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SECOND EDITION - 2000

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 Manual of Aircraft Ground
De-icing/Anti-icing Operations
(DOC9640-AN/940)

SECOND EDITION - 2000

 AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in the
monthly Supplement 10 fhe Cafalogue of ICAO Pubiicafions and Audio-visual
Training Aids, which holders of this publication should consult. The space below
is provided to keep a record of such amendments.

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. .. 1
 Foreword

Safe aeroplane operations during all types of weather This second edition comprises a summary of
conditions are of utmost concern to all air carriers. airport information essential to the planning and execution of de-
authorities, air traffic control, and users of air transport icinganti-icing operations during conditions which are
services. A review of the history of aeroplane accidents in conducive to aeroplane icing on the ground. It contains
the air transportation industry revealed that a substantial general information which is intended to increase the basic
number are related to winter operations. An examination of understanding of aircraft ground de-icinganti-icing oper-
these accidents showed a need for formally developed ations and to facilitate the development of standardized
regulations and procedures governing aeroplane de- procedures and guidance material for the various segments
icinganti-icing operations, directed towards all segments of of the aviation industry. It includes the full rangeof de-
aviation, including aeroplane manufacturers. airline oper- icinganti-icing fluids and information on data updating. A
ators. and engineering, maintenance and service organiz- general description of the various factors relating to
ations. This material was intended, in particular. for use by aeroplane icing on the ground is provided, and the mini-
flight crews of all aeroplane types and categories, as well as mum procedural requirements necessary to conduct safe
aeroplane maintenance and service personnel. and efficient operations during conditions requiring aero-
plane de-icinganti-icing activities are addressed. It is the
The International Air Transport Association (IATA)
individual operators responsibility. however, to comply
convened a Global De-iciug/Anti-icing Task Force, which
withthe requirements imposed by aeroplane, equipment
met for thefirst time inHelsinki in September 1992. In
and fluid manufacturers, regulatory and environmental
October 1993, this Task Force became the IATA Global De-
authorities. and individual operator programmes.
icing/Anti-icing Indusuy Forum. In a cooperative effort
between IATA and ICAO, a drafting group was formed to
. . develop a stand-alone ground de-icinganti-icing docu- Reference material used to prepare this publication
ment. which would be published by ICAO. The meetings, includes documentation from regulatory authorities.
convened throughout the year for the purpose of developing airlines, aeroplane manufacturers, equipment and fluid
this document, were attended by representatives of civil manufacturers. industry, and academic, standardization and
aviation authorities, airline operators, aeroplane manufac- professional associations (see Bibliography for complete
turers, ground equipment and fluid manufacturers, pilot listing). Even though no reference is made in this document
associations and airport authorities. The resultwas the to any specific instructions or recommendations given by
publication of the first edition of the Manual of Aircrar aeroplane, equipment or fluid manufacturers. nevertheless
Ground DdAnti-icing Operations (Doc 9640)in 1995. these must also be taken into consideration.

(iii)
 Table of Contents

Pnge Pnge

Glossary of terms and abbreviations .............. 1 Chapter 9. Air traffic control (ATC)
winter operations plan ....................... 15
Chapter 1. Introduction ...................... 3
Chapter 10. De-icinganti-icing communications .. 16
Chapter 2. The Clean Aircraft Concept .......... 5
Chapter 11. De-icinganti-icingmethods ......... 17
Chapter 3. Aeroplane icing on the ground ....... 6
Chapter 12. Ice detection and warning systems . . . . 18
Chapter 4 . Aeroplane ground
de-icinganti-icing fluids ..................... Chapter 13. Training of personnel . . . . 19

Chapter 14. Equipment ...................... 20

Chapter 5 . Holdover times .................... 9
Chapter 15. Quality assurance programme 22
Chapter 6 . De-icinganti-icing check
procedures ................................ IO Chapter 16. Updating of holdover time
guidelines and de-icinganti-icing procedures . . . . 23
Chapter 7 . Responsibilities . . . . . . . . . . . . . . . . . . . 11
Attachment ................................. 25
Chapter 8. Aemdrome de-icinganti-icing
facilities.................................. 12 Bibliography ................................ 31
 Glossary of Terms and Abbreviations

GLOSSARY OF TERMS De-icinghnti-icing. A procedure combining both thede-

icing process and the anti-icing process and which can
These terms, as used in this document. have the following be performed in one or two steps:
meanings:
One-step de-icing/anti-icing. This procedure is carried
Active frost. A condition when frost is forming. Active out with heated anti-icing fluid. The fluid is used to
frost occurs when the surface temperature is at or below de-ice the aeroplane and remains on the aeroplane
0C and at or below the dew point. surface to provide anti-icing capability. The Society
of Automotive Engineers (SAE)llntemational Or-
Anti-icing. Anti-icing is a precautionary procedure by
ganization for Standardization (ISO) Type I, E, LII
which clean aeroplane surfaces are protected against the
and IV fluids can be used, but the protection
formation of ice and frost and the accumulation of snow.
provided by Type 1 fluid is less than that provided
and slush for a limited period of time.
by Type 11, El and IV fluids.
Cold-soak effect. The wings of aeroplanes are said to he
"cold-soaked when they contain very cold fuel as a Two-step de-icing/anti-icing. This procedure contains
result of having just landed after a flight at high altitude two distinct steps. The first step, de-icing, is
or from having been refuelled withvery cold fuel. followed by the second step. anti-icing. as a
Whenever precipitation falls on a cold-soaked aero- separate fluid application. After de-icing, a separate
plane when on the ground, clear icing may occur. Even overspray of anti-icing fluid is applied to protect the
in ambient temperatures between -2C and +15"C. ice aeroplane's critical surfaces, thus providing
or frost can form in the presence of visible moisture or maximum anti-icing protection.
high humidity if the aeroplane stmcture remains at 0C
or below. Clear ice is very difficult to detect visually Drizzle. Fairly uniform precipitation composed exclusively
and may break loose during or after take-off. The of fine drops (diameter less than 0.5 mm (0.02 in)) very
following factors contribute to cold-soaking: tempera- close together. Drizzle appears to float while following
lure and quantity of fuel in fuel cells. type and location air currents although, unlike fog droplets, drizzle falls
of fuel cells, length of time at high altitude. temperature to the ground.
of refuelled fuel and time since refuelling.
Fog and ground fog. A visible aggregate of minute water
Critical surfacesSurfaces of the aeroplane that shall be panicles (droplets) in the air reducing the horizontal
completely free of ice, snow, slush or frost before take- visibility at the Eanhs surface lo less than 1 kilometre.
off. The critical surfaces shall be determined by the
aeroplane manufacturer.
Freezing fog. A fog formed of supercooled water droplets
De-icing. The process which removes ice, snow, slush or which freeze upon contact with exposed objects and
frost from aeroplane surfaces. This maybe accom- form a coating of rimdclear ice.
plished by mechanical methods, or by pneumatic
methods or through the use of heated fluids. Mechan- Freezing rain and freezing drizzle. Rain or drizzle in the
ical methodsmay be preferred under extremely cold form of supercooled water drops which freeze upon
conditions or when it has been determined that the impact with any surface.
frozen contaminant is not adhering to the aeroplane
surfaces. When using heated lluids and optimum heat Frost. Referred to as "hoar frost". A deposit of ice having
transfer is desired, fluids should be applied at a distance a crystalline appearance, generally assuming the form
from the aeroplane surfaces in accordance withthe of scales, needles or fans. Frost is formed by subli-
approved operator procedure and fluid manufacturer mation, i.e.whenwater vapour is deposited upon a
recommendations. surface whose temperature is at or below freezing.

I
 2 Manual af AircraJl Ground De-icing/Anti-icing Operatiam

High humidify. An atmospheric condition where the Slush. Water-saturated snow which with a heel-and-toe
relative humidity is close to saturation. slap-down motion against the ground will be displaced
with a splatter.
Holdover time. Holdover time (HOT) is the estimated time
the anti-icing fluid will prevent the formation of ice and snow.hcipitation of ice nystals, mostly branched in the
frost and the accumulation of snow on the protected form of six-pointed stars. The crystals are isolated or
(treated) surfaces of an aeroplane. agglomerated to form snowflakes.

