Cold Weather Deicing Anti Icing Manual

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DDEE--IICCIINNGG//AANNTTII--IICCIINNGG MMAANNUUAALL CONTENTS PAGE 0-1

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CONTENTS

Contents 0-1 Revision 0-2 List of Controlled Copy Holders 0-4 References 0-5 Policy/Purpose/Approval 0-6 Definitions 0-7 to 0-9 1. Sources of Aircraft Icing Conditions 1-1 2. Effect of Aircraft Contamination on Performance 2-1 3. Clean Aircraft Concept 3-1 4. Responsibilities 4-1 5. Necessity for De-Icing/Anti-Icing on the Ground 5-1 6. De-Icing Operations Management Plan 6-1 7. Responsibility : The De-Icing/Anti-Icing Decision 7-1 8. Performance on Contaminated Runways 8-1 to 8-4 9. Checks to determine the need to De-Ice/Anti-Ice 9-1 10. External Inspection 10-1 11. Clear Ice Phenomenon 11-1 to 11-2 12. Procedure for De-Icing/Anti-Icing on the Ground 12-1 to 12-2 13. De/Anti-Icing Locations 13-1 14. Limits and Precautions 14-1 to 14-3 15. Communication 15-1 to 15-2 16. Checks Before Aircraft Dispatch 16-1 17. Fluid Application and Holdover Time (HOT) Guidelines 17-1 to 17-2 18. Crew Procedures 18-1 to 18-3 19. Central De-Icing Facility (CDF) 19-1 20. Accident/Incident During De/Anti-Icing 20-1 21. Emergency During Anti/De-Icing 21-1 22. Fluid Characteristics 22-1 to 22-3 23. Fluid Handling 23-1 to 23-3 24. De-Icing/Anti-Icing Equipment 24-1 25. Staff Training and Qualification 25-1

Appendix A - CRFI LANDING DISTANCES

Appendix B - CRFI CROSSWIND LIMITS

Appendix C– COLD TEMPERATURE ALTIMETER CORRECTIONS

Appendix D - DE-ICING FLUID APPLICATION PROCEDURES Appendix E- DE-ICING PROCEDURES/PRECAUTIONS Appendix F - HOT TABLES Appendix G - VISIBILITY IN SNOW V/S SNOWFALL INTENSITY CHART Appendix H - TORONTO CDF PROCEDURE

DDEE--IICCIINNGG // AANNTTII--IICCIINNGG MMAANNUUAALL

Issue II 02.07.2009 Rev. 0

List of Amendments Amendment

No. Volume

No. Pages amended Effective

Date Entered by ( R ) ( A ) ( D )

( R ) - Revision ( A ) – Addition ( D ) - Deletion

DDEE--IICCIINNGG//AANNTTII--IICCIINNGG MMAANNUUAALL LIST OF CONTROLLED COPY HOLDERS PAGE 0-2

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DEPARTMENT NO.OF COPIES COPY NO.

1. Executive Director – Operations 1 01

2. Executive Director – GSD 1 02

3. General Manager-Flight Operations 1 03

4. General Manager-Operations Training 1 04

5. General Manager-Maint.Engg. 1 05

6. General Manager-QCTS 1 06

7. Operations Training Library 1 07

8. All Briefcases on Aircraft 1 each 08 - 11

DDEE--IICCIINNGG // AANNTTII--IICCIINNGG MMAANNUUAALL REFERENCES PAGE 0-3

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REFERENCES

1. ICAO Doc 9640 –AN/940 MANUAL OF AIRCRAFT GROUND DE- ICING/ANTI-ICING OPERATIONS.

2. FAA Publication – Winter Operations Guidance for Air Carriers and other

Adverse Weather Topics 3. AC 120-58 Pilot Guide For Large aircraft ground de-icing 4. AC 20-117 Hazards Following Ground De-icing and Ground Operations in

Conditions Conducive to Aircraft Icing 5. Annual Flight Standards Information Bulletin (FSAT) on ground de-icing 6. Publications of the Society of Automotive Engineers (SAE)

• Aerospace Materials Specifications (AMS) 1424-De-icing /anti-icing,

fluid, aircraft, SAE Type I

• Aerospace Materials Specifications (AMS) 1428-De-icing /anti-icing, fluid, aircraft, Non- Newtonian, Pseudo- Plastic, SAE Type II, III and IV

• Aerospace Recommended Practice (ARP) 4737, Aircraft de-icing /anti-icing methods

• Aerospace Recommended Practice (ARP) 5149, Training Program Guidelines for de-icing/anti-icing of aircraft on ground

7. Transport Canada Documents

• Canadian Aviation Regulation (CAR) 602.11

• Commercial Air Services Standards (CASS) 622.11 and 725.124/135

• Ground Icing Operations Update TP 14052 E

• Commercial and Business Aviation Advisory Circular # 0200

8. Servisair Globe Ground’s Ground Handling Manual

Wherever in this document fluid types I II III or IV are indicated, this always refers to the latest version of the applicable SAE fluid types


POLICY / PURPOSE / APPROVAL PAGE 0-4

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POLICY The contents of this manual in conjunction with other corporate policies and

procedures will be used as the basis of training programs for all Deicing/anti-icing operations services personnel.

PURPOSE The purpose of this manual is to provide guidance to personnel on the company’s

policies, practices and procedures in the performance of aircraft Deicing/anti-icing operations.

APPROVAL DGCA has approved the program for implementation for normal airline

operations.


DEFINITIONS PAGE 0-5

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DEFINITIONS

Active Frost Active Frost is a condition when frost is forming. Active frost occurs when aircraft surface temperature is at or below 0º C and at or below dew point. Anti-icing Anti-icing is a precautionary procedure that provides protection against the formation of frost or ice and the accumulation of snow on treated surfaces of an aircraft for a period of time. Anti-ice fluids a) Type I fluid

b) Mixture of type I fluid and water

c) Type II fluid , type III , type IV fluid

d) Mixture of type II or type IV fluid

Note- Fluids mentioned in a) and b) must be heated to ensure a temperature of 60 C minimum at the nozzle. Cold soak effect - The wings of aero planes 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 refueled with very cold fuel. Whenever precipitation falls on a cold soaked aeroplane when on the ground, clear icing may occur. Contamination means any frost ice or snow that adheres to the critical surfaces of an aircraft. Contamination in this document is understood as all forms of frozen or semi-frozen moisture such as frost, snow, ice or slush. Critical surfaces means the wings, control surfaces, rotors, propellers, the upper surfaces of the fuselage of an aircraft that have rear mounted engines, horizontal stabilizers, vertical stabilizers or any other stabilizing surface of an aircraft. Critical surface inspection - Critical surface inspection is a pre-flight external inspection of critical surfaces conducted by a qualified person to determine if the aircraft critical surfaces are contaminated. It is also required following de-icing to ensure the procedure was effective. De-icing is a procedure by which frost, ice or snow is removed from the critical surfaces of an aircraft in order to render them free of contamination. The procedure can be accomplished using fluids, infrared energy, mechanical means, or by heating the aircraft. De-icing fluid is usually applied heated to assure maximum de-icing efficiency.


PAGE 0-6 DEFINITIONS

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Freezing drizzle - fairly uniform precipitation composed exclusively of fine drops (less than 0.5 mm) very close together which freezes upon impact with the ground or other exposed objects. Freezing fog - a suspension of many minute water droplets which freeze upon impact with ground or other exposed objects, generally reducing the horizontal visibility at the earth’s surface to less than 1 km. Frost/hoar frost - ice crystals that form from ice saturated air at temperatures below 0 C by direct sublimation on the ground or other exposed objects. Ground icing conditions - with due regard to aircraft skin temperature and weather conditions, ground icing conditions exist when frost, ice or snow is adhering or is likely to adhere to the critical surfaces of an aircraft. Ground icing operations program - consists of a set of procedures, guidelines and processes, documented in manuals that ensures that an operator’s aircraft does not depart with frost, ice or snow adhering to critical surfaces. Hail - precipitation of small balls or pieces of ice with a diameter ranging from 5 to 50 mm falling either separately or agglomerated. Holdover time (HOT)- is the estimated time that an application of de-icing/anti-icing fluid is effective in preventing frost, ice or snow from adhering to treated surfaces. Holdover time is calculated as beginning at the start of the final application of de-icing /anti-icing fluid and as expiring when the fluid is no longer effective. Ice pellets - precipitation of transparent or translucent pellets of ice, which are spherical or irregular, and which have a diameter of 5mm or less. The pellets of ice usually bounce when hitting hard ground. Light freezing rain - precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects, either in the form of drops of more than 0.5 mm, or smaller drops which, in contrast to drizzle are widely separated. Measured intensity of liquid particles is up to 2.5 mm/hr. Moderate and heavy freezing rain - precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects either in the form of drops of more than 0.5 mm or smaller drops which in contrast to drizzle are widely separated. Measured intensity of liquid water particles is more than 2.5 mm/hr. One-Step De-icing/Anti-icing - this procedure is carried out with heated anti-icing fluid. The fluid is used to de-ice the aeroplane and remains on the aeroplane surface to provide limited anti-icing capability. Pre-take off contamination check - a check by the flight crew to ensure the aircraft’s wings , control surfaces and other critical surfaces, (or the


DEFINITIONS PAGE 0-7

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representative surface) are free of all frozen contaminants. The initial HOT must be at least 20 minutes long and this check must be completed within 5 minutes before the commencement of the take off role. It is conducted from within the aircraft. Rain and snow- precipitation in the form of a mixture of rain and snow. Representative surface - an aircraft surface that can be clearly observed by flight crew from inside the aircraft for judging whether or not critical surfaces are contaminated. Its condition will fairly represent the worst condition of all critical surfaces. This will typically be the wing leading edge in conjunction with the trailing edge. Snow - precipitation of ice crystals, most of which are star-shaped or mixed with un-branched crystals. At temperatures higher than -5 C the crystals are generally agglomerated into snowflakes. 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. When snow grains hit hard ground, they do not bounce or shatter. Snow pellets - precipitation of white opaque particles of ice. The particles are round or sometimes conical; their diameter ranges from about 2-5 mm. snow pellets are brittle, easily crushed; they do bounce and may break on hard ground. Slush - snow or ice that has been reduced to a soft watery mixture. Two-Step De-icing/Anti-icing - This procedure contains two different steps. The first step, de-icing, is followed by the second step, anti-icing, as a separate fluid application. After de-icing, a separate overspray of anti-icing fluid is applied to protect the aeroplane’s critical surfaces, thus providing maximum anti-icing protection.


CHAPTER 1 SOURCES OF AIRCRAFT ICING CONDITIONS PAGE 1-1

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1. SOURCES OF AIRCRAFT ICING CONDITIONS 1.1 Weather-related conditions

1.1.1 Icing conditions on the ground can be expected when air temperatures fall below freezing and when moisture or ice occurs in the form of either precipitation or condensation.

1.1.2 Precipitation may be rain, sleet or snow. Frost can occur due to the condensation of fog

or mist. Frost occurs systematically when OAT is negative and sky is clear overnight. 1.1.3 To these weather conditions must be added further phenomenon that can also result in

aircraft ice accretion on the ground. 1.2 Aircraft-related conditions

1.2.1 The concept of icing is commonly associated only with exposure to inclement weather. However, even if the OAT is above freezing point, ice or frost can form if the aircraft structure temperature is below 0° C (32° F) and moisture or relatively high humidity is present.

1.2.2 With rain or drizzle falling on sub-zero structure, a clear ice layer can form on the wing upper surfaces when the aircraft is on the ground. In most cases this is accompanied by frost on the under wing surface.

