Recommendations for De-Icing / Anti-Icing of Aircraft on the Ground

23rd Edition September 2008

September 2008

RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND – 23rd EDITION

AEA DE-ICING / ANTI-ICING WORKING GROUP
The AEA De-icing/Anti-icing Working Group consists of dedicated member airline specialists in the de-icing/anti-icing field.

MISSION STATEMENT
The AEA De-icing/Anti-icing Working Group is the European focal point for the continuous development of safe, economical and environmentally friendly standards and procedures for the deicing/anti-icing of aircraft on the ground in conjunction with related international standards organizations.

TERMS OF REFERENCE
Promote and develop safe practices, effective procedures and improved technology related to aircraft ground operations in winter conditions to ensure the highest possible levels of safety for passengers, flight crew and ground personnel. Develop a set of commonly agreed recommended practices and procedures for the de-icing/antiicing of aircraft on the ground, to reflect current industry best practice. Publish these recommendations as the document ‘AEA Recommendations for De-Icing / Anti-Icing of Aircraft on the Ground’. Update the document ‘AEA Recommendations for De-Icing / Anti-Icing of Aircraft on the Ground’, as required, to ensure continued compliance with all relevant standards and regulatory requirements, and to ensure that it continues to reflect current industry best practice. Develop standards and specifications related to the de-icing/anti-icing of aircraft on the ground in conjunction with international standards organizations. Prepare training material for aircraft ground de-icing/anti-icing purposes. Harmonize with other organisations in the aircraft ground de-icing/anti-icing field (for example SAE, ISO, IATA, ICAO and regulatory authorities). Assess the environmental impact of processes and materials used for aircraft ground de-icing/antiicing, and promote measures to reduce the overall environmental impact of aircraft ground operations in winter conditions.

RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23, September 2008 Available at www.aea.be

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September 2008

RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND 23rd EDITION This document has been prepared by the AEA’s De-icing/Anti-icing Working Group with the following member airlines: Adria Airways Air France(Secretary) Austrian Airlines bmi British Airways Finnair KLM Lufthansa SAS Swiss International Air Lines Virgin Atlantic (no chairman is assigned as the Working Group has a rotating chairmanship) and has been approved by the AEA’s Technical & Operations Committee (TOC).
This document has been drafted according to the best knowledge of the authors on the standard procedures for de-icing/anti-icing of commercial transport aeroplanes. However, it reflects general recommendations only and local airworthiness agencies’ rulemaking and guidance as well as airframe manufacturers’ manuals must always be followed. As individual icing situations or aircraft types/models may require special procedures, this document can never replace the responsibility of the aircraft operator’s judgement. The responsibility for the correct de-icing/anti-icing of aeroplanes always stays with the operator of the aeroplane. Although great care has been taken, errors or misprints can occur for which neither the authors nor the AEA can be held liable. This is an AEA document that contains recommendations developed for the internal use of AEA member airlines in the first place. It may be amended at any time without prior indication. The AEA does not accept liability for any damage, personal injury, death or any other negative effect that may result from the use of the information contained in this document as a whole or parts thereof. Anybody or any organisation using this document and the information contained therein does so at its own risk and responsibility and must check, among other things, for last update available. If the document is used, the source (AEA) has to be quoted and the document as a whole has to be considered. Where the words “he”, “his” or “him” appear in this document, or any other words indicating the male gender alone, they shall also mean the female gender. AEA reserves the right to use this document for commercial purposes to itself and AEA member airlines. Any person who does any unauthorised act in relation to this document or any part of it, may be liable to legal prosecution. Any questions or comments may be sent to: Araceli Cal Manager, Technical & Operations Association of European Airlines Email: araceli.cal@aea.be
RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23, September 2008 Available at www.aea.be

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AEA RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND
TABLE OF CONTENTS 1. 2. 2.1 2.2 2.3 3. 3.1 3.2 3.3 3.4. 3.5. 3.6. 3.7. 3.8. 3.9. 3.10 3.11 3.12 3.13 3.14 3.15 4. 5. 6. 6.1. 6.2. 6.3 7. 7.1. 7.2. 7.3. 7.4. 7.5. 7.6. 8. 8.1. 8.2. 8.3. 8.4. 8.5. 9. Introduction References SAE documents ISO documents AEA documents Aircraft de-icing/anti-icing methods with fluids Scope References Definitions Abbreviations General Staff training and qualification Fluid handling Contamination Check Procedures General aircraft requirements after de-icing/anti-icing Post de-icing/anti-icing check Pre-takeoff Check Pre-takeoff Contamination Check Communication Procedures Holdover time Aircraft de-icing methods with infrared technology Aircraft de-icing methods with forced air technology Quality Assurance Programme Station quality assurance programme for aircraft de-icing/anti-icing operations. Fluid Sampling Procedure for Type II, Type III, or Type IV Fluids Checking Procedure for Aircraft De-icing/Anti-icing Fluids Local Frost Prevention in Cold Soaked Wing Areas Introduction Definitions Procedure Limits and Precautions Final check Flight Crew Information Off-gate de-icing/anti-icing procedures Communications Taxi guidance General instructions Responsibilities Terminology Standardised training 4 5 5 5 5 5 5 6 6 8 8 8 9 10 10 17 18 18 18 18 20 27 27 27 27 36 37 39 39 40 40 40 40 40 40 40 41 41 41 41 42

RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23, September 2008 Available at www.aea.be

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Introduction This edition 23 completely replaces all previous editions. clarification of the Commanders responsibility to monitor the weather conditions following de-icing/anti-icing and assess whether any untreated surfaces may have subsequently become contaminated (para 3.11). 3.20).8). III or IV fluid/water mix having a freezing point above OAT. Besides some smaller and editorial changes. • • • • • • • • • • • RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.4 deleted as the requirements are adequately covered in 3. See also www. clarification that when the first step in a two step operation is performed with a type II. clarification of the communication procedures required between ground and flight deck (para 3. clarification of the surfaces to be treated during anti-icing (para 3.2 (para 3. 3.14. September 2008 Available at www.14). clarification of the surfaces that require checking during the Post De-icing/Antiicing Check (para 3.aea.11.be Page 4 of 42 .2. last sentence of 3.11 and 3.14.12).4).4).1.14.8. clarification of fluid acceptance checks required at delivery (para 6.aea.14. clarification that the parts of the aircraft identified as requiring treatment during the Contamination Check shall be specified in the request for de-icing/anti-icing (para 3. the main changes in this year’s update are.9. • • definition of radiational cooling added (para 3.3).3. clarification of the possible effect of radiational cooling under active frost conditions (Tables 4 and 6). the temperature at the nozzle shall be at least 60°C (Table 2).3. clarification of the requirements for using Type III fluids below –10°C (14°F) (Table 2).be for Frequently Asked Questions and for the document "Training Recommendations and Background Information for De-Icing /Anti-Icing of Aircraft on the Ground".2). clarification that ‘type specific’ special checks are not covered by the Contamination Check and must be addressed separately by aircraft operators (para’s 3. The AEA recommendations for de-icing/anti-icing of aircraft on the ground have been established by the AEA De-icing/Anti-icing Working Group. increase in holdover time for Type IV fluids in two cells in Table 6.

ice or snow deposits. Type II fluid refers to ISO type II per ISO 11078 as well as SAE type II per AMS 1428.self-propelled. II. large capacity. This does not specify requirements for particular aircraft types. Aircraft deicing/anti-icing methods. AIR 9968.Ground-based de-icing/anti-icing methods with fluids ISO 11077:1993. www. IV.be Training Recommendations and Background Information for De-Icing /Anti-Icing of Aircraft on the Ground 3. Aircraft . Frost. 400 Common Wealth Drive. this always refer to the latest version of the applicable ISO and SAE fluid types. non newtonian. Type III and type IV fluid only refers to SAE type III and type IV respectively per AMS 1428.aea. References Wherever in this document fluid types I. See also www. ARP 4737. SAE type I.9.) 2. PA 15096-0001.sae. September 2008 Available at www. procedures or methods supplement the information contained in this document. are effectively removed by the application of the procedures specified in this document. Viscosity Test Of Thickened De-icing/Anti-icing Fluid ARD 50102.org AMS 1424. CH-1211. III and IV. (For example: type I fluid refers to ISO type I per ISO 11075 as well as SAE type I per AMS 1424. ISO types II. III. Genève 20. ISO type I. USA. Message Boards (Deicing Facilities) 2.2 ISO documents Copies of the ISO documents are available from: International Organization for Standardization.1 Aircraft de-icing/anti-icing methods with fluids Scope This section of the document establishes the minimum requirements for ground-based aircraft deicing/anti-icing methods with fluids and procedures to facilitate the safe operation of transport aircraft during icing conditions (see also 3.ch ISO 11075:2007.De-icing/anti-icing fluids. Case Postale 56.1 SAE documents Copies of the SAE publications are available from: SAE. ISO 11078:2007. ARP 1971.3.De-icing/anti-icing fluids. or IV are indicated.2). Aircraft . NOTE: Particular airline or aircraft manufacturers published manuals. Aircraft . Training Program Guidelines For De-icing/Anti-Icing Of Aircraft On The Ground. Aircraft deicing vehicle .be Page 5 of 42 . (pseudoplastic). aircraft deicing/anti-icing. 3. Aerospace . RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. III. See also www. Warrendale. Fluid. ISO 11076:2006. which can seriously affect the aerodynamic performance and/or controllability of an aircraft.aea.Functional requirements.Self-propelled de-icing/anti-icing vehicles . 2. ARP 5149.iso. aircraft.3 AEA documents The documents are accessible via internet.2. Deicing/anti-icing fluid. SAE types II. Switzerland. AMS 1428. Forced Air Or Forced Air/Fluid Equipment For Removal Of Frozen Contaminants AS5635.

9 3. snow.3.3. c) mixture of water and type I fluid.3 3.4 3. b) mixture of water and type I fluid.3.10 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. cold-soak effect: The wings of aircraft are said to be “cold-soaked” when they contain very cold fuel as a result of having just landed after a flight at high altitude or from having been re-fuelled with very cold fuel. Even in ambient temperatures between -2°C and +15°C. The following factors contribute to cold-soaking: temperature and quantity of fuel in fuel cells. b) type I fluid. ice. de-icing fluid: a) heated water.3.2 3. 3.2 References Refer to section 2. temperature of re-fuelled fuel and time since re-fuelling.7 3.be Page 6 of 42 .8 3. check: An examination of an item against a relevant standard by a trained and qualified person. It may be performed in one or two steps.3. type III.1 3. e) mixture of water and type II. clear icing may occur. Clear ice is very difficult to be detected visually and may break loose during or after takeoff. or type IV fluid.6 3. or type IV fluid. Whenever precipitation falls on a cold-soaked aircraft when on the ground. Active frost occurs when aircraft surface temperature is: . de-icing/anti-icing: Combination of the procedures 'de-icing' and 'anti-icing'. type III fluid. slush or snow is removed from an aircraft in order to provide clean surfaces. the following definitions apply.3.3 3. active frost: Active frost is a condition when frost is forming. type III. c) type II fluid.3.3. ice or slush. d) type II. Definitions For the purposes of this document.3. contamination: contamination in this document is understood as all forms of frozen or semi-frozen moisture such as frost. type and location of fuel cells. or type IV fluid.at or below 0 ºC (32°F) and .aea.3. d) mixture of water and type II fluid. September 2008 Available at www.at or below dew point anti-icing: Precautionary procedure which provides protection against the formation of frost or ice and accumulation of snow or slush on treated surfaces of the aircraft for a limited period of time (holdover time). NOTE: Fluids mentioned in a) and b) must be heated to ensure a temperature of 60 °C minimum at the nozzle. NOTE: De-icing fluid is normally applied heated in order to assure maximum efficiency. ice or frost can form in the presence of visible moisture or high humidity if the aircraft structure remains at 0°C or below.5 3. or type IV fluid. anti-icing fluid: a) type I fluid. de-icing: Procedure by which frost.3. type III fluid. contamination check: check of aircraft surfaces for contamination to establish the need for de-icing. length of time at high altitude flights.