Precipitation intensify. Intensity of precipitation is an Dry snow. When the ambient temperature is below
indication of the amount of precipitation collected per
freezing.
unit time interval. It is expressed as tight, moderate or
heavy. Intensity is defined with respect to the type of
precipitation occurring, based either on rate of fall for Wer SMW. When the ambient temperature is near or
rain and ice pellets or visibility for snow and drizzle. above freezing.
The rate of fall criterion is based on time and does not
accurately describe the intensity at a particular time Of Viiible moisture. Fog,rain,snow, sleet, high humidity
observation. (condensation on surfaces), ice crystals can all produce
visible moisture on aeroplanes, taxiways and runways
Rain. Precipitation of liquid water parIicles, either in the exposed to and contaminated by these conditions.
form of drops of more than 0.5 mmindiameter or
smaller drops which, in contrast to drizzle, are widely
separated.
ABBREVIATIONS
Rime. A deposit of ice, produced by freezing of super-
cooled fog or cloud droplets on objects attemperatures AEA Association of European Airlines
below or slightly above freezing. It is composed of
gains separated by air, sometimes adorned with APU Auxiliary power-unit
crystalline branches.
. .. ATC Air MIC
control
Shear force. Shear force is a force applied laterally on an
anti-icing fluid. When applied to a Type JI, III or IV
fluid, the shear force will reduce the viscosity of the
DIN Dentsches Institut fiir Normung
fluid; when the shear force is no longer applied, the
anti-icing fluid should recover its viscosity. For FF' Freezing point
instance, shear forces are applied whenever the fluid is
pumped, forced through an orifice or when subjected to mD Freezing point &pressant
airilow. If excessive shear force is applied, the
thickener system could be permanently degraded and Is0 Intmational organization for%ndardization
the fluid viscosity may fall outside the range set by the
manufacturer and tested for certification. Fluid OAT Outside air t e m p e r a m
degraded in this manner should not be used for
operational purposes. SAE Society of Automotive Engineers
 Chapter 1
INTRODUCTION

1.1 As early as 1950, someStates had established frost and snow formed on these surfaces on the ground can
civil aviation regulations prohibiting take-off for aeroplanes have a totally different effect on aeroplane flight character-
with frost, snow, or ice adhering to wings, propellers or istics than ice formed in flight. Exposure on the ground to
control surfaces of the aeroplane. The effects of such icing weather conditions that are conducive to ice formation can
are wide-ranging, unpredictable and dependent upon indi- cause accumulation of frost, snow or ice on areas of the
vidual aeroplane design. The magnitude of these effects is aeroplane where the ice protection provided is designed for
dependent upon many variables, hut the effects can be both in-flight use only. In addition, aeroplanes are considered
significant and dangerous. airworthy and are cenificated only after extensive analyses
and testing have been accomplished. Wlth the exception of
1.2 Wlnd tunnel and flight tests indicate that ice, frost analyses and testing to ascertain the flight characteristics of
or snow formations on the leading edge and upper surface an aeroplane during flight in icing conditions, all analyses
of a wing, having a thickness and surface roughness similar and cenification testing are conducted with a clean aero-
to medium or coarse sandpaper, can reduce wing lift by as plane flying in a clean environment. If ice formations other
much as 30 per cent and increase drag by up to 40 per cent. than those considered in the certification process are
These changes in lift and drag will significantly increase present, the airworthiness of the aeroplane may be invalid
stall speed, reduce controllability and alter aeroplane flight and no attempt should he made to fly the aeroplane until it
characteristics. Thicker or rough ice accumulation inthe has been restored to the clean configuration.
form of frost, snow, or ice, deposits can have increasing
effects on lift, drag, stall speed, stability and control, hut 1.4 Common practice developed by the aviation
the primary influence is surface roughness relative to industry over many years of operational experience is to
critical portions of an aerodynamic surface. Ice on critical de-icdanti-ice an aeroplane prior to take-off. Various
surfaces and on the airframe may also break away during techniques for ground de-icingJanti-icing aeroplanes were
take-off and be ingested into engines, possibly damaging also developed. The most common of these techniques is
fan and compressor blades. Ice forming on pitot tubes and the use of FPD fluids to aid the ground de-icingJanti-icing
static ports or on angle of attack vanes may give false process and to provide a protective anti-icing film to delay
attitude, airspeed, angle of attack and engine power the formation of frost, snow or ice on aircraft surfaces.
information for air data systems. It is therefore imperative
that take-off not be attempted unless it has been ascertained
that all critical surfaces of the aeroplane, as well as all 1.5 In scheduled airline operations where large
numbers of aeroplanes are dispatched, the process of
instrument probes, are free of adhering snow, frost or other
ice formations. This vital requirement is known as the ensuring airworthiness must be a team effort where each
Clean Aircraft Concept (see Chapter 2). member of the team has specific duties and responsibilities
(Annex 6, Pan I, refers). In private aeroplane operations, all
1.3 Most aeroplanes used in commercial air transport functions may be performed by only one person - the
operations, as well as some other aeroplane types. are pilot. In all cases, the pilot-in-command has the ultimate
responsibility of ascertaining that the aeroplane is safe for
certificated for flight in icing conditions. Aeroplanes so
certificated were designed to have the capability to flight.
penetrate supercooled cloud icing conditions and have
demonstrated this in flight. This capability is provided 1.6 The only known method for positively ascer-
either by ice protection equipment installed on critical taining that an aeroplane is clean prior to take-off is by
surfaces, such as the leading edge, or by demonstration that close inspection. Under conditions of precipitation or fog,
the ice formed, under supercooled cloud icing conditions, or where moisture can be splashed, blown or sublimated
on certain unprotected components will not significantly onto critical surfaces in sub-freezing weather, many factors
affect aeroplane performance, stability and control. Ice. influence whether and howmuchice, frost or snow may

3
 4 Manual of Aircrafi Ground De-icing/Anri-icing Operariom

accumulate and result in surface roughness. Even in ahuve- m) operation in close proximity to other aeroplane jet
freezing weather conditions, for aeroplanes which have just blast, equipment and structures;
landed after descending from high altitude or have refuelled
with very cold fuel, the wings may be colder than 0C due n) operations on snow, slush or wet surfaces;
to fuel in the wing tanks being well below zero. This cold-
soak effect may cause ice to form on the wing surfaces. 0) aeroplane component inclination angle, contour and
Most of the factors that influence theaccumulation of surface roughness; and
freezing precipitation and affect cold-soak are listed below:
p) conditions under which the aeroplane is parked
a) ambient temperature; (outside, or fully or partially in the hangar).
b) relative humidity; 1.7 Personnel must understand and have a thorough
knowledge of:
c) precipitation type and rate;

d) fog type and density; a) the adverse effects that ice.frost or snow on the
critical surfaces and airframe can have on aeroplane
e) heat radiation; performance and handling qualities:

f ) wind speed and direction; b) the various procedures that are available for
aeroplane ground de-icing/anti-icing:
g) aeroplanesurface temperature (includingthe tem.
perature of fuel in the wing tanks); c) the capabilities and limitations of these procedures;
h) presence of de-icing fluid; d) the variables that will influence the effectiveness of
these procedures; and
i) de-icinglanti-icing fluid type and temperature;

j) de-icinuanti-icing fluid aqueous solution (strength); e) the critical areas of the particular aeroplane

k) .de-icing/anti-icing fluid application procedure; It is essential for all personnel to recognize that final
. ,.
assurance for a safe take-off rests in a thorough pre-take-off
I) timeelapsedsince anti-icing treatment; inspection or check.
 Chapter 2
THE CLEAN AIRCRAFT CONCEPT

2.1 During conditions conducive to aeroplane icing b) aeroplane skin temperature;

during ground operations, take-off shall not be attempted
when ice, snow, slush or frost is present or adhering to the c) precipitation rate and moisture content;
wings, propellers, control surfaces, engine inlets or other
critical surfaces. This is known as the Clean Aircraft d) de-icinuanti-icing fluid temperature;
Concept. In this document, the Clean Aircraft Concept
deals solely with fixed wing aeroplanes. e) the fluidwater ratio of the de-icin@anti-icing fluid;
2.2 A n y deposit of ice, snow or frost on the external
f ) relative humidity; and
surfaces of an aeroplane. except as permittedin the flight
manual, may drastically affect its performance due to
reduced aerodynamic lift and increased drag resulting from g) windvelocity and direction.
the disturbed airflow. Furthennore. slush, freezing snow or
ice may cause moving pans. such as control surfaces and They can also affect the de-icing capabilities of de-icing
flap-actuating mechanisms, to jam, thus creating a haz- fluids and the anti-icing capabilities of anti-icing fluids. As
ardous situation. These adverse effects on the aerodynamic a result. a well-defined time for the protection provided by
properties of the airfoil may result in a sudden d e p m r e an anti-icing fluid cannot be established.
from the commanded flight path and maynot be preceded by
any cockpit indications or aerodynamic warnings to the pilot. 2.4 Numerous techniques for complying with the
Clean Aircraft Concept have been developed. Proper and
2.3 A large number of variables can influence the adequate de-icing, followed by an application of appro-
formation of ice and frost and the accumulation of snow priate anti-icing fluid, provides the best protection against
and slush causing surface roughness on an aeroplane. These contamination. A visual or physical check of critical
variables include: aeroplane surfaces to confirm that the treatment has been
effective and that the aeroplane is in compliance with the
a) ambient temperature; Clean Aircraft Concept must he carried out.