1.3 Sources of Icing

There are several sources, which will contribute to the accumulation of frost, ice, slush or snow on an aircraft. • Precipitation - rain, fog , drizzle, ice pellets/crystals, hail, sleet, snow

• Ice accumulation in engine inlets

• Moisture freezing on the wing due to the cold soak effect

• Frost, ice or clear ice on wing surfaces due to the effect of cold soaked fuel. This is formed when the aircraft descends after a period of time at altitude where the ambient temperature is significantly lower than the ambient temperature at ground level. It is possible for these types of frost or ice to form on aircraft wings, even at ground temperatures of 10º C or higher

• Frost formation on the aircraft on clear nights

• Slush , snow and ice accumulations on landing gears, wheels and brakes during take off , landing and taxiing

• Aircraft flying through icing conditions can lead to formation of ice on the aircraft surface and in case of short turn around times ,the aircraft can remain contaminated before the next take off

Note : Icing conditions are far more frequent than effective ice accretion. Icing

conditions do not systematically lead to ice accretion.


CHAPTER 2 EFFECT OF AIRCRAFT CONTAMINATION ON PERFORMANCE PAGE 2-1

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EFFECT OF AIRCRAFT CONTAMINATION ON PERFORMANCE

• Ice generally occurs on the protruding parts of the aircraft like the nose, wing, fin, tail plane leading edges, engine intakes, antennas, hinges, etc.

• Accumulation of ice on the wing leads to degradation in lift, increase in drag, increase in stall speed, and reduction in stalling angle.

• Icing can damage the engine and APU

• Moving surfaces like the flaps and spoilers can be jammed

• Pitot tubes and static ports can be blocked

• Airplane doors can be jammed due to heavy ice around the door

• Icing can reduce aerodynamic performance and controllability.

• Movement of the Landing gear and nose steer can be restricted because of icing


CHAPTER 3 CLEAN AIRCRAFT CONCEPT PAGE 3-1

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CLEAN AIRCRAFT CONCEPT

3.1 Policy

Take-off shall not commence when ice, snow, slush or frost is adhering to the wings, propellers, control surfaces, engine inlets or other critical surfaces of an aircraft. This is known as the “Clean Aircraft Concept”. The rule is “MAKE IT CLEAN AND KEEP IT CLEAN”.

3.2 The Clean Aircraft Concept is necessary because airplane performance is

based on clean structure. An airplane is designed using the predictable effects of airflow over clean wings. Ice, snow or frost adhering to wings disturbs this airflow, and results in reduced lift, increased drag, increased stall speed, and may cause an abnormal pitch characteristic.


CHAPTER 4 RESPONSIBILITIES PAGE 4-1

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RESPONSIBILITIES 4.1 Operations

4.1.1 DIRECTOR OPERATIONS is responsible for the formulation and

implementation of a DGCA approved Ground de-icing/anti-icing program. This involves making detailed policy guidelines and training manuals. The GM Training is responsible for ensuring that all cockpit crew are familiar, trained, and current with the de-icing/anti-icing program and are competent to carry out operations in ground icing conditions. He is responsible for ensuring that all aircraft meet the clean aircraft concept during operations in ground icing conditions.

4.1.2 RESPONSIBILITY OF THE PIC. The pilot in command is responsible for

ensuring that the aircraft meets the “clean aircraft concept “before undertaking any flight under ground icing conditions.

4.2 Maintenance

4.2.1 GM Maintenance is responsible for the formulation and implementation of

a DGCA approved Ground de-icing/anti-icing program for the maintenance staff. This would include making detailed policy guidelines and training manuals. He is to ensure that all concerned maintenance staff are trained and current to carry out de-icing/anti-icing operations. In consultation with the operations staff, he is responsible to ensure that the aircraft is handed over to the flight crew in a clean configuration.

4.2.2 The person technically releasing the aircraft is responsible for the

performance and verification of the results of the de-/anti-icing treatment. The responsibility of accepting the performed treatment lies, however, with the Commander. The transfer of responsibility takes place at the moment the aircraft starts moving under its own power.


CHAPTER 5 NECESSITY FOR DE-ICING/ANTI-ICING ON THE GROUND PAGE 5-1

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NECESSITY FOR DE-ICING/ANTI-ICING ON THE GROUND

• To ensure that takeoff is performed with a clean aircraft, an external

inspection has to be carried-out, bearing in mind that such phenomenon as clear-ice cannot be visually detected. Strict procedures and checks apply. In addition, responsibilities in accepting the aircraft status are clearly defined.

• If the aircraft is not clean prior to takeoff it has to be de-iced. De-

icing procedures ensure that all the contaminants are removed from aircraft surfaces.

• If the outside conditions are likely to lead to an accumulation of precipitation

before takeoff, the aircraft must be anti-iced. Anti-icing procedures provide protection against the accumulation of contaminants during a limited timeframe, referred to as holdover time.

• The most important aspect of anti-icing procedures is the associated

holdover-time. This describes the protected time period. The holdover time depends on the weather conditions (precipitation and OAT) and the type of fluids used to anti-ice the aircraft.

• Different types of fluids are available (Type I, II, III and IV). They differ by

their chemical composition, viscosity (capacity to adhere to the aircraft skin) and their thickness (capacity to absorb higher quantities of contaminants) thus providing variable holdover times.

• Published Holdover tables should be used for guidance only, as many

parameters may influence their efficiency - like severe weather conditions, high wind velocity, jet blast etc and considerably effect protection time in unpredictable ways.

• There are a variety of ways in which aircraft on the ground can be de-iced;

using de-icing fluids, hot air, manual methods. Approved methods need to be used for de-icing on the ground.

• Anti-icing is carried out using approved fluids.


CHAPTER 6 DE-ICING OPERATIONS MANAGEMENT PLAN PAGE 6-1

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DE-ICING OPERATIONS MANAGEMENT PLAN 6.1 AIR INDIA shall enter into an agreement with an authorized agency to de-

ice/anti-ice its aircraft whenever required. The Exec. Director Operations Air India shall ensure that the contracted agency is able to provide de-icing in accordance with the Air India De-ice/Anti-Ice Operations Manual

6.2 System organization

EXECUTIVE DIRECTOR OPERATIONS

CONTRACT SERVICE PROVIDER

LOCAL AIR-INDIA STATION MANAGER

CONTRACT DEICE FACILITY

LOCAL BRANCH MANAGEMENT DESIGNEE


CHAPTER 7 RESPONSIBILITY : THE DE-ICING/ANTI-ICING DECISION PAGE 7-1

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RESPONSIBILITY: THE DE-ICING/ANTI-ICING DECISION 7.1 Maintenance responsibility:

The information report (de-icing/anti-icing code) given to the cockpit is a part of the technical airworthiness of the aircraft. The person releasing the aircraft is responsible for the performance and verification of the results of the de/anti-icing treatment. The responsibility of accepting the performed treatment lies, however, with the Commander.

7.2 Operational responsibility:

7.2.1 The general transfer of operational responsibility takes place at the moment the aircraft starts moving by its own power.

7.3 Maintenance / ground crew decision

A licenced aircraft maintenance technician shall perform, prior to each flight, an exterior aircraft inspection to check that frost, snow or ice is not present on critical aircraft surfaces. He shall notify the flight crew prior to flight that the inspection has been completed, and necessary action taken to remove the contamination.

7.4 Commander’s decision

7.4.1 The Commander can supersede the ground crew member’s judgement not to de-ice the aircraft. But if either maintenance or the captain decides the aircraft needs to be deiced then it must be deiced. The aircraft must be clean for departure.

7.4.2 As the Commander is responsible for the anti-icing condition of the

aircraft during ground maneuvering prior to takeoff, he can request another anti-icing application with a different mixture ratio to have the aircraft protected for a longer period against accumulation of precipitation. Equally, he can simply request a repeat application.

7.4.3 Therefore, the Commander should take into account forecast or expected

weather conditions, taxi conditions, taxi times, holdover time and other relevant factors. The Commander must, when in doubt about the aerodynamic cleanliness of the aircraft, perform (or have performed) an inspection or simply request a further de/anti-icing.

7.4.4 Even when responsibilities are clearly defined and understood, sufficient

communication between flight and ground crews is necessary. Any observation considered valuable should be mentioned to the other party to have redundancy in the process of decision making.


CHAPTER 8 PERFORMANCE ON CONTAMINATED RUNWAYS PAGE 8-1

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PERFORMANCE ON CONTAMINATED RUNWAYS 8.1 BRAKING PERFORMANCE

• The presence of contaminants on the runway affects performance due to :

- A reduction of the friction force (µ) between the tire and the runway surface,

- An additional drag caused by contaminant spray impingement and

contaminant displacement drag, - Aquaplaning (hydroplaning) phenomenon.

• There is a clear distinction between the effect of fluid contaminants and hard

contaminants:

- Hard contaminants (compacted snow and ice) reduce the friction forces.

- Fluid contaminants (water, slush, and loose snow) reduce the friction

forces, create an additional drag and may lead to aquaplaning.

• To develop a model of the reduced µ according to the type of contaminant is a difficult issue. Until recently regulations stated that µ-wet and µ-cont can be derived from the µ observed on a dry runway (µdry/2 for wet runway, µdry/4 for water and slush).

• Nevertheless, recent studies and tests have improved the model of µ for wet

and contaminated runways, which are no longer derived from µdry. The certification of the most recent aircraft already incorporates these improvements.

8.2 Correlation between reported µ and braking performance

• Airports release a friction coefficient derived from a measuring vehicle. This

friction coefficient is termed as “reported µ”. • The actual friction coefficient, termed as “effective µ” is the result of the

interaction between tire and the runway and depends on the tire pressure, tire wear, aircraft speed, aircraft weight and anti-skid system efficiency.

8.2.1 To date, there is no way to establish a clear correlation between

the “reported µ” and the “effective µ”. There is even a poor correlation between the “reported µ” of the different measuring vehicles.

8.2.2 It is then very difficult to link the published performance on a

contaminated runway to a “reported µ” only.

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8.2.3 The presence of fluid contaminants (water, slush and loose snow) on

the runway surface reduces the friction coefficient, and may lead to aquaplaning (also called hydroplaning) and creation of additional drag. This additional drag is due to the precipitation of the contaminant onto the landing gear and the airframe, and to the displacement of the fluid from the path of the tire. Consequently, braking and accelerating performance are affected. The adverse impact on the acceleration performance leads to a limitation in the depth of the contaminant for takeoff.

8.2.4 Hard contaminants (compacted snow and ice) only affect the braking

performance of the aircraft by a reduction of the friction coefficient. 8.2.5 The Manufacturer publishes the takeoff and landing performance

according to the type and depth of the contaminant. 8.3 Aircraft Directional Control

8.3.1 A rolling aircraft wheel on the ground is subjected to a friction force. The total friction force can be divided into two components - the braking force (component opposite to the aircraft motion) and the cornering force (side-friction).

8.3.2 The maximum cornering force (i.e. directional control) is obtained when

the braking force is nil, while a maximum braking force means no cornering. There must therefore be some compromise between braking and directional control.

8.3.3 The sharing between cornering and braking is dependent on the slip ratio,

that is, on the anti-skid system.

8.3.4 Cornering capability (directional control) is usually not a problem on a dry runway, nevertheless when the total friction force is significantly reduced by the presence of a contaminant on the runway, in crosswind conditions, the pilot may have to choose between braking or and directional control of the aircraft.

8.3.5 Reduction in braking force has serious implications on landing distances.

While the manufacturers provide tables to be used to calculate landing field length requirements on contaminated runways, the data is advisory and field conditions may be far different than those assumed in the tables. Additional information in the form of Runway Friction Index tables could be used to further refine landing distances required on contaminated runways. Tables published by Transport Canada depicting recommended landing distances under different runway contamination conditions with and without Reverse Thrust are placed at Appendix – ‘A’



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8.4 Crosswind Limits

8.4.1 The Manufacturer provides a value of the maximum demonstrated crosswind for dry and wet runways. This value is not a limitation as it is the maximum crosswind obtained during the flight test campaign at which the aircraft was actually landed. Operators have to use this information in order to establish their own limitation.

