Photo credit: AdobeStock and video credit: James Albright

An old truism for driving on snow and ice holds true for aircraft: there is no prize for coming in first, only big penalties for those who don’t complete the race. (And it isn’t a race!) Taxi slowly on the straight runs and even slower when turns are involved. If you taxi on a contaminated surface faster than you can walk, you are probably going too fast.

Short story: When I first moved to Hanscom Field, Bedford, Massachusetts [KBED], a number of “small iron” operators moved up to the Challenger 604. The wise operators imported at least a pilot or two already well versed in the larger iron, a few did not. As the story goes, one of the aircraft ended up clipping a wingtip into a hangar because, “the (insert your own adjective here) thing wouldn’t stop.” The pilots were used to the “power on, power off” capability of their turboprop aircraft but unused to the idle thrust of the Challenger’s jet engines, especially at cold temperatures. When it comes to just about everything on a contaminated ramp, too slow is better than too fast.

Photo credit: AdobeStock and video: James Albright

Most aircraft require steps before de-icing that will make takeoff and climb out difficult or impossible if not reversed after de-icing. You may need to seal off the fuselage by closing outflow valves and engine bleed valves. You might need to turn off Pressurization and Air Conditioning Kits (PACKs). You might need to retract the flaps or not extend them in the first place. Whatever it is you did or didn’t do, you will probably need to undo what you did, and do what you didn’t do. Delaying the normal taxi checklist might work, or you might need a new checklist for this situation. Don't forget that on landing, even on a dry runway, you may have things to do because of the mess you taxied through on takeoff. In the GVII, for example, you must cycle the parking brake three times prior to landing.

Short story: When I was based at Houston Intercontinental Airport in Texas (KIAH), we were not well versed on cold weather operations. Having the aircraft de-iced caused most of us to dive into the airplane flight manual and to call the airport’s operations office to learn how it was done by those who did this regularly. But two of our pilots neglected both steps. When it came time to de-ice, they argued: Should the APU be running? Should the engines be operating? Should the air conditioning system be turned off? (My answers: No, Yes, Yes. Their agreed upon answers: Yes, No, Yes.) They took off with the pressurization system off, became confused when the master caution light and “Cabin Alt” message illuminated at 10,000 ft. In another minute or so the passenger oxygen masks dropped just as they figured out the PACKs had been left off, thereby inducting both into our local pilot hall of shame.

Photo and video credit: James Albright

It has become fashionable to brief only the threats to takeoff. If dealing with an airplane dripping with anti-icing fluid or about to takeoff in the snow isn’t a threat, what is? Some pilots like to complete all briefings, including the takeoff briefing, prior to engine start. No matter your practice, it would be a good idea to cover the unusual things about taking off into the snow or following de-icing, just before takeoff. Short story: I’ve been using pretty much the same de-icing/anti-icing and contaminated runway takeoff procedures for a few decades now. That kind of history breeds complacency. Even worse, however, is that when procedures change we (and by that I mean me) have a tendency to revert to how we’ve always done it. Every aircraft I’ve flown prior to my current aircraft, the Gulfstream GVII, had a limitation telling us not to turn on wing anti-ice prior to applying takeoff thrust if the wings are coated in Type IV anti-icing fluid. The GVII is just the opposite. Not only are we required to turn on wing anti-ice, we have to have it on for at least four minutes, we have to verify the wings have come up to temperature, and we have a twenty-minute limit for total time with the wing anti-ice on before the wings have to be cleaned off. The procedure is so radically different that we make a big deal of it. I just hope we continue to do that until it becomes ingrained into our subconscious like the old procedure was.

Photo credit: AdobeStock and video credit: James Albright

We often strive to make every takeoff the same, just as we try to do the same for every landing. This type of consistency helps us keep things safe under most circumstances. But things may be different on a snow-covered runway or glycol covered airplane. Hold the brakes until power is set or gradually add thrust and let the airplane roll? Full, rated thrust only to improve balanced field numbers, or reduced thrust to improve directional control? Speaking of directional control: rudder only, or tiller only until the rudder is effective? Retract the gear normally or leave it down for a while longer? On the numbers, or add some just in case? You need to know what your manufacturer recommends, or if those recommendations have changed. It has become fashionable to brief only the threats to takeoff. If dealing with an airplane dripping with anti-icing fluid or about to takeoff in the snow isn’t a threat, what is? Some pilots like to complete all briefings, including the takeoff briefing, prior to engine start. No matter your practice, it would be a good idea to cover the unusual things about taking off into the snow or following de-icing, just before takeoff.

Photo credit: AdobeStock

Short story: I’ve been using pretty much the same de-icing/anti-icing and contaminated runway takeoff procedures for a few decades now. That kind of history breeds complacency. Even worse, however, is that when procedures change we (and by that I mean me) have a tendency to revert to how we’ve always done it. Every aircraft I’ve flown prior to my current aircraft, the Gulfstream GVII, had a limitation telling us not to turn on wing anti-ice prior to applying takeoff thrust if the wings are coated in Type IV anti-icing fluid. The GVII is just the opposite. Not only are we required to turn on wing anti-ice, we have to have it on for at least four minutes, we have to verify the wings have come up to temperature, and we have a twenty-minute limit for total time with the wing anti-ice on before the wings have to be cleaned off. The procedure is so radically different that we make a big deal of it. I just hope we continue to do that until it becomes ingrained into our subconscious like the old procedure was.

Photo credit: James Albright

If I’ve left you with the distinct feeling that there is no one-size-fits-all checklist for departures in snow, then my job is done. Some manufacturers leave you no choice but to come up with a “checklist checklist.” That is one that has you pull out other checklists and bounce from one to another. This used to be an industry accepted practice, leaving hapless copilots with several checklists bookmarked with fingers as the referred to lists grew, yet decreased as they were completed. How do you do that with an iPad? It may be in your best interest to write your own checklist. However you complete this, you need to consider what goes in that checklist before the first snowflake falls in anger. (To coin a phrase from my military past.)