5
 Chapter 3
AEROPLANE ICING ON THE GROUND

3.1 Many atmospheric and ambient conditions can wind, aeroplane operations, jet blast, or ground
cause aeroplane icing on the ground. The principal con- support equipment; and
ditions are frost, snow, freezing fog, freezing drizzle.
freezing rain. and rain, drizzle, fog or high humidity b) warm aeroplane surfaces exposed to frozen precipi-
combined with the cold-soak effect. The latter type of icing tation during below-freezing conditions. The warm
can occur at ambient temperatures well above the freezing aeroplane surfaces may cause melting and
point.It is also important to understand that mixed and refreezing of the precipitation.
changing atmospheric conditions can overlap during aero-
plane operations on the ground, requiring constant 3.3 In many cases, de-icing/anti-icing procedures may
vigilance by both flight and ground crews. Clear ice or be ineffective in providing sufficient protection for con-
failed anti-icing fluid can be very difficult to identify. tinued operations. This can occur when there is freezing
rain, freezing drizzle, heavy snow, or any condition where
3.2 Other conditions that are conducive to icing high water content is present in freezing precipitation.
contamination on aeroplane surfaces are:
3.4 At very low ambient temperatures (below ap-
a) operations on ramps, taxiways and runways con- proximately -30C). some heated Type I fluids are no
taminated bywater,. slush or snow. These sub- longer effective. and other methods of frozen contami-
stances may be deposited on aeroplane surfaces by nation removal must be used.

6
 Chapter 4
AEROPLANE GROUND
DE-ICING/ANTI-ICING FLUIDS

4.1 The basic function of de-icinuanti-icing fluids is significant amount of ethylene glycol, diethylene glycol or
to lower the freezing point of freezing precipitation as it propylene glycol. The remainder of the mixture is water, a
collects on the aeroplane and thus delay the accumulation thickener, corrosioninhibitors. wetting agents and sometimes
of ice, snow, slush or frost on critical surfaces. De- dye. The highviscosity of the fluid, combined with the
icinuanti-icing fluids are classed as Type I. U, Ill and IV. wetting agents. results in a thick coating when sprayed on the
5 pe I fluids have a relatively low viscosity which changes aeroplane. To provide maximum anti-icing protection,
mainly as a function of temperature. w p e 11, Ill and IV Type II and IV fluids should be used inanundiluted
fluids, however, contain a thickener system and have, condition. V p e II and N fluids, however. are also used in a
therefore, a higher viscosity which changes as a function of dilutedconditionfor de-icinganti-icing applications at the
shear force. fluidwater ratio and fluid temperature. TypeII. higher ambient temperatures and low precipitations. For de-
UI and IV fluids have better anti-icing propetties than icing purposes. the fluid must be heated.
Type I fluids.
4.6 Type UI fluid can be a diluted Type U or IV fluid
4.2 All de-icinganti-icing fluids must meet the use that meets the performance aerodynamic test for turho-
criteria established by the operator, fluid manufacturer and propeller-driven aeroplanes.
aeroplane manufacrurer and must also be manufacnrred in
. .. accordance with IS0 specifications. 4.7 Type U, El and IV fluids have high viscosity,
resulting in a much thicker coating of fluid on the wings
than Type I. The airflow during the take-off roll exposes
TYPE I FLUIDS these fluids to a shear force that causes a loss of viscosity,
thereby allowing the fluid to flow off the critical portion of
4.3 Type I fluids are available in concentrated or the wings prior to rotation.
diluted (ready-to-use) forms. Concentrated Type I fluids
contain a high percentage of glycol (Le. ethylene glycol, 4.8 Falling precipitation will steadily dilute all types
diethylene glycol, or propylene glycol or a mixture of these of anti-icing fluids until either the fluid coating freezes or
glycols). The remainder consists of water, corrosion inhihi- frozen deposits start to accumulate. By increasing the
tors, wetting agents. anti-foaming agents and sometimes viscosity of the fluid (as in Type U or IV), a higher film
dye. thickness and, hence, a greater volume of fluid can be
applied. The greater volume of fluid can absorb more
4.4 Type I fluids must he heated to provide an freezing precipitation before its freezing point is reached
effective de-icing capability. Concentrated Type I fluids and therefore its holdover time is increased. This protective
must he diluted with water to achieve a freezing point that advantage becomes imponant during freezing precipitation
is in accordance with the appropriate application procedure. conditions when longer taxi times are expected. In general.
Due to aerodynamic performance andor freezing-point Type IV fluids provide longer protection than Type U or UI
considerations. Type I fluids as applied are often funher fluids.
diluted for application.
4.9 Underno circumstances shall an aeroplane that
has previously been anti-iced receive a funher coating of
TYPE 11, I11 AND IV FLUIDS anti-icing fluid directly on top of the contaminated film.
When it becomes necessary to apply another coating of
4.5 Type II and N fluids are available in diluted and anti-icing fluid, the aeroplane surfaces must first be de-iced
undiluted forms. Undiluted Type ll and N fluids contain a before the final coating of anti-icing fluid is applied.

7
 8 De-icing/Anti-icing
Ground
Manual of Aircrafi Operations

HANDLING OF ANTI-ICING FLUIDS contamination, improper transportation or storage, ex-

cessive heating or when exposed to excessive shear forces
4.10 All fluids must be handled in accordance with during or use.
fluid manufacturers recommendations, health and environ-
mental regulations, and operator requirements.
4.12 Quality control methods for handling de-icinganti-
4.11 The protective properties of Type E, III and IV icing fluids, as specified in the approved operator programme,
fluids will be degraded when the fluid is subjected to must be strictly followed at all times.

. ..
 Chapter 5
HOLDOVER TIMES

5.1 Holdover time (HOT) is the exrimred time the b) fluidlwater ratio m p e II. Dl or IV only);
anti-icing fluid will prevent the formation of ice and frost
and the accumulation of snow on the protected (treated) c) start time of the final anti-icing application; and
surfaces of an aeroplane. These holdover times are gener-
ated by testing fluids under a variety of temperature and
d) confirmation that theaeroplane is in compliance
precipitation conditions simulating the range of weather
with the clean aircraft concept.
experienced in winter.

5.2 Numerous factors that can affect the de-icinglanti-. This basic information will assist the pilot-in-command in
icing capabilities and holdover times of de-icinganti-icing estimating an appropriate holdover time from the range
fluids have been identified. These factors include, but are provided in the operators table.
not limited to:
5.5 The sample I S 0 holdover time guidelines
a) type and rate of precipitation; (Tables 3 . 4 and 5 of the Attachment) give examples of the
time-frames of protection that can be expected under
b) ambient temperalure;
various weather conditions. The times of protection shown
c) relative humidity; in these tables are to be used as guidelines only and are
normally used in conjunction with pre-take-off check
,. d) wind direction and velocity: procedures.

e) aeroplane surface (skin) temperature; and 5.6 The holdover time begins with the start of the
finalde-icinganti-icing application andendsafter an
f) de-icinganti-icing fluid (type. fluidlwater ratio, elapsed time equal to the appropriate holdover time chosen
temperature). by the pilot-in-command.
As a result. a well-defined time for the protection provided
by an anti-icing fluid cannot be established.
CAUTION
5.3 The operator should publish the holdover times in
the form of a table or diagram to account for the various Due to the many variables that can influence holdover
types of ground icing conditions that may be encountered times, the time of protection may be reduced or
and the different types and concentrations of fluids used. A extended, depending on the intensity of the weather
range of holdover times for a particular condition is rec- conditions. High wind veiocity and jet blast can also
ommended to account, to some degree. for the variation in cause degradation of the protective film ofthe anti-icing
the existing local meteorological conditions, p a r h l a r l y fluid. If these conditions occur. the time of protection
the aeroplane skin temperature and the rate of precipitation may be shortened considerably. This may also be the
being encountered. case when the aeroplane skin temperature is
significantly lower than the outside air temperature.
5.4 At the completion of aeroplane de-icinglanti-
icing, the pilot-in-command will be provided with the
Weather conditions for which no holdover time
following information:
guidelines exist are referenced intheholdover time
guidelines.
a) fluid type;

