Page 587 - UK Air Operations Regulations 201121

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~ Regulation NCC - ANNEX VI - Non-Commercial Complex Operations Centrik

destination aerodrome if the latest available meteorological information indicates that, at
the estimated time of arrival, the weather conditions at the destination or at least one
destination alternate aerodrome are at or above the applicable aerodrome operating
minima.
(c) If a flight contains VFR and IFR segments, the meteorological information referred to in (a)
and (b) shall be applicable as far as relevant.
NCC.OP.180 AMC1 Meteorological conditions
EVALUATION OF METEOROLOGICAL CONDITIONS
Pilots should carefully evaluate the available meteorological information relevant to the proposed flight,
such as applicable surface observations, winds and temperatures aloft, terminal and area forecasts,
air meteorological information reports (AIRMETs), significant meteorological information (SIGMET)
and pilot reports. The ultimate decision whether, when, and where to make the flight rests with the
pilot-in- command. Pilots should continue to re-evaluate changing weather conditions.
NCC.OP.180 GM1 Meteorological conditions
CONTINUATION OF A FLIGHT
In the case of in-flight re-planning, continuation of a flight refers to the point from which a revised flight
plan applies.
NCC.OP.185 Ice and other contaminants — ground procedures
(a) The operator shall establish procedures to be followed when ground de-icing and anti-
icing and related inspections of the aircraft are necessary to allow the safe operation of
the aircraft.
(b) The pilot-in-command shall only commence take-off if the aircraft is clear of any deposit
that might adversely affect the performance or controllability of the aircraft, except as
permitted under the procedures referred to in (a) and in accordance with the AFM.
NCC.OP.185 GM1 Ice and other contaminants — ground procedures
TERMINOLOGY
Terms used in the context of de-icing/anti-icing have the meaning defined in the following
subparagraphs.
(a) ‘Anti-icing fluid’ includes, but is not limited to, the following:
(1) Type I fluid if heated to min 60 °C at the nozzle;
(2) mixture of water and Type I fluid if heated to min 60 °C at the nozzle;
(3) Type II fluid;
(4) mixture of water and Type II fluid;
(5) Type III fluid;
(6) mixture of water and Type III fluid;
(7) Type IV fluid;
(8) mixture of water and Type IV fluid.
On uncontaminated aircraft surfaces Type II, III and IV antiicing fluids are normally applied
unheated.
(b) ‘Clear ice’: a coating of ice, generally clear and smooth, but with some air pockets. It
forms on exposed objects, the temperatures of which are at, below or slightly above the
freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops.
(c) ‘Conditions conducive to aircraft icing on the ground’ (e.g. freezing fog, freezing
precipitation, frost, rain or high humidity (on cold soaked wings), snow or mixed rain and
snow).
(d) ‘Contamination’, in this context, is understood as being all forms of frozen or semi-frozen
moisture, such as frost, snow, slush or ice.
(e) ‘Contamination check’: a check of aircraft for contamination to establish the need for de-
icing.
(f) ‘De-icing fluid’: such fluid includes, but is not limited to, the following:
(1) heated water;
(2) Type I fluid;
(3) mixture of water and Type I fluid;
(4) Type II fluid;
(5) mixture of water and Type II fluid;
(6) Type III fluid;
(7) mixture of water and Type III fluid;
(8) Type IV fluid;
(9) mixture of water and Type IV fluid.
Deicing fluid is normally applied heated to ensure maximum efficiency.
(g) ‘De-icing/anti-icing’: this is the combination of de-icing and anti-icing performed in either
one or two steps.
(h) ‘Ground ice detection system (GIDS)’: system used during aircraft ground operations to
inform the personnel involved in the operation and/or the flight crew about the presence of
frost, ice, snow or slush on the aircraft surfaces.
(i) ‘Lowest operational use temperature (LOUT)’: the lowest temperature at which a fluid has
been tested and certified as acceptable in accordance with the appropriate aerodynamic
acceptance test whilst still maintaining a freezing point buffer of not less than:
(1) 10 °C for a Type I de-icing/anti-icing fluid; or
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