8.4.2 The maximum crosswind for automatic landing is a limitation. 8.4.3 In addition, the Manufacturer provides some recommendations

concerning maximum crosswind for contaminated runways. These conservative values have been established from calculations and operational experience.

8.4.4 While operating aircraft on contaminated runways the crew is to refer the

AFM to ensure that the performance limitations are not exceeded. The crosswind limits for Canadian Runway Friction Index values are given at

Appendix-‘B’ 8.5 Performance Optimisation and Determination

8.5.1 The presence of a contaminant on the runway leads to an increased accelerate-stop distance, as well as an increased accelerate-go distance (due to the precipitation drag). This results in a lower takeoff weight which can be significantly impacted when the runway is short.

8.5.2 To minimize the loss, flap setting and takeoff speeds should be

optimized. Increasing the flap and slats extension results in better runway performance but it reduces climb performance. An optimum flap setting should be chosen by referring to performance tables.

8.5.3 The takeoff speeds, namely V1, VR and V2 also have a significant

impact on the takeoff performance. On contaminated runways, the take-off speeds are also a compromise between high speeds (for better climb performance) and low speeds for better field performance. In performance programs, used to generate takeoff charts, take advantage of the so called “speed optimization”. The process will always provide the optimum speeds. In a situation where the runway is contaminated, that means, as low as possible.

8.5.4 The FLEXIBLE THRUST principle, used to save engine life by reducing

the thrust to the necessary amount, is not allowed when the runway is contaminated. Operators can take advantage of the DERATED THRUST.

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8.5.5 Pilots must remember that when using de-rated thrust recovery to full rated thrust is not allowed at low speeds.

8.5.6 However, the reduction of thrust makes it easier to control the aircraft

should an engine fail (lesser torque). In other words, any time an engine is derated, the associated VMC (Minimum Control Speed) is reduced. This VMC reduction allows even lower operating speeds (V1, VR and V2) and, consequently, shorter takeoff distances. In a situation where the performance is VMC limited, derating the engines can lead to a higher takeoff weight.

8.5.7 Different methods are proposed to determine the performance on a

contaminated runway. The methods differ by their medium (paper or electronic) and the level of conservatism and details they provide. The AFM is to be used to calculate the actual performance of the aircraft in the existing conditions.

8.6 Fuel Freezing Limitations

8.6.1 The minimum allowed fuel temperature may either be limited by:

• The fuel freezing point to prevent fuel lines and filters from becoming blocked by waxy fuel (variable with the fuel being used), or

• The limitations of the engine fuel heat management system.

8.6.2 Different fuel types having variable freezing points may be used as

mentioned in the FCOM. When the actual freezing point of the fuel being used is unknown, the limitation is given by the minimum fuel specification values. In addition, a margin for the engine is sometimes required.

8.6.3 The resulting limitation may be penalizing under certain temperature

conditions especially when JET A is used (maximum freezing point -40°C). In such cases, knowledge of the actual freezing point of the fuel being used generally provides a large operational benefit as surveys have shown a significant giveaway.

8.6.4 Although the fuel freezing limitation should not be deliberately

exceeded, it should be known that it ensures a significant safety margin.

8.6.5 When mixing fuel types, operators should set their own rules with regard

to the resulting freezing point, as it is not really possible to predict it. When a mixture of JET A/JET A1 contains less than 10% of JET A, considering the whole fuel as JET A1, with respect to the freezing point, is considered to be a pragmatic approach when associated with recommended fuel transfer.



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8.7 Low Temperature Effect on Altimetry

• Altimeters are calibrated to indicate true altitude under ISA conditions. Any deviation from ISA will therefore result in an erroneous reading on the altimeter.

• In the case when the temperature is higher than ISA the true altitude will be

higher than the figure indicated by the altimeter; and the true altitude will be lower when the temperature is lower than ISA. The altimeter error may be significant under conditions of extremely cold temperatures.

Altimeter correction tables for low temperatures are placed at Appendix – ‘C’. The crew must correct charted altitudes for potential errors in altimetry.


CHAPTER 9 CHECKS TO DETERMINE THE NEED TO DE-ICE / ANTI-ICE PAGE 9-1

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CHECKS TO DETERMINE THE NEED TO DE-ICE/ANTI-ICE 9.1 Forecast / Present Weather Conditions

The ability to obtain and understand prevailing and forecast weather conditions is of great importance to operations staff as they plan on-going operations. Weather conditions dictate whether the aircraft needs to be de/anti-iced on the ground. For this purpose, they need to continuously monitor weather and the future trends to take effective steps to de/anti-ice the aircraft well in time.

9.2 Clean Aircraft

Aircraft preparation for service begins and ends with a thorough inspection of the aircraft exterior. The aircraft, and especially its surfaces providing lift, controllability and stability, must be aerodynamically clean. Otherwise, safe operation is not possible.

9.3 Frost on Aircraft

An aircraft ready for flight must not have ice, snow, slush or frost adhering to its critical flight surfaces (wings, vertical and horizontal stabilizers and rudder). Nevertheless, a frost layer less than 3mm (1/8 inch) on the underside of the wings, in the area of fuel tanks, has been accepted by the Airworthiness Authorities without effect on takeoff performance, if it is caused by cold fuel (low fuel temperature, OAT more than freezing and high humidity). Also a thin layer of rime (thin hoar-frost) or a light coating of powdery (loose) snow is acceptable on the upper surface of the fuselage.


CHAPTER 10 EXTERNAL INSPECTION PAGE 10-1

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EXTERNAL INSPECTION 10.1 Aircraft Surface Inspection

An inspection of the aircraft must visually cover all critical parts of the aircraft and be performed from points offering a clear view of these parts. This inspection must be performed, prior to each flight, by a member of the flight crew or delegated to a licenced aircraft maintenance technician. If delegated, the flight crew shall be notified prior to the flight that the inspection has been completed. The inspection is conducted with a view to ascertaining presence or absence of frozen contamination on the aircraft. In particular the inspection must include : • Wing surfaces including leading edges, wingtips, control surfaces,

• Horizontal stabilizer upper and lower surface,

• Vertical stabilizer and rudder,

• Fuselage,

• Air data probes,

• Static vents,

• Angle-of-attack sensors,

• Control surface cavities,

• Engines and the APU,

• Generally intakes and outlets,

• Landing gear and wheel bays. 10.2 Use of Eyes & Hands Eyes and hands are the best tools to use for the contamination check. One needs

to be careful not to touch the surface with bare hands, since the skin may stick to a freezing surface.

10.3 Lighting During times of darkness, the check should be done in a well lit area.

Observations should be made close to the surface. With a gloved hand, one should feel as much of the surface as possible, even if it is visible. Extra care should be exercised when conditions cause difficult-to-detect contamination such as clear ice.

10.4 Inspection / Checks The following inspections/checks are required, namely:-

1. Pre-flight inspection/Check to determine if de-icing/anti-icing is required. 2. Critical Surface Inspection/Check. This is carried out following de-icing

process to ensure snow/ice (contamination) have been removed.


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3. Pre-take off contamination inspection/Check. This check is conducted

by the flight crew to ensure the aircraft’s wings, control surfaces and other critical surfaces (or the representative surface) are free of all frozen contaminants. The initial HOT must be at least 20 minutes in length and this check must be completed within 5 minutes of commencement of the take-off role. It is conducted from within the aircraft in conditions of adequate light. In case of any contamination the aircraft must be de-iced again. The inspection may be conducted by trained ground personnel from outside the aircraft if required.


CHAPTER 11 CLEAR ICE PHENOMENON PAGE 11-1

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CLEAR ICE PHENOMENON 11.1 Detection of Clear Ice

Under certain conditions, a clear ice layer or frost can form on the wing upper surfaces when the aircraft is on the ground. In most cases, this is accompanied by frost on the under wing surface. Severe conditions occur with precipitation, when sub-zero fuel is in contact with the wing upper surface skin panels. The clear ice accumulations are very difficult to detect from ahead of the wing or behind during walk-around, especially in poor lighting and when the wing is wet. The leading edge may not feel particularly cold. The clear ice may not be detected from the cabin either because wing surface details show through.

11.2 Severity of Clear Ice

The following factors contribute to the formation intensity and the final thickness of the clear ice layer:

• Cold fuel that was added to the aircraft during the previous ground stop

and/or the long airborne time of the previous flight, resulting in a situation that the remaining fuel in the wing tanks is below 0° C.

• Abnormally large amount of remaining cold fuel in wing tanks causing the fuel level to be in contact with the wing upper surface panels as well as the lower surface, especially in the wing tank area.

• Temperature of fuel added to the aircraft during the current ground stop,

adding (relatively) warm fuel can melt dry, falling snow with the possibility of re-freezing. Drizzle/rain and ambient temperatures around 0°C on the ground is very critical. Heavy freezing has been reported during drizzle/rain even at temperatures of 8 to 14°C (46 to 57°F).

11.3 Vulnerable Areas

The areas most vulnerable to freezing are:

• The wing root area between the front and rear spars,

• Any part of the wing that contains unused fuel after flight,

• The areas where different wing structures are concentrated (a lot of cold metal), such as areas above the spars and the main landing gear doubler plate.

11.4 General checks

11.4.1 A recommended procedure to check the wing upper surface is to place high enough steps as close as possible to the leading edge and near the fuselage, and climb the steps so that one can touch a wide section of the tank area by hand. If clear ice is detected, the wing upper surface should


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be de-iced and then re-checked to ensure that all ice deposits have been removed.

11.4.2 It must always be remembered that below a snow/slush / anti-

icing fluid layer there can be clear ice. 11.4.3 During checks on ground, electrical or mechanical ice detectors

should only be used as a back-up advisory and they are not intended to replace physical checks.

11.4.4 Ice can build up on aircraft surfaces when descending through dense

clouds or precipitation during an approach. 11.4.5 When ground temperatures at the destination are low, it is possible that,

when flaps are retracted, accumulations of ice may remain undetected between stationary and moveable surfaces. It is, therefore, important that these areas are checked prior to departure and any frozen deposits removed.

11.4.6 Under freezing fog conditions, it is necessary for the rear side of the fan

blades to be checked for ice build-up prior to start-up. Any discovered deposits should be removed by directing air from a low flow hot air source, such as a cabin heater, onto the affected areas.

11.4.7 When slush is present on runways, inspect the aircraft when it arrives at

the ramp for slush/ice accumulations. If the aircraft arrives at the gate with flaps in a position other than fully retracted, those flaps which are extended must be inspected and, if necessary, de-iced before retraction.

11.4.8 As mentioned above, the Flight Crew Operating Manual allows takeoff

with a certain amount of frost on certain parts of the aircraft (a frost layer less than 3mm (1/8 inch) on the underside of the wings, in the area of fuel tanks and a thin layer of rime or a light coating of powdery (loose) snow on the upper surface of the fuselage.). This allowance exists to cope mainly with cold fuel, and humid conditions not necessarily linked to winter operations. However, when the aircraft needs to be de-iced, these areas must be also de-iced.

11.4.9 It is important to note that the rate of ice formation is considerably

increased by the presence of an initial depth of ice. Therefore, if icing conditions are expected to occur along the taxi and takeoff path, it is necessary to ensure that all ice and frost is removed before flight. The flight crew must be aware of the condition of the taxiway, runway and adjacent areas, since surface contamination and blown snow are potential causes for ice accretion equal to natural precipitation.