) or less.aea.3. either in the form of drops of more than 0.5 mm (0. either in the form of drops of more than 0.02 inch) or smaller drops which.15.10 inch/hour) or 25 grams/dm /hour with a maximum of 0. and which have a diameter of 5 mm (0.5 mm/hour (0.10 inch/hour) or 25 grams/dm /hour. moderate and heavy freezing rain: Precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects.19 3. rain or high humidity (on cold soaked wing): Water.16 3.15 3.2 to >2. ice pellets: Precipitation of transparent (grains of ice).2 in. lowest operational use temperature (LOUT): The lowest operational use temperature (LOUT) is the higher (warmer) of a) The lowest temperature at which the fluid meets the aerodynamic acceptance test (according to AS5900) for a given type (high speed or low speed) of aircraft or b) The freezing point of the fluid plus the freezing point buffer of 10°C for Type I fluid and 7°C for Type II.25 mm (0.13 3.3. frost/hoar frost: Ice crystals that form from ice saturated air at temperatures below 0°C (32°F) by direct sublimation on the ground or other exposed objects. The pellets of ice usually bounce when hitting hard ground. however. On a typical calm clear night aircraft surfaces emit longwave radiation. under weather conditions as specified in section 3. III or IV fluids. there is no solar radiation (shortwave) coming in at night and this longwave emission will represent a constant net energy loss.21 3.be Page 7 of 42 . rain and snow: Precipitation in the form of a mixture of rain and snow.14 3. when the temperature of the aircraft wing surface is at or below 0°C (32°F). due to an excess of emitted radiation over absorbed radiation. visible moisture or humidity forming ice or frost on the wing surface. light freezing rain: Precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects.3.01 inch) in 6 minutes. Measured intensity of liquid water particles is more than 2 2. generally reducing the horizontal visibility at the earth's surface to less than 1 km (5/8 mile). or translucent (small hail) pellets of ice. radiational cooling: A process by which temperature decreases. Under these conditions the aircraft surface temperatures may be up to 4°C or more below that of the surrounding air. are widely separated.0 in.3. holdover time: Estimated time for which an anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of an aircraft. in contrast to drizzle.3. hail: Precipitation of small balls or pieces of ice with a diameter ranging from 5 to >50 mm (0.5 2 mm/hour (0.17 3. are widely separated. Measured intensity of liquid water particles is up to 2.3. which are spherical or irregular.3.5 mm (0. freezing fog: A suspension of numerous minute water droplets which freezes upon impact with ground or other exposed objects.3.11 freezing drizzle: Fairly uniform precipitation composed exclusively of fine drops (diameter less than 0.3.22 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.) falling either separately or agglomerated.20 3.3. September 2008 Available at www. For applicable values refer to the fluid manufacturer’s documentation.02 in)) very close together which freezes upon impact with the ground or other exposed objects.18 3. in contrast to drizzle.5 mm (0.3.02 inch) or smaller drops which.3. 3.3.12 3.

04 in. windshield or power plant installation or on airspeed.3. ice. 3. practical training with the de-icing/anti-icing equipment shall be included.6. rate of climb or flight altitude instrument systems. slush and fluids on aircraft performance.6.2 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. Staff training and qualification De-icing/anti-icing procedures must be carried out exclusively by personnel trained and qualified on this subject.1 3. September 2008 Available at www. Training for crews Both initial and annual recurrent training for flight crews and ground crews shall be conducted to ensure that all such crews obtain and retain a thorough knowledge of aircraft de-icing/anti-icing policies and procedures. snow. snow.24 3. they do bounce and may break on hard ground.3. they do not bounce or shatter.6.). Training subjects shall include but are not limited to the following (when applicable): a) Effects of frost. slush or ice on any propeller. A pilot shall not take off in an aircraft that has: frost.2 in.25 3.6. snow. Snow pellets are brittle. 3.3.26 3. easily crushed. opaque particles of ice. 3. slush or ice on the wings or stabilisers or control surfaces. snow grains: Precipitation of very small white and opaque particles of ice that are fairly flat or elongated with a diameter of less than 1 mm (0.3. At temperatures higher than -5°C (23°F). in gaps between the airframe and control surfaces. most of which are branched.5.be Page 8 of 42 . The pass mark shall be 75% and only persons passing this examination can be qualified. or any frost on the upper surfaces of wings or stabilisers or control surfaces. the crystals are generally agglomerated into snowflakes. slush: Snow or ice that has been reduced to a soft watery mixture. Companies providing de-icing/anti-icing services should have both a Qualification Programme and a Quality Assurance Programme to monitor and maintain an acceptable level of competence.23 snow: Precipitation of ice crystals. NOTE: For holdover time purposes treat snow grains as snow.). their diameter range from about 2-5 mm (0.08-0.2. altimeter. 3.4. For this reason a contamination check of the aircraft surfaces shall be performed prior to departure. For personnel performing the actual de-icing/anti-icing treatment on aircraft. The particles are round or sometimes conical. star-shaped or mixed with unbranched crystals. including new procedures and lessons learned. snow pellets: Precipitation of white.aea. Abbreviations °C: degrees Celsius °F: degrees Fahrenheit AFM: Airplane Flight Manual APU: Auxiliary Power Unit FP: freezing point LOUT: Lowest Operational Use Temperature OAT: Outside Air Temperature General The various local rules concerning aircraft cold weather operations are very specific and shall be strictly adhered to. The theoretical examination shall be in accordance with EASA Part 66 / JAR-66 or any equivalent requirements.3. or in gaps between control surfaces and control tabs. When snow grains hit hard ground. Training success shall be proven by an examination/assessment which shall cover all training subjects laid down in 3.

aea. Therefore only compatible pumps and spraying nozzles shall be used. k) Special provisions and procedures for contract de-icing/anti-icing (if applicable). NOTE: If the quality of the fluids is checked in accordance with paragraph 6. h) Emergency procedures.7.7. lessons learned from previous winters.1 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. slush.b) Basic characteristics of aircraft de-icing/anti-icing fluids.1. Care should be taken to avoid using dissimilar metals in contact with each other.7. Tanks shall be conspicuously labelled to avoid contamination.6. Storage Tanks dedicated to the storage of de-icing/anti-icing fluids shall be used. Fluid handling De-icing/anti-icing fluid is a chemical product with environmental impact. n) Conditions which can lead to the formation of ice on the aircraft. 3. j) De-icing/anti-icing codes and communication procedures.4 3. The design of the pumping systems shall be in accordance with the fluid manufacturer’s recommendations. g) Safety precautions. spill reporting. d) De-icing/anti-icing procedures in general and specific measures to be performed on different aircraft types.5 3. During fluid handling.2 3. etc).7.1. Storage tanks shall be of a material of construction compatible with the de-icing/anti-icing fluid.7. m) New procedures and development.7. including causes and consequences of fluid degradation and residues.1 3. c) General techniques for removing deposits of frost.7. The stored fluid shall be checked routinely to ensure that no degradation/contamination has occurred.7.g.3 Records Records of personnel training and qualifications shall be maintained for proof of qualification.1. 3. l) Environmental considerations.3 3. Tanks shall be inspected annually for corrosion and/or contamination. ice. a high liquid level in the tanks is recommended. avoid any unnecessary spillage and comply with local environmental and health laws and the manufacturer’s safety data sheet. If corrosion or contamination is evident. September 2008 Available at www. Transfer lines Dedicated transfer lines shall be conspicuously labelled to prevent contamination and shall be compatible with the de-icing/anti-icing fluids to be transferred.6 3. the inspection interval may be longer than one year.7. plastic.3.3. as galvanic couples may form and degrade thickened fluids.2 3.7. NOTE: Refer to the AEA document "Training Recommendations and Background Information for De-Icing / Anti-Icing of Aircraft on the Ground" for more detailed information about training subjects. To prevent corrosion at the liquid/vapour interface and in the vapour space.4.1. f) De-icing/anti-icing equipment and facilities operating procedures including actual operation.1. Different products shall not be mixed without additional qualification testing.1. e. where to de-ice. 3. The storage temperature limits shall comply with the manufacturer’s guidelines. as specified by the fluid manufacturer (corrosion resistant steel.7. tanks shall be maintained to standard or replaced. hazardous waste control.1 3. and snow from aircraft surfaces and for anti-icing. e) Types of checks required.be Page 9 of 42 . Pumping De-icing/anti-icing fluids can show degradation caused by excessive mechanical shearing. i) Fluid application and limitations of holdover time tables.3 3.

Application Application equipment shall be cleaned thoroughly before being initially filled with de-icing/anti-icing fluid in order to prevent fluid contamination.7.5. these surfaces shall be antiiced.1 and 3. see 3.5 3.10. NOTE: For specific aircraft types additional requirements exist e. For Type I fluids. Aircraft operators shall make arrangements for suitably qualified personnel to meet these requirements. they shall be de-iced prior to dispatch. then both 3. September 2008 Available at www. This check shall include the areas mentioned in section 3.or two-step process depends upon weather conditions. III.9. a two-step procedure using undiluted type II.7. this treatment may be performed as a one-step or two-step de-icing/anti-icing of the relevant surfaces. 3. the procedure may be performed in one or two steps.10.aea. b) trucks being in standby mode with heating system on for extended periods of time. The integrity of the fluid at the spray nozzle shall be checked periodically.1. shall be removed by a de-icing treatment. Requests for de-icing/anti-icing shall specify the parts of the aircraft requiring treatment.1 through 3.4 Heating De-icing/anti-icing fluids shall be heated according to the fluid manufacturer’s guidelines. Prolonged or repeated heating of fluids (directly or indirectly) may result in loss of water which can lead to performance degradation of the fluid.3. De-icing/anti-icing fluid in trucks shall not be heated in confined or poorly ventilated areas. available fluids and the holdover time to be achieved. For Type II / III / IV fluids thermal exposure and/or water loss may cause a reduction in fluid viscosity leading to lower holdover times. For guidance regarding fluid limitations.9. When aircraft surfaces are contaminated.9. from the de-icing vehicle itself or any other suitable piece of equipment). NOTE 2: Where holdover time is critical.1.7.10. water loss may cause undesirable aerodynamic effects. such as tactile checks on wings.1. special clear ice checks. Any contamination found.1 3.be Page 10 of 42 . NOTE 1: Slippery conditions can exist on the ground or equipment following the de-icing/antiicing procedure. If anti-icing is also required.5. Contamination Check This is a check for the need to de-ice.8.g.3 3. The fluids shall be checked periodically in accordance with paragraph 6.2 3.3. 3. Any of the following situations or a combination of them can accelerate the fluid performance degradation: a) low fluid consumption.1.1 and 3.9. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. These special checks are not covered by the contamination check.10.7 and any other as recommended by the aircraft manufacturer.5.3. except frost mentioned in paragraph 3. When there is a risk of contamination of the aircraft surfaces at the time of dispatch.7. If both de-icing and anti-icing are required.2 apply. The selection of a one. It shall be performed from points offering sufficient visibility of these parts (e. CAUTION: Avoid unnecessary heating of fluid in vehicle tanks. or IV fluid for the second step should always be considered. If a one-step procedure is used. d) high temperatures in water tanks which are in direct contact with the fluid tanks (no insulation between tanks).1. Procedures These procedures specify the recommended methods for de-icing and anti-icing of aircraft on the ground to provide an aerodynamically clean aircraft. c) high temperatures in fluid tanks.7. available equipment.7.g.