9
 Chapter 6
DE-ICING/ANTI-ICING CHECK PROCEDURES

GROUND DE-ICING/ANTI-ICING CHECKS 6.4 The pre-take-off check, which is the responsibility
of the pilot-in-command, ensures that the critical surfaces
6.1 The pilot-in-command is responsible for ensuring of the aeroplane are free of ice, snow, slush or frost just
that the aeroplane complies with the Clean Aircraft Con- prior to take-off. This check shall he accomplished as close
cept prior to take-off. Certain checks are required before an to the time of take-off as possible and is normally made
aeroplane can be safely dispatched. These checks can be from within the aeroplane by visually checking the wings
grouped under three main headings: or other surfaces.

a) checks prior to the application of de-icinganti-icing 6.5 The pre-take-off check procedures are a critical
fluids; part of the ground operation and become the only means by
which the pilot-in-command can ensure that the aeroplane
b) checks after the application of de-icinganti-icing is in compliance with the Clean Aircraft Concept prior to
fluids: and take-off. If stipulated by the regulatory authority, aeroplane
manufacturer, or operational specification or if requested by
c) special checks. the pilot-in-command, an external check of aeroplane
critical surfaces shall he conducted by qualified ground
personnel.

CHECKS PRIOR TO THE APPLICATION OF 6.6 The pilot-in-command has the responsibility to
DE-ICING/ANTI-ICING FLUIDS continually monitor the weather and aeroplane condition to
ensure compliance with the Clean Aircraft Concept. If this
6.2 The first check in this process is the walk-around requirement cannot he satisfied by either an internal or
or pre-flight check, normally accomplished hy the ground external check of aeroplane critical surfaces, then another
or flight crew. The aeroplane critical surfaces. fuselage and de-icinganti-icing of the aeroplane must be accomplished.
landing gear shall be checked for ice, snow, slush or frost Special equipment or procedures may he required to carry
in accordance with an approved operator plan. If ice, snow, out this check at night or under severe weather conditions.
slush or frost is discovered, de-icinganti-icing of the
aeroplane must be carried out.

SPECIAL CHECKS

CHECKS AFTER THE APPLICATION OF 6.7 A check for the presence of clear ice, frequently
DE-ICING/ANTI-ICING FLUIDS caused by cold-soaked fuelin the wing tanks, may be
required during rain or high humidity conditions and for
6.3 A check to ensurecompliance with the Clean certain types of aeroplanes. This type of ice is very difficult
Aircraft Concept is made immediately following the appli- to detect, especially in conditions of poor lighting or when
cation of de-icing/anti-icing fluids and is carried out by a the wings are wet. Special check procedures are required to
qualified person in accordance with the approved operator detect this type of icing and shall be included in the
plan and procedures. approved operator programme.

10
 Chapter 7
RESPONSIBILITIES

REGULATORY AUTHORITY icing application information reported to the flight deck crew
is also a part of the technical airworthiness of the aeroplane.
7.1 The regulatory authority ensures that every
operator shall have an approved de-icinglanti-icing pro- 7.5 The person responsible for the de-icing/anti-icing
gramme or procedures. The programme shall require that process must be clearly designated, trained and qualified.
operators comply with the Clean Aircraft Concept. This person shall check the aeroplane for theneed to de-ice,
shall initiate de-icinuanti-icing, if required, and is respon-
7.2 The regulatory authority ensures that relevant and sible for the correct and completede-icindanti-icing
appropriate meteorological and other data are readily treatment of the aeroplane. The final responsibility for
available to the respective aerodrome users prior to and accepting the aeroplane after de-icinglanti-icing rests,
during aerodrome winter operations requiring de-icinganti- however, with the pilot-in-command.
icing activities. The data shall include, but not be limited
to: 7.6 The pilot-in-command has the responsibility to
ensure compliance with the Clean Aircraft Concept. The
a) runway condition reports: ground de-icing crew share this responsibility by providing
an aeroplane that complies with the Clean Aircraft
b) aerodrome taxiwayhpron condition reports: and Concept. To ensure compliance, the pilot-in-command shall
evaluate:
: i
c) aerodrome sequence reports
a) actual and forecast weather conditions:
7.3 Thede-icindanti-icing programme shall clearly
define areas of responsibility for the operator. All persons b) taxi times and conditions;
involved in ground de-icinglati-icing activities shall be
trained and qualified in the procedures, communications c) de-icindanti-icing fluid characteristics: and
and limitations of their area of responsibility. The de-
icindanti-icing programme shall cover all locations within d) other relevant factors.
the operators route network including de-icinglanti-icing
accomplished by subcontract. This information is used to determine the estimated
holdover time. The pilot-in-command is responsible for
continually monitoring the condition of the aeroplane after
de-icindanti-icing has been completed and for ensuring
OPERATOR that the aeroplane complies with the Clean Aircraft
Concept at the time of take-off.
7.4 Ground de-icindanti-icing is, technically, a part of
the operation of the aeroplane. The person in charge of the 7.7 The de-icingJanti-icing procedures. including
de-icinglanti-icing procedure is responsible for accom- those subcontracted by the operator, shall be subject to
plishing this procedure and verifying the results of the de- quality inspections as part of the operators quality
icinglanti-icing treatment.Additionally,the de-icinglanti- assurance programme.
 Chapter 8
AERODROME DE-ICINGIANTI-ICING FACILITIES

NEED FOR A FACILITY in accordance with local environmental rules and

regulations. Environmental factors that have to be
8.1 Safe and efficient aeroplane operations are of considered are:
primary imporlance in the development of any aerodrome
de-icingVanti-icing facility. Aerodrome de-icingVanti-icing a) protecting the environment against toxic substances;
facilities are required at aerodromes where ground snow
and icing conditions are expected to occur. This would b) isolating and collecting used glycol and any other
include aerodromes which serve aeroplanes that can de-icinglanti-icing contaminants to prevent run-off
develop frost or ice on critical surfaces as a result of having into the aerodrome storm drainage system; and
very cold fuel in their fuel tanks, even though the aero-
dmme itself is not experiencing ground icing conditions. c) recycling the used glycol.

8.5 The size and number of de-icinganti-icing facili-

ties on an aerodrome shall be determined by at least the
following factors:
FAClLITY DESIGN
a) Methodsand pmcedures used. The aerodrome
8.2 Design considerations should include siting, should plan for the two-step de-icinganti-icing
sizing, environmental issues and the operational needs of procedure for all de-icingVanti-icing operations even
" aerodrome users in an effort to maximize the de-icinglanti- though some operators may choose the one-step
icing capacity while maintaining maximum safety and procedure on some occasions. As the longer of the
efficiency. The design of a de-icinglanti-icing facility two processes, the two-step procedure increases
should, to the extent practicable, meet the needs of air estimated processing times and may therefore
carriers, aerodrome authorities and other elements of the require more and larger de-icingVanti-icing facili-
aviation community, as outlined in aeroplane ground de- ties. This method of planning should help to ensure
icingVanti-icing programmes. The facility should be de- that the aerodrome is able to achieve the maximum
signed to offerthe maximum in safety, efficiency and aeroplane departure flow rates.
flexibility to the user.
b) Variarioruin mefeorological conditions. Precipi-
tation type, rate and frequency all affect aerodrome
8.3 Numerous factors affect the basic design of any
de-icingVanti-icing operations. Aerodromes that
de-icinglanti-icing facility. In determining the de-icinglanti-
normally experience heavy, wet snowfalls or
icing operational capacity of the aerodrome, it is rec-
freezing rain will require more de-icinglanti-icing
ommended that the aerodrome have facilities with a de-
facilities in order to maintain aeroplane depanure
icinganti-icing capability equivalent to the maximum peak
flow rates. When these conditions occur frequently,
hour departure rate that can be managed by the ATC units
consideration should also be given to locating de-
during de-icinglanti-icing operations.
icinganti-icing facilities as close to the runway as
is practical.
8.4 Environmental concerns are becoming increas-
ingly imponant inthe design ofany facility. It therefore c) Types of aeroplanes receiving
treatment. The
follows that de-icinganti-icing facilities must be designed application time required to de-icelanti-ice various