CHAPTER 12 PROCEDURE FOR DE-ICING/ANTI-ICING ON THE GROUND PAGE 12-1

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PROCEDURE FOR DE-ICING / ANTI-ICING ON THE GROUND 12.1 General

12.1.1 When aircraft surfaces are contaminated by frozen moisture, they must be de-iced prior to dispatch. When freezing precipitation exists and there is a risk of precipitation adhering to the surface at the time of dispatch, aircraft surfaces must be anti-iced. If both de-icing and anti-icing are required, the procedure may be performed in one or two steps. The selection of a one or two step process depends upon weather conditions, available equipment, available fluids and the holdover time required to be achieved. The type of procedure in use is indicated in terms of De-icing Modes, generally referred to as Type I or Type IV. Guidelines for application of Type I and Type IV fluid / water mixtures as a function of OAT are attached as Appendix ‘D’

12.1.2 When a large holdover time is expected or needed, a two-step procedure

is recommended, using undiluted fluid for the second step. 12.1.3 The need for either the two step or one step de/anti-icing procedure

would be decided as recommended in the latest Transport Canada Holdover Time Tables.

12.1.4 Ice, snow, slush or frost may be removed from aircraft surfaces by heated

fluids, forced air, or other mechanical methods that have been approved by Transport Canada.

12.1.5 For maximum effect, fluids shall be applied close to the aircraft surfaces

to minimize heat loss. 12.1.6 Different methods to efficiently remove frost, snow, and ice are described

in detail in the ISO method specification. Reference should also be made to the Aircraft Maintenance Manual (AMM).

12.2 General de-icing fluid application strategy

12.2.1 The following guidelines describe effective ways to remove snow and ice.

• Wings/horizontal stabilizers: Spray from the tip towards the root, from the highest point of the surface camber to the lowest.

• Vertical surfaces: Start at the top and work downward. • Fuselage: Spray along the top centerline and then outboard; avoid

spraying directly onto windows. • Landing gear and wheel bays: Keep application of de-icing fluid in

this area to a minimum.

• It may be possible to mechanically remove accumulations such as blown snow. However, where deposits have bonded to surfaces they


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can be removed using hot air or by carefully spraying with hot de-icing fluids. It is not recommended to use a high-pressure spray.

• Engines: Deposits of snow should be mechanically removed (for

example using a broom or brush) from engine intakes prior to departure. Any frozen deposits, that may have bonded to either the lower surface of the intake or the fan blades, may be removed by hot air or other means recommended by the engine manufacturer.

12.3 Anti-icing

12.3.1 Applying anti-icing protection means that ice, snow or frost will, for a period of time, be prevented from adhering to, or accumulating on, aircraft surfaces. This is done by the application of anti-icing fluids.

12.3.2 Anti-icing fluid should be applied to the aircraft surfaces when

freezing rain, snow or other freezing precipitation is falling and adhering at the time of aircraft dispatch.

12.3.3 For effective anti-icing protection, an even film of undiluted fluid is

required over the aircraft surfaces which are clean or which have been de-iced. For maximum anti-icing protection, undiluted and, unheated Type II or IV fluid should be used. The high fluid pressures and flow rates normally associated with de-icing are not used for this operation and, where possible, pump speeds should be reduced accordingly. The nozzle of the spray gun should be adjusted to give a medium spray.

12.3.4 The anti-icing fluid application process should be as continuous and as

short as possible. The Anti-icing fluid must be applied within 3 minutes of de-icing in a two step procedure. Anti-icing should be carried out as near to the departure time as is operationally possible, in order to maintain holdover time. In order to control the uniformity, all horizontal aircraft surfaces must be visually checked during application of the fluid. The required amount will be a visual indication of fluid just beginning to drip off the leading and trailing edges.

12.3.5 Most effective results are obtained by commencing on the highest part of

the wing section and covering from there towards the leading and trailing edges. On vertical surfaces, start at the top and work down.

12.3.6 The following surfaces should be protected by anti-icing:

• Wing upper surface,

• Horizontal stabilizer upper surface,

• Vertical stabilizer and rudder,

• Fuselage depending upon amount and type of precipitation.

12.3.7 Type I fluids have limited effectiveness when used for anti-icing purposes. Little benefit is gained from the minimal holdover time generated.


CHAPTER 13 DE/ANTI-ICING LOCATIONS PAGE 13-1

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DE/ANTI-ICING LOCATIONS

Depending on the procedures in use at a particular airfield, the crew could opt for on gate de-icing or remote location de/anti-icing.

13.1 Gate De-icing

13.1.1 Gate de-icing is carried out on specified gates and the de-icing personnel have to be informed well in advance so that the procedure is finished at least 90 minutes before departure for wide bodied aircraft.

13.1.2 It should be ensured that no other servicing or vehicle is obstructing the de-icing operations.

13.1.3 The aircraft is configured for de-icing.

13.1.4 Generally gate de-icing is performed to remove frost on the aircraft

provided the temperature is above -18 deg C. 13.1.5 Gate de-icing is carried out for aircraft that have stayed over night at the

airfield. 13.1.6 The service provider is to be given the authority to de-ice/anti-ice the

aircraft.

Only type I fluid will be used for on gate de-icing. 13.1.7 In case of falling precipitation, de-icing will have to be carried out at the

remote location.

The aircraft has to be configured for receiving the treatment. 13.1.8 All recommendations of the manufacturer as given in the AFM/AMM have

to be complied with. 13.2 Remote de/anti-icing

o Remote de/anti-icing is carried out on specified bays or on a de-icing facility.

o The crew must be fully conversant with the local de/anti-icing procedure.

o The aircraft is taxied to the facility.

o The aircraft is configured for either the engines on or engines off de/anti-

icing.

o The PIC establishes proper communication with the facility.

o The passengers are briefed about the operation.

o After the procedure is completed the anti-icing code is correctly noted.

o The crew monitors the correct HOT and ensures that the aircraft remains

clean at take off.


CHAPTER 14 LIMITS AND PRECAUTIONS PAGE 14-1

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LIMITS AND PRECAUTIONS 14.1 General Limits

14.1.1 Application limits: Under no circumstances can an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film.

14.1.2 In continuing precipitation, the original anti-icing coating will be diluted at

the end of the holdover time and re-freezing could begin. Also a double anti-ice coating should not be applied because the flow-off characteristics during takeoff may be compromised. Some Type IV fluids may, over a period of time under certain low humidity conditions, thicken and affect the aerodynamic performance of the fluid during subsequent takeoff. If gel residues of Type IV fluids are found at departure, the surface must be cleaned and re-protected as necessary.

14.1.3 Should it be necessary for an aircraft to be re-protected prior to the

next flight, the external surfaces must first be de-iced with a hot deicing type I fluid mix before a further application of anti-icing fluid is made.

14.1.4 The aircraft must always be treated symmetrically - the left hand and

right hand sides (e.g. left wing/right wing) must receive the same and complete treatment.

14.1.5 Engines are usually not running or are at idle during treatment. Air

conditioning should be selected OFF. The APU may be run for electrical supply but the bleed air valve should be closed.

14.1.6 Ice snow or frost dilutes the fluid. Enough hot de-icing fluid is to be

applied to ensure that re-freezing does not occur and all contaminated fluid is driven off.

14.1.7 All reasonable precautions must be taken to minimize fluid entry into

engines, other intakes / outlets and control surface cavities. 14.1.8 Do not spray de-icing / anti-icing fluids directly onto exhausts or thrust

reversers. 14.1.9 De-icing / anti-icing fluid should not be directed into the orifices of pitot

heads, static vents or directly onto angle-of-attack sensors. 14.1.10 Do not spray fluids directly onto flight deck or cabin windows because

the heat and pressure can cause cracking of acrylics or penetration of the window sealing. Fluid may be sprayed on to the fuselage above the windows and allowed to run down if windows require de-icing.

14.1.11 All doors and windows must be closed to prevent:


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• Galley floor areas being contaminated with slippery de-icing/anti-

icing fluids.

• Upholstery becoming soiled

14.1.12 Any forward area from which fluid may blow back onto windscreens during taxi or subsequent takeoff should be free of fluid residues prior to departure. If Type II or IV fluids are used, all traces of the fluid on flight deck windows should be removed prior to departure, with particular attention being paid to windows fitted with wipers.

14.1.13 De-icing/anti-icing fluid can be removed by rinsing with clear water and

wiping with a soft cloth. Do not use the windscreen wipers for this purpose. This will cause smearing and loss of transparency.

14.1.14 Landing gear and wheel bays must be kept free from build-up of slush,

ice or accumulations of blown snow. 14.1.15 Do not spray de-icing fluid directly onto hot wheels or brakes. 14.1.16 When removing ice, snow or slush from aircraft surfaces, care must be

taken to prevent it entering and accumulating in auxiliary intakes or control surface hinge areas, i.e. remove snow from wings and stabilizer surfaces forward towards the leading edge and remove from ailerons and elevators back towards the trailing edge.

14.1.17 Do not close any door until all ice has been removed from the

surrounding area. 14.1.18 A functional flight control check using an external observer may be

required after deicing / anti-icing. This is particularly important in the case of an aircraft that has been subjected to an extreme ice or snow covering.

14.1.19 The procedures developed by Servisair Globe Ground as applicable to

the specific aircraft type are to be followed. Specific aircraft precautions with respect to B777 are placed at Appendix – ‘E’

14.2 Fluid related limits

14.2.1 Temperature limits - when performing two-step de-icing/anti-icing, the freezing point of the fluid used for the first step shall not be more than 3° C above ambient temperature.

14.2.2 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 in the two-step operation shall be at least 10° C below the ambient temperature.


CHAPTER 14 LIMITS AND PRECAUTIONS PAGE 14-3

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14.2.3 Type II /type III/type IV fluids – type II /III//IV fluids used as de-icing/anti-icing agents may have a lower temperature limit of -25° C. the application limit may be lower , provided a 7° C buffer is maintained between the freezing point of the neat fluid and outside air temperature. In no case shall this temperature be lower than the Lowest Operational Use Temperature (LOUT) as defined by the aerodynamic acceptance test.

14.3 Aircraft related limits

14.3.1 The application of de-icing /anti-icing fluid shall be in accordance with

the requirements of the airframe/engine manufacturers. 14.3.2 During de-icing/anti-icing, the movable surfaces shall be in a position as

specified by the aircraft manufacturer. 14.3.3 Engines are generally shut down but may remain running at idle during

de-icing/anti-icing operations. 14.3.4 Air-conditioning and/or APU bleed shall be selected OFF, or as

recommended by the airframe and engine manufacturer. 14.4 Operational limits

14.4.1 De-icing/anti-icing services MUST NOT be performed if even one of the following conditions exists:

• Anti icing fluids will fail before the aircraft can take off, as a result of

extreme weather and taxi times to the runway; • Precipitation intensity is such that even when utilizing sectional

de/anti-icing techniques, the aircraft surfaces become re-contaminated before the type IV fluid can be applied;

• Weather conditions are present that are outside the operational

performance specifications described on the appropriate anti-icing fluid Holdover chart;

• Wind speed exceeds the safe operating limits of the de-icing

equipment; • Lightning detection equipment advises imminent strike(80% chance

within 3 km radius)


CHAPTER 15 COMMUNICATION PAGE 15-1

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COMMUNICATION 15.1 Importance of Communication

To obtain the highest levels of safety concerning de/anti-icing, a good level of communication between ground and flight crews is necessary. Any observations or points significant to the flight or ground crew should be mutually communicated. These observations may concern the weather or aircraft-related circumstances or other factors important for the dispatch of the aircraft.

15.2 De-Icing Reporting

The minimum communication requirements must comprise the details of when the last full application of de-icing/anti-icing fluid began, the type of fluid used and the ratio of the fluid mixture. The report must also confirm that all critical surfaces are free of contamination.

Remember: Uncertainty should not be resolved by transferring responsibility. The only satisfactory answer is clear communication. Don’t rely on someone else to have done the job, unless it is clearly reported as having been done.

