I managed to sneak in a weather topic for my enRoute column. I love the graphic.
My previous post depicts what I wrote for my weather column. Below is what made the cut. If you freelance, be prepared to have things changed, altered and mutilated. That’s show biz!
Oh, it looks like I submitted the wrong website address for Pilot Weather. Shoot! It should have been www.pilotweatherbook.com
Pilot Weather is selling like a hot cake. Canadian Aviation Weather needs a boost. Anyone?
A pending Canadian Aviator article
You probably thought I would be talking about unique weather lore with this title. Sure, male crickets chirp at different rates according to temperature. Found on the web... “to convert cricket chirps to degrees Celsius, count the number of chirps in 25 seconds, divide by 3 and then add 4 to get the temperature.” But “crickets” also denotes silence or NORDO (No Radio) for us pilots. It’s what I experience from my weather blog, feedback from this column and my requests to update NAV CANADA’s weather website.
About six years ago while researching for my weather book, I approached NAV CANADA regarding their archaic weather website. For years, it’s header broadcasted its emergence in 2006 and revision in 2007. But nothing has been touched since. Truth be told, they recently removed the header stating its birth date maybe because some of us were raising eyebrows. Every tab I examine has gaping holes. “PIREP not available” is found on the PIREP tab for most regions. Have pilots given up? And why can’t I get a high-resolution surface analysis chart? The same one is available on Environment Canada’s site. And why do I have to type in the four-letter ICAO code for METARS and TAFs when the three letter IATA code would suffice since they don’t supply weather outside the Canadian border? The satellite pictures are poor quality, the weather radar does not supply cloud tops in feet and there are more legal disclaimers than there are weather tabs. It’s probably the same reason why Environment Canada persists in calling it ANAL surface for surface analysis. I know many of you gave up and have moved on to other sites/apps, mostly American. We are losing our Canadian meteorological identity. At one time, 9 out of 10 initial conversations began with the topic of weather and that included pilots. Now when an quiet/awkward moment occurs we all reach for our cell phone. But at least we have the TROWAL (Trough of Warm Air Aloft) to reference an occluded front. That is as Canadian as Tim Hortons. Sorry to come out punching with such a negative overtone. To prove I am not all sour and not just another high time crusty ornery captain, my enRoute magazine column will have an upbeat take on pilot hiring - if there ever was a time to become a pilot, the time is now! Okay, back to my stormy take on weather politics.
Over two years ago, I attended an aviation weather conference in Montreal geared for you, the pilot. This three-day seminar consisted of a room filled with meteorologists, dispatchers, academia and one pilot, moi. There I challenged NAV CANADA’s weather liaison why their weather site has not been updated. His lips moved and all I heard was blah, blah, blah. Funny, I could recruit two young computer whizzes on Friday from any Canadian college or university, feed them pizza, beer and legalized Canadian marijuana and they would have a gleaming weather website by Monday morning.
To fly safe, you must challenge and query on a continual basis. Weather and aviation is dynamic so why aren’t you challenging the norm regarding an updated weather website? Are we Canadian aviators that inert? I give the site D+ for disappointing and a disservice.
But it doesn’t stop there. I have been trying to get Transport Canada to acknowledge my weather book, Canadian Aviation Weather, as a viable alternative to a book written over four decades ago, the Air Command Weather Manual a.k.a the ACWM. Don’t get me wrong, this monochromatic book geared for the military is excellent when it comes to theory, but is defunct of aviation forecasts or how to read a METAR. This weather fossil, albeit well written, is pre-internet, smart phone or lap top. Yes, it’s that old and yet the book is the number one seller for aviation meteorology in Canada.
Because my book is not government published the standing policy is Transport Canada can’t/won’t acknowledge it. It is why most flight schools and colleges are reluctant to take it on because their curriculum is geared to questions and material supplied from the historical ACWM. To paraphrase one Transport Canada employee’s take on things and to offer up an explanation why status quo rules, “My grandfather used to say, don’t touch the cow patty, it will only smell worse.” How is that for mandated safety? He admitted to low staffing levels, but claimed my book is being (might be) tagged in their database as a reference for hundreds of exam questions.
I too worked for the federal government and realize the frustration. Over 30 years ago, I was getting an annual “route check” on the weather desk. The supervisor asked what I would like to see or accomplish as a forecaster. I wanted to close the huge gap between weather and the pilot. Sadly, that bridge has never been built nor is it on the drawing board.