9. a pre-step process prior to the de-icing process. a minimal amount of fluid will be required to melt the deposit. NOTE 1: Alternate technology may be used to accomplish the de-icing process. same mixture strength). mechanical methods. The following procedures shall be used for their removal by fluids.3. NOTE: This ensures the largest droplet pattern available. Under certain conditions it will be possible to use the heat.g. slush and ice.9. If the pre-step procedure is used. brooms.1. alternate technologies or combinations thereof. fluids shall be applied close to the surface of the skin to minimise heat loss.9. the hydraulic force of the fluid spray is then used to flush off the residue. forced air.1. where snow has bonded to the aircraft skin. and then report the details of the treatment to the Commander.2 3. This pre-step process may be performed with various means (e.be 3. even if the frost is only present on one wing. Providing the hot fluid is applied close to the aircraft skin. Requirements Ice. slush and frost shall be removed from aircraft surfaces prior to dispatch or prior to antiicing. slush or frost may be removed from aircraft surfaces by heated fluids. slush or ice).1. the fluid used. in order to remove large amounts of frozen contamination (e. In general.e. NOTE 2: Pre-step process to be done prior to de-icing/anti-icing If agreed by the aircraft operator. the mixture strength and the weather. ‘local area’ de-icing may be carried out. may be considered to reduce the quantity of glycol-based de-icing fluid that is needed. CAUTION: Holdover times do not apply.9. Both wings must be treated identically (same areas. selection of high fluid flow will be found to be more effective. combined with the hydraulic force of the fluid spray to melt and subsequently flush off frozen deposits..1 3. General For maximum effect.3.9. September 2008 Available at www. snow.1. then spray the same area on the other wing. The de-icing fluid will prevent re-freezing for a period of time depending on aircraft skin and ambient temperature.1 De-icing Ice. the procedures RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. Wet snow is more difficult to remove than dry snow and unless deposits are relatively light.1.10 are accomplished.2 3. Removal of frost and light ice General procedure A nozzle setting giving a solid cone (fan) spray should be used. NOTE: The heat in the fluid effectively melts any frost.1 3. However. light and dry or wet and heavy. provided that the requirements in section 3. heated fluids with negative buffer freezing point). The trained and qualified person releasing the aircraft must check that the treatment was done symmetrically and that all frozen deposits have been removed. make sure that the subsequent de-icing process removes all frozen contamination including the contamination that may have formed on surfaces and or in cavities due to the pre-step process. For light deposits of both wet and dry snow. heated water.3 3. as well as light deposits of snow.g. same amount and type of fluid. similar procedures as for frost removal may be adopted. Local wing frost removal For frost limited to a small patch on the upper wing surface only. Foam could be confused as snow. Heavier accumulations require the heat to break the bond between the frozen deposits and the structure. thus retaining the maximum heat in the fluid. Spray the affected area with a heated fluid/water mix suitable for a One-Step Procedure. i. NOTE: The procedure adopted will depend on the equipment available and the depth and type of snow.3.4 Page 11 of 42 .1.9. snow.9. the heavier the deposits the heavier the fluid flow that will be required to remove it effectively and efficiently from the aircraft surfaces. and when no precipitation is falling or expected. heat. snow.aea. Removal of snow A nozzle setting sufficient to flush off deposits and minimise foam production is recommended.

snow or other freezing precipitation may adhere to the aircraft at the time of aircraft dispatch.3 3. Engines Deposits of snow shall be removed mechanically from engine intakes prior to departure. serious consideration should be given to removing the worst of the snow manually before attempting a normal de-icing procedure. shall be removed by hot air or other means recommended by the engine manufacturer. September 2008 Available at www.9. see manufacturer's instructions.aea. Landing gears and wheel bays The application of de-icing fluid in this area shall be kept to a minimum. The method makes use of the high thermal conductivity of the metal skin. slush or frost will. Ice. NOTE: Refer to the Aircraft Manufacturer’s Maintenance Manual for any deviation from this procedure.9.5 should be utilised.1 3.9.1.6.be Page 12 of 42 .6 3.1.9.1. By repeating this procedure a number of times.5 Removal of ice Heated fluid shall be used to break the ice bond. However. Required usage Anti-icing fluid shall be applied to the aircraft surfaces when freezing rain. Ensure that it is clear of ice and snow in accordance with aircraft manufacturer's manuals. i. the adhesion of a large area of frozen snow or glazed ice can be broken. Start at the highest point of the surfaces and work to the lowest parts.1. Heavy accumulation of snow will always be difficult to remove from aircraft surfaces and vast quantities of fluid will invariably be consumed in the attempt.2 3.9. General de-icing fluid application strategy For effective removal of snow and ice.2. NOTE: Accumulations such as blown snow may be removed by other means than fluid (mechanically. Anti-Icing Ice. Apply enough hot de-icing fluid ensure that re-freezing does not occur and all contaminated fluid is driven off. or propellers. where deposits have bonded to surfaces. Hoarfrost may be allowed.4 3.1. for a period of time.6. Do not spray from the rear. horizontal stabiliser.6. The deposits can then be flushed off with either a low or high flow. and elevators Spray from the leading edge to the trailing edge. depending on the amount of the deposit.1 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.6. on most aircraft start at the wing tip and work towards the wing root. the following techniques shall be adopted. snow. The aircraft skin will then transmit the heat laterally in all directions raising the temperature above the freezing point thereby breaking the adhesion of the frozen mass to the aircraft surface.1.1.6. snow or frost dilutes the fluid. Wings.9.9. they can be removed by the application of hot air or by spraying with hot de-icing fluids. 3. A stream of hot fluid is directed at close range onto one spot at an angle of less than 90°.9. The following procedures shall be adopted when using anti-icing fluids. heat etc). 3.2 3.9.detailed in 3. Certain aircraft can require unique procedures to accommodate design differences.9. Fuselage Spray along the top centre-line and then outboard. the fan blades including the rear side. until the aircraft skin is just exposed.e. Any frozen deposits that have bonded to either the lower surface of the intake.5 3.1. Under these conditions. be prevented from accumulating on aircraft surfaces by the application of anti-icing fluids. Vertical surfaces Start at the top and work down. air blast. De-icing fluid shall not be sprayed directly onto brakes and wheels.

9.2. Anti-icing fluid application strategy The process should be continuous and as short as possible. Anti-icing should be carried out as near to the departure time as operationally possible in order to utilise maximum holdover time.2. An appropriate inspection and cleaning program shall be established. freezing rain or freezing fog warning from the local meteorological service. where possible.9. which are clean (free of frozen deposits).9.1 Optional usage Type II. CAUTION: This practice has the potential to build up residues. Start at the highest point of the surfaces and work to the lowest parts. pump speeds should be reduced accordingly.) 3.9.e.9.9.3. (See also tables 1 and 2.2 3. horizontal and vertical stabilisers. On receipt of a frost. 3.2. undiluted type II. The anti-icing fluid shall be distributed uniformly and with sufficient thickness over all surfaces to which it is applied.9. the freezing point of the fluid used for the first step shall not be more than 3 °C ( 5 °F) above ambient temperature.2.1 3. all horizontal aircraft surfaces shall be visually checked during application of the fluid. whenever possible. The nozzle of the spray gun should be adjusted to provide a medium spray. CAUTION: Anti-icing fluids may not flow evenly over wing leading edges. freezing drizzle. an even layer of sufficient thickness of fluid is required over the prescribed aircraft surfaces. An appropriate inspection and cleaning program shall be established. on most aircraft start at the wing tip and work towards the wing root.3. or type IV fluid should be used.1 3.3. III. or IV fluid may be applied onto clean aircraft surfaces at the time of arrival (preferably before unloading begins) on short turnarounds during freezing precipitation and on overnight parked aircraft. b) horizontal stabiliser upper surfaces including leading edges and elevator upper surfaces. These surfaces should be checked to ensure that they are properly coated with fluid. The correct amount is indicated by fluid just beginning to run off the leading and trailing edges.1.aea.9. This will minimise ice accumulation prior to departure and often makes subsequent de-icing easier.3. or IV fluid may be applied to clean aircraft surfaces prior to the start of freezing precipitation. d) fuselage upper surfaces depending upon the amount and type of precipitation (especially important on centre-line engined aircraft). NOTE: Type I fluids provide limited holdover effectiveness when used for anti-icing purposes.1. type II.2.4 3.3 General For effective anti-icing. start at the top and work down. unless the integrity of the fluid can be ensured. Do not spray from the rear.be Page 13 of 42 . This will minimise the possibility of snow and ice bonding or reduce the accumulation of frozen precipitation on aircraft surfaces and facilitate subsequent de-icing. September 2008 Available at www.1 Type I fluids The freezing point of the type I fluid mixture used for either one-step de-icing/anti-icing or as a second step in the two-step operation shall be at least 10°C (18°F) below the outside air RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. i. c) vertical stabiliser surfaces including the rudder surfaces (both sides).2 3. CAUTION: This practice has the potential to build up residues. For guidance on amount of fluid refer to the AEA document "Training Recommendations and Background Information for De-Icing /Anti-Icing of Aircraft on the Ground". The high fluid pressures and flow rates normally associated with de-icing are not required for this operation and.2. type III. Deice in accordance with Table I. Prior to flight the aircraft must be deiced.9. Limits and Precautions Fluid related limits Temperature limits When performing two-step de-icing/anti-icing. snow.1. III. to reduce the potential for residue build up. In order to control the uniformity. Spray from the leading edge to the trailing edge.2. On vertical surfaces. The following surfaces shall be treated: a) wing upper surfaces including leading edges and upper control surfaces.3 3. For longer anti-icing protection. Little benefit is gained from the minimal holdover time generated.

may cause residues to collect in aerodynamically quiet areas.9. The application limit may be lower. related maintenance requirements and aircraft washing recommendations.2 Application limits Under no circumstances shall an aircraft that has been anti-iced receive a further coating of antiicing fluid directly on top of the contaminated film. The fluid used to de-ice the aircraft remains on aircraft surfaces to provide limited anti-ice capability. 3. Procedure precautions One-step de-icing/anti-icing is performed with a heated anti-icing fluid (refer to 3.be Page 14 of 42 .9. CAUTION : Wing skin temperatures may be lower than OAT.3 3.9. In no case shall this temperature be lower than the lowest operational use temperature (LOUT).3. use Type I only.temperature. The correct fluid concentration shall be chosen with regard to desired holdover time and is dictated by outside air temperature and weather conditions (see tables 1 and 2). a complete de-icing/anti-icing shall be performed (see application tables 1 and 2). 3. When checking for residues. Consult the aircraft manufacturer with regard to inspection methods and frequency.3. If an additional treatment is required before flight. If this condition is identified. September 2008 Available at www. a stronger mix (more glycol) may need to be used to ensure a sufficient freeze point buffer.1 NOTE 2: NOTE 3: RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. CAUTION: The application of type II.2 3.1. then an appropriate inspection and cleaning program shall be established. Consult the aircraft manufacturer's documentation.3.3. NOTE 1: If a Type II.3. Aircraft related limits The application of de-icing/anti-icing fluid shall be in accordance with the requirements of the airframe/engine manufacturers. Anti-icing only is not permitted. Ensure that any residues from previous treatment are flushed off.3.1.aea. These residues may require removal.6°F) buffer is maintained between the freezing point of the neat fluid and outside air temperature. and IV fluids used as de-icing/anti-icing agents may have a lower temperature application limit of -25°C (-13°F). especially when used in a one step process.1. deice and anti-ice with only Type I. CAUTION: Type I fluids supplied as concentrates for dilution with water prior to use shall not be used undiluted. de-icing/anti-icing fluid shall be applied sparingly to minimise fluid flow into drain holes. III. Whenever suitable. If removal of contamination is required on the lower side of the wings and the horizontal stabiliser and elevator.9.3). or IV fluid. their visibility may be facilitated by misting with water. 3.2 Type II / type III / type IV fluids Type II. III or IV fluid is used in a one step process. In no case shall this temperature be lower than the lowest operational use temperature (LOUT). This may impede flight control systems. Dried residues may rehydrate and freeze following a period of high humidity and/or rain conditions. Whenever possible. III. provided a 7°C (12.3. cavities and gaps. For exceptions refer to fluid manufacturer's documentation.9.

