... As experienced by SAS
 

 A TYPICAL AIRPORT IN THE NORTH AREA HAS:
· Short runways (The shortest is 1600 mts).
· Steep approaches.
· Some approaches are nonprecision and/or circling.
· Poor and unpredictable weather.
· Slippery runways with snow and ice for 5-6 months.

SPECIAL WEATHER PROBLEMS TO BE OBSERVED
· The weather is either beautiful or horrible.
· When horrible, it changes frequently.
· The snow and rain showers creates poor visibility.
· The runway conditions change constantly.
· High moisture content with lots of engine and airfoil icing.

CUMULUS “GRANITUS” HIDDEN IN THE CLOUDS
· Most of the approaches are flown with mountains close by.
· GPWS and general altitude awareness is necessary.
· A special simulator check out and route with a supervisor is required.

BASIC REQUIREMENTS
· The aircraft is to be free from deposits (except a bit of frost under the wings)
Two main techniques are used:
1. Preventive Anti-icing (Type II fluid) shortly after parking.
2. Conventional De-icing.
· The aircraft will be checked for clear ice before departure (temp below +15 deg. C).

DEPARTURE CHECK
· The aircraft is to be checked to be free from ICE, FROST and SNOW. The findings shall be reported to the PiC.
· If “Preventive anti-icing” is used, the PiC will be informed.
· If measured, the upper wing skin temperature will also be reported.
· Departure Check is performed by ground crew just before Blocks Off.

DE - ICING CHECK
The AUTHORIZED PERSON releasing the aircraft after de/anti icing, shall issue a verbal report to the PiC stating:
a. Fluid Type (I or II).
b. Type II concentration.
c. Time when treatment of the aircraft was initiated.
d. Extent of treatment.
e. DC-9 and MD-80 without wing heaters: Clear ice check performed.

CLEAR ICE CHECK
To be performed at every Departure Check except:
a) MD-80 with operative wing heaters.
b) OAT above + 15 C and no underwing frost.
c) No Clear Ice Check required at the De-icing check when:
- Preventive anti-icing performed and
- No clear Ice found at the Departure Check.

PRE TAKEOFF CHECK
· Performed within 2 minutes before departure when:
- Ice, frost or snow might have accumulated on the aircraft.
· The Pre Takeoff Check is:
- A mental review of anti-icing treatment and HOT
- Precipitation type and rate since anti-icing
- Temperature and dew point relationship
- Met conditions, jet blats etc ...

IF IN DOUBT RETURN TO THE RAMP

FLYING DURING WINTER OPERATIONS
· Is regarded as a popular challenge among most pilots.
· Some of the most difficult routes in North Norway are satisfying to fly.
· North Norway and South Swedish winter operations are NIGHT OPERATIONS, day as well as night.
· You quickly learn to “time the showers”.
· Altitudes are corrected for Wind and Temperature (also valid for summer operations).
· You get very suspicious.

BRAKING ACTION, CONTAMINATION AND V1
· Braking action is measured by the SAAB Friction tester.
· Braking action looked upon with suspicion.
· Snow and ice, in combination with water, is treacherous. Braking action regarded as POOR when OAT is close to Freezing Point and more than 50% of the runway covered by deposits.
· Pilot reports are used as guidelines only.
· Takeoff and landing the AVERAGE BA for 2/3 of runway is used.
· The LOWEST BA is used for X-wind calculation.
 LANDINGS
· A stabilized approach is a requirement. If unstabilized, make a go-around.
· IAS to be corrected for wind and gusts. The corrected IAS must be flown accurately.
· At 30 feet AGL the throttles are to be closed slowly.
· The aircraft nose is to be raised 1-2 degrees slowly.
· At touchdown (impact ?¡?):
- Reverse 1.6 - 1.8 (DC-9)
- Wheel brakes full down or as required (MAX).
· At taxi speed: Regain normal heart beat and breath rate.

FAMOUS REMARKS
· “When flying during real winter operations in North Norway, you trust in God and Pratt and Whitney only!!!!!!”
· “You sure as H..... don’t waste money on concrete in this country!!!!!!!!ª