My aviation career is slowly unwinding. I teach and write for that young lad in Prince George, British Columbia learning to fly, or for the mother of three changing careers in Quebec City, Quebec flying a Navajo or for that seasoned helicopter pilot flying out of Churchill, Manitoba. After all, the company I fly for also has meteorological warts. They still reference the METAR and TAF as SA (Surface Actual), FT (Terminal Forecast) and FC (a short Terminal Forecast). The system changed 22 years ago, when I was hired! Yes, I’ve been asking. But every large organization has warts. It’s how my friend described his airline that launches from the heat of Dubai, U.A.E. This A380 skipper nailed it with the wart analogy.
To a quote an instructor, pilot, and mentor for young aspiring pilots, “What underlies this malaise and failure to respond to changing conditions and requirements in aviation?
A kick start and wakeup call is in order…” As an aviator challenge the norm. Take up the quarrel and poke those cow patties.
Doug Morris is a B787 captain, certified meteorologist and wrote Canadian Aviation Weather. www.canadianaviationweather.ca. His latest book, Pilot Weather: From Solo to the Airlines is hot off the press catering to pilots south of the border www.pilotweatherbook.com.
Here is the latest found in Canadian Aviator magazine. I called it "Time for Weather" but it was called "When the Ball Drops." Every pilot should make their way to Greenwich to experience where time starts.
Coming soon...an aviation weather book for American pilots...Pilot Weather: From Solo to the Airlines. ETA is September 2018. This book will include a glossary of over 550 entries and will be in full colour (Oops, I meant color for my friends south of the border). I have hit a meteorological wall trying to convince Canadian pilots that Canadian Aviation Weather is the best weather book out there, so it's time to move south of the border. "Trumpland" here we come!
Over Great Slave Lake (North West Territories) in a DC-3 during microbursts.
A former student Jamie MK from the Brampton Flight Centre is building time with Buffalo Airways (think the iconic show Ice Pilots) in a DC-3. Notice the outflow cloud and the wave of water created by the intense downpour. Can you imagine trying to land with this parked over an airport? Or worse yet, training to land a float plane near the dramatic walls of water.
Looks like my column made it to a two page spread instead of 1.5 pages sharing space with an ad. Unfortunately, the pictures still don't get captions, but I will take the upgrade.
Thule's white runways
On page 5 of Canada's best written weather book for pilots (ahem), it is mentioned, "the asphalt runways in Thule, Greenland are painted white to enhance albedo and prevent heating of the permafrost beneath the surface." The topic of unique airports came up while flying over Greenland after we almost diverted to Moscow on a recent New Delhi to Toronto flight. My F/O air dropped this pic to me. (It turns out this same pic is on the internet). When looking at the Jeppesen approach charts there is no mention of the runways being white. Something a pilot should know when breaking out from an ILS approach and seeing a white runway. Think slippery.
Thule is so far north, the runway headings are in True. It's just short of 10,000 feet long.
Just thinking out loud as far as a cover design for a new weather book aimed at our friends south of the border. The completion has been painfully slow. But with the addition of an additional graphic artist there is light at the end of the tunnel. Still hoping for an early summer closure.
In the latest edition of Canadian Aviator, I discuss how METARS around the world are not created equal. A METAR is the largest staple for any pilot's weather briefing, but many pilots are shocked to learn they actually differ around the world. This article will broaden your METAR horizon. Of course, I included an in-depth chapter in my book as well.
Got to write on clouds....
This edition talked about weather across Canada. Some of the pics got sized disporportionatley so here is the graph I wanted to convey.
Back from vacation and I am anxious to expedite Canadian Aviation Weather to a higher flight level. If anyone out there wants to help spread the good meteorological word, I am listening.
If a pilot starts making reference to how clouds look, then an eyebrow should be raised. If you hear, "hey, that cloud looks like a bunny rabbit" then suspect an hypoxic state from oxygen deprivation and tell he or she to "go on oxygen!"
But how do you respond when a pilot says, "hey, that cloud over there looks like a big (ahem)!"
F/O Brent was excited to fly with me (no, not that kind of excited). He knew I was a meteorologist and wanted to share a couple of pics he took over Colorado. Most have heard of cloud seeding using silver iodide to suppress the development of a thunderstorm. Maybe viagra was used instead for this cloud?
