AFM Excel 3-87 XLS 3-121

Icing conditions exist when the indicated RAT on the ground and for takeoff is +10C (+50F) or
below; the indicated RAT in flight is +10C (+50F) or below; and visible moisture in any form
is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet or ice crystals.)
Icing conditions also exist when the indicated RAT on the ground and for takeoff is +10C
(+50F) or below when operating on ramps, taxiways or runways where snow, ice, standing
water, or slush may be ingested by the engines or freeze on engine nacelles or engine sensor
probes.
OVERNIGHT
The following actions are required if aircraft will be/was exposed to below-freezing temperatures
during overnight parking.
Remove liquid stock items from aircraft and have FBO store them in a warm place.
Arrange for aircraft to be hangared (if available).
If you anticipate that aircraft de-icing may be required, you should inquire of the FBO on its
availability.
Engine inlet and exhaust covers, and pitot tube covers should be installed on ALL overnight
stops during forecast/anticipated cold/freezing weather.
Battery Temperature The Aircraft Battery must be warmed up to at least 13C
(+56F) prior to use. Proper Battery Warm-Up may require external application of heat
to warm up the battery (AFM TC-R02-09)
COLD SOAK: 2 Hours or Longer in ambient temp of -18C (0F) or colder, the cabin must be
at a minimum of 10C (50F) prior to departure.
Cold soaking is defined as an aircraft that has been exposed to temperatures below
-10C (+14F) for an extended period. (AFM Excel 3-90 XLS 3-125)
Do not set parking brake if anticipated cold soak temperature is -15C (+5F) or below.
If the W/S TEMP annunciator(s) do not test after cold soak, repeat the test after cockpit has
warmed up. Test must be accomplished prior to flight. (AFM Excel 3-71 XLS 3-90)

TEMPERATURE LIMITATIONS
TAKEOFF: Max ISA +39C
Min -54C
-40C (-40F) Minimum Ambient Temp for Ground Starting

DE-ICE BOOTS
A/S 150 KIAS -35 C
A/S < 150 KIAS -40 C
Tail De-Ice Auto: 6 Seconds ON
6 Seconds OFF
6 Seconds ON
3 Minutes OFF
Engine RPMs greater than 60% N2 is normally required to develop enough bleed air
pressure (service air) to adequately inflate the boots.
Failure of the deice boots to activate properly is annunciated by an amber TL DEICE
FAIL L or R advisory light on the annunciator panel which illuminates when tail deice
pressure is not sequenced correctly to either deice boot. If the switch is placed in MANUAL
during a cycle of automatic operation, MANUAL will override the AUTO function and all the
tubes will simultaneously inflate. During MANUAL operations, the TL DEICE FAIL L or R
annunciator is disabled.
NOTE
Airflow perturbations during manual boot cycle or during AUTO boot cycle with significant ice
on the stabilizer may cause a minor pitch bump. If icing conditions are anticipated after takeoff,
operation of the tail deice system should be functionally checked prior to takeoff. The pilot
should also check the system for proper operation prior to entering areas in which icing may be
encountered.
AFM Excel 3-88 XLS

ENGINE START PREPARTATION AFM Excel 3-90.A XLS 3-125

During pre-flight, ensure the engine fan turns freely.
If a start is attempted and starter will not motor to 8% N2 minimum, terminate the start. Battery
voltage below 11 volts AFTER the start button is pressed indicates potential for an unsuccessful
start.
Abort start if no indication of N1 rotation by 25% N2.
Engine preheat should not be required for engine oil temperatures down to -40C (-40F).
However, minor engine oil leaks may occur after start at extremely cold temperatures if the
engines have not been preheated. Any leak should stop once the oil seals have warmed up. Any
visible oil leak must stop prior to flight.

AFTER ENGINE START

Avionics may require a warm up period of 30 minutes or longer after cold soak.
All avionics must be operating properly before flight as indicated by the following:
- RAT indication stable and correct.
- Standby Flight Display aligned and indicating correctly.
- PFDs and MFD, including air data displays, indicating correctly.
- FMS, CDUs and Radio Management Units (RMUs) indicating and operating
correctly with no visible waviness or distortion.
- Audio reception is available on all applicable avionics.
WATER/SLUSH OPERATION AFM Excel 3-90A XLS 3-126
The airplane should not be operated when standing water/slush depths exceed 0.75
inch. If the 0.75 inch depth is inadvertently exceeded, compressor surges (bangs) may
result.
OXYGEN MASKS
AFM Excel 2-18.2 / 3-90.3 / 3-85 / 3-90

XLS 2-23 / 3-107 / 3-125 /3-122

If the cockpit will be exposed to temperatures of 0C (32F) for 2 hours or longer, the
Crew Oxygen Masks should be removed. (AFM Excel 3-90A XLS 3-126)
When the aircraft has been exposed to prolonged (two hours or longer) ground temperatures
below -10 C (+14 F), to ensure deployment of passenger oxygen masks, the cabin must be
warmed to at least +10 C (+50 F) before flight above FL250.