The second step shall be performed before first step fluid freezes (typically within 3 min).3.8 3. their visibility may be facilitated by misting with water.be Page 15 of 42 . The use of hot water or heated mix of type I fluid/water for the first step of a two-step de-icing/anti-icing process will minimise the formation of residues.5 3. Dried residues may rehydrate and freeze following a period of high humidity and/or rain conditions.3. 3.9 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. cavities and gaps. During anti-icing and de-icing.3.3. Consult the aircraft manufacturer with regard to inspection methods and frequency. After de-icing. if necessary area by area. This may impede flight control systems.3.3.9. September 2008 Available at www.3 With regard to holdover time provided by the applied fluid.3. Anti-icing treatments shall always cover the entire wing and the entire horizontal stabiliser/elevator on both sides of the aircraft. other intakes/outlets and control surface cavities. The second step is performed with anti-icing fluid. When checking for residues. wheels.3.3.4 3. the freezing point of the de-icing fluid must be low enough to prevent refreezing.3. NOTE 1: If a Type II.4) and provides a sufficient amount of second step fluid. even when only one side of the aircraft is contaminated. static ports or directly onto airstream direction detectors probes/angle of attack airflow sensors. which completely covers the first step fluid (for example using the method described in 3. III.2 Two-step de-icing/anti-icing (When the first step is performed with de-icing fluid): The correct fluid(s) shall be chosen with regard to ambient temperature.). APU. junction boxes.3. NOTE 2: NOTE 3: 3. especially when used in a one step process or in the first step of a two step process. then an appropriate inspection and cleaning program shall be established. if these surfaces must be de-iced.3. CAUTION: The application of type II.9. or thrust reversers.9. Anti-icing of the lower side of the wings and/or horizontal stabiliser and elevator is normally not foreseen. both first and second step must be repeated. CAUTION: Wing skin temperatures may be lower than OAT.3. III or IV fluid is used in the first step of a two step process.9. the moveable surfaces shall be in a position as specified by the aircraft manufacturer. For guidance on amount of fluid refer to the AEA document "Training Recommendations and Background Information for De-Icing /Anti-Icing of Aircraft on the Ground". If this condition is identified. left-hand and right-hand side of the aircraft shall receive the same treatment.9. The correct fluid concentration shall be chosen with regard to desired holdover time and is dictated by outside air temperature and weather conditions (see tables 1 and 2).aea.9. All reasonable precautions shall be taken to minimise fluid entry into engines. or as recommended by the airframe and engine manufacturer.9. CAUTION: Aerodynamic problems could result if these requirements are not met. De-icing/anti-icing fluid shall not be directed into the orifices of pitot heads.9. De-icing treatments shall be symmetrical. exhausts. These residues may require removal. However. De-icing/anti-icing fluids shall not be sprayed directly on wiring harnesses and electrical components (receptacles.3. deice and anti-ice with only Type I. onto brakes. or IV fluid.2. Engines are normally shut down but may remain running at idle during de-icing/anti-icing operations.6 3. Where re-freezing occurs following the initial treatment. related maintenance requirements and aircraft washing recommendations. etc. When applying the second step fluid. a separate over-spray of anti-icing fluid shall be applied to protect the relevant surfaces thus providing maximum possible anti-ice capability. a stronger mix (more glycol) may need to be used to ensure a sufficient freeze point buffer. the objective is that it be equal to or greater than the estimated time from start of anti-icing to start of takeoff based on existing weather conditions.3.7 3. Air conditioning and/or APU air shall be selected OFF.3. Whenever suitable. may cause residues to collect in aerodynamically quiet areas. that is.3.9. use a spraying technique.

3.3. De-icing/anti-icing fluid may be removed by rinsing with an approved cleaner and a soft cloth. such as a cabin heater.1 3. prior to the application of de-icing/anti-icing fluids all doors and windows should be closed and all service vehicles / personnel should be clear to prevent: a) galley floor areas being contaminated with slippery de-icing fluids.17 3.9. b) passengers and staff will not be subjected to fluid overspray.10 3. c) fuselage in the vicinity of the open door is not treated. in order to ensure that all deposits have been removed. NOTE: Doors shall not be closed until all ice or snow has been removed from the surrounding area. or IV fluids are used.3. If type II. Start at the highest point of the surfaces and work to the lowest parts. onto the affected areas.3.14 3.e.4. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.3. When ground temperatures at the destination are low.3. ice or accumulations of blown snow. in the vicinity of the fuel tanks. A flight control check should be considered according to aircraft type (see relevant manuals). below a layer of snow or slush. except the forward passenger door.3. particular attention being paid to windows fitted with wipers.9.9.3.3.18 3.3.3. ailerons and elevators by spraying from the leading edge to the trailing edge.3.9. For these inspections it may be necessary to open access panels. provided that: a) the Commander is informed and has agreed to this procedure before spraying. It is therefore important that these areas are checked prior to departure and any frozen deposits are removed. Under freezing fog conditions.3. It is therefore important that surfaces are closely examined following each de-icing operation.12 3. the rear side of the fan blades shall be checked for ice build-up prior to start-up.9. b) upholstery becoming soiled.2 Page 16 of 42 . In general.3. Consult airframe manufacturers for inspection and cleaning details and procedures.be 3. d) wind conditions are such that fluid or fluid overspray cannot reach the passenger door area. However.15 3.3.9. September 2008 Available at www.13 Any forward area from which fluid can blow back onto windscreens during taxi or subsequent takeoff shall be free of residues prior to departure. This procedure is not recommended if passengers are boarding the aircraft via open stairs. When removing ice.3. stabiliser. it is possible for flaps to be retracted and for accumulations of ice to remain undetected between stationary and moveable surfaces. snow. slush or frost from aircraft surfaces care shall be taken to prevent it entering and accumulating in auxiliary intakes or control surface hinge areas. 3.9.9. This check should be performed after de-icing/anti-icing.9. it is permissible to start de-icing/anti-icing surfaces well away from the open door. Aircraft are most vulnerable to this type of build-up when: a) wing temperatures remain well below 0°C (32°F) during the turnaround/transit.3.9. c) vehicles / personnel becoming contaminated with fluid. Any deposits discovered shall be removed by directing air from a low flow hot air source.3.11 Fluids shall not be directed onto flight deck or cabin windows as this can cause crazing of acrylics or penetration of the window seals.4 3.aea.9. are closed. Landing gear and wheel bays shall be kept free from build-up of slush.4. on most aircraft start at the wing tip and work towards the wing root. III.3. Clear ice precautions Clear ice can form on aircraft surfaces.3.19 3.3.9. all traces of the fluid on flight deck windows should be removed prior to departure. Ice can build up on aircraft surfaces when descending through dense clouds or precipitation during an approach.3. on wing upper surfaces as well as under-wing. Remove snow from wings.3.16 3. b) ambient temperatures between -2°C and +15°C (28°F and 59°F) are experienced. when ramp activities have been completed and all doors. After frequent applications of de-icing/anti-icing fluids it is advisable to inspect aerodynamically quiet areas and cavities for residues of thickened de-icing/anti-icing fluid. Significant deposits of clear ice can form. i.9.3.

10. NOTE 1: Clear ice can form at other temperatures if conditions a) and c) exist. and frost except that a coating of frost may be present on wing lower surfaces in areas cold soaked by fuel between forward and aft spars in accordance with the aircraft manufacturer’s published manuals.10.10. Such effects may include. September 2008 Available at www. Landing gear and landing gear doors Landing gear and landing gear doors shall be unobstructed and clear of ice.10.2 3. NOTE: Frost or any other contamination is not acceptable on the lower side of the horizontal stabiliser and elevator.aea. Pitot heads and static ports Pitot heads and static ports shall be clear of ice. Fuel tank vents Fuel tank vents shall be clear of ice.10.10.4 3. frost and snow.2 3. but are not necessarily limited to. the critical aircraft surfaces shall be clean of all frost.be Page 17 of 42 .3 3.7 3. unless specified otherwise in the AFM or other aircraft manufacturer's documentation.4 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. The fluid may then have dried on the surfaces. In such situations the aircraft must be checked for residues from de-icing / anti-icing fluids and cleaned as necessary. This is particularly important in the case of an aircraft that has been subjected to an extreme ice or snow covering.1. cooling intakes. dried and/or rehydrated residues. Flight control check A functional flight control check using an external observer may be required after de-icing/anti-icing depending upon aircraft type (see relevant manuals). and snow accumulations in accordance with the following requirements. snow. ice.3 3. 3. Outflow valves shall be clear and unobstructed. Frost may be present in accordance with the aircraft manufacturer’s manuals. 3. However. and shall be free to rotate. tail and control surfaces shall be free of ice. Therefore when the above conditions prevail.10. Wings.10. frost or ice on the lower surface of either wing can indicate the presence of clear ice on the upper wing surfaces. This type of ice formation is extremely difficult to detect.1.10. Engine fan blades or propellers (as appropriate) shall be clear of ice.1 3. slush. Fuselage Fuselage shall be clear of ice and snow. Dried fluid residues when the aircraft has not been flown after anti-icing Dried fluid residue could occur when surfaces have been treated but the aircraft has not subsequently been flown and not been subject to precipitation. slush. a close examination shall be made immediately prior to departure.1. frost and snow. control system probes and ports shall be clear of ice and snow. corrosion and the removal of lubricants.1.1 General aircraft requirements after de-icing/anti-icing Following the de-icing/anti-icing procedures and prior to takeoff.6 3.1.1. tail and control surfaces Wings.1. exhaust nozzles. frost.10 3. in order to ensure that all frozen deposits have in fact been removed. Special maintenance considerations Proper account should be taken of the possible side -effects of fluid use. Engines Engine inlets.10.c) ambient humidity is high and/or precipitation occurs while the aircraft is on the ground. NOTE 2: Low wing temperatures associated with this type of build-up normally occur when large quantities of cold fuel remain in wing tanks during the turnaround/ transit and any subsequent re-fuelling does not cause a sufficient increase in wing temperature. frost and snow.10. or when there is otherwise any doubt whether clear ice has formed. frost and snow.5 3. snow and fluid residues. Air conditioning inlets and exits Air conditioning inlets and exits shall be clear of ice.

the Commander shall be requested to confirm the treatment required (areas to be de-iced.14. This check is normally performed from outside the aircraft. The check shall be performed from points offering sufficient visibility of these parts (e. September 2008 Available at www. vertical stabilizer and fuselage. as per aircraft type requirements). anti-icing requirements. Use of hand signals is not recommended except for the final ‘all clear’ signal (3. Before take-off the commander must ensure that he has received confirmation that this Post Deicing/Anti-icing Check has been accomplished. from the de-icer itself or another elevated piece of equipment). use of flight interphone (headset) or VHF radio will usually be required.g.13 3. special clear ice checks. Pre-takeoff Contamination Check A check of the critical surfaces for contamination. the Commander shall be requested to configure the aircraft for deicing/anti-icing (surfaces. These special checks are not covered by the Post De-icing/Anti-icing Check. additional requirements exist e. This check shall cover wings.1 for details). This check shall be performed when the condition of the critical surfaces of the aircraft cannot be effectively assessed by a pre-takeoff check or when the applied holdover time has been exceeded. shall be removed by further de-icing/anti-icing treatment and the check repeated. The de-icing crew shall wait for confirmation that this has been completed before commencing the treatment. Communication between the Commander and the de-icing crew will usually be achieved using a combination of printed forms and verbal communication.11 Post De-icing/Anti-icing Check An aircraft shall not be dispatched after a de-icing/anti-icing operation until the aircraft has received the following visual check by a trained and qualified person.1 Communication prior to starting De-icing/Anti-Icing treatment i) Before de-icing/anti-icing.g. NOTE: For specific aircraft types. such as tactile checks on wings. controls and systems.12 Pre-takeoff Check The Commander shall continually monitor the weather conditions after the performed de-icing/antiicing treatment. This Check is normally performed from inside the flight deck.14. Aircraft operators shall make arrangements for suitably qualified personnel to meet these requirements. horizontal stabilizer. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. 3. a suitably qualified individual shall be nominated by the aircraft operator to confirm the treatment required and to confirm correct configuration of the aircraft.14 Communication Procedures The person communicating with the flight crew shall have a basic knowledge of the English language in order to communicate properly (Operational level or equivalent according to AEA Training Recommendations). special de-icing procedures). ii) Before fluid application starts. 3.3.be Page 18 of 42 .aea. For treatments carried out after aircraft doors are closed. The alternate means of compliance to a pre-takeoff contamination check is a complete deicing/anti-icing re-treatment of the aircraft. plus all other parts of the aircraft on which a de-icing/anti-icing treatment was performed according to the requirements identified during the contamination check. Prior to takeoff he shall assess whether the applied holdover time is still appropriate and/or if untreated surfaces may have become contaminated. 3. Any contamination found.5). iii) For treatments carried out without the flight crew present. Electronic message boards may also be used in ‘off stand’ situations (see section 8.