12
Chaprer 8. Aemdmme De-icing/Anti-icingFaciliries 13

types of aeroplanes, forthe same weather con- time required to taxi fromthe facility to the take-off
ditions, can vary substantially. Narrow-body aero- runway. This is because the taxi time begins at the
planes require less time than their wide-body conclusion of the anti-icing process and ends with take-off.
counterparts. and aeroplanes with centre-mounted The taxi time should be such that throughout the time
fuselage engines require more time than aeroplanes required for an aeroplane to taxi to the runway and take off,
with only wing-mounted engines. the holdover time of the de-icinglanti-icing fluid used
remains in effect.
d) Minimizing rime between &-icing/onii-icing ond
rake-ofl Locating remote pad facilities with storage 8.8 In calculating the taxi time from the de-icinganti-
capabilities as close as practical to the runway can icing facility to the departure runway, operators should take
mitigate operational limitations. into account that taxi timesareslower inwinter. They
should also consider whether there are any other time-
e) Bypass r a r i capabilify. To further maximize related factors specific to the aerodrome that may
departure flow rates for all aeroplanes. the location contribute to the taxi time, such as crossing active runways.
and size of de-icinglanti-icing facilities should be
such that they allow for bypass taxiing during de- 8.9 Other factors that might affect the location of an
icinglanti-icing operations. aerodrome de-icinglanti-icing facility are:

a) environmental issues and considerations:

COMPONENTS b) types of fluid applicators (mobile de-icinglanti-

icing vehicles, revolving turrets or gantly types);
8.6 De-icinglanti-icing facilities have the following
components: c) access for mobile de-icinganti-icing vehicles or
other de-icinglanti-icing operations suppon
de-icinglanti-icing pads for the manoeuvering of
vehicles:
aeroplanes:

de-icinglanti-icing system comprising one or both d) types and size of aeroplanes required to be de-
of the following: icedlanti-iced;

1) mobile vehicles. and e) winter taxi mutes

in use on the aerodrome:

2) fixed equipment: f) airspace protection

obstacle
and clearance;

bypass taxiing capability; g) safety clearances on the ground and

environmental run-off mitigation measures: h) navigatiodapproach aid clearances on the ground.

permanent or pomble night-time lighting system:

and
Terminal de-icinglanti-icing
support facilities that may include:
8.10 For some aerodromes, de-icinglanti-icing facili-
1) storage and msfer systems for de- ties at gates or adjacent to the terminal can adequately meet
icinganti-icing fluids, and the de-icinglanti-icing demands of the aerodrome user and
the aerodrome authority and still allow acceptable taxi
2) de-icing crew shelter. times to the departure runway during ground icing
conditions.

FACILITY LOCATION Off-terminal de-iung/anti-icing

8.7 The primary consideration in determining the 8.11 De-icinglanti-icing facilities away from the
location of an aerodrome de-icingianti-icing facility is the terminal are recommended when terminal de-icinglanti-
14 Manual of Aircrafl Ground De-icing/Anri-icing Operations

icing facilities (including apron facilities)cause excessive plane critical surfaces without the aeroplane having to
gate delays and/or taxi times that frequently cause holdover IeNm to more distant treatment sites.
times to be exceeded.

Remote pad de-icing/anti-icing facilities CLEARANCE AND

SEPARATION STANDARDS
8.12 Remote de-icinglanti-icing facilities located near
departure mnway ends or along taxiways are recommended 8.13 All de-icinglanti-icing facilities shall be de-
when taxi times from terminals or off-terminal de- si& sited and sized in accordance with the clearance and
icindanti-icing locations frequently exceed holdover times. separation standards established by the local regulatory
The proper design of these facilities can also improve flow authority. Additionally, proximity to fixed and movable
control by permitting repeat de-icinglanti-icing of aero- objects must be considered.
 Chapter 9
AIR TRAFFIC CONTROL (ATC)
WINTER OPERATIONS PLAN

9.1 It is the responsibility ofthe regulatory authority

to provide a comprehensive air traffic control plan that
relates to winter operations and de-icindanti-icing activi-
ties and to coordinate themerging of the ATC winter
operations plans of contiguous national areas.

9.2 The ATC winter operations plan shall provide for

the management of safe and efficient aeroplane movements
within the aerodrome traffic area during winter operations
and de-icindanti-icing activities. The plan shall meet the
needs of the aerodrome userswhile complying with the
requirements of the individual aeroplane and ground de-
icinglanti-icing programmes and facilities.

9.3 This plan shall provide for the implementation of

an ATC programme during winter operations and de-
icing/anti-icing activities that
will ensure optimum
aeroplane arrival and departure flow through rates.

9.4 In developing the plan, full account should be

taken of the relevant climatological information pertaining
to the aerodrome concerned. The plan shall provide for the
distribution of necessary meteorological information from a
reliable meteorological source to support the management
of safe and efficient aeroplane operations and de-icindanti-
icing activities.

9.5 Details of the ATC winter operations plan shall be

included in all air traffic controllers manuals. It shall pro-
vide for the shortest possibletaxitime to the departure
runway for take-off after the completion of the de-
icinglanti-icing of an aeroplane. It shall, where appropriate,
contain provisions for centralized de-icindanti-icing and
remote pad de-icindanti-icing and for secondary de-
icinglanti-icing at the aerodrome.

15
 Chapter 10
DE-ICING/ANTI-ICING COMMUNICATIONS

10.1 The communications between ground and flight Element C: specify in local time. in hours and minutes,
crews are an integral pan of the de-icinglanti-icing process the beginning of the final de-icinglanti-icing step,
and must be included in every de-icinglanti-icing e.g. 1330.
procedure.
Element D specify date as day, month, year,e.g.
10.2 Prior to starting the de-icindanti-icing process, it YO March 1999 (only required for record keeping;
is essential that the ground and flight crews verify that the optional for crew notification).
aeroplane is properly configured in accordance with the
manufacturers recommendations and the operators The transmission of elements A, B and C to the flight crew
procedures. confirms that the de-icinglanti-icing was completed and
that the aeroplane is clean.
10.3 Upon completion of the de-icinglanti-icing
procedure and the associated check of the aeroplane, the 10.5 Examples of the format to be used for flight crew
flight crewshall be provided with information about the notification are shown below.
final step of the de-icindanti-icing process which ensures
that the aeroplane is in compliance with the Clean Aircraft Type IV/100/1400/20
March 1998
Concept; this information shall be given in the form of de-
icinglanti-icing code. 3 p e Iv75/1200/02 January 1999

10.4 The de-icinglanti-icing codes. which are to be ?Lpe U0800/04April 2ooo

recorded, shall be communicated to the flight crew in the
following sequence: 10.6 After de-icinglanti-icing and prior to departure.
the flight crew must receive an all clear signal from the
Element A: specify type of fluid used. i.e.Type I, ground crew that it is safe to taxi.
Type II.
Type III or Type IV.
10.7 Communications between flight crews and ATC
Element B: specify the percentage of de-icinglanti-icing regarding any activities related to de-icinglanti-icing (e.g.
fluid in the fluidwater mixture, e.g. loo for 100% holdover times, taxi times. ATC flow control rates) shall
fluid. 75for 75% fluid and 25% water (not required follow the communications procedures as outlined in the
for Type I fluid). ATC aerodrome winter operations plan.