Even though I can't claim ownership to the pics, I will stake it's nomenclature, Ce (Cumulus erectus). This "unique cloud" is actaully caused from the extreme late stages of a dissipating cumulonimbus. (Seriously).
Last night (November 8th/2017) I gave an hour talk to about 40 general aviation pilots at an airport with nine lives. It supposed to have seen the wrecking ball several times, but it continues to be a viable airport. I sold 27 books and met some great people. And I also scored this hat!
As well, It takes money to sell books. I just enlisted Skies Magazine and Wings Magazine. Canadian Aviator will be advertising my book in their virtual bookstore.
A fellow coworker wrote this great article in Canadian Aviator. Richard Pettit has given me the nod to repost this. I have been asked for years about pilot hiring. Now, I just have to direct people to this post.
Here is an article on Deicing in the big leagues.
I am trying to get Transport Canada to acknowledge Canadian Aviation Weather as a viable reference to their study guides and exam questions. Presently, they claim it goes against policy to endorse a third party. Ahem! What about references to the FGU and ACWM? And what about safety? Surely some wide eyed 16-year-old pining for the skies or that middle aged "nine to fiver" wanting to learn flying would benefit from a pilot/meteorologist's take on aviation weather? Just saying.
Below is TC's PPL exam found on the internet and CAW's references. (I must admit I did okay on their exam. Phew)
I included references from Canadian Aviation Weather Edition #2.
51. Relative humidity is the
- amount of moisture present in the air.
- weight of water present in the air.
amount of moisture present in the air compared to the amount the air could hold at that temperature and pressure.
- temperature to which the air must be lowered to bring about saturation.
Chapter 5 Page 33. Remember the answer must include temperature and pressure reference.
52. The cloud type usually associated with steady rain is
Chapter 3 page 20.
53. Clouds form when moist warm air overruns cold air because the warm air
- is cooled by the cold air underneath.
- is cooled by the surrounding cold air aloft.
- becomes unstable as a result of cooling from below.
cools as a result of expansion as it rises.
I did not specify this fact in chapter 9 in regard to warm fronts. I did allude to it on page 2 when a parcel of air rises, it will expand and cool called adiabatic expansion.
54. Advection fog forms when
moist air moves from a warm surface to a colder surface.
- the cold ground cools the air in contact with it at night.
- moist air is influenced by orographic effect.
- moist cool air moves from a cold surface to a warm surface.
Chapter 6 (Fog) page 41
55. Radiation fog forms as a result of the
- passage of cold air over a warm surface.
- air becoming moist as it moves over the sea.
- clouds becoming cold and heavy at night so that they settle to the ground.
ground becoming cold at night and cooling the air in contact with it.
Chapter 6 (Fog) Page 40
56. In the northern hemisphere, the winds blow
- clockwise around high and low pressure areas.
- counter-clockwise around high and low pressure areas.
clockwise around a high pressure area and counter-clockwise around a low pressure area.
- counter-clockwise around a high pressure area and clockwise around a low pressure area.
Chapter 4 (Atmospheric Pressure) page 28
57. During a descent from 2,000 feet AGL to the surface, you will usually find that the wind
- veers and increases.
- backs and increases.
- veers and decreases.
backs and decreases.
Chapter 10 (Boundary Layer Winds and LLWS) Page 70 We pilots learn that winds generally veer and increase with height but TC adds a twist by asking what happens when you descend.
58. The diurnal change of surface wind velocity is such that during the day the surface wind will usually
veer and increase in speed.
- veer and decrease in speed.
- back and increase in speed.
- back and decrease in speed.
Chapter 10 (Boundary Layer Winds and LLWS) page 76.
59. In the standard atmosphere, the temperature at an altitude of 5,000 feet will be closest to
Chapter 2 (Stability and Lapse Rates) Standard lapse rate is 2°C/1000’ starting with surface standard at 15°C. See graph page 9.
60. The conditions required for the formation of thunderstorms are
- moist air, high temperature, and an inversion.
- stratus cloud, high humidity and a lifting force.
unstable air, high humidity and a lifting force.
- a mixing of two different air masses.
Chapter 15 (Thunderstorms) Page 117 It is highlighted but I said lifting agent instead of lifting force.
61. A condition when the air temperature aloft is higher than that of the lower atmosphere is generally referred to as
- a low pressure area.
- a reverse temperature condition.
- an inverse convection condition.
Chapter 2: Stability and Lapse Rates page 10.