IV b) the concentration of fluid within the fluid/water mixture. d) the date (written: day. Anti-Icing Codes The following information shall be recorded and be communicated to the Commander by referring to the last step of the procedure and in the sequence provided below: a) the fluid type. it must be ensured that the Anti-Icing Code is not given before the post de-icing/antiicing check is completed.3 EXAMPLE A de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of a type II fluid and 25% water. II. year). i. f) the statement "Post de-icing/anti-icing check completed” NOTE 4: For specific aircraft types.aea. The Anti-icing Code (3.5 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. e) the complete name of the anti-icing fluid (so called “brand name”). 3. snow. NOTE 3: optional. 3. Type I.14.2 Post De-icing/Anti-Icing Communication An aircraft shall not be dispatched for departure after a de-icing/anti-icing operation until the Commander has been notified of the type of de-icing/anti-icing operation performed (Anti-icing Code). III.e.4 Post de-icing/anti-icing check and transmission of the Anti-Icing Code to the Commander It shall be clearly defined by the aircraft operator which company is responsible for carrying out the post de-icing/anti-icing check and providing the Commander with the Anti-Icing Code. and in addition includes the necessary information to allow the Commander to estimate the holdover time to be expected under the prevailing weather conditions with reference to section 3. Additional confirmation for these checks is required.3) shall be provided by a qualified person at the completion of the treatment. for type II and IV fluids only. NOTE 1: no requirement for Type I fluid c) the local time (hours/minutes) at the beginning of the final de-icing/anti-icing step.14. The company carrying out the de-icing/anti-icing treatment shall be responsible for the treatment and pass all information about the treatment to the company carrying out the post de-icing/anti-icing check.14. indicating that the checked surfaces (see section 3. expressed as a percentage by volume. September 2008 Available at www. month. is reported and recorded as follows: th TYPE II/75 13:35 (20 FEB 2007) (“complete name of anti-icing fluid”) "Post de-icing/anti-icing check completed".14.14. NOTE 2: required for record keeping.3. 3. optional for Commander notification.be Page 19 of 42 . special clear ice checks. and slush.11) are free of ice. frost.g.15. All clear signal The flight crew shall receive a confirmation from the ground crew that all de-icing/anti-icing operations are complete and that all personnel and equipment are clear before reconfiguring or moving the aircraft. commencing at 13:35 local time on 20 February 2007. such as tactile checks on wings. additional requirements exist e. If two different companies are involved in the de-icing/anti-icing treatment and post de-icing/antiicing check.

This film provides a longer holdover time especially in conditions of freezing precipitation. With this type of fluid additional holdover time will be provided by increasing the concentration of the fluid in the fluid/water mix. With a one-step deicing/anti-icing operation the holdover time begins at the start of the operation and with a two-step operation at the start of the final (anti-icing) step. which provides limited holdover time. high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range.3.15 Holdover time Holdover time is obtained by anti-icing fluids remaining on the aircraft surfaces. However. or type IV fluid shall be used with the holdover time guideline for type I fluids (table 3). RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.aea. NOTE 4: Holdover time guidelines can also be obtained for individual fluid products and these ”brand name” holdover times will be found to differ from the tables published here. CAUTION: Heavy precipitation rates or high moisture content. The responsibility for the application of these data remains with the user. Type I fluids form a thin liquid wetting film. these times should not be considered as minimums or maximums as the actual time of protection may be extended or reduced. which enables the fluid to form a thicker liquid wetting film on external aircraft surfaces. depending upon the particular conditions existing at the time. the indicated times should be used only in conjunction with a pre-takeoff check. Holdover time guidelines in this document are not applicable to these fluids. 4. Holdover time may also be reduced when aircraft skin temperature is lower than OAT. type III. September 2008 Available at www. due to the many variables that can influence holdover time. Holdover time will have effectively run out when frozen deposits start to form/accumulate on treated aircraft surfaces. type III. The lower limit of the published time span is used to indicate the estimated time of protection during moderate precipitation and the upper limit indicates the estimated time of protection during light precipitation. Due to their properties. and IV fluids contain a pseudoplastic thickening agent. especially in conditions of freezing precipitation. Therefore. NOTE 1: Certain fluids may be qualified according to fluid specifications but may not have been tested during winter to develop the holdover time guidelines specified in this document. With this type of fluid no additional holdover time would be provided by increasing the concentration of the fluid in the fluid/water mix. with maximum holdover time available from undiluted fluid. The type II fluid holdover time guideline (table 4) may be used with degraded type IV fluids only after substantiation by holdover time testing. or type IV fluid is considered to be degraded if the viscosity is below the minimum limit as provided by the fluid manufacturer. NOTE 2: For use of holdover time guidelines consult Fluid Manufacturer Technical Literature for minimum viscosity limits of fluids as applied to aircraft surfaces. Type II. III. A type II.be Page 20 of 42 . NOTE 3: A degraded type II. 5 and 6 give an indication as to the time frame of protection that could reasonably be expected under conditions of precipitation. The tables 3.

1) To be applied before first step fluid freezes. a temperature of 60 °C (140 °F) at the nozzle is desirable. a stronger mix (more glycol) may need to be used to ensure a sufficient freeze point buffer.aea.be Page 21 of 42 . typically within 3 minutes. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. NOTE 2: This table is applicable for the use of Type I Holdover Time Guidelines. One-Step Procedure OAT De-icing/Anti-icing Two-Step Procedure First step: Second step: De-icing Anti-Icing 1) Heated water or a heated mix of fluid and water Heated mix of fluid and Freeze point of heated fluid water with a freeze point of mixture shall not be more at least 10 °C (18 °F) below OAT than 3 °C (5 °F) above OAT -3 °C (27 °F) and above below -3 °C (27 °F) down to LOUT NOTE 1: Heated mix of fluid and water with a freeze point of at least 10 °C (18 °F) below OAT Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F) at the nozzle. 2 2 NOTE 3: To use Type I Holdover Time Guidelines. Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.TABLE 1 - Guidelines for the application of Type I fluid/water mixtures (minimum concentrations) as a function of OAT. September 2008 Available at www. CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified. at least 1 liter/m (~2 Gals/100ft ) must be applied to the de-iced surfaces. If holdover times are not required.

III . or IV fluid cannot be used (see table 1). 3) Clean aircraft may be anti-iced with unheated fluid. III. II. III . may cause a substantial loss of holdover time. or IV -14 °C (7 °F) above actual OAT Heated suitable mix of Type below -14 °C 100/0 I. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. or IV fluid shall not be used for the anti-icing step of a cold soaked wing as indicated by frost or ice on the lower surface of the wing in the area of the fuel tank. III. the temperature at the nozzle shall be at least 60 °C and at 2 2 least 1 liter/m (~2 Gals/100ft ) must be applied to the surfaces to be de-iced. Type III. CAUTION 3: Some fluids shall only be used undiluted. For some fluids the lowest operational use temperature may differ. III. . 4) Type III fluid may be used below -10 °C (14 °F) provided that the freezing point of the fluid is at least 7 °C (13°F) below OAT and that aerodynamic acceptance criteria are met (LOUT). typically within 3 minutes. or IV with water Heated suitable mix of Type below -3 °C 75/25 I. a temperature not less than 60 ° C ( 140 °F) at the nozzle is desirable. or IV more than 3 °C (5 °F) 4) Type II. III . When the first step is performed using a fluid/water mix with a freezing point above OAT. III. or IV with FP not 75/25 heated3) (27 °F) to 4) Type II. III. For details refer to fluid manufacturer's documentation. 1) Fluids must only be used at temperatures above their LOUT. Consider the use of Type I/water mix when Type II. September 2008 Available at www. 50/50 type II. CAUTION 2: An insufficient amount of anti-icing fluid. and Type IV fluid/water mixtures (minimum concentrations) as a function of OAT. or IV Water heated to 60 °C (140 50/50 °F) minimum at the nozzle Type II. III. especially in the second step of a two step procedure. As fluid freezing may occur. or IV or a heated mix of Type I. OAT 1) Concentration of neat fluid/water mixture in vol%/vol% One-Step Procedure Two-Step Procedure First step: Second step: De-icing/Anti-icing De-icing Anti-Icing2) 50/50 heated3) Type II.aea. II. or IV more than 3 °C (5 °F) 4) Type II.TABLE 2 - Guidelines for the application of Type II. or IV -25 °C (-13 °F) above actual OAT Type II/Type III/Type IV fluid may be used below -25 °C (-13 °F) provided that the below -25 °C freezing point of the fluid is at least 7 °C (13°F) below OAT and that aerodynamic (-13 °F) acceptance criteria are met (LOUT). III.be Page 22 of 42 . Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.3 °C (27 °F) and above NOTE: For heated fluid and fluid mixtures. CAUTION 1: Wing skin temperatures may be lower than OAT. If this condition is identified. it shall be verified if a stronger mix (more glycol) may need to be used to ensure a sufficient freeze point buffer. or IV with FP not 100/0 heated3) (7 °F) to 4) Type II. III. 2) To be applied before first step fluid freezes. II. This is particularly true when using a Type I fluid mixture for the first step (de-icing).

snow pellets.aea. moderate freezing rain and heavy freezing rain ° ° No holdover time guidelines exist for this condition for 0 C (32 F) and below Type I Fluid / Water Mixture is selected so that the Freezing Point of the mixture is at least 10 °C (18 °F) below actual OAT CAUTION: The time of protection will be shortened in heavy weather conditions.0:10 0:04 .0:11 0:09 .and do not provide .0:05 0:45 0:06 .0:13 0:05 . September 2008 Available at www. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.TABLE 3 . De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for . hail.0:07 0:02 .0:05 CAUTION: No Holdover time Guidelines exist 0:45 0:05 .0:17 0:06 . high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Heavy precipitation rates or high moisture content.0:05 0:02 .0:04 (1) (2) (3) (4) In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times If positive identification of "Freezing Drizzle" is not possible use "Light Freezing Rain" holdover times Other conditions are: Heavy snow.be Page 23 of 42 .0:08 0:05 . the indicated times should be used only in conjunction with a pre-takeoff check. Holdover time may also be reduced when the aircraft skin temperature is lower than OAT.protection during flight. Therefore.0:06 0:04 .0:09 0:02 .0:05 (4) 0:45 0:08 .0:13 0:02 .0:09 0:02 . ice pellets.Guideline for Holdover times Anticipated for Type I Fluid Mixtures as a Function of Weather Conditions and OAT OAT °C -3 and above below -3 to -6 below -6 to -10 below -10 °F Active Frost Approximate Holdover Times Under Various Weather Conditions (hours : minutes) Freezing Fog Snow/ Snow Grains (1) Freezing Drizzle (2) Light Freezing Rain Rain on Cold Soaked Wing Other (3) 27 and above below 27 to 21 below 21 to 14 below 14 0:45 0:11 .

and do not provide . Heavy precipitation rates or high moisture content.aea. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.protection during flight.be Page 24 of 42 . hail No holdover time guidelines exist for this condition for 0°C (32°F) and below No holdover time guidelines exist for this condition below -10°C (14°F) Radiational cooling during active frost conditions may reduce holdover times when operating close to the lower end of the OAT range CAUTION: The time of protection will be shortened in heavy weather conditions. Consider use of type I fluid when type II fluid cannot be used (see table 3). Therefore. September 2008 Available at www. high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for . moderate and heavy freezing rain.TABLE 4 . snow pellets. the indicated times should be used only in conjunction with a pre-takeoff check. In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times If positive identification of "Freezing Drizzle" is not possible use "Light Freezing Rain" holdover times Other conditions are: Heavy snow. ice pellets.Guideline for Holdover times Anticipated for Type II Fluid Mixtures as a Function of Weather Conditions and OAT OAT °C °F Type II Fluid Concentration Neat-Fluid/Water (Vol %/Vol %) 100/0 -3 and above 27 and above 75/25 50/50 below -3 to -14 below -14 to -25 below -25 (1) (2) (3) (4) (5) (6) Approximate Holdover Times under Various Weather Conditions (hours : minutes) Active Frost 8:00 5:00 3:00 8:00 (6) (6) (6) Freezing Fog 0:35-1:30 0:25-1:00 0:15-0:30 0:20-1:05 0:20-0:55 0:15-0:20 Snow/ Snow Grains (1) Freezing Drizzle (2) Light Freezing Rain 0:15-0:30 0:10-0:25 0:05-0:10 0:10-0:20 0:05 -0:15 (5) (5) Rain on Cold Soaked Wing 0:05-0:40 0:05-0:25 (4) Other (3) 0:20-0:45 0:15-0:30 0:05-0:15 0:15-0:30 0:10-0:20 0:15-0:30 0:30-0:55 0:20-0:45 0:05-0:15 0:15-0:45 0:15-0:30 (5) (5) (4) CAUTION: No holdover time guidelines exist below 27 to 7 below 7 to -13 below -13 100/0 75/25 100/0 5:00 8:00 (6) 100/0 Type II fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least 7°C (13°F) below the OAT and the aerodynamic acceptance criteria are met. Holdover time may also be reduced when the aircraft skin temperature is lower than OAT.

