXI SPEED

BRAKING ACTION IS NOT UNIFORM – THERE MAY WELL BE
PORTIONS OF RUNWAY WITH BRAKING ACTION NIL – FOR
THIS REASON TAXI SPEED SHOULD BE ATTAINED AS SOON
AS POSSIBLE AFTER TOUCHDOWN
1.9 OVERNIGHT CHECKS & SECURITY
Whenever possible hangar the aircraft overnight, if not practical ensure that;
a) All aircraft water systems are drained completely; this includes galley and
drinking water containers. (Water Glycol fire extinguishers are excluded, as their
contents have inherent antifreeze properties.)

b) Pitot covers, engine blanks and other covers are fitted as appropriate.
c) The aircraft is chocked by fore and aft chocks on the nose and at least one
main wheel.
d) All doors and exits are securely closed
e) Consult the Supplementary procedures SP16.10-11 in Boeing Operations

manual 1.
1.10 SNOWTAMS DECODE
Decode of the Eight Figure Runway State Group Added to the METAR (or
SPECI)
8-Figure Group
12345678
Runway designator
12
The first two digits correspond to the runway designator (this is not necessarily
the same runway as that in an equivalent SNOWTAM). The designator is
expressed as follows:
09 -Runway 09
27- Runway 27 or Runway 27 LEFT
77- Runway 27 RIGHT
(The RIGHT runway of parallel runways has 50’ added to
the designator.)
88 - All runways

99 - Repetition of last message because no new message has
been received in time for transmission
Runway deposit
The runway deposit is indicated by the third digit as follows:
0 - Clear and dry
1 - Damp
2 - Wet or water patches
3 – Rime or frost covered (depth normally less than 1mm)
4 – Dry Snow
5 - Wet snow
6 - Slush
7 - Ice
8 - Compacted or rolled snow
9 - Frozen ruts or ridges
/ - Type of deposit not reported (far example due to runway

clearence in progress)
Extent of runway contamination

The extent of runway contamination as indicated by the fourth digit as
follows:
1 - 10% or less of runway contaminated
2 - 11% to 25% of runway contaminated
/ - Extent of runway contamination not reported (for example due to

runway clearance in progress).
Depth of deposit
56
The depth of deposit is indicated by the fifth and sixth digits as follows:
00 - less than 1 mm
01 – 1mm etc
90 - 90mm
Note that the quoted depth is the
91 - not used mean of a number of readings or, if
92 – 10cm operationally significant, the
93 - 15cm greatest depth measured.
94 - 20cm
95 - 25 cm
96 - 30 cm
97 - 35cm
96 – 40cm or more
99- Runway or runways non-operational due to snow, slush, ice, large
drifts or runway clearance, but depth not reported.
// - Depth of deposit operationally not significant or not measurable

Note: If deposits of the type reported in the third digit by the code
figure 3, 7, 8, and 9 are reported, the depth of deposit might not be
reported and // used instead. This is to be understood as meaning that
the actual depth of deposit is not measurable or as not of relevance.
Note: The depth of standing water may only be reported if an accurate

and representative measurement is guaranteed
Friction coefficient or braking action
78
28 -Friction coefficient 0.28

35 -Friction coefficient 0.35 etc. Note that the mean value is
91 -Braking action Poor transmitted or, if
operationally significant, the
92 -Braking action Medium/Poor
lowest value.
93 -Braking action Medium
94 -Braking action Medium/Good
95 -Braking action Good
99 -Figures unreliable (e.g. If equipment has been used that does not
measure satisfactorily in slush or loose snow).
// - Braking Action not reported: Runway not operational: Aerodrome
closed.
Notes:
CLRD – If contamination conditions on all runways cease to exist, a

group consisting of the figures 88, the abbreviation CLRD, and the
braking action is sent. e.g. 88CLRD95 – All runways cleared, B.A
good

If contamination conditions on a single runway cease to exist, a
group consisting of the runway designator, the abbreviation CLRD,
and the braking action is sent. e.g. 24CLRD95 – Runway 24 cleared,
B.A good
It should be noted that runways can only be inspected as frequently

as conditions permit, so a re-issue of a previous report does not mean
that the runway has been inspected again
1.11 DE-ICING FLUIDS.

The three main types of de-icing/anti-icing fluids are AEA (Association of
European Airlines) Type I (unthickened) which have a high glycol content and a
low viscosity, Type II (thickened) which has a minimum glycol content of about
50% and Type IV which has a lower viscosity than types I or II. Type I fluids
have good de-icing properties but provide only limited protection against re-
freezing whereas Type II fluids have a good de-icing performance as well as
providing additional protection against subsequent accretions and refreezing.
Type IV fluids have a particularly low viscosity which offer increased holdover
times in most conditions and are coloured to make application easier to monitor.
However Type IV fluids have higher shear speeds than high viscosity fluids and
some aircraft manufacturers may impose general or specific conditions on the
use of Type IV. A Commander must always know what type of fluid is being
used to de-ice his aircraft and ensure that the holdover times appropriate to that
fluid are known and properly observed.
De-icing of aircraft
Ryanair has agreed that the Ground Handling agent may “early de-ice” over
night aircraft in conditions where early morning frost etc. will be an obvious
hazard. The agent uses a company checklist to determine whether early de-icing
is appropriate and is required to ensure that either the aircraft commander or the
responsible engineer is subsequently given details of the type of fluid applied
and the time of application so that proper holdover times can be calculated.
Finally, an aircraft commander must call for his aircraft to be de-iced whenever
he thinks it necessary. Whether the de-icing takes place on stand, on a remote de-
icing stand or via a remote de-icing rig, the commander may trust a de-icing