62. Air masses that are being cooled from below are characterized by
- strong winds, cumulus cloud, good visibility.
- uniform temperature, good visibility.
- continuous rain, freezing temperature.
fog, poor visibility and layer cloud.
Chapter 8 (Air Masses) page 54
63. A front is a
- narrow zone of fog between a cyclone and an anticyclone.
- line of thunderstorms.
narrow transition zone between two air masses.
- mass of layer cloud which is very thick and which covers a wide area.
Chapter 9 (Fronts, Frontal Weather and the Life of a Low) Page 59
64. During the passage of a cold front
- warm air is compressed as cold air rides over it.
- temperature rises owing to increased pressure.
- fog will always form from the interaction of warm and cold air.
warm air is lifted as colder air pushes under it.
Chapter 9 (Fronts, Frontal Weather, and the Life of a Low Page 60
65. The following sequence of clouds is observed at an airport: cirrus, altostratus, nimbostratus. The observer should expect
- the passage of a cold front.
- anticyclonic weather.
the passage of a warm front.
- clearing skies and a decrease in temperature.
Chapter (Fronts, Frontal Weather and the Life of a Low) Page 63
66. Cloud heights in Canadian Aerodrome Forecasts (TAF) are given in
- feet ASL.
- metres AGL.
- metres ASL.
Chapter 17 Aerodrome Forecast (TAFS) Page 137
67. Failure to adjust the altimeter when flying from an area of low pressure to an area of higher pressure will result in the altimeter indicating:
- too high
- the pressure altitude.
- the true altitude.
Standby Airbus Altimeter at Flight Level 370
I didn’t address altimetry to great depth. (This is worthy of chapter) Most pilots know the adage when flying “from a high to a low, look out below.” As your flight enters lower pressure, the altimeter will depict a higher altitude. In other words, instead of a true altitude of 5000’ your altitude may be 5500’ but you as a pilot will unknowingly descend to compensate for this. The opposite happens when you fly from a low to a high. Your true altitude will descend so you will climb to compensate. Which is the better of the two.
68. The average wind applicable to a direct flight from Winnipeg (CYWG) to Brandon (CYBR) at 5,500 ft would be
- 290°M at 30 kt.
290°T at 30 kt.
- 310°M at 31 kt.
- 310°T at 31 kt.
Chapter 20 Upper Winds and Temperatures Page 158.
69. The forecast surface wind will be included in a GFA if it has a sustained speed of at least . . . . . kt.
Chapter 18: GFA (Graphic Area Forecast) Page 144
The center of the low pressure system is . . . . . between 1800Z and 0000Z.
- moving north-westerly
- moving easterly
Chapter 18 GFA Page 18
71. Refer to the Appendix: WEATHER SYNOPSIS # 100 (GFA).
This forecast covers a period of . . . . . hours and includes a . . . . . hour IFR outlook.
- 24, 12
- 24, 6
- 12, 24
Chapter 18 (GFA (Graphic Area Forecast) Page 143
72. CYYQ 071030Z 0711/0811 30010KT WS015/35030KT P6SM IC SCT250 FM072100 26010KT WS015/35030KT P6SM SCT030 SCT100 BKN250 FM080200 33015KT P6SM BKN030 BKN100 TEMPO 0802/0809 3SM -SN FM080900 34020KT 3SM BLSN OVC020 TEMPO 0809/0811 1SM -SN BLSN OVC020 RMK NXT FCST BY 081700Z=
The cloud condition at Churchhill (CYYQ) is forecast to
- remain clear.
thicken and lower.
- remain scattered until 0900Z.
- become overcast at 200 ft.
Chapter 17 TAFs
73. Refer to the Appendix: WEATHER SYNOPSIS # 100 (TAF).
The forecast visibility at Churchhill (CYYQ) between 1500Z and 2100Z is
- 15 SM in wet snow.
- 15 NM in wet snow.
- greater than 6 NM.
greater than 6 SM.
74. Refer to the Appendix: WEATHER SYNOPSIS # 100 (TAF).
CYGX 071245Z 0713/0723 VRB03KT P6SM IC SKC FM071800 26010KT P6SM SCT100 SCT250 RMK NXT FCST BY 071700Z=
Chapter 17 TAFs page 137
The Gillam (CYGX) aerodrome forecast covers a period of . . . . . hours.