16
 Chapter 11
DE-ICING/ANTI-ICING METHODS

11.1 De-icinganti-icing is generally carried out by f ) Insrnunent sensors. Avoid spraying directly onto
using heated fluids dispensed from spray nozzlesmounted on pitot heads, static vents or air stream direction
specially designed de-icinganti-icing trucks. Other methods detector probes and angle of attack sensors.
include de-icinganti-icing gantry spraying systems. small
portable spraying equipmen& mechanical means (brushes, Aeroplanes have to be treated symmetrically.
ropes, etc.), infra-red radiation, and forced air.
11.3 De-icinganti-icing can be carried out as a one-
step process using heated de-icinganti-icing fluid to both
11.2 De-icinganti-icing fluids are applied close to the
de-ice and anti-ice, or as a two-step process using heated
skin of the aeroplane to minimize heat loss. Unique
de-icing fluid or hot water to de-ice, followed immediately
procedures to accommodate aeroplane design differences
byan anti-icing fluid to anti-ice. Fluid temperature and
may be required. Spraying usually starts with the fuselage.
pressure restrictions must be observed. Selection of the
General techniques are outlined below.
one- or two-step method depends upon local situations,
such as weather conditions, available equipment, available
a) Fuselage. Spray along the top centre line and then fluids, and holdover time.
outboard. Avoid spraying directly on windows.
11.4 De-icinganti-icing an aeroplane as close to its
b) Wngs and horizontal stabilizers. Spray from the deparmre time and/or departure runway as possible pro-
leading edge towards the trailing edge, and from the vides the minimum interval between de-icinganti-icing and
highest point of the surface camber to the lowest take-off, thus conserving holdover time.
point. Aircraft configuration and/or local conditions
11.5 Ruid application and aeroplane-related limits
may require a different procedure.
such as correct fluid mixtures, fluid temperature, pressure
af the nozzle, application procedure, and spraying
c) Venical
su@aces. Start at the top and work techniques have to be observed.
downwards, spraying from the leading edge toward
the miling edge.
CAUTION

d) W i n g gear and wheel bays. Keep application of m e repeated application of Type II or Type W fluid.
de-icinganti-icing fluid in this area to a minimum. without subsequent application of v p e I or hot water,
High-pressure spraying is not recommended. Do may cause a residue to collect in aerodynamically quiet
not spray directly onto brakedwheels. areas. This residue may rehydrate and freeze under
certain temperature, high humidity and/or rain
e) EnginedAPUs. Avoid spraying fluids into engines or conditions. It may also block or impede critical flight
MUS. Consult manufacturers recommendations. control systems and may require removal.
Ensure that engines are free to rotate before stan up
After prolonged periods of de-icinganti-icing, it is
and that the front and back of fan blades are free of
ice. Air-conditioning bleedsystems must be switched advisable to check aerodynamically quiet areas and
cavities for residues of thickened de-icinganti-icing
off during de-icinganti-icing operations when
fluid. Consult airframe manufacturers for details and
engines or APUs are Nnning. Do not spray directly
procedures.
onto exhausts or t b ~ sreversers.
t

17
 Chapter 12
ICE DETECTION AND WARNING SYSTEMS

12.1 On the basis of their planned function and 12.4 The desired intent of systems using aeroplane-
location. ground ice detection and warning systems may be mounted devices is to confirm to theflight crew that
separated intotwo principal categories - ground-based aeroplane critical surfaces are free of adhering frozen.
devices and aeroplane-mounted devices. contaminanu prior to take-off.

12.5 During system integration andinstallation, both

12.2 Gmund-based devices will be designed to detect
the ground-based devices and aeroplane-mounted devices
ice, snow, slush or frost on the critical surfaces of the
will meet the requirements established by operators.
aeroplane andor to evaluate the condition of the anti-icing
aeroplane manufacturers and regulatory authorities. The
fluid. They will normally consist of area surveying equip-
design of these devices should he compatible with de-
ment or systems andwill meet aeroplane manufacturer,
icinglanti-icing philosophies, fluids and procedures. These
operator
and regulatory authority requirements, as
devices may be either advisory or primary in nature.
appropriate.
12.6 The information provided by ground-based and
12.3 Aeroplane-mounfed devices are those which are aeroplane-mounted devices should assist inmeeting the
any combination of point sensors. area surveying equip- following objectives:
ment or performance moniloring devices. They will be
designed to detect ice. snow, slush or frost on the critical a) assist the pilot-in-command in operational decision-
surfaces of the aeroplane andlor to evaluate the condition of making (advisory device):
. .. the anti-icing fluid. They will also meet aeroplane manu-
h) relieve the pilot-in-command of decision-making
facturer, operator and regulatory authority requirements.
(primary device):
Operational requirements of aeroplane-mounted systems
ensure a design that will cover the same operational en- c) help to more accurately estimate the duration of the
vironment for which the aeroplane has been cenified. The holdover time: and
warning information will he simple, straightforward and
consistent with the current display philosophy adopted by d) minimize the need to return for additionalde-
the industry. icinglanti-icing.

18
 Chapter 13
TRAINING OF PERSONNEL

13.1 De-icinganti-icing p d u r e s must be carried i) techniques for recognizing frozen precipitation on

out only by trained and qualified personnel. aeroplane critical surfaces;

13.2 Both initial and recurrent trainingfor flight j) health effects, safety precautions and accident
crews and ground crews are to be conducted to ensure that prevention;
all such crews obtain and retain a thorough knowledge of
ground de-icinganti-icing policies and procedures. includ- k) emergency procedures;
ing new procedures and lessons learned. Training subjects
are to include, but are not limited to: 1) fluid application methods and procedures;

a) recognition of relevant weather phenomena; m) use and limitations of holdover time guidelines;

b) effects of frost. ice, snow and slush on performance. n) de-icindanti-icingcodesand communication pro-
stability and control: cedures;

c) basic characteristics of de-icinganti-icing fluids, 0) special provisions and procedures for contract de-
icing and anti-icing (if applicable);
. .. d) general techniques for de-icing (removing deposits
of frost, ice, snow and slush fromaeroplane p) environmental considerations for de-icing and anti-
surfaces) and for anti-icing; icing operations, i.e. locations for de-icing and anti-
icing, reporting spillage, and hazardous waste
e) de-icinganti-icing procedures in general, specific control: and
measures to be performed on different aeroplane
types, and procedures specifically recommended by q) newprocedures. new developments. and lessons
the operator, aeroplane IMnufaCturer or fluid from the previous winter.
manufacturer;
13.3 Additionally, training for ground personnel shall
f) types of checks required and procedures and include procedures and methodsfor the storage and
responsibilities for checks: handling of de-icing and anti-icing fluids.

g) de-icindanti-icing equipment operating procedures, 13.4 The operator shall maintain accurate records of
including actual operation of equipment; the training and qualifying of both flight and ground
personnel. This proof of qualification shall be for both
h) quality control procedures; initial and annual recurrent training.

19
 Chapter 14
EQUIPMENT

14.1 This chapter describes recommendations for spraying Type II, III or IV fluids. There is a general demand
performance and methods for verification of fluid systems, for v p e II, Dl or N fluids and, as a result, for the selection
both of which are important for the reliability of the de- of components for the fluid system (e.g. pumps, heating
icing operation. It is not intended to specify a comprehen- systems, nozzles and pipes) that will apply the thickened
sive set of technical design criteria for de-icinglanti-icing fluid within the fluid manufacturers specification and
equipment for aeroplanes, but only those relating to without fluid degradation. Pumping relief valves and bypass
function, safety and performance. valves, therefore, are not acceptable since they damage
thickened fluids. If de-icing equipment is provided with a
mixing system, the accuracy of this system should be stated
in the operators manual.This will be useful information for
FUNCTIONAL INFORMATION the operator when determining the safety margin of the de-
icing operation and when examining whether themixing
14.2 To optimize the snow and ice removal effect. the system is working properly. The safety of the system will be
fluid system of the de-icinglanti-icing equipment should be improved if there is a means of easily detecting when the
designed for spraying heated fluid. The size and design of accuracy of the fluid mix is not within the stated tolerance.
the de-icinglanti-icing equipment should be agreed upon The operator should regularly check the accuracy of the
between manufacturer and user, as the operational con- fluid mix at the nozzle.
ditions can vary considerably from oneaerodrome to
.. another. Open basket de-icinglanti-icing equipment is often
preferred, but for locations where operators are de-
icinglanti-icing forlong peroi ds. or de-icinglanti-icing
aeroplanes with engines running, an enclosed cabin offers VERIFICATION OF
much bener working conditions with regard to exposure to FLUID SYSTEM FUNCTION
noise, weather, glycol aerosols, etc. As training of operators
is of major importanceinorder to perform a fast, 14.4 To verify the accuracy of a fluid mixing system:
technically safe and environmentally safe de-icinglanti-
icing operation, it is necessary that the operators a) fill the tanks with sufficient volume (water, and
baskethabin is able to carry a second person. 5 p e I, II, 111or IV fluid);

b) start up the mixing systemand select the desired

fluid mix:
RECOMMENDATIONS FOR
FLUID SYSTEM PERFORMANCE
c) purge the system until only the selected fluid mix
14.3 Agreement on size and configuration of the fluid comes out of the nozzle;
tanks should be made between manufacturer and user to suit
the conditions on the aerodrome concerned. The equipment d) spray into a container lined with a plastic bag of
should be able to handle all types of commercially available appropriate size and strength until a sufficient
de-icinglanti-icing fluids, approved to aerospace specifi- volume of fluid is in the bag; and
cations. Non-conusive materials (e.g. stainless steel) are
most suitable for the tank and pipe system of de-icing e) remove the bag from the container and compare the
equipment and are essential if the equipment is designed for refractive index of the fluid mix with the refractive