15.3 Flight Crew information / communication Reporting

15.3.1 No aircraft should be dispatched for departure after a de-icing / anti-icing operation unless the flight crew has been notified of the type of de-icing / anti-icing operation performed. The flight crew should make sure that they have the information from the ground crew of the time the last full application of de-icing/anti-icing fluid began, the type of fluid used, the ratio of fluid mixture, the report must also confirm that all critical surfaces are free of contamination and the de-icing vehicles and personnel are clear of the aircraft. This would enable the crew to estimate the duration of the holdover time depending on the prevailing weather conditions.

15.3.2 Anti-icing information

15.3.2.1 It is essential that the flight crew receive clear information from

ground personnel concerning the treatment applied to the aircraft. The AEA (Association of European Airlines) recommendations and the SAE and ISO specifications promote the standardized use of a four-element code. This gives flight crew the minimum details to assess holdover times. The use of local time is preferred but, in any case, statement of the reference is essential. This information must be recorded and communicated to the flight crew by referring to the last step of the procedure. The information could also be passed to the crew in plain language in case no codes are in use at that particular station. Channel of communication would be VHF/RT or by written document.


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15.3.2.2 Examples of anti-icing codes:

AEA Type II/75/16.43 local TLS / 19 Dec 99 AEA Type II : Type of fluid used

75 : Percentage of fluid/water mixtures by volume 75% fluid / 25% water

16.43 : Local time of start of last application 19 Dec 99 : Date

ISO Type I/50:50/06.30 UTC/ 19 Dec 99

50:50 : 50% fluid / 50 % water 06.30 : Time (UTC) of start of last application


CHAPTER 16 CHECKS BEFORE AIRCRAFT DISPATCH PAGE 16-1

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CHECKS BEFORE AIRCRAFT DISPATCH

16.1 Critical Surface Inspection

16.1.1 No aircraft should be dispatched for departure under icing conditions or after a de-icing / anti-icing operation unless the aircraft has received a check called the critical surface inspection by a responsible authorized person.

16.1.2 The inspection must visually cover all critical parts of the aircraft and be

performed from points offering sufficient visibility on these parts (e.g. from the de-icer itself or another elevated piece of equipment). It may be necessary to gain direct access to physically check (e.g. by touch) to ensure that there is no clear ice on suspect areas.

16.2 Pre takeoff contamination inspection.

16.2.1 When ground icing conditions exist, the representative surface must be checked by the flight crew just prior to the aircraft taking the active runway or initiating the takeoff roll in order to confirm that the aircraft is clean.

On swept wing jet aircraft this will require a flight crew member to enter the cabin and view the representative surface through a cabin window. This is particularly important when severe conditions are experienced, or when the published holdover times have either been exceeded or are about to run out.

In case the crew decide to carry out de-icing with passengers on board a briefing to that effect should be carried out.

Whenever required the aircraft must be inspected in well lit areas, under conditions of adequate visibility with wing lights on and from clear windows.

16.2.2 If aircraft surfaces cannot adequately be inspected from inside the

aircraft, the same must be conducted by a trained technician or member ot the de-icing team from outside the aircraft and a report given to the crew regarding the aircraft condition.

16.2.3 The inspection should be conducted as near as practical to the beginning

of the departure runway. It must be conducted within 5 minutes of commencement of take-off roll provided the holdover time was at least 20 minutes in duration.

DDEE--IICCIINNGG // AANNTTII--IICCIINNGG MMAANNUUAALL PAGE 16-2 CHECKS BEFORE AIRCRAFT DISPATCH CHAPTER 16

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16.2.4 When airport configuration allows, it is desirable to provide de-icing/anti-

icing and inspection of the aircraft near the beginning of departure runways to minimize the time interval between aircraft de-icing / anti-icing and takeoff, under conditions of freezing precipitation.

16.2.5 When deposits are in evidence, it will be necessary for the de-icing

operation to be repeated.


CHAPTER 17 FLUID APPLICATION AND HOLDOVER TIME (HOT) GUIDELINES PAGE 17-1

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FLUID APPLICATION AND HOLDOVER TIME (HOT) GUIDELINES 17.1 General

Holdover protection is achieved by anti-icing fluids remaining on and protecting aircraft surfaces for a period of time.

17.2 One/Two Step HOT

With a one-step de/anti-icing operation, holdover begins at the start of the operation. With a two-step operation, holdover begins at the start of the second (anti-icing) step. In either a one step or two step process, the critical surface must be the first surface on the aircraft to which the fluid is applied. Holdover time will have effectively run out, when frozen deposits start to form/accumulate on aircraft surfaces.

17.3 Type I/II, IV HOT

Due to its properties, Type I fluids form a thin liquid-wetting film, which gives a rather limited holdover time, depending on weather conditions. With this type of fluid, increasing the concentration of fluid in the fluid/water mix would provide no additional holdover time. Type II and Type IV fluids contain a thickener which enables the fluid to form a thicker liquid-wetting film on external surfaces. 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 fluid in the fluid/water mix, with maximum holdover time available from undiluted fluid.

17.4 HOT Tables

Tables 1 and 2 attached as Appendix ‘F’, provide an indication of the protection timeframe that could reasonably be expected under precipitation conditions for the fluids presently approved for use by Transport Canada. Visibility in Snow vs. Snowfall Intensity Chart attached as Appendix ‘G’ enables the crew to more accurately estimate snowfall intensity by day / night in various temperature conditions.

17.5 Variation in HOT

However, due to the many variables that can influence holdover times, these times should not be considered as minimum or maximum, since the actual time of protection may be extended or reduced, depending upon the particular conditions existing at the time.

17.6 Cell Times

The lower limit of the published time span is used to indicate the estimated time of protection during heavy precipitation and the upper limit, the estimated time of protection during light precipitation.


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17.7 Caution:

17.7.1 The protection times represented in these tables are for general information purposes only. These are based on the SAE specifications and taken from the current Transport Canada Holdover Time (HOT) Guidelines. However, local authority requirements may differ. Applicable guidelines and prevailing HOT Guidelines pertinent to the area of operation are to be used.

17.7.2 The protection time will be shortened in severe weather conditions. Heavy

precipitation rates or high moisture content, high wind velocity and jet blast may cause a degradation of the protective film. If these conditions occur, the protection time may be shortened considerably. This is also the case when the aircraft skin temperature is significantly lower than the outside air temperature.

17.8 Use of HOT

The indicated times should, therefore, only be used in conjunction with a pre-takeoff contamination inspection of the representative surface.

17.9 Approved Fluids

Fluids approved by the aircraft manufacturer and the relevant regulatory authority are to be used.

17.10 Fluid Specifications

All de/anti-icing fluids following the specifications mentioned below are approved:

• Type I : SAE AMS 1424 standard • Type II : SAE AMS 1428 standard • Type IV : SAE AMS 1428C standard

17.11 Fluid Failure

17.11.1 While the HOT tables serve as a guideline for the crew to make the decision about the aircraft’s condition at take off, the crew are to monitor the condition of the fluid at all times to check if it is effective or it has failed. The fluid would be deemed to have failed at the end of the HOT period or at any time when the treated surfaces become less reflective and dulled, or appear white. The fluid turns opaque, ice crystals begin to form in the fluid or the wing or the critical surfaces start getting contaminated. At the first sign of failure the PIC is to return for another round of de/anti-icing.


CHAPTER 18 CREW PROCEDURES PAGE 18-1

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CREW PROCEDURES 18.1 General

This section addresses the issue of ground de-icing/anti-icing from the pilot’s point of view. The topic is covered in the order it appears on cockpit checklists and is followed through, step-by-step, from flight preparation to takeoff. The focus is on the main points of decision-making, flight procedures and pilot techniques.

18.2 On reaching the aircraft

18.2.1 When arriving at the aircraft, local advice from ground maintenance staff may be considered, because they may be more familiar with local weather conditions. If there is nobody available, or if there is any doubt about their knowledge concerning de-icing/anti-icing aspects, pilots have to determine the need for de-icing/anti-icing by themselves.

18.2.2 Checks for the need to de-ice/anti-ice are presented in Chapter 9

and the procedure for de-icing/anti-icing is given in Chapter 12 of this manual.

18.2.3 If the prevailing weather conditions call for protection during taxi, pilots

should try to determine the off block time, to be in a position to get sufficient anti-icing protection regarding holdover time.

18.2.4 This requirement for de-icing should be passed on to the ATC during

initial contact and de-icing/anti-icing units, ground maintenance, boarding staff, dispatch office and all other units involved should be notified.

18.3 Cockpit preparation

18.3.1 Before treatment, avoid pressurizing or testing flight control systems. Try to make sure that all flight support services are completed prior to treatment, to avoid any delay between treatment and start of taxiing.

18.3.2 During treatment observe that:

• Engines are shut down or at idle,

• APU may be used for electrical supply,

• All air bleeds are OFF,

• Flaps, slats, spoilers and speed brakes will normally be retracted

• Ailerons, rudders and elevators will normally be in their neutral position

• Relevant check lists shall be completed as required in case they cannot be completed due to de-icing procedures


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• The relevant AFM procedures are to be followed in case of any doubt about the exact actions for a particular aircraft type.

• Any specific actions recommended by the manufacturer given in the FCOM are complied with

18.3.3 Consider whether communication and information with the ground staff

is/has been adequate. 18.3.4 The minimum requirement is to receive the anti-icing information in order

to figure out the available protection time from the holdover timetable. 18.3.5 Do not consider the information given in the holdover timetables as

precise. There are several parameters influencing holdover time. The timeframes given in the holdover timetables consider the very different weather situations worldwide. The view of the weather is rather subjective; experience has shown that a certain snowfall can be judged as light, medium or heavy by different people. A pre take-off contamination inspection is always required when ground icing conditions exist.

18.3.6 As soon as the treatment of the aircraft is completed, proceed to engine

starting or if de/anti-icing is carried out with the engines running, then proceed as directed by the controller.

18.4 Taxiing

18.4.1 During taxiing, the flight crew should observe the intensity of precipitation and keep an eye on the aircraft surfaces visible from the cockpit. Ice warning systems of engines and wings or other additional ice warning systems must be considered.

18.4.2 Sufficient distance from the preceding aircraft must be maintained, as

blowing snow or jet blasts can degrade the anti-icing protection of the aircraft.

18.4.3 The extension of slats and flaps should be delayed, especially when

operating on slushy areas. However, in this case slat/flap extension must be verified prior to takeoff.

18.5 Take off

18.5.1 Recommendations provided in the aircraft-specific FCOM, regarding performance corrections or procedures applied when operating in icing conditions should be considered.

18.6 Pre-take off decision making

18.6.1 The PIC is responsible for ensuring that the aeroplane meets the “CLEAN AIRCRAFT CONCEPT”.


CHAPTER 18 CREW PROCEDURES PAGE 18-3

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18.6.2 After De-Icing / Anti-Icing, during taxi to the runway, the flight crew are to perform the pre-take-off check without interruption.

18.6.3 During ground icing conditions a thorough Pre-Takeoff Contamination

Inspection of the representative surface is required. The representative surface is the wing area from the leading edge of the slat to the trailing edge of the flap between the engine pylon (inboard engine pylon for four engine aeroplanes) and the evacuation walkway.

18.6.4 When conducting a Pre-Takeoff Contamination Inspection of the

representative surface, special attention should be paid to the leading edge in conjunction with the trailing edge of the wing since the fluid is likely to fail in these areas first. Either the right or the left wing may be inspected from the cabin windows in conditions of adequate light to check for signs of contamination. External lighting may be used for this purpose. The inspection may be conducted by the PIC or by the First Officer. In case of any doubt regarding contamination of the critical surfaces, the PIC is to take the decision to de-ice again.

18.6.5 When using Type II or IV anti-ice fluid, the Pre-takeoff Contamination

Inspection of the representative surface, when required, must be completed within 5 minutes of the beginning of the take-off roll.