75. Refer to the Appendix: WEATHER SYNOPSIS # 100 (TAF).
CYGX 071245Z 0713/0723 VRB03KT P6SM IC SKC FM071800 26010KT P6SM SCT100 SCT250 RMK NXT FCST BY 071700Z=
The Gillam (CYGX) 1800Z wind is forecast to be
260°T at 10 kt.
- 260°M at 10 kt.
- variable at 3 kt.
Chapter 17 TAFs Page 138
METAR CYPG 071500Z 34010KT 15SM FEW015 FEW250 M20/M24 A3045 RMK SC1CI1 SLP342=
TAF CYPG 071245Z 0713/0723 34015KT P6SM SCT010 SCT020 RMK NXT FCST BY 071700Z=
76. The 1500Z Portage La Prairie (CYPG) METAR indicates that the
- visibility is greater than forecast.
- ceiling is lower than forecast.
winds are weaker than forecast.
- ceiling is as forecast.
Chapter 16 METARs page 128
Chapter 17 TAFs Page 138
77. METAR CYBR 071500Z 29012KT 15SM SCT020 BKN 100 M21/M25 A3043 RMK SLP351=
The ceiling at Brandon (CYBR) at 1500Z is
- 200 ft.
- 1,000 ft.
- 2,000 ft.
Chapter 16 METARS Page 129
78. METAR CYPG 071500Z 34010KT 15SM FEW015 FEW250 M20/M24 A3045 RMK SC1CI1 SLP342=
The 1500Z temperature/dewpoint spread at Portage La Prairie (CYPG) is
Chapter 16 METARS page 130
79. METAR CYWG 071500Z 34008KT 15SM SKC M24/M28 A3043 RMK SLP332=
The altimeter setting at Winnipeg (CYWG) is
30.43 in. Hg.
- 30.43 mb.
- 933.2 in. Hg.
- 1332.0 mb.
Chapter 16 METARS Page 131
80. A METAR describes the weather
- expected at a station at a given time.
- expected at a station over a 12 hour period.
observed at a station at the time of the report.
- observed at a station during the previous day.
Chapter 16 METARs Page 127
I thought of writing a deice article for my pending contribution to Canadian Aviator and started doing TC's When in Doubt surface contamination exam. (If you are into forms, it's the TP 10643).
I must admit, whoever created this did a great job. However, the exam will take hours. One has to search many documents to find the answers. Here is my attempt to the first ten questions. There is more but you will have to buy my book. :) Honestly Canadian Aviation Weather has a great chapter on airframe icing. Just saying...
When in Doubt
1.01 Frost, ice or snow on top of deicing or anti-icing fluids
(1) is not considered as adhering to the aircraft and a take-off may be made.
(2) must be considered as adhering to the aircraft and a take-off should not be attempted.
(3) is only considered as adhering to the aircraft when Vr speeds are below 100 kt.
(4) is not considered as adhering if the aircraft has been de-iced and then anti-iced.
Reference: WID (When in Doubt) Page 52 #77 Frost, ice or snow on top of deicing or anti-icing fluids must be considered as adhering to the aircraft and take-off must not be attempted.
1.02 Where conditions are such that frost, ice or snow may reasonably be expected to adhere to the aircraft, no person shall take-off or attempt to take-off in an aircraft unless...
(1) it has been de-iced.
(2) it has been inspected immediately prior to take-off to determine whether any frost, ice or snow is adhering to any of its critical surfaces.
(3) its skin temperature is warm enough to ensure that adhering frost, ice or snow will slide off on take-off.
(4) its power and runway length are sufficient to allow acceleration to Vr plus 10% before rotation.
Reference: CARS 602.11 page 452The aircraft has been inspected immediately prior to take-off to determine whether any frost, ice or snow is adhering to any of its critical surfaces.
1.03 Prior to take-off, the PIC cannot confirm that the aircraft is "clean". Take-off
(1) may be commenced provided the maximum holdover time has not been exceeded
(2) may be commenced provided the anti-ice fluid used was of the type that prevents ice or snow from sticking to the critical surfaces.
(3) may be commenced provided the amount of frost, ice, or snow does not exceed that specified in the company operations manual.
(4) must not be attempted until confirmation is obtained that the aircraft is clean.
Reference: WID Page 14 Therefore, if the Pilot-in-Command (PIC) cannot confirm that the aircraft is ―clean, takeoff must not be attempted until confirmation is obtained that the aircraft is free of frozen contaminants. This is called the “Clean Aircraft Concept.”