20
Chaprcr 14. Equipment 21

indexofa manually mixed sample. The accuracy of II.

d) select 100% ppe III or N fluid and purge the
all fluid mix ratios used should be tested. fluid system until only this fluid comes out of the
nozzle:
14.5 To verify a fluid system in relation to degradation
of ppe E,m or N fluids: e) spray into a container lined with a plastic bag of
appropriate size and strength until a sufficient
volume of fluid is in the bag;
a) make sure that the vpe II, DI or IV fluid tank is
completely clean and free of water; 0 as a minimum, camy out the test with maximum
flow rates and widest spmy pattern;
b) fill the tank with a sufficient volume of ppe E,m
or N fluid: 9) comparethe samples fromthe bag with the
reference samples concerning BrcmHleld viscosity
and holdover time: and
c) take two reference samples of the fluid from the
tank.Make sure that the sample is representative of h) record the parameters of the fluid temperatures,
the tank content; fluid flow rates. and spray pattern of the nozzle.
 Chapter 15
QUALITY ASSURANCE PROGRAMME

Operators
shall establish a quality assurance programme to tasks that are necessary for de-icinglanti-icing an
ensure correct de-icing/anti-icing operation at all stations aeroplane.
where applicable. The programme shall include at least the
elements listed below. d) Training recordr of all de-icing/anti-icing personnel
are necessary to guarantee that all training and skill
a) Auditing of all pans of the- de-icinglanti-icing requirements are fulfilled.
operation is required to check the ongoing conform-
ance with all regulations issued by authorities, e) Qualifcaiion of all de-icinglanti-icing personnel is
operaton, manufacturers and handling agents. required to ensure correct performance of all tasks.

b) Training of all personnel involved in the de- 0 Publicaiions are required for the aeroplane de-
icinglanti-icing operation is carried out to guarantee icindanti-icing operation to ensurethecorrect
the correct performance of all related tasks. accomplishment of all tasks.

c) Methods and pmedures have tobe defined to g) Equipment andfluids have to be maintained insuch
allow the clear and safe accomplishment of all the way
a that the correct quality is ensured.

22
 Chapter 16
UPDATING OF HOLDOVER TIME GUIDELINES AND
DE-ICING/ANTI-ICING PROCEDURES

16.1 Holdover times and de-icinganti-icing pro- b) the United States Federal Aviation Administration
cedures are continually updated by an international group in a Flight Standards Information Bulletin for Air
of experts under the auspices of the S A E G-12 Committee Transportation (FSAT);
on Aircraft Ground De-icinglhti-icing through its Hold-
over T m e Subcommittee. This group of experts is c) the S A E in Aerospace Recommended Procedure
composed of representatives of the world's airlines, anti- ARP 4731; and
icing fluid manufacturers. aircraft manufacturers, aviation
regulatory authorities and research organizations. d) the I S 0 in I S 0 11076.

16.2 De-icinglanti-icing fluids are qualified to the 16.4 The FAA and Transport Canada publications are
appropriate specification by certified laboratories. Qualified published annually and are usually available prior to the
fluids are tested jointly by the United States Federal Avi- start of winter in the northern hemisphere. The SAE and
ation Administration (FAA) and Transport Canada to IS0 publications appear later. The FAAand Transport
establish the fluid endurance time data. from which the Canada also publish a list of the qualified de-icinglanti-
holdover time guidelines are generated by theHoldover icing fluids, together with holdover time guidelines for
l i m e Subcommittee. The de-icinglanti-icing procedures are specific fluids that have superior performance to the
developed by the Methods Subcommittee who recommend generic tables.
their approval. The holdover time guidelines and pm-
cedures are approved for use by the SAE Aerospace 16.5 Examples of Type I. II and IV de-icinglanti-icing
Council. fluid holdover time guidelines and Type I and Type II/Iv
de-icinglanti-icing fluid application tables are shown in the
16.3 The approved documents are published by: attachment. Current editions of these tables can also be
found on the web sitesof Transport Canada (www.tc.ec.cal
a) Transport Canada in an Advisory Circular; and the FAA (www.faa.eov)

ADDITIONAL WEB SITES

For holdover time guidelines and other information: FAA: www.faa.gov

For the northern winter 2000/2001: www.faa.eov/avr/afs/fsar/fst00llc.doc

Transport Canada: www.tc.ec.ca

For the northern winter 2000/2001: www.tc.x.cdtdc/news/Z000/hot.htm

Society of Automotive Engineers: www.sae.org

Association of European Airlines: www.aea.beJoublications

ICAO: www.icao.inr/eroundice (from April 2001)

The ICAO site provides links to other sites where upto-date information can be obtained.

23
 ATTACHMENT

This attachment contains 5 tables:

Table 1 - Guidelines for the application of IS0 Type

I fluidwater mixtures (minimum concen-
trations) as a function of OAT

Table 2 - Guidelines for the application of I S 0

qpe II and Type N fluidwater mixtures
(minimum concenuations) as a function of
OAT

Table 3 - Guideline for holdover times anticipated for

I S 0 Type I fluid mixtures as a function of
weather conditions and OAT

Table 4 - Guideline for holdover times anticipated for

I S 0 p p e II fluid mixtures as a function of
weather conditions and OAT

Table 5 - Guideline for holdover times anticipated for

p p e N fluid mixtures as a function of
weather conditions and OAT

These tables are examples only and are not for operational
use. For the most current information, visit the websites of
the United States FAA (www.faa.gov) or Transport Canada
(www.tc.ec.ca)

25
 26 Manual of Aircraft GroundOperarionr
De-icing/Anfi-icing

EXAMPLE ONLY - NOT FOR OPERATIONAL USE

Table 1. Guidelines for the application of IS0 Type I fluidhater mixtures

(minimum concentrations) as a function of OAT

procedure Two-step procedure One-step

First step

De-icing
OAT De-icinganti-icing

"
- I D P
-0
,?-,OC,
\L, ', to heatedWater
minimum at the
60'C (140"F)4
FP of heated fluid'
mixture shall be
heated mix of flu of fluid mixture
be
shall

aciual OAT

2. Clean aircraft may be anti-iced with unheat

Note.- For heated fluids. than 60C (140F) at the nozzle is desirable. Upper temperaturelimit
shall not exceed fluid and ai

"C Degrees
Cel OAT Outsideairtemperature
"F
Degrees
Fahren FP
Freezing
point
Anachmenr 27

EXAMPLE ONLY - NOT FOR OPERATIONAL USE

Table 2. Guidelines for the application of IS0 Type II and Type IV fluidlwater mixtures
(minimum concentrations) as a function of OAT

I Concentration of neat fluiWwatar rnimre in voIO&ol%

OAT De-icina/anti-icing
I I

-3C (27F)
and above
.....
50l50
2
neawu

i
.
below -3C /27'FI , .75/25
. .?
to -14C (7'F)

below -14'C (7F)

step fluid freezes. typically within 3 minutes.

i-iced with unheated fluid.

Note.- For heated fluids, a fluid temperature not less than 60C (140'F) at the nozzle is desirabie. Upper temperalurelimit
shall not exceed fluid and aircraft manulachrren' recommendations.

CAUTION:

- Wing skin temperatures may be lower than OAT. A stronger mix (more glycol) can be used under these conditions. AS fluid
freezing may occur. 50% Type II or IV fluid shall not be used for the anti-icing step of a cold-soaked wing.

- An insufficient amount of anti-icing Ruid. especially in the second step of a two-step procedure, may cause a substantial
loss of holdover time. This is pallicuiarly true when using a Type I fluid mixture for the first step (de-icing).

'C Degrees
Celsius OATOutsideairtemperature
"F
Degrees Fahrenheit FP Freezing
point
28 Manual of Aircrafi Ground De-icing/Anri-icing Operations

EXAMPLE ONLY - NOT FOR OPERATIONAL USE

Table 3. Guideline for holdover times anticipated for IS0 Type I fluid mixtures
as a function of weather conditions and OAT

CAUTION: No holdover
time guidelines exist

1. Duringconditionsthatapplyt
2. UseLIGHTFREEZINGRAIN tion of FREEZING DRIZZLE is not possible.

CAUTION: m e timeection will be shortenedin heavyweatherconditions.Heavy precipitationratesorhighmoisture

content, high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Holdover time may
also be reduced when the aircraft skin temperature is lower than OAT. Therefore, the indicated times should be used Only in
conjunction with a pre-take-oil check.