crew to do their job properly, although overall responsibility remains (as always)
with the commander. Whenever or wherever an aircraft is de-iced, the procedure
is only valid if the commander knows the fluid type applied, the mix of fluids
and the appropriate application time and that information is written into and
signed for in the airplane tech log.
At STN, engineers are available to carry out all pre-flight checks which will
include a check as to whether the aircraft requires de-icing. Where a commander
decides he wants his aircraft de-iced, these engineers should supervise the
process, ensure the necessary fluid application time details are recorded in the
technical Log and carry out tactile checks when they are needed.
At all other airfields, contracted ground handlers are available to complete the
de-icing process. The pre-flight walk around will be completed by the crew as
normal, and the Captain will request de-icing as necessary. The de-icing crew
should not need supervision but they must provide fluid application time details
to the commander and if they are to carry out a tactile check after a de-icing, they
must have been trained to carry out the procedure. In all the cases listed above
“someone” has to fill in and sign the appropriate Technical log de-icing box.
That “someone’ can be an engineer or the aircraft captain but in each case the
type of de-icing fluid used, the mix of fluids and the start and finish times of the
applications must be recorded and signed for. This is so there is a written record
to support any subsequent holdover time calculation and so that engineering
personnel know when an aircraft requires a special inspection for de-icing fluid
residue. This is in reference to the Boeing directive regarding tail plane
vibration. Refer to Boeing Operations Manual Volume 1 – Bulletins.
The above outlines the system as it exists but it is worth remembering that in the
final analysis, everything with regard to the de-icing of an aircraft is the
responsibility of the aircraft Captain. The Captain must ensure that his aircraft is
properly de-iced in circumstances where it is appropriate, that required tactile
checks have been carried out, that the technical log is signed off correctly and
that the aircraft does not depart if any part of the necessary procedure has not
been completed to the letter.
Type IV de-icing fluid
Increasingly, Type IV de-icing fluid is available at European destinations and at

some airfields it is now the only de-icing on offer. Essentially, Type IV fluid is a

1.13 COLD WEATHER ALTIMETER CORRECTION
Current industry pressure altimeters are subject to Temperature Error. The B737-
Ng altimetry system is no exception to this well known phenomenon. Crews
must be aware that when making descents and approaches to airfields where
temperatures are below +15 degrees C that ALL altimeters on board will
overread.
The colder the reported OAT, the more significant the error. The error may place
the airplane below the required path and below MDA or DA. It is absolutely
necessary when conducting cold weather approaches to refer to the table
provided on the reverse of the glare shield checklist and corrections to MSA,
MEA and IF Approach profiles made. These corrections should also be applied
to FMC altitudes.

Winter Ops 800

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RYANAIR WINTER OPERATIONS & PROCEDURES

Revision 1 - Sept 01st 2002

1.0 INDEX Page 0

1.1 GENERAL Page 1

1.2 PRE-FLIGHT PLANNING Page 2

1.3 START-UP AND TAXI Page 6

1.4 TAKE-OFF LIMITATIONS Page 8

1.5 RUNWAY CONDITION REPORTS Page 10

1.6 REPORTING OF RUNWAY CONDITIONS BY ATC Page 11

1.7 IN-FLIGHT PROCEDURES Page 14

1.8 LANDING Page 16

1.9 OVERNIGHT CHECKS & SECURITY Page 17

1.10 SNOWTAMS DECODE Page 18

1.11 DE-ICING FLUIDS Page 22

1.12 HOLDOVER TABLES Page 24

1.13 COLD WEATHER ALTIMETER CORRECTION Page 28

Winter Operations Page 0

This section provides Ryanair B737-Ng crews with essential operational

Winter Operations Page 1

1.2 PRE-FLIGHT PLANNING

1 Fully check all available meteorological information,

2 The B737-Ng is certified as having an icing protection system

3 Airplane Requirements & Considerations

Comply with all current Boeing Bulletins and Limitations

Caution: Do not move control surfaces without alerting

Ensure that the following areas are clear of any frozen

Upper surface of BOTH wings, including ailerons

Lower surface of BOTH wings if ice depth is greater

Stabilizer and elevator assembly

Rudder and fin area

Landing gear and doors

Radome area especially below the flight deck

Winter Operations Page 2

Upper fuselage as necessary (with pre-conditioned air

Control Balance cavities

Air conditioning inlets and exits

APU air inlet – must be clear before attempting an

Pitot Probes and Static Ports – Check all pitot probes

To ensure adequate draining of de-icing fluid from

After de-icing and anti-icing procedures have been

Winter Operations Page 3

Always use approved de-icing/anti-icing fluid(s) to

Note 1 – It is acceptable to de-ice/anti-ice both wings and

4 Under certain conditions, the fact that aircraft surfaces are

5 After de-icing, re-check the aircraft taking particular note of

6 Non Environmental Icing - (NEI) – Crews must be alert for

a Fuel temperature (sensor in the port wing) below freezing and

Winter Operations Page 4

c High humidity levels (I.e. OAT and dewpoint close together).

After refueling is complete, crews must touch test the top

The company fuel tankering policies allow for NEI

Refer to the ‘Airfield Briefs’ for airfields, such as Alghero,

If an NEI situation occurs and de-icing is unavailable, it may

7. JAR OPS 1.600 states: An Operator (Ryanair) shall ensure that

Winter Operations Page 5

Ryanair designated airfields will provide snow clearing and

1.3 START UP AND TAXI

Supplementary procedures from Boeing Operations Manual Volume 1 should be

Start up and pushback clearance must be strategically requested (airfield

Pushback procedures should be accomplished as normal with the following

Winter Operations Page 6

Taxiways may be difficult to discern through significant depths of snow, if

Winter Operations Page 7