high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Consider use of type I fluid when type III fluid cannot be used (see table 3). De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for .aea. (1) (2) (3) (4) In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times If positive identification of "Freezing Drizzle" is not possible use "Light Freezing Rain" holdover times Other conditions are: Heavy snow. moderate and heavy freezing rain. hail No holdover time guidelines exist for this condition for 0°C (32°F) and below CAUTION: The time of protection will be shortened in heavy weather conditions. snow pellets. ice pellets. provided the freezing point of the fluid is at least 7 °C (13 °F) below OAT and aerodynamic acceptance criteria are met.protection during flight. September 2008 Available at www. Holdover time may also be reduced when the aircraft skin temperature is lower than OAT. Heavy precipitation rates or high moisture content.Guideline for Holdover times Anticipated for Type III Fluid Mixtures as a Function of Weather Conditions and OAT OAT °C °F Type III Fluid Concentration Neat-Fluid/Water (Vol %/Vol %) 100/0 -3 and above 27 and above 75/25 50/50 below -3 to -10 below -10 below 27 to 14 below 14 100/0 75/25 100/0 Approximate Holdover Times under Various Weather Conditions (hours : minutes) Active Frost 2:00 1:00 0:30 2:00 1:00 2:00 Freezing Fog 0:20-0:40 0:15-0:30 0:10-0:20 0:20-0:40 0:15-0:30 0:20-0:40 Snow/ Snow Grains (1) Freezing Drizzle (2) Light Freezing Rain 0:08-0:10 0:06-0:10 0:04-0:06 0:08-0:10 0:06-0:09 Rain on Cold Soaked Wing 0:06-0:20 0:02-0:10 (4) (4) Other (3) 0:10-0:20 0:08-0:15 0:04-0:08 0:09-0:15 0:07-0:10 0:08-0:15 0:10-0:20 0:08-0:15 0:05-0:09 0:10-0:20 0:09-0:12 CAUTION: No holdover time guidelines exist Type III fluid may be used below -10 °C (14 °F).TABLE 5 . the indicated times should be used only in conjunction with a pre-takeoff check. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.and do not provide .be Page 25 of 42 . Therefore.

aea.be Page 26 of 42 .TABLE 6 . Therefore. In light "Rain and Snow" conditions use "Light Freezing Rain" holdover times If positive identification of "Freezing Drizzle" is not possible use "Light Freezing Rain" holdover times Other conditions are: Heavy snow.and do not provide . high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range.protection during flight. De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for . moderate and heavy freezing rain. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. Heavy precipitation rates or high moisture content.Guideline for Holdover times Anticipated for Type IV Fluid Mixtures as a Function of Weather Conditions and OAT OAT °C °F SAE Type IV Fluid Concentration Neat-Fluid/Water (Vol %/Vol %) 100/0 –3 and above 27 and above 75/25 50/50 below -3 to -14 below -14 to -25 below -25 (1) (2) (3) (4) (5) (6) Approximate Holdover Times under Various Weather Conditions (hours : minutes) Active Frost 12:00 5:00 3:00 (6) (6) Freezing Fog 1:15-2:30 1:05-1:45 0:15-0:35 0:20-1:20 0:25-0:50 0:15-0:40 Snow/ Snow Grains (1) Freezing Drizzle (2) Light Freezing Rain 0:25-0:40 0:15-0:30 0:05-0:10 0:10-0:25 0:10-0:20 (5) (5) Rain on Cold Soaked Wing 0:10-1:05 0:05-0:40 (4) (4) Other (3) 0:35-1:15 0:20-0:55 0:05-0:15 0:20-0:40 0:15-0:35 0:15-0:30 0:40-1:10 0:35-0:50 0:10-0:20 0:20-0:45 0:15-0:30 (5) (5) below 27 to 7 below 7 to -13 below -13 100/0 75/25 100/0 12:00 5:00 CAUTION: No holdover time guidelines exist (6) 12:00 (6) 100/0 Type IV fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least 7°C (13°F) below the OAT and the aerodynamic acceptance criteria are met. the indicated times should be used only in conjunction with a pre-takeoff check. snow pellets. hail ° ° No holdover time guidelines exist for this condition for 0 C (32 F) and below ° ° No holdover time guidelines exist for this condition below -10 C (14 F) Radiational cooling during active frost conditions may reduce holdover times when operating close to the lower end of the OAT range CAUTION: The time of protection will be shortened in heavy weather conditions. ice pellets. September 2008 Available at www. Consider use of type I fluid when type IV fluid cannot be used (see table 3). Holdover time may also be reduced when the aircraft skin temperature is lower than OAT.

Quality Assurance Checklist and Report" is given in paragraph 6. in order to maintain safe operations during ground icing conditions. regulation and control of aircraft ground de-icing/anti-icing operations are defined in Company procedure .. The following responsibilities apply in regard to aircraft operating under snow and ice conditions: *....2 6....1..... it should be noted that this list is just an example and therefore might not reflect today's practices.... 6.....Quality Assurance Checklist and Report".. However. in regard to a Station's local de-/anti-icing procedures..... It is the responsibility of *..1 6....1... thereby ensuring that the required safety standards are maintained. . to ensure.... September 2008 Available at www............. 1) compliance with this programme 2) that any outstanding deficiencies (negative responses) identified.... ( * Official nominated by aircraft operator) NOTE: An example for a "De-icing/Anti-icing ............Quality Assurance Checklist and Report"........ ensuring that all negative responses have been actioned...1.2 ........ A programme.345... 6..be Page 27 of 42 6. 6.... 5... Immediately prior to the start of operations carry out a follow up inspection....3 Responsibilities Responsibility for the delegation.. Deficiencies.aea. shall be introduced for all on-line Stations where aircraft de-icing/anti-icing is either normally carried out. or where local conditions may periodically lead to a requirement for aircraft to be de-iced/anti-iced. Then complete and distribute updated copies of the "De-icing/Anti-icing ... in accordance with the latest RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. for cautions and minimum requirements to be considered for this method..1 Quality Assurance Programme Station quality assurance programme for aircraft de-icing/anti-icing operations...1.1. 6.. training and procedures. Introduction.. are resolved as a matter of urgency 3) that an effective audit programme is maintained. shall be responsible for ensuring that the necessary infrastructure is in place at the Stations under their control... shall be identified and subsequently actioned through this Programme.... When a new Station is to be opened up.. an initial inspection must be carried out............3......Quality Assurance Checklist and Report".......... before the start of operations. which ensures compliance with the relevant sections of JAR OPS 1.. then distribute copies of this report to the addressees listed at the end of this report.1... ( * Official nominated by aircraft operator) The Company responsible for the de-icing/anti-icing operation (further called “de-icing company”) shall maintain vehicles/equipment.. Then complete and distribute updated copies of this report.3.1.. Aircraft de-icing methods with infrared technology Refer to SAE ARP 4737 section 6.4 .. Firstly. complete a "De-icing/Anti-icing .4....... Ensure that all negative responses are actioned within the time scale annotated in this report. Distribute copies of this report to the addressees listed at the end of this report.... Aircraft de-icing methods with forced air technology Refer to SAE ARD 50102 for cautions and minimum requirements to be considered for this method... fluids..... Inspection requirements Prior to the start of each winter period complete a "De-icing/Anti-icing ............

the Commander (pilot in command) is responsible for ensuring that the relevant surfaces remain free of frost.aea.1. After receiving the Anti-icing Code. ice.be Page 28 of 42 .5 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.3 Personnel carrying out the de-icing/anti-icing operation are responsible for ensuring that the task is performed in accordance with the requirements detailed in the latest edition of the Aircraft Maintenance Manual and ISO 11076 or SAE ARP 4737 or AEA recommendations on de-icing . The person responsible for final release/dispatch of the aircraft is responsible for ensuring that the aircraft has been de-iced/anti-iced in accordance with the requirements detailed in the latest edition of the Aircraft Maintenance Manual and ISO 11076 or SAE ARP 4737 or AEA recommendations on de-icing ensuring that relevant surfaces are free of frost.3.3.4 6. September 2008 Available at www.edition of the relevant ISO specifications (ISO 11075 through 11078) or SAE documents (ARP 4737. AMS 1428. slush and snow at the time of dispatch. 6. ARP 1971) or the AEA recommendations on de-icing.1.3.1. 6. ice. AMS 1424. slush and snow until takeoff.

............................................................... Report No.... Remarks: Date: Yes Yes   No No ............... ................................................................................................... RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23..............aea..... ISO 9000 certified Airlines using the company for inspection after de-icing/anti-icing services: _________________________________________________________________________________________________ Findings / Recommendations (for details see checklist and findings summary on last page): No findings Minor findings Safety related findings Restrictions: Yes No (Specify if yes) ................................ Type of inspection ............................................................................................ September 2008 Available at www................................................................................................... Type of company: Airline Ground handling Other (specify) .......................…....................................................................... .................................4 DE-ICING/ANTI-ICING ......QUALITY ASSURANCE CHECKLIST AND REPORT DATE: .....: STATION NAME: ..... ........................................................................................................... ISO 9000 certified Airlines using the company for de-icing/anti-icing services: II Handling company performing inspection after de-icing/anti-icing: (Fill in if not the same as above) Same as above Type of company: Airline Ground handling Other (specify) ..... Initial: o Annual: o TITLE: o .......................... Follow up: I Handling company performing de-icing/anti-icing: ...................6.........................1..........be Page 29 of 42 .................... Corrective measures required prior to de-icing/anti-icing operation: Follow-up audit required prior to de-icing/anti-icing operation: Recommended audit interval (specify) Signature: ......................................................... INSPECTED BY: .. AIRLINE: Other: ........

............. ............................................................. E-Mail: .............1.............................................. .................................... It is up to the individual Airline to approve the listed fluid(s) 6. which may be called on to provide ad-hoc inspection after de-icing/anti-icing operations and complete separate audit survey for each Handling Company if they are providing services RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23................ .... SITA Telex: II Handling company performing inspection after de-icing/anti-icing: (Fill in if not the same as above) Same as above ................aea........................... Handling company performing de-icing/anti-icing: Responsible Mgr: ................. Fax: ........................ ................................................................. ISO 11076 or ARP4737 available (specify) Start of winter operation (readiness of vehicles/ fluids) End of winter operation List companies .............................1...4.............................................................3 Miscellaneous from De-icing/anti-icing procedure manuals are available following Airlines Valid contracts are signed with the following Airlines Are valid AEA recommendations....................................1................................................................................................................................. Telephone: Address: ....... .............be Page 30 of 42 ..................2 Fluid A: Fluid B: Fluid C: Fluids * Specification fluid released to ISO11075 ISO11078 AMS1424 AMS1428 others Manufacturer: Brand name/type: Manufacturer: Brand name/type: Manufacturer: Brand name/type: * Specify above all de-icing/anti-icing fluids likely to be used on aircraft by the previously named Handling Company...........................................................6...........4...............1.............................4................................. Telephone: Address: .A............................... Responsible Mgr: ................................... .....A.................. E-Mail: ...............A............................................................................................................................................... SITA Telex: ..............................1 I General Information Contact Addresses ...........................4........... Fax: ........... ......................................A 6...........................…........................................................................................................................................................................................................ September 2008 Available at www.............. which may be called on to provide ad-hoc deicing/anti-icing operations and complete separate audit survey for each Handling Company if they are providing services List companies.................. 6.....................