4. One engine is kept running during a quick turn around in icing conditions because you are unable to restart it with existing internal or external power. When taxiing for take-off, you are advised that there is a significant amount of wet snow on the aircraft. As your operating instructions require both engines to be shut down for deicing, you should...
(1) take off but delay rotation until Vr plus 10%.
(2) take off as wet snow will slide off as the aircraft becomes airborne.
(3) taxi back to the apron, shut down the engine you are able to restart and have the critical surfaces carefully de-iced.
(4) cancel the flight until proper equipment is available or necessary repairs made.
Reference: Cancel the flight.
1.05 The only positive assurance that an aircraft is "clean" prior to take-off can be achieved by
(1) confirmation from the crew chief that the fluid used has the required holdover time.
(2) ensuring the aircraft is not subjected to excessive ground delays.
(3) close inspection by the PIC or designated flight crew member.
(4) ensuring take-off is within the applicable holdover time table.
Reference: WID P.52 #74Pre-Take-Off Contamination Inspection: As required by regulations, immediately prior to take-off, a pre-take-off inspection shall be made to determine whether frost, ice or snow is adhering to any of the aircraft critical surfaces, except where the operator has established a program in accordance with GOFR 622.11 and complies with that program. The pilot may need the assistance of qualified personnel to perform this inspection.
1.06 Who may inspect an aircraft immediately prior to take-off to determine whether any frost, ice or snow is adhering to any of its critical surfaces?
The PIC and
A. a flight crew member of the aircraft designated by the PIC to carry out the inspection.
B. the operations officer.
C. the deicing crew.
D. a person designated by the operator who has received the required surface contamination training.
E. any Aircraft Maintenance Engineer.
(4) A, D.
Reference: CARS 602.11.5 The inspection referred to in subparagraph (4)(a)(i) shall be performed by
(a) the pilot-in-command;
(b) a flight crew member of the aircraft who is designated by the pilot-in-command; or
(c) a person, other than a person referred to in paragraph (a) or (b), who (i) is designated by the operator of the aircraft, and (ii) has successfully completed training relating to ground and airborne icing operations under Subpart 4 or relating to aircraft surface contamination under Part VII.
1.07 When a crew member of an aircraft observes frost, ice or snow adhering to the wings of an aircraft before take-off, the crew member
(1) shall immediately report that observation to the PIC.
(2) need not report that observation if the aircraft has recently been de-iced.
(3) shall immediately report that observation to the designated crew member.
(4) unless designated, need not report that observation.
Reference: CARS 602.11.6 Where, before commencing take-off, a crew member of an aircraft observes that there is frost, ice or snow adhering to the wings of the aircraft, the crew member shall immediately report that observation to the pilot-in-command, and the pilot-in-command or a flight crew member designated by the pilot-in-command shall inspect the wings of the aircraft before take-off.
1.08 Before commencing take-off the PIC is advised that there is frost, ice or snow adhering to the wings of the aircraft.
(1) may take off without a further wing inspection if the aircraft has been recently de-iced.2.
(2) shall request a go/no go decision from company operations.
(3) shall request the deicing crew to inspect the wings before take-off.
(4) or another flight crew member designated by the PIC shall inspect the wings before take off.
Reference: CARS 602.11.6 (2) No person shall conduct or attempt to conduct a take-off in an aircraft that has frost, ice or snow adhering to any of its critical surfaces.
1.09 No person shall commence a flight in an aircraft
(1) unless it has been de-iced if frost, ice, or snow conditions exist.
(2) unless assured that adhering frost, ice or snow will slide off on take-off.
(3) if frost, ice, or snow is adhering to any of its critical surfaces.
(4) if frost, ice, or snow adhering to the critical surfaces cannot be removed on take-off by the aircraft deicing systems.
Reference: CARS 602.11.2 p453 (2) No person shall conduct or attempt to conduct a take-off in an aircraft that has frost, ice or snow adhering to any of its critical surfaces
1.10 An aircraft surface contamination air carrier shall provide training to crew members on the adverse effects of
(2) on initial hiring and annually.
(4) on initial hiring only.
Reference: WID p.15 #13 The CAR’s require that all personnel involved in aircraft operations shall have initial and annual recurrent critical surface contamination training to continue performing their duties. This includes all ground personnel directly participating in aircraft operations such as, deicing crews and baggage handlers. Any person observing frozen contamination on the aircraft critical surfaces shall report this immediately to the PIC.