18.6.6 If using only Type I fluid, and contamination is suspected or the minimum

holdover time expires, the aircraft must be deiced again or the flight delayed until conditions improve. A Pre-Takeoff Contamination Inspection is not appropriate in this case since no 5 minute period between inspection of the representative surface and the beginning of the takeoff roll is allowed with Type I fluid. This is due to the fact that the holdover times for Type I fluid are very short and the fluid can fail very rapidly.

18.6.7 Take off should not be attempted in conditions of heavy snow, snow

pellets, Ice pellets, moderate and heavy freezing rain, hail or any conditions that are not covered by the specific holdover time table.

18.7 General remarks

18.7.1 In special situations, flight crews are not to allow operational or commercial pressures to influence decisions. The minimum requirements have been presented here, as well as the various precautions.

18.7.2 If there is any doubt as to whether the aircraft is contaminated - DO

NOT take off. 18.7.3 As in any other business, the key factors to ensuring efficient and safe

procedures are: Awareness, understanding and communication. If there is any doubt or question at all, ground and flight crews must communicate with each other.


CHAPTER 19 CENTRAL DE-ICING FACILITY (CDF) PAGE 19-1

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CENTRAL DE-ICING FACILITY (CDF) Some of the airports have established elaborate de/anti icing facilities which are

either taxi through facilities or engine off de-icing facilities. The crew is to familiarize themselves with the day’s de-icing procedure, the taxi procedure, aircraft configuration, communication procedures, and HOT tables. For example the Greater Toronto Airport Authority (GTAA) has a CDF which is equipped to de/anti-ice a large number of aircraft. The detailed procedures for de-icing at the CDF are attached at Appendix – ‘H’


CHAPTER 20 ACCIDENT/INCIDENT DURING DE/ANTI-ICING PAGE 20-1

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ACCIDENT/INCIDENT DURING DE/ANTI-ICING The crew is to report any accident /incident/irregularity that occurs during the

de/anti-icing procedure either at the CDF or at the gate. This would help in accountability and in the review of procedures /operations, if required.

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EMERGENCY DURING ANTI/DE-ICING

Should an emergency occur during the de-icing process, or within the designated de-icing area, the crew must inform the controlling authority by the appropriate means at their disposal (by radio, visual/audio means, etc.) and communicate the nature of the emergency. While the Central De-icing Facility (CDF) has overall responsibility to coordinate with the ATC for any subsequent action, the PIC may elect any course of action that would be appropriate. The crew should plan for any of the following emergencies or any other emergency that could occur either at the gate or at any remote de-icing location and take action as appropriate.

a. Medical emergency on board the aircraft;

b. Ground equipment fire;

c. Aircraft fire;

d. Aircraft evacuation;

e. Aircraft hijacking;

f. Aircraft bomb threat;

g. Ground vehicle to aircraft contact;

h. Aircraft to aircraft contact;

i. Personnel injury;

j. Major fluid leak, and

k. Other situations that may arise and which may be site specific.


CHAPTER 22 FLUID CHARACTERISTICS PAGE 22-1

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FLUID CHARACTERISTICS 22.1 De-icing/anti-icing fluids - characteristics

22.1.1 Although numerous fluids are offered by several manufacturers worldwide, fluids can be principally divided into two classes, Type I and Type II/IV fluids.

22.2 Type I fluid characteristics

• No thickener system • Minimum 80% glycol content • Newtonian fluid: Viscosity depends on temperature • Relatively short holdover time

22.2.1 Depending on the respective specification, these contain at least 80

percent per volume of monoethylene, diethylene or monopropyleneglycol or a mixture of these glycols. The rest comprises water, inhibitors and wetting agents. The inhibitors act to restrict corrosion, to increase the flash point or to comply with other requirements regarding materials’ compatibility and handling. The wetting agents allow the fluid to form a uniform film over the aircraft’s surfaces.

22.2.2 Type I fluids show a relatively low viscosity which changes as a function

of temperature. Glycols can be well-diluted with water. Concentrated Type I fluids must be diluted with water to achieve a freezing point that is in accordance with the appropriate application procedure. This is achieved with a mixture of approximately 60% glycol and 40% water (freezing point below -50°C). The freezing point of the concentrated monoethylene, diethylene or propyleneglycol is in the range of - 10°C. Therefore Type I fluids are normally diluted with water of the same volume. This 50/50 mixture has a lower freezing point than the concentrated fluid and, due to the lower viscosity, it flows off the wing much better.

22.3 Type II/IV fluid characteristics

• With thickener system

• Minimum 50 percent glycol

• Pseudo-plastic or non Newtonian fluid: Viscosity depends on temperature and shear forces to which the fluid is exposed

• Relatively long holdover time

22.3.1 Type II/IV fluids contain at least 50% per volume monoethylene-, diethylene- or Propyleneglycol, different inhibitors, wetting agents and a thickener system giving the fluid a high viscosity.

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22.3.2 Although the thickener content is less than 1%, it gives the fluid particular properties. The viscosity of the fluid and the wetting agents causes the fluid to disperse onto the sprayed aircraft surface, and acts like a protective cover.

22.3.3 The fundamental idea is a lowering of the freezing point. Due to

precipitation such as snow, freezing rain or any other moisture, there is a dilution effect on the applied fluid. This leads to a gradual increase of the freezing point until the diluted fluid layer is frozen due to the low ambient temperature. By increasing the viscosity, a higher film thickness exists having a higher volume which can therefore absorb more water before freezing point is reached. In this way, the holdover time is increased.

22.3.4 The following summarizes the properties of particular constituents of Type

II and IV fluids:

• The glycol in the fluid reduces the freezing point to negative ambient temperatures.

• The wetting agent allows the fluid to form a uniform film over the aircraft’s surfaces.

• The thickening agent in Type II and IV fluids enables the film to remain on the aircraft’s surfaces for longer periods.

22.3.5 Type II and IV fluids can be diluted with water. Because of the lower

glycol content compared to the Type I fluids, their freezing points rise all the time as water is added. The viscosity of Type II and IV fluids is a function of the existing shear forces. Fluids showing decreasing viscosity at increasing shear forces have pseudo-plastic or non-Newtonian flow properties.

22.3.6 During aircraft take-off, shear forces emerge parallel to the airflow at the

fluid and aircraft surface. With increasing speed, the viscosity decreases drastically and the fluid flows off the wing.

22.3.7 The protective effect of the Type II and IV fluids is much better when

compared to the Type I fluids. Therefore, they are most efficient when applied during snowfall, freezing rain and/or with long taxiways before take-off.

22.3.8 Type II/IV and Type I fluids can all be diluted with water. This may be

done, if due to weather conditions, long conservation time is not needed or higher freezing points are sufficient.

22.4 Fluid Specification

All above types of fluid have to meet the specified anti-icing performance and aerodynamic performance requirements as established in the respective specifications (ISO, SAE, AEA). This has to be demonstrated by the fluid manufacturer.


CHAPTER 22 FLUID CHARACTERISTICS PAGE 22-3

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22.5 Manufacturer Certificate

The users are, however, obtaining a certificate from the manufacturers that the fluids meet the SAE specifications. The SAE specifications are:

a. SAE Aerospace Material Specification (AMS) 1424 “Aircraft Deicing/Anti-icing

Fluid SAE Type I”; and

b. SAE AMS 1428: “Deicing/Anti-icing Fluid SAE Type II, III and IV”. 22.6 Freezing point

The freezing points are determined by the American Society for Testing Materials (ASTM) D 1177 method, which measures the temperature of the first ice crystal formation in the fluid.

22.7 Determining Freezing Point

As the concentration of the fluid is increased from 0% upwards, by volume, the freezing point decreases. The freeze point of the solution is however lower than the pure solvent. Refractometer is used to determine Glycol based Fluid Freezing Point.

22.8 Freeze Point Buffer

A safety buffer to cater for errors in the calculations has now led to a requirement where the freezing point of the anti/de-icing fluids has to be below the ambient temperature by 10°C for Type I fluids, and 7°C for Types II & IV fluids.

22.9 Lowest Operational Use Temperature (LOUT) of De/Anti-icing Fluids

22.9.1 Just as an aircraft has a specific operating envelope within which it is approved to be operated, de/anti-icing fluids are also tested and qualified for operation within a specific temperature envelope.

22.9.2 The qualification of de/anti-icing fluids, also called freezing point

depressants (FPD), is a complex and thorough process, which evaluates a multitude of fluid properties and characteristics. The one of particular interest in this case is the Lowest Operational Use Temperature (LOUT). The LOUT is fluid concentration specific. The fluid concentration may change if the fluid is subjected to sustained heating. The LOUT for a given fluid is the higher of:

i. The lowest temperature at which the fluid meets the aerodynamic

acceptance test for a given aircraft type, or ii. The actual freezing point of the fluid plus its freezing point buffer of

10°C, for a Type I fluid, and 7°C for a Type II, Type III, or IV fluid.

NOTE: Manufacturers state that a fluid must not be used when the outside air temperature or skin temperature is below the LOUT of the fluid.

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22.10 Colour

22.10.1 Colours are used as a visual aid in the application of fluids to aircraft surfaces. SAE fluid specifications indicate the appropriate colour for each of the Types of fluids, as follows:

o Type I fluids: Orange o Type II fluids: Colourless or a pale Straw o Type III fluids: Light yellow (As of April 2005, SAE has not yet

established a colour specification for this fluid) o Type IV fluids: Emerald Green.

NOTE: If the colour of the fluid being applied to the aircraft is NOT the colour anticipated, the procedure should be stopped and the situation investigated.

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FLUID HANDLING 23.1 General

23.1.1 De-icing/anti-icing fluids are chemical products with an environmental impact. During fluid handling, avoid any unnecessary spillage; comply with local environmental and health laws and the manufacturer’s safety data sheet.

23.1.2 Mixing of products from different suppliers is generally not allowed and

needs extra qualification testing. 23.1.3 Slippery conditions due to the presence of fluid may exist on the ground

or on equipment following the de-icing/anti-icing procedure. Caution should be exercised due to increased slipperiness, particularly under low humidity or non-precipitating weather conditions.

23.2 Fluid handling equipment

23.2.1 The following information is generally valid for all types of fluid, but especially for Type II and IV fluids:

• As the structure of Type II and IV fluids is relatively complicated to

comply with several requirements, they are rather sensitive with regards to handling. The holdover time, as one of the most important criteria, is gained essentially by viscosity. The visco-elastic property of the fluid can be adversely affected by overheating, mechanical shearing and contamination by corroded tanks, in such a manner that the expected and required holdover times cannot be achieved. Therefore trucks, storage tanks and dressing plants have to be adequately conceived and maintained to comply with these requirements.

• Fluid shearing occurs when adjacent layers of fluid are caused to

move relative to one another, whether in opposite directions or in the same direction at different speeds. This condition is unavoidable when pumping a fluid. For example, when merely moving a fluid through a pipe, fluid velocity ranges from zero at the pipe wall to a maximum at the center. Type II and IV fluids are damaged when the magnitude of shear is sufficient to break the long-polymer chains that make up the thickener. Therefore, specific equipment must be used.

23.3 Storage

23.3.1 Tanks dedicated to the storage of the de-icing/anti-icing fluid are required. The tanks should be made of a construction material compatible with the de-icing/anti-icing fluid, as specified by the fluid manufacturer. They should be conspicuously labeled to avoid contamination.


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23.3.2 Tanks should be inspected annually for corrosion and/or contamination. If corrosion or contamination is evident, tanks should be maintained to standard or replaced. To prevent corrosion at the liquid/vapor interface and in the vapor space, a high liquid level in the tanks is recommended.

23.3.3 The storage temperature limits must comply with the manufacturer’s

guidelines. The stored fluid shall be routinely checked to ensure that no degradation or contamination has taken place.