........ NOTE: Viscosity must be within the limits published by the fluid manufacturer RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.... maintained and is the information available to aircraft operators (where vehicles are equipped with a proportional mix system. Viscosity spot checks shall be performed on each vehicle type used by the handling company.. Request by a separate letter to the Handling Company that all negative responses are rectified within a time scale.. Y/N/ X/C Comments 2.... 4.6. maintained and is the information available to aircraft operators.... a representative range of samples... the items should be marked as 'N/O'. Are fluid release documents (Certificate of Conformance) received from the fluid manufacturer for each fluid delivery/batch and retained by the consignee for inspection............ Checklist details: Items should be answered with Y (yes) or N (no) or recorded as 'N/A' if not applicable Unsatisfactory items should be marked with ‘X’ or as 'C' and comments recorded.be Page 31 of 42 ......... III and IV fluids sprayed from the nozzle of each appropriate piece of deicing/anti-icing equipment at typical operational settings.............. Questions De-icing/anti-icing Fluids 1.. vehicle tank and storage tank for laboratory analyses. .. In the case that an observation may not always be possible for any reasons.B Station Inspection Checklist Complete the following Inspection Checklist during each winter period.. Certain other items call for specific values to be recorded.. carried out on fluids sprayed from each operational piece of de-icing/anti-icing equipment. taken from the nozzle at typical operational settings. QNr....aea. Vehicle no.. 3.... September 2008 Available at www........... as necessary Are records of refractive index checks.......... checked: ........... Samples shall be taken under supervision of auditor/inspector from spraying nozzles.. shall be checked) Are records of viscosity checks. Note identification number of vehicle from which the sample was taken (a different vehicle number should be checked at next inspection if possible).... ..4.....1. .. carried out on samples of Type II......

Personnel of company performing de-icing/anti-icing 5...6.... Do the personnel who carry out the check after de-icing/anti icing receive training in cold weather operations 11... Are training records maintained 14..... 6........... 7........... 12.......... Questions Training and Qualification....aea... How is the success of the training evaluated ( ( ( ) Theoretical Test ) Practical Test ) No Test ( ( ( ( ( ) ) ) ) ) AEA Recommendations ISO 11076 SAE ARP 4737 Company Procedure (specify) Others (specify) RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23... Do they receive annual refresher training Are training records maintained How is the success of the training evaluated ( ( ( ) Theoretical Test ) Practical Test ) No Test ( ( ( ( ( ) ) ) ) ) AEA Recommendations ISO 11076 SAE ARP 4737 Company Procedure (specify) Others (specify) Q-Nr............. Personnel of company performing inspection after de-icing/anti-icing 10....... Questions Y/N/ X/C Comments Training and Qualification. Do they receive annual refresher training 13............................ 9...... 8....B Station Inspection Checklist (continued) Y/N/ X/C Comments Q-Nr.....1...4......be Page 32 of 42 .. What standard are they trained to Specify: ....... Do the personnel carrying out the de-icing/anti-icing operation receive training in cold weather operations What standard are they trained to Specify: .... September 2008 Available at www.....................

.. Manufacturer/Model: ..... How is Fluid Mixed ( ) By vehicle proportional mix system ( ) Manually in vehicle ( ) In storage tank Temperature: ~ ............ / ....................aea.......4......1........ Do vehicles fulfil the requirements of ISO 11077 (or equivalent) 31..... Can the de-icing fluid spray reach all appropriate parts of the aircraft 30............................B QNr... Tank 3 Fluid*: ......... Tank 1 Fluid*: ...... Questions De-icing/anti-icing Equipment (vehicles of each separate type/modification state to be specified) Y/N/ X/C Comments 24............../ ...... III or IV fluid (undiluted or hot mix) be sprayed without degrading the fluid beyond required limits (Refer to questions 3 and 4) 20... Tank 2 Fluid*: ......./ ...................... Can the de-icing fluid spray reach all appropriate parts of the aircraft 21..... What temperature is the de-icing fluid applied at (Temperature at nozzle) 19................. Total number of vehicles of this model .......... °C QNr.. Manufacturer/Model: ........... Are vehicle tanks / filling ports labelled for fluid Type and/or Mix 17.... * Type/concentration of fluid 25........... Are vehicle tanks / filling ports labelled for fluid Type and/or Mix 26...... Can Type II.............. How is Fluid Mixed ( ) By vehicle proportional mix system ( ) Manually in vehicle ( ) In storage tank 18.. Are spraying nozzles properly marked with fluid type and/or mixture rate when more than one nozzle is installed 32. Can Type II..... Are vehicles maintained to a maintenance schedule Temperature: ~ ........... What temperature is the de-icing fluid applied at (Temperature at nozzle) 28.................................... Station Inspection Checklist (continued) Y/N/ X/C Comments Questions De-icing/anti-icing Equipment (vehicles of each separate type/modification state to be specified) 15........ * Type/concentration of fluid 16.be Page 33 of 42 ..................... Total number of vehicles of this model: ... °C 27. III or IV fluid (undiluted or hot mix) be sprayed without degrading the fluid beyond required limits (Refer to questions 3 and 4) 29. Do vehicles fulfil the requirements of ISO 11077 (or equivalent) 22.../ ....................... Are vehicles maintained to a maintenance schedule RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23...... Tank 3 Fluid*: ........../ ...../ .............../ ......................... Tank 1 Fluid*: ........... September 2008 Available at www........... / ....................... Tank 2 Fluid*: .............6................. Are spraying nozzles properly marked with fluid type and/or mixture rate when more than one nozzle is installed 23........................

........ / ... Station Inspection Checklist (continued) Y/N/ X/C Comments Questions De-icing/anti-icing Equipment (vehicles of each separate type/modification state to be specified) 33.. * Are local AIP and NOTAM/Instructions available from the Airport Authority and incorporated in the procedures of the handling company 44.......... what method of heating is employed and to what temperature 49. How is Fluid Mixed ( ) By vehicle proportional mix system ( ) Manually in vehicle ( ) In storage tank Temperature: ~ ...... Do vehicles fulfil the requirements of ISO 11077 (or equivalent) 40......../ .......6... How is fluid stored 50......... Where de-icing/anti-icing is carried out at an area away from the gate................ Total number of vehicles of this model: ... Questions De-icing/anti-icing Facilities Y/N/ X/C Comments 42.......be Page 34 of 42 ..... September 2008 Available at www........ slush and snow 46... What temperature is the de-icing fluid applied at (Temperature at nozzle) 37............... Tank 2 Fluid*: ../ ............. If heated in storage tanks.. Tank 1 Fluid*: .... * Type/concentration of fluid 34. Is the de-icing/anti-icing location negotiable 45. Where are de-icing/anti-icing operations carried out ( ) Gate ( ) After Pushback* ( ) Remote/Centralised Position* ( ) End of Runway* ( ) Other (specify) * see question 43 43../ ............. Are all storage tanks and filling ports labelled for fluid type/mix 51. Are spraying nozzles properly marked with fluid type and/or mixture rate when more than one nozzle is installed 41. who certifies that the aircraft has been correctly de-iced/anti-iced and that appropriate surfaces are free of all forms of frost.................... Is fluid heated in storage tanks 48. Are vehicles maintained to a maintenance schedule QNr........................... ice.1.......... Are vehicle tanks / filling ports labelled for fluid Type and/or Mix 35...... Can Type II.. Can the de-icing fluid spray reach all appropriate parts of the aircraft 39........................ °C 36....................... Tank 3 Fluid*: .B QNr... Manufacturer/Model: ... Are all components of storage facility checked in accordance with ISO 11076 specify Temperature: ~ ..... III or IV fluid (undiluted or hot mix) be sprayed without degrading the fluid beyond required limits (Refer to questions 3 and 4) 38...4...aea... °C ( ) Fixed Tanks ( ) Mobile Tank(s) ( ) Barrels RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23......... Does Airline personnel have access to the remote de-icing/ /anti-icing position 47..

........be Page 35 of 42 .................................................1......... September 2008 Available at www......................................................................4.............................................C Comments 6.....................D Findings Summary Request remedial actions for finding(s) by a letter to the Handling Company Item Q-Nr Findings description Distribution Copies to * ......................6.......... ..........................1. * Nominated by aircraft operator RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.......................aea.......................4.

5.2.2. Clariant MPII 1951/Type II. etc.1 Fluid Sampling Procedure for Type II. 6. fine. or onto an aluminium plate with associated recovery system. and IV fluids. or Type IV Fluids Introduction To ensure that the necessary safety margins are maintained between the start of the de-icing/antiicing operation and takeoff. samples shall be taken at typical nozzle settings (e. etc.7 RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.2. The distance between the spray nozzle and the surface shall be approximately 3m and the fluid shall be sprayed perpendicular to the surface.2. Direct the fluid onto the sampling surface and spray an adequate amount of fluid to allow for a 1 litre.3 6. etc.3. Spray the fluid to purge the lines and check the concentration of a sample. 100/0. storage tank or equipment/vehicle tank).g.aea. medium or coarse) and flow rates for anti-icing.5. prior to the necessary quality control checks (see section 6.5.2 6.2. Reference Fluid For reference purposes.3. Mixture strength (e. Where different spray patterns and flow rates are used during routine de-icing/anti-icing operations. to prevent movement.3 6. This section therefore describes the approved methods for collecting samples of Type II. 75/25. it is necessary for the sampling method to simulate typical aircraft application. carefully lift the corners of the sheet and collect 1 litre of the fluid in a clean and dry bottle.g.6. Type III. repeat previous item 6. Date sample was taken. 6.2.g. Method The application is made onto a clean polythene sheet (approx. Station (e. Should the refractive index indicate that the lines have not been adequately purged.2 6.3) being carried out.4 6.2 6.1 6. taken from the gun/nozzle after purging.3.2. 2m x 2m) laid directly on the ground.2.).5.5 6. Detail where the sample was taken from (e.g. before the lines are completely purged). providing the following data: Brand name and Type of the fluid (e.g. nozzle.3 6. Elephant Beta DT04.6 6. sample to be taken.2.5. the fluid used to both de-ice and anti-ice aircraft surfaces.2.2. etc. Due to the possible effect of vehicle/equipment heating and/or delivery system components on fluid condition.2 until the concentration is correct for the fluid to be sampled (on certain vehicles it may be necessary to spray more than 50ltrs.2.5.1 6. III.).3.be Page 36 of 42 .2. sprayed from operational aircraft de-icing/anti-icing vehicles/equipment. Fixed Rig R001. Identification of de-icing/anti-icing equipment/vehicle (e. must be in an ”ex-fluid manufacturers” condition and at the correct concentration.3. September 2008 Available at www.2. Where a polythene sheet is used for sampling purposes. Identification of Samples Attach a label to each sample.). Kilfrost ABC-3/Type II.3.).4 6.5 6.2. Depending on wind speed/direction at the time of sampling the polythene sheet may require to be weighted down at the edges. BAK.2.5 6. Indicate flow rate and spray pattern.2.g. of fluid.5. take a 1 litre sample of the base fluid from the storage facility and a 1 litre sample from the fluid tank of the de-icing/anti-icing equipment/vehicle being sampled.4 6. Procedure Select the required flow rate/spray pattern for the fluid to be sampled.2.2.

perform a pH-value check according to 6.3.1 Deicing/Anti-icing Vehicle Fluid Checks Concentration Checks Fluids or fluid/water mixture samples shall be taken from the de-icing/anti-icing vehicle nozzles on a daily basis when vehicles are in use. type III.6.3. September 2008 Available at www.3.2. Perform a refractive index check according to 6.2. Each container/road tanker shall be checked. 6.3.3.2.6.4 *) Perform this check if it is suitable to identify contaminants in the fluid and/or detect degradation of the fluid used.3 *) .perform a visual contamination check according to 6. Fluid Acceptance at Delivery Check of documentation Check that the fluid delivered corresponds to the fluid ordered. and type IV fluids: .3 6.perform a refractive index check according to 6.6. Ensure that the fluid is at a uniform mix. Allow the selected fluid concentration to stabilise before taking sample (see also 6.3).2 .2 6.6.1 6. The procedure ensures that the required safety standards concerning the de-icing/anti-icing fluids quality are maintained.3.3.6.3 *) Type II.345.perform a pH-value check according to 6.3. further investigation has to be conducted prior to use of the fluid.3 6. Fluid Sample Checks Before the first use of the delivered fluid for filling a storage tank or vehicle tank. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.2. The sample shall be protected against precipitation.1 .6.2 .6.3.3.6.perform a field viscosity check according to 6.3. When discrepancies are found. NOTE 3: Trucks with automated fluid mixture monitoring system The interval for refractive index checks has to be determined by the handling company in accordance with the system design.3.3. Make sure that the brand name and the concentration of the delivered fluid corresponds to the brand name and the concentration of the storage or vehicle tanks. Make sure the brand name and concentration of the product specified in the delivery documents corresponds to the delivered fluid. NOTE 2: Trucks with proportional mixing systems Operational setting for flow and pressure shall be used.perform a refractive index check according to 6.3.3.aea. NOTE 1: Trucks without a mixing system Samples may be taken from the truck tank instead of at the nozzle.1 Checking Procedure for Aircraft De-icing/Anti-icing Fluids Introduction This checking procedure for aircraft de-icing/anti-icing fluids is in compliance with AEA station quality assurance programme for aircraft de-icing/anti-icing operations and with the relevant sections of JAR OPS 1.perform a visual contamination check according to 6.2 6.6.1 . take a sample from the container/road tanker (each separate compartment if applicable) and perform the following checks: Type I fluid: .be Page 37 of 42 .