GROUND OPERATIONS - TAXI

Limit ground operation of pitot/static heat to two minutes to preclude damage to the pitot tubes
and angle-of-attack vane. (AFM Excel 3-74.1 XLS 3-122)
During sustained ground operations in freezing precipitation the engines should be operated
for 15 seconds out of every 4 minutes at 60% N2 or above to preclude ice forming on engine
probes or internal components. (AFM Excel 3-87 XLS 3-122)
It may require up to two minutes to extinguish the Wing Anti-Ice L/R annunciators set at
approx. 70% N2. (4 min. 45 sec. max)
If ambient temperature is approximately +15C (+59F) or warmer, the ENG ANTI-ICE L/R
annunciators may not illuminate when anti-ice is selected ON. To ensure that bleed air is flowing
to the engine inlet, the crew should observe a momentary small decrease in N2 when ENGINE
ON is selected. (AFM Excel 3-87 XLS 3-122)
ENGINE AND WING ANTI-ICE SYSTEM AFM Excel 3-87 XLS 3-122
Bleed air flows continuously through the fan spinner whether the anti-ice system is activated
or not. When the wing/engine anti-ice switches (one for each engine) are positioned to ENGINE
ON, bleed air flows through the applicable engine inlet and engine stators. When the
wing/engine anti-ice switches are positioned to WING/ENGINE ON, bleed air flows to the
wing leading edges in addition to the engine inlet ring. If sufficient bleed air flow is not
available to maintain the proper wing temperature, the wing anti-ice annunciator will illuminate.
The light may be extinguished by increasing engine RPM.

 When operating at or above Maximum Continuous Thrust, and RAT is approximately 0C

(+32F) or warmer, selection of WING/ENGINE anti-ice ON may cause a momentary amber
BLD AIR O'HEAT annunciation and illumination of Master Caution. This situation is not hazardous
and will correct itself within a few seconds.
It may require up to two minutes to extinguish the Wing Anti-Ice L/R annunciators set at
approx. 70% N2. (4 min. 45 sec. max)
Operation of the system may be checked by observing engine ITT rise when the
wing/engine anti-ice switches are turned on. If the check is made on the ground, it may require
up to two minutes to extinguish the wing anti-ice light with N1 set at approximately 70%.
Maximum engine power setting values are reduced when using anti-ice, as shown in Section IV.
Loss of electrical power to the valve supplying flow to the inlets results in the anti-ice valves
opening; thus, assuring anti-ice capability. The WING XFLOW switch is designed to provide
wing anti-ice protection to both wings in the event of an inoperative engine. WING XFLOW
position disables the selected engine inlet temperature and stator valve inputs to the anti-ice
failure annunciators.
CAUTION
DURING SUSTAINED GROUND OPERATIONS IN FREEZING PRECIPITATION, IF THE
ENGINES ARE OPERATED AT IDLE, ICE MAY FORM ON ENGINE PROBES AND
INTERNAL COMPONENTS. THIS MAY CAUSE ENGINE VIBRATION AND
ERRONEOUS RAT INDICATIONS. BY INCREASING THE ENGINE SPEED TO 60% N2
OR HIGHER, THE ENGINE VIBRATION WILL BE ELIMINATED AND THE RAT
INDICATION WILL READ CORRECTLY. THE PILOT SHOULD ACCOMPLISH THIS
PROCEDURE PRIOR TO READING RAT TO COMPUTE TAKEOFF N1 SETTINGS.
(AFM Excel 3-88 XLS 3-123)

PRE-TAKEOFF CONTAMINATION CHECK

Pre-Takeoff Contamination Check Accomplish this check within 5 min. of starting takeoff roll
when operating in ground icing conditions.
Perform the inspection from inside or outside the cabin to determine whether any adhering
contamination exists on clearly visible representative aircraft surfaces. For best visibility at night,
dim interior lights and switch ON all available wing inspection lights or use a flashlight.
Representative surfaces must include at least one section of unheated wing leading edge. When
both wings are confirmed to be free of contaminants, they may be considered representative of
all aircraft surfaces, including those not visible from the cockpit or cabin.
The check/procedure shall ensure the wings, control surfaces, engine inlets, and other critical
surfaces are free of frost, ice, or snow.

A pre-takeoff check will be accomplished by the PIC during taxi-out any time:
(a) Ground icing conditions exist
(b) Aircraft has been de-iced/anti-iced
(c) HOT has been established
When the HOT has been exceeded or when there is any doubt by the Captain concerning the
airworthiness of the aircraft, takeoff should not be made until a pre-takeoff contamination check
of the aircraft is accomplished.
BRAKES After takeoff, delay gear retraction in [within AFM limitations] to enable airflow to
blow off slush and water accumulations, provided obstacle clearance requirements are met in
case of engine failure. Otherwise, cycle the gear at an airspeed below maximum gear operating
airspeed when obstacle clearance is no longer an issue.
If the airplane was stored in a hanger to defrost, water may have collected in the brake
components and can freeze in flight. Frozen brakes may not allow the tires to rotate after landing
and a blown tire may result.
If the aircraft is to be left outside in cold climate with wet brakes, it is recommended to rinse
the brake stack outer perimeter with denatured/anhydrous isopropyl alcohol and with the parking
brake off. Alcohol may be applied before or after flight when the brakes are cool enough to
touch but not below freezing. (AFM XLS 3-127)
AIRCRAFT PERFORMANCE Contaminated Runway A runway is contaminated when
more than 25% of the required runway length, within the width being used, is covered by:
Standing water or slush deeper than1/8in. or
Accumulation of snow or ice.
If the section of the runway surface that is covered with standing water or slush is located where
rotation and liftoff will occur, or during the high speed part of the takeoff roll, the retardation
effect will be far more significant than if it were encountered early in the takeoff while at low
speed. In this situation, the runway might better be considered contaminated rather than wet.