23.4 Pumping

23.4.1 De-icing/anti-icing fluids may show degradation caused by excessive mechanical shearing. Therefore, only compatible pumps as well as compatible spraying nozzles should be used. The design of the pumping systems must be in accordance with the fluid manufacturer’s recommendations.

23.5 Transfer lines

23.5.1 Dedicated transfer lines must be conspicuously labeled to prevent contamination and must be compatible with the de-icing/anti-icing fluids to be transferred. An in-line filter, constructed according to the fluid manufacturer’s recommendations, is recommended to remove any solid contaminant.

23.6 Heating

23.6.1 De-icing/anti-icing fluids must be heated according to the fluid manufacturer’s guidelines. The integrity of the fluid following heating in storage should be checked periodically, by again referring to the fluid manufacturer’s guidelines. Such checks should involve at least checking the refractive index and viscosity.

23.7 Application

23.7.1 Application equipment shall be cleaned thoroughly before the first fill with de-icing/anti-icing fluid, in order to prevent fluid contamination. Fluid in trucks should not be heated in confined or poorly ventilated areas such as hangars. The integrity (viscosity) of the Type II and IV fluids at the spray nozzle should be checked annually, preferably at the beginning of the winter season.

23.8 Environment and health

23.8.1 Besides water, de-icing/anti-icing fluids contain glycols and different additives as main ingredients. Type II and IV fluids also contain a thickener system. The glycols used are bivalent alcohols. Glycols are colorless fluids with a sweet taste (not recommended to try).

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23.8.2 Regarding environmental compatibility, the most important criteria are biodegradability and toxicity.

23.9 Biological degradation

23.9.1 The single glycols, like monoethylene, diethylene and propyleneglycol, are entirely biodegradable. Biodegradable means that a conversion is achieved by aerobe bacteria changing glycol to water and carbon dioxide by the aid of oxygen.

23.9.2 For the different glycols, there are minor differences with regards to the

rapidity of biodegradation and the oxygen used. Also, the temperature is an important parameter. Biodegradation occures faster at higher temperatures, and slower at lower temperatures. The best way to handle waste fluids is to drain them into local waste water treatment plants. Fluids can be drained into surface waters during winter, as the oxygen content will be higher than during summer. The colder the water, the more oxygen is available. Substantial drainage into surface waters during summer is not ideal as the biodegradation occurs faster and, moreover, less oxygen is available. The overall effect on surface waters can be adverse in such a case.

23.9.3 The glycols mentioned are practically non-toxic versus bacteria.

Exceptionally high amounts (10 to 20 grams per liter water) would be necessary to adversely affect the biodegradation. These concentrations are effectively never reached, therefore biodegradation generally occurs. Nevertheless, caution should be exercised in this matter. The thickener system of Type II and IV fluids, approximately 1% of volume of the fluid, is totally neutral to the environment. It will not be biodegraded but has no negative effects on the environment; it may be compared to a pebble. The additives and inhibitors can have an effect on the overall biodegradability. In any case, the fluids have to meet local regulations concerning biodegradability and toxicity.

23.10 Toxicity

23.10.1 Although biodegradable, monoethylene-glycol should be considered as harmful if swallowed. The principal toxic effects of ethylene glycol are kidney damage, in most cases with fatal results.

23.10.2 Several reports concerning the toxicity of diethyleneglycol showed

that it can be compared to glycerin in this matter; glycerin is considered to be non-toxic. Propyleneglycol is classified as non-toxic. A special pure quality is used in the pharmaceutical, cosmetic, tobacco and beverages industry. Propyleneglycol is not irritating and the conversion in the human body occurs via intermediate products of the natural metabolism. However, the standard precautions taken when handling chemicals should be adopted when handling glycols.


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23.11 Protective clothes

23.11.1 Precautions include preventive skin protection by using suitable skin ointment and wearing thick protective clothing, as well as waterproof gloves. Due to the possibility of atomization, protective glasses should also be worn. Soaked clothes should be changed and, after each de-icing / anti-icing activity, the face and hands should be washed with water.

23.11.2 Further details are available from the fluid manufacturers and the

material data sheets for their products.

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DE-ICING/ANTI-ICING EQUIPMENT 24.1 De-icing/anti-icing trucks

24.1.1 Most of today’s equipment consists of trucks with a chassis on which the fluid tanks, pumps, heating and lifting components are installed. Although centrifugal pumps are installed in older equipment, more modern equipment is fitted with cavity pumps or diaphragm pumps showing very low degradation of Type II and IV fluids.

24.1.2 Most of the trucks have an open basket from which the operator de-/anti-

ices the aircraft. Closed cabins are also available, offering more comfort to the operator in a severe environment.

24.2 Stationary equipment

24.2.1 Stationary de/anti-icing facilities, currently available at a limited number of airports, consist of a gantry with spraying nozzles moving over the aircraft, similar in concept to a car wash.

24.2.2 The advantage of such a system is a fast and thorough treatment of the

surface of the aircraft. As these systems can be operated by computers, working errors are practically excluded and consistent quality can be ensured.

24.2.3 The disadvantage, however, is the operational bottleneck. If only one

system is available and de/anti-icing is necessary, the takeoff capacity of the respective runway will be limited by the productivity of the gantry.


CHAPTER 25 STAFF TRAINING AND QUALIFICATION PAGE 25-1

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STAFF TRAINING AND QUALIFICATION 25.1 Training for crews

25.1.1 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 including new procedures and lessons learned.

25.1.2 Training success shall be proved by an examination/assessment which

shall cover all training subjects laid down in this manual. 25.1.3 Training subjects shall include but are not limited to the following:

a) Effects of frost, ice, snow and slush on aircraft performance

b) Basic characteristics of aircraft de-icing/anti-icing fluids

c) General techniques for removing deposits of frost, ice, slush and snow from aircraft surfaces and for anti-icing

d) Types of checks required

e) De-icing/anti-icing equipment and facilities

f) Safety precautions

g) Emergency procedures

h) Fluid application and limitations of holdover time tables

i) De-icing /anti-icing codes and communication procedures

j) Special provisions and procedures for contract de-icing/anti-icing

k) Environmental considerations

l) New procedures and development, lessons learned from previous winters

25.2 Records

25.2.1 Records of personnel training and qualifications shall be maintained for

proof of qualification.

DDEE--IICCIINNGG//AANNTTII--IICCIINNGG MMAANNUUAALL

APPENDIX “A” CRFI LANDING DISTANCES PAGE 1 of 2

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Appendix “A”

Reported Canadian Runway Friction Index (CRFI)

Landing Distance

(Feet)

Bare and Dry

0.60 0.55 0.50 0.45 0.40 0.35 0.30 0.27 0.25 0.22 0.20 0.18

Landing Field

Length (Feet)

Bare and Dry

Landing Field

Length (Feet)

Bare

and Dry Dry

Unfactored Recommended Landing Distances (Discing/Reverse Thrust) 60% Factor

70% Factor

1200 2000 2040 2080 2120 2170 2220 2280 2340 2380 2440 2490 2540 2000 1714 1400 2340 2390 2440 2500 2580 2660 2750 2820 2870 2950 3010 3080 2333 2000 1600 2670 2730 2800 2880 2970 3070 3190 3280 3360 3460 3540 3630 2667 2286 1800 3010 3080 3160 3250 3350 3480 3630 3730 3810 3930 4030 4130 3000 2571 2000 3340 3420 3520 3620 3740 3880 4040 4170 4260 4400 5410 4630 3333 2857 2200 3570 3660 3760 3880 4020 4170 4360 4490 4560 4750 4870 5000 3667 3143 2400 3900 4000 4110 4230 4380 4550 4750 4880 4980 5150 5270 5410 4000 3429 2600 4200 4300 4420 4560 4710 4890 5100 5240 5350 5520 5650 5790 4333 3714 2800 4460 4570 4700 4840 5000 5190 5410 5560 5670 5850 5980 6130 4667 4000 3000 4740 4860 5000 5160 5340 5550 5790 5950 6070 6270 6420 6580 5000 4286 3200 5080 5220 5370 5550 5740 5970 6240 6420 6560 6770 6940 7110 5333 4571 3400 5350 5500 5660 5850 6060 6310 6590 6790 6930 7170 7340 7530 5667 4857 3600 5620 5780 5960 6160 6390 6650 6960 7170 7320 7570 7750 7950 6000 5143 3800 5890 6060 6250 6460 6700 6980 7310 7540 7700 7970 8160 8380 6333 5429 4000 6070 6250 6440 6660 6910 7210 7540 7780 7950 8220 8430 8650 6667 5714


APPENDIX “A” CRFI LANDING DISTANCES PAGE 2 of 2

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Appendix “A”

Reported Canadian Runway Friction Index (CRFI)

Landing Distance

(Feet)

Bare and Dry

0.60 0.55 0.50 0.45 0.40 0.35 0.30 0.27 0.25 0.22 0.20 0.18

Landing Field

Length (Feet)

Bare and Dry

Landing Field

Length (Feet)

Bare

and Dry Dry

Unfactored Recommended Landing Distances (Discing/Reverse Thrust) 60% Factor

70% Factor

1800 3120 3200 3300 3410 3540 3700 3900 4040 4150 4330 4470 4620 3000 2571 2000 3480 3580 3690 3830 3980 4170 4410 4570 4700 4910 5070 5250 3333 2857 2200 3720 3830 3960 4110 4280 4500 4750 4940 5080 5310 5490 5700 3667 3143 2400 4100 4230 4370 4540 4740 4980 5260 5470 5620 5880 6080 6300 4000 3429 2600 4450 4560 4750 4940 5160 5420 5740 5960 6130 6410 6630 6870 4333 3714 2800 4760 4910 5090 5290 5530 5810 6150 6390 6570 6880 7110 7360 4667 4000 3000 5070 5240 5430 5650 5910 6220 6590 6860 7060 7390 7640 7920 5000 4286 3200 5450 5630 5840 6090 6370 6720 7130 7420 7640 8010 8290 8600 5333 4571 3400 5740 5940 6170 6430 6740 7110 7550 7870 8100 8500 8800 9130 5667 4857 3600 6050 6260 6500 6780 7120 7510 7990 8330 8580 9000 9320 9680 6000 5143 3800 6340 6570 6830 7130 74804 7900 8410 8770 9040 9490 9840 10220 6333 5429 4000 6550 6780 7050 7370 7730 8170 8700 9080 9360 9830 10180 10580 6667 5714


APPENDIX “B” CRFI CROSSWIND LIMITS PAGE 1 OF 1

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APPENDIX “B”

CROSS WIND LIMITS FOR CANADIAN RUNWAY FRICTION INDEX (CRFI)

This chart provides information for calculating headwind and crosswind components and the vertical lines indicate the recommended maximum crosswind component for reported CRFI. Example : CYOW CRFI RWY 07/25 – 4.3 930119|200 Tower Wind 110˚20 KT. The wind is 40˚ off the runway heading and produces a headwind component of 15 kt. and a crosswind component of 13 kt. The recommended minimum CRFI for a 13-kt crosswind component is .35. A takeoff or landing with a CRFI of .3 could result in uncontrollable drifting and yawing.


APPENDIX “C” COLD TEMPERATURE ALTIMETER CORRECTIONS PAGE 1 of 1

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Appendix “C” Values to be added by the pilot to published altitudes (feet)

Pressure altimeters are calibrated to indicate true altitude under International Standard Atmosphere (ISA) conditions. Any deviation from ISA will therefore result in an erroneous reading on the altimeter. In the case when the temperature is higher that ISA, the true altitude will be higher than the figure indicated by the altimeter; and the true altitude will be lower when the temperature is lower than ISA. The altimeter error may be significant under conditions of extremely cold temperatures.