3 *) Type II.6.the check can be made by any equivalent method RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.6.6.6.1 . rubber parts.3.2.perform a refractive index check according to 6.perform a field viscosity check according to 6.6.perform a pH-value check according to 6. Fluid samples shall be taken from all de-icing/anti-icing vehicle spray nozzles of all vehicles and from all storage tanks in use.6.3.6.3 .2 .perform a visual contamination check according to 6. etc.perform a visual contamination check according to 6.perform a visual contamination check according to 6.4 6. type III. type III.perform a laboratory viscosity check according to 6.6.3.2). type III.3.3.2 .perform a refractive index check according to 6. The samples shall be taken from the storage tank and from the de-icing/anti-icing equipment nozzle.3.6. As a guideline.3. For thickened de-icing/anti-icing fluids take the sample as described in fluid sampling procedure for type II.6.3.3.3.1 .perform a pH-value check according to 6.perform a refractive index check according to 6.) .3.3.aea.6.perform a visual contamination check according to 6.6. rust particles.perform a pH-value check according to 6.1 . For thickened de-icing/anti-icing fluids take the sample as described in fluid sampling procedure for type II. and type IV fluids (see section 6.be Page 38 of 42 .3. Perform the field test for fluids as follows: Type I fluid: .2 . Perform the laboratory check for fluids as follows: Type I fluid: . 6. metallic debris.6.3 *) .3. September 2008 Available at www.check for any kind of contamination (e.perform a refractive index check according to 6.4 *) Perform this check if it is suitable to identify contaminants in the fluid and/or detect degradation of the fluid used. or type IV fluids (see section 6.perform a pH-value check according to 6.3. type III.3.5 Field Check for Fluids Field check for fluids shall be made always when station inspection is made.2 .6. 6. but it may be adjusted in accordance with local experience.5 -> Not applicable to samples taken from spray nozzle(s) used for de-icing exclusively. the interval should not exceed two weeks.6.2).1 . and type IV fluids: .3.3. Laboratory Checks for Fluids The laboratory checks shall be performed for the fluids at the start and in the middle of the de-icing season and upon request by the airline. Perform a Refractive Index Check in accordance with 6. and type IV fluids: . Samples shall be taken in all concentrations used for anti-icing.3.3 Type II.3.put fluid from the sample into a clean glass bottle or equivalent .6 6.2 Checks on (directly or indirectly) heated Fluids Fluid or fluid/water mixture samples shall be taken from the de-icing/anti-icing vehicle tanks.1 Fluid Check Methods Visual Contamination Check .g.6.3.6.

pH-value Check .the speed of the middle steel ball shall be between the speed of the two other balls or be equal to the speed of one of them .the balls will move downwards with a different speed .the measurements shall be carried out at rotation speeds of 0.1.3.read the value on internal scale and use the correction factor given by the manufacturer of the fluid in case the temperature of the refractometer is not 20ºC .6. turn the tool ±180 degrees to a full vertical position . the measured refractive index must correspond to minimum 50% and maximum 57% concentration. Local Frost Prevention in Cold Soaked Wing Areas Introduction Wing surface temperatures can be considerably below ambient due to contact with cold fuel and/or close proximity to large masses of cold soaked metal.3. Example: For a sample with 50% nominal concentration.return the glass into the test tool and turn it vertically and let all steel balls reach the lower end of the test tubes . September 2008 Available at www.the check can be made by any equivalent method NOTE: The pH check in the laboratory should be performed with a pH measurement instrument.be Page 39 of 42 . fill it up completely and close it .insert the steel ball into the glass.make sure the refractometer is calibrated and clean .the check can be made by any equivalent method *) If a fluid manufacturer has not published any tolerances for the refractive index of diluted fluids. This procedure does. where the reference liquids represent the minimum and maximum allowed viscosities of the tested product .the check can be made by any equivalent method Laboratory Viscosity Check .3.after all 3 balls have reached the bottom of the tubes.6.put the sample into a clean sample tube .4 6.3.clean the refractometer and return it into the protective cover . 7.take a piece of pH paper and put it in the fluid so that the pH paper becomes wetted with the fluid .compare the pH-value with the figures from the fluid manufacturer .6.5 7.put a fluid drop taken from the sample or from the nozzle onto the test screen of the refractometer and close the prism .compare the value with the figures from the fluid manufacturer *) . For type I fluids.perform the viscosity check in accordance with SAE AIR 9968 .6.3 rpm .remove the pH paper from the fluid and compare its colour with the colour of the table provided with the pH paper and read the corresponding pH value . not supersede standard RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23.the temperatures at which the measurements are made and the spindle number shall be reported .6. the highest concentration at which a product may be used must also be observed.2 Refractive Index Check . the measured refractive index shall be within limits corresponding to a concentration not lower than the nominal concentration and not higher than 7% above the nominal concentration.3 6.compare the viscosity values with figures from fluid manufacturer . however.aea.the check can be made by any equivalent method 6.this check shall be made with a falling ball method. This procedure provides recommendations for the prevention of local frost formation in cold soaked wing tank areas during transit stops in order to make de-icing/anti-icing of the entire wings unnecessary under such circumstances. In these areas frost can build up on wing surfaces and may result in the entire wing being de-iced/anti-iced prior to the subsequent departure. Field Viscosity Check .

also when conditions would not require the treatment of both wings. Flight Crew Information Following information shall be provided to the flight crew: “Local frost prevention was accomplished”. If precipitation occurred between application of the fluid and dispatch of the aircraft and / or if precipitation is expected before takeoff.6.e.de-icing/anti-icing procedures and has to fulfil the requirements of section 3. This Local Frost Prevention procedure shall be applied on clean wings immediately following arrival of the aircraft. the register or “tail number” of the RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. loss of gloss. A holdover time shall not be assigned to a Local Frost Prevention treatment since the treatment does not cover the entire aircraft or wing surface respectively. showing ice crystals etc. the same area in the same location shall be sprayed.aea. i. This may be done either by intercom or by VHF radio. snow and ice accumulation. 7. 8. Definitions Local frost build-up: Limited formation of frost in local wing areas sub-cooled by cold fuel or large masses of cold metal. In case VHF is used.5. This Local Frost Prevention Procedure shall only be carried out if approved by the operator of the aircraft to be treated. but in this case the fluid shall be applied at a minimum temperature of 50 °C.3. getting viscous. such as colour turning to white. and it shall only be carried out by properly qualified and trained personnel.be Page 40 of 42 . nor the requirement that aircraft surfaces are clear of frost. Limits and Precautions • This Local Frost Prevention procedure does not substitute standard de-icing/anti-icing procedures in accordance with section 3. NOTE: For limitations see paragraph 7. Application is acceptable at the latest when frost just starts to build up. 7.2. Off-gate de-icing/anti-icing procedures Communications During off-gate de-icing/anti-icing a two-way communication between flight crew and de-icing/antiicing operator/supervisor must be established prior to the de-icing/anti-icing treatment. slush. A proper coating completely covers the treated area with visible fluid. September 2008 Available at www. This procedure also does not relieve from any requirements for treatment and inspections in accordance with aircraft manufacturer manuals. this type of frost does not cover the entire wing! Procedure Using suitable spray equipment. clear ice checks or any other aircraft manufacturer requirements. These checks are conducted to insure that both wings are clean and free of frost. 7.1. 8.4. Final check A tactile check (by touch) of the treated areas and a visual check of the untreated areas of both wings shall be performed immediately before the aircraft leaves the parking position. CAUTION: Aerodynamic problems could result if this requirement is not met. The applied de-icing/anti-icing fluid shall still be liquid and shall show no indication of failure. a standard de-icing/anti-icing treatment shall be performed in accordance with section 3.4. • • • • 7. Both wings shall receive the same and symmetrical treatment. 7. apply a proper coating of undiluted type II or IV anti-icing fluid on the wings in the limited cold soaked areas where formation of frost may be expected due to contact of the wing skin with sub cooled fuel or masses of cold metal.

8.5. ANTI-ICING CODE IS:. DIS: “We begin treatment now and observe. clear-ice on top of wing. the result must be checked by a trained and qualified person (refer to 3. I will call you back when ready”. confirm aircraft is ready for treatment..3. or marshaller assistance must be given.aircraft instead of flight number must be used during all communications.).(plus any additional info needed).)”.2. Contact with flight crew may be closed after anti-icing code and readiness for taxi-out has been announced. after which the Commander is responsible for the airworthiness of the aircraft. standby for clear signal at right/left and/or contact ground/tower for taxi clearance.” COMMANDER: ”De-icing/anti-icing completed.... a sufficient taxi and stopping guidance must be arranged. 8. like “ice under wing”.” After aircraft is configured for treatment: COMMANDER: “Brakes are set.. to 8.4. etc. and standard taxi routing to the de-icing/anti-icing area.. I am disconnecting.. This information must be given written or aurally to the Commander of the aircraft. anti-icing code. 8. verbal communication shall take precedence.. you may begin treatment and observe. In the event of conflict. means to communicate before and during the de-icing/anti-icing operation and information about taxi and stopping guidance.14. In case radio contact must be established before entering the de-icing/anti-icing area.aea. etc.. RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. During treatment all necessary information to cockpit must be given by this means (Beginning of treatment..be Page 41 of 42 .. means to coordinate the de-icing/anti-icing operation.5.. the signs with clearly marked operation frequency must be visible from the cockpit before entering this area. Terminology Following standard communication terminology is recommended during off-gate de-icing/anti-icing procedures: (DIS = De-icing/anti-icing supervisor) (COMMANDER = Pilot in command) DIS: “Set parking-brakes. 8.. An alternate means of communication may be the use of Electronic Message Boards. anti-icing code is.. General instructions The de-icing/anti-icing operator together with the airport authorities must publish all necessary information about how to operate on the off-gate site by NOTAM or in local AIP. ice on landing-gear. inform on any special requests.”. etc. Taxi guidance When off-gate de-icing/anti-icing area is entered by taxiing.(any special requests like: ice under wing/flaps. treatment of sections requiring de-activation of aircraft systems.. anti-ice with type IV fluid.11) and the anti-icing code must be given to the Commander (refer to 3. ONLY AFTER EQUIPMENT IS CLEARED FROM AIRCRAFT AND ALL CHECKS ARE MADE: DIS: “De-icing/anti-icing completed.. After treatment.(special request given.).. who is after that responsible to proceed in order to get proper treatment. September 2008 Available at www. Responsibilities The responsibility to determine the need for de-icing/anti-icing before dispatch lies with the qualified person who performs the departure check at the gate. This information has to include at least the location of. snow on fuselage.3). For standard phrases ref.

9. Standardised training For guidelines see "AEA Training Recommendations and Background Information for De-Icing/AntiIcing of Aircraft on the Ground". RECOMMENDATIONS FOR DE-ICING/ANTI-ICING OF AIRCRAFT ON THE GROUND EDITION 23. September 2008 Available at www.aea.be Page 42 of 42 .

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