OAT
Outside airtemperature
Degrees
"CCelsius
"F Degrees
Fahrenheit
 EXAMPLE ONLY - NOT FOR OPERATIONAL USE

Table 4. Guideline for holdover times anticipated for IS0 Type II fluid mixtures
as a function of weather conditions and OAT

CAUTION: NO holdover
time guidelines exist

1. During conditions that apply to aircraft protection for ACTIVE FROST.

2. Use LIGHT FREEZING RAiN holdover times if positive identification of FREEZING DRIZZLE is not possible.
3. No holdover time guidelines for this condition exist below -10C (14F).
4. Other conditions are: heavy snow, snow pellets. ice pellets. hail, moderate freezing rain and heavy freezing rain.

Note.- IS0 Type N Ruids used during ground de-icin#anti-icingare noi intendedfor and do not provide ice protection during
Right.

CAUTION: The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture
content, high wind velocityor jet blast may reduce holdover lime below the lowest time stated in the range. Holdover time may
also be reduced when the aircraft skin temperature is lower than OAT. Therefore, the indicated times should be used Only in
conjunction with a pre-take-off check.

"C
Degrees
Celsius OAT
Outside air temperature
"F
Degrees
Fahrenheit Volume
Vol
 30 Manual of Aircrafl Ground De-icing/Anri-icing Operations

EXAMPLE ONLY - NOT FOR OPERATIONAL USE

Table 5. Guideline for holdover times anticipated for Type IV fluid mixtures
as a function of weather conditions and OAT

CAUTION: NO holdover
time guidelines exist

to -14C -25C 0
to (7F -13F) .I
Type iV fluid may be used below -25C (-13'0 provided that the freezing point of the fluid
is at least 7C (13F) below the actual OAT and me aerodynamic acceptance criteria are
met. Consider use of Type I fluid when Type IV fluid cannot be used (see Table 3).

1. During conditions that apply to aircraft protection for ACTiVE FROST.

2. Use LIGHT FREEZING RAIN holdover times if positive identification of FREEZING DRIZZLE is not possible.
3.No holdover time guidelines for this condition exist below -10C (14F).
4. Other conditions are: heavy snow, snow pellets. ice pellets. hail, moderate freezing rain and heavy freezing rain.

Note.- IS0 Type IV fluids used during ground de-icinq/anti.icing are no1 intended lor and do not provide ice protection
during flighl.

CAUTION: The time of protection will be shorfened in heavy weather conditions. Heavy precipitation rates or high moisture
content, high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Holdover time may
also be reduced when the aircraft skin temperature is lower than OAT. Therefore. the indicated times should be used Onty in
conjunction with a pre-take-offcheck.

"C Degrees
Celsius OATOutsideairtemperature
"F Degrees
Fahrenheit vol Volume
 Bibliography

1. Recommendations for De-IcinglAnti-Icing of Aircraft IO. I S 0 11078, Aerospace - Aircraft de-icinglanti-ic

on the Ground. Association of European Airlines. non-newtonian fluids, I S 0 type D, and III
International Organization for Standardization.
2. Pilot Guide, Large Aircraft Ground Deicing, AC 120-58,
U.S. FederalAviationAdministration, 30 September 11. AMs 1424, De-icinglAnti-icing Fluid. Aircraft, S
1992. type I. Society of Automotive Engineers.

3. Design of AircraftDeicing Facilities, AC 150/5300-14. 12. AMs 1428, Aircraft ~ ~ . i ~ i ~ g / h ~N i . i ~ i ~ ~ ,

U.S. Federal Aviation Administration, August 1993. Newtonian (Pseudoplastic). S A E types E, III and
Society of Automotive Engineers.
4. Aircraft Ground Deicing and Anti-icing Program;
Interim Final and Notice l4 cFR p;uf 13, ARp 4737, Aircraft De.icing/Anti-icing Methods V
(1 121.269), U.S. Federal Aviation Administration,
Fluids, Society of Automotive Engineers.
29 September 1992.
14. ARF 4902, Design and Operation of Aircraft D e 4
5. Advisory Circular - Ground Deicing and Anti-icing
Facilities, Society of Automotive Engineers.
Program - AC 120-60, U.S. Federal Aviation
Administration. 19 May 1994.
15. -4367. Aircraft Ice Detectors and Icing I
6. When Doubt
in - Aircraft Critical Surface Measuring Instruments, Society of Automc
Contamination Training - Ground Crew, Small and Engineers.

. .. Large Aircraft. Transpon Canada. January 1994.

16. AS 5116, Performance Standard for Airplane GI(
7. I S 0 11075. Aerospace - Aircraft de-icinglanti-icing Ice Detection System, AirplanelGround Based, Sol
fluids, IS0 type I, International Organization for of Automotive Engineers.
Standardization.
17. AFS 1971. Aircraft Deicing Vehicle, Self P r o p
8. I S 0 11076, Aerospace - Aircraft De-icinglanti-icing Large Capacity, Society of Automotive Engineers
methods with fluids, International Organization for
Standardization. 18. ICAO Publications:
Annex 6, P;uf I
9. I S 0 11077. Aerospace - De-icinglanli-icing self- Annex 14, Vol. I
propelled vehicles - functional requirements, Inter- Doc 9 157, Part 2
national Organization for Standardization Doc 9376

- END -

31
 ICAO TECHNICAL. PUBLICATIONS

The following sununary gives the status, and also maturity for adoption as InternationalStandards and
describes in general terms the confenis of the various Recommended Practices.
as well as material of a more
series of technical publications issued by the permanent character whichis considered too detailedfor
InternationalCivilAviation Organization It does not incorporation in an Annex, M is susceptible to frequent
include specialized publicatwm that do not fall amendmens for wbich the processes of the Convention
specifically within one of the series, such as the would be too cumbenome.
AeronauticalCbartCatalogue or fhe Meteorological
Tables for International Air Navigation. Regional Sopplementary Procedures (SUPPS)
have a sfatus similar to that of PANS in that they are
International Standards and Recnmmended approved by the Council, but only for application in the
Practices are adoptedby the Council in accordance with respectiveregions.Tbeyare prepared inconsolidated
Articles 54, 37 and 90 of the
Convention on form,
since ceaain ofthe
procedures
apply to
I n t e ~ ~ t i o n aCivil
l Aviationandaredesignated, for overlappingregions or are common to two or more
convenience, as Annexes to
the
Convention. The EgiOnS.
uniform application by Contracting States of the
specifications contained inthe International Standards is
recognized as necessary for the safety or regularity of
international air navigation while
uniform
the
application of the specifications in the Recommended Thefollowing publications are prepared by outhorify
Practices is regarded as desirableintheinterestof of the
Secremry Generalin accordance with the
safety, regularity or efficiency of international air principles and policies opproved by the Council.
navigation. Knowledge of any differences between the
nationalregulations or practices of a State andthose Technical Maouals provide guidance
and
* established by an International
Standard is essential to information
amplification
in the
ofInternational
the safetyor regularity of internationalair navigation. In Standards,Recommended Rdctices and PANS, the
.the event of non-compliancewithanInternational implementation of which they are designed to facilitate.
Standard, ' a State has. infact, an obligation,under
Article 38 of the Convention, to notify the Council of Air Navigatinn Plans detail requirements for
any
differences. Knowledge of differences from facilities and services for international air navigation in
Recommended Practices may also be important for the the respective IC40 Air Navigation Regions. lhey are
safetyof air navigation and, although the Convention prepared on the authority of the Secretary General on
does not impose any obligation with regard thereto,the the basis of recommendations of regionalair navigation
Council has invitedContracting States to notify such meetings and of the Council action thereon. The plans
differences in addition to those relating to International an amended pericdidy to reflect changes in
Standards. requirements and in the status of implementation of the
recommended facilities and services.
Procedures for Air Navigatinn Senicea (PANS)
are approved by the Council for worldwide application. . ICAO Circulars make available specialized
They contain, for themost part operating procedures informationofinterest to Contracting States. This
regarded as not yet having anained sufficient
a degree of includes studies on technical subjects.