Values to be added by the pilot to published altitudes (feet)

Aerodrome

Temp ˚C

Height above the elevation of the altimeter setting source (feet)

60 90 120 150 180 210 240 270 300 450 600 900 1,200 1,500

0 / +32 0 5 5 5 5 10 10 10 10 20 25 35 50 60 -10 / +14 5 5 10 10 15 15 20 20 25 35 50 70 95 120 -20 / -4 5 10 15 20 20 25 30 35 35 55 75 110 150 185 -30 / -22 10 15 20 25 30 35 40 45 50 75 100 155 205 255 -40 / -40 15 20 25 35 40 45 50 60 65 100 130 200 265 335 -50 / -58 15 25 35 40 50 55 65 75 80 125 165 250 330 415

Aerodrome ˚C / ˚F

Height above the elevation of the altimeter setting source (feet) 200 300 400 500 600 700 800 900 1,000 1,500 2,000 3,000 4,000 5,000

0 / +32 0 20 20 20 20 20 40 40 40 60 80 120 160 200 -10 / +14 20 20 40 40 40 60 60 80 80 120 160 240 320 400 -20 / -4 20 40 40 60 80 80 100 100 120 180 240 360 500 620 -30 / -22 40 60 60 80 100 120 140 160 160 260 340 500 680 860 -40 / -40 40 60 80 100 140 160 180 200 220 320 440 660 880 1,100 -50 / -58 60 80 100 140 160 200 220 240 280 400 540 820 1,100 1,380

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APPENDIX “D”

SAE TYPE I DEICING FLUID APPLICATION PROCEDURES

Guidelines for the application of SAE Type I fluid mixtures at minimum concentrations for the prevailing outside air temperature (OAT)

Outside Air

Temperature (OAT)

One-Step Procedure

Deicing/Anti-icing

Two-Step Procedure

First Step : Deicing Second Step Anti-icing1

-3˚C(27˚F)

and above

Heated mix of fluid

and water with a

freezing point of at

least 10˚C (18˚F)

below OAT

Heated water or a heated mix of fluid

and water Heated mix of fluid and

water with a freezing

point of at least 10˚C

(18˚F) below OAT

Below

-3˚C (27˚F)

Freezing point of heated fluid mixture shall not be more

than 3˚C (5˚F) above OAT

1 To be applied before first step fluid freezes, typically within 3 minutes. NOTES • Temperature of water or fluid/water mixtures shall be at least 60˚C (140˚F) at the

nozzle. Upper temperature limit shall not exceed fluid and aircraft manufacturers’ recommendations.

• To use Type I holdover time guidelines in snow conditions, at least 1 litre/m2 (~2

gal./100 sq.ft.) must be applied to the deiced surfaces. • This table is applicable for the use of Type I Holdover Time Guidelines. If holdover

times are not required, a temperature of 60˚C (140˚F) at the nozzle is desirable. CAUTION • Wing skin temperatures may differ in some cases may be lower than

outside air temperatures; a stronger mix (more glycol) may be needed under these conditions.

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APPENDIX “D”

SAE TYPE II, Type III and Type IV ANTI-ICING FLUID APPLICATION PROCEDURES

Guidelines for the application of SAE Type II, III and IV fluid mixtures (minimum concentrations in % by volume) as a function of outside air temperature

(OAT)

Outside Air Temperature

(OAT)

One-Step Procedure

Deicing/Anti-icing

Two-Step Procedure

First Step : Deicing Second Step Anti-icing1

-3˚C (27˚F) and above

50/50 Heated2 Type II/III/IV

Heated water of a heated mix of Type I, II, III or IV with

water

50/50 Type II/III/IV

-14˚C (7˚F) and above


Heated suitable mix of Type I, Type

II/III/IV and water with FB not more

than 3˚C (5˚F) above actual OAT


-25˚C (-13˚F) and above


Heated suitable mix of Type I, Type

II/III/IV and water with FP not more

than 3˚C (5˚F) above actual OAT


Below -25˚C (-13˚F)

Type II/III/IV fluid may be used below -25˚C (-13˚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. Consider the use of Type I when Type II/III/IV fluid cannot be used (see Table 6).

1 To be applied before first step fluid freezes, typically within 3 minutes. 2 Clean aircraft may be anti-iced with unheated fluid. NOTES • For heated fluids, a fluid temperature not less than 60˚C (140˚F) at the nozzle is

desirable. • Upper temperature limit shall not exceed fluid and aircraft manufacturers’

recommendations. CAUTIONS • Wing skin temperatures may differ and in some cases may be lower than outside air

temperatures; a stronger mix (more glycol) may be needed under these conditions. • Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel tank,

indicating a cold soaked wing, the 50/50 dilutions of Type II,III or IV should not be used for the anti-icing step because fluid freezing may occur.

• An sufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is particularly true when using a Type I fluid mixture for the first step in a two step procedure


APPENDIX “E” DE-ICING PROCEDURES/PRECAUTIONS PAGE 1 OF 4

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PAGE 2 OF 4 DE-ICING PROCEDURES/PRECAUTIONS APPENDIX “E”

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APPENDIX “E”


APPENDIX “F” HOT TABLES PAGE 1 of 4

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Appendix “F” TABLE 1

SAE TYPE I3 FLUID HOLDOVER GUIDELINES FOR WINTER 2008-2009

THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER

Outside Air Temperature5

Approximate Holdover Times Under Various Weather Conditions (minutes)

Degrees Celsius

Degrees Fahrenheit

Active Frost

Freezing Fog

Snow or Snow Grains1

Freezing Drizzle4

Light Freezing

Rain

Rain on Cold

Soaked Wing

Other2 Very Light Light Moderate

-3 and above

27 and above 45 11-17 18 11-18 6-11 9-13 4-6 2-5

below -3 to -6

below 27 to 21 45 8-13 14 8-14 5-8 5-9 4-6

CAUTION : No holdover time guidelines exist

below -6 to -10

below 21 to 14 45 6-10 11 6-11 4-6 4-7 2-5

below -10 below 14 45 5-9 7 4-7 2-4 NOTES : 1 To use these times, the fluid must be heated to a minimum temperature providing 60˚C (140˚F) at the nozzle and an average rate of at least 1 litre/m2 (2

gal./100 sq. ft.) must be applied to deiced surfaces, OTHERWISE TIMES WILL BE SHORTER. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 Type I Fluid / Water Mixture is selected so that the freezing point of the mixture is at least 10˚C (18˚F) below outside air temperature. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. CAUTIONS • The only acceptable decision criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable

holdover time table cell. • The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. • High wind velocity or jet blast may reduce holdover time. • Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. • Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.



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Appendix “F” TABLE 2 - Generic

SAE TYPE II FLUID HOLDOVER GUIDELINES FOR WINTER 2008-20091


Outside Air Temperature5 Type II Fluid Concentration

Neat Fluid/Water(Volume%/Volume%)

Approximate Holdover Times Under Various Weather Conditions (hours:minutes)

Degrees Celsius

Degrees Fahrenheit

Active Frost

Freezing Fog

Snow or Snow Grains

Freezing Drizzle4

Light Freezing

Rain

Rain on Cold Soaked Wing Other2

-3 and above 27 and above 100/0 8:00 0:35-1:30 0:20-0:45 0:30-0:55 0:15-0:30 0:05-0:40

75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25 0:05-0:25 50/50 3:005 0:15-0:30 0:05-0:15 0:05-0:15 0:05-0:10


below -3 to -14 below 27 to 7

100/0 8:005 0:20-1:05 0:15-0:30 0:15-0:453 0:10-0:203 75/25 5:005 0:20-0.55 0:10-0:20 0:15-0:303 0:05-0:153

below -14 to -25 below 7 to -13 100/0 8:005.6 0:15-0:206 0:15-0:306

below -25 below -13 100/0 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 outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type II fluid cannot be used.

NOTES :

1 Based on the lowest holdover times of the Type II fluids listed in Table 5-2. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10˚C (14˚F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Radiational cooling during active frost conditions may reduce holdover times when operating close to the lower end of the outside air temperature range. 6 Ensure that the lowest operational use temperature (LOUT) is respected. CAUTIONS • The only acceptable decision criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time

table cell. • The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. • High wind velocity or jet blast may reduce holdover time. • Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. • Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.



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Appendix “F” TABLE 4 - Generic

SAE TYPE IV FLUID HOLDOVER GUIDELINES FOR WINTER 2008-20091


Outside Air Temperature Type IV Fluid Concentration



Degrees Celsius

Degrees Fahrenheit

Active Frost

Freezing Fog

Snow or Snow Grains

Freezing Drizzle4

Light Freezing

Rain



75/25 5:00 1:05-1:45 0:20-0:55 0:35-0:50 0:15-0:30 0:05-0:35 50/50 3:005 0:15-0:35 0:05-0:15 0:10-0:20 0:05-0:10


below -3 to -14 below 27 to 7

100/0 12:005 0:20-1:20 0:20-0:40 0:20-0:453 0:10-0:253 75/25 5:005 0:25-0:50 0:15-0:35 0:15-0:303 0:10-0:203

below -14 to -25

below 7 to -13 100/0 12:005.6 0:15-0:406 0:15-0:306

below -25 below -13 100/0 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 outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type IV fluid cannot be used.

NOTES : 1 Based on the lowest holdover times of the Type IV fluids listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10˚C (14˚F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Radiational cooling during active frost conditions may reduce holdover times when operating close to the lower end of the outside air temperature range. 6 Ensure that the lowest operational use temperature (LOUT) is respected. CAUTIONS • The only acceptable decision criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time




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Appendix “F”

TABLE 4 – D-E106

DOW CHEMICAL TYPE IV FLUID HOLDOVER GUIDELINES FOR WINTER 2008-20091 UCARTM ENDURANCE EG 106


Outside Air Temperature Type II Fluid Concentration



Degrees Celsius

Degrees Fahrenheit

Active Frost

Freezing Fog

Snow or Snow Grains

Freezing Drizzle4

Light Freezing

Rain



75/25


50/50 below -3 to

-14 below 27 to 7 100/0 12:005 1:50-3:20 0:30-1:05 0:55-1:503 0:45-1:103 75/25

below -14 to -25

below 7 to -13 100/0 12:005 0:30-1:05 0:15-0:30

below -25 below -13 100/0 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 outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type IV fluid cannot be used.

NOTES : 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10˚C (14˚F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Radiational cooling during active frost conditions may reduce holdover times when operating close to the lower end of the outside air temperature range. CAUTIONS • The only acceptable decision criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time



VISIBILITY IN SNOW V/S SNOWFALL INTENSITY CHART PAGE 1 OF 1

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APPENDIX “G” TABLE 8

VISIBILITY IN SNOW VS. SNOWFALL INTENSITY CHART1

Lighting Temperature Range Visibility in Snow

(Statute Miles)

˚C ˚F Heavy Moderate Light Very Light

Darkness

-1 and above

30 and above ≤1 >1 to 2 ½ >2 ½ to 4 >4

Below -1 Below 30 ≤3/4 >3/4 to 1 ½ >1 ½ to 3 >3

Daylight

-1 and above

30 and above ≤ ½ > ½ to 1

½ >1 ½ to 3 >3

Below -1 Below 30 ≤3/8 >3/8 to 7/8 >7/8 to 2 >2

1 Based on : Relationship between Visibility and Snowfall Intensity (TP 14151E),

Transportation Development Centre, Transport Canada, November 2003; and Theoretical Considerations in the Estimation of Snowfall Rate Using Visibility (TP 12893E), Transportation Development Centre, Transport Canada, November, 1998.

HOW TO READ THE TABLE Assume that the daytime visibility in snowfall is 1 statute mile and the temperature is -7˚C. Based on these conditions, the snowfall intensity is light. This snowfall intensity is used to determine which holdover time guideline value is appropriate for the fluid in use.


APPENDIX “H” TORONTO CDF PROCEDURES PAGE 1 OF 3

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OPERATING PLAN – CENTRAL DEICING FACILITY (continued)




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Cold Weather Deicing Anti Icing Manual

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