Part 121 Ground De-Icing Manual - storage.googleapis.comstorage.googleapis.com/wzukusers/user-20835056/documents...Part 121 Ground De-Icing Manual ... Responsible Person: Flight Operations

ANX/OPS/ICE/01

Part 121 Ground De-Icing Manual Revision Date 22 January 2015

Issue 2 Rev 1

Corporate (Pty) Ltd.

AIRCRAFT GROUND DE-ICING

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Manual Distribution List

This manual will be issued to the following Aeronexus Corporate Personnel:

Position Name Medium Copy

SACAA Hard Copy 1

CEO S. Petersen Electronic -

Responsible Person: Flight Operations G. Harrison Electronic -

Flight Safety Officer J. Rodger Electronic -

Quality Assurance Manager (Master Copy) J. P Britz Hard Copy 2

Manager Flight Operations and Library T. Antonijevic Hard Copy 3

Chief Pilot G. Harrison Electronic -

Chief Training Pilot H. Tunmer Electronic -

Cabin Services Manager J. Scott Electronic -

Aircraft Maintenance Manager R. Claassen Electronic -

Responsible Person Aircraft J. Rodger Electronic

Flight Crew All Pilots Electronic

Revision Date: 22 January 2015 Page | 4 Part 121 Flight Operations



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Revision Date: 01 June 2014 Page | 6 Part 121 Flight Operations



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TABLE OF CONTENTS

Record of Revisions................................................................................................................................................. 3 Manual Distribution List .......................................................................................................................................... 4

List of Effective Pages ............................................................................................................................................. 5

TABLE OF CONTENTS............................................................................................................................................. 7

Referenced Documentation .................................................................................................................................. 12

Abbreviations ......................................................................................................................................................... 12

SECTION 1 - DEFINITIONS ............................................................................................................... 14

1.1.0 Airplane Surface Contamination .......................................................................................................... 14

1.2.0 Anti-Icing ................................................................................................................................................. 15

1.3.0 De-Icing ................................................................................................................................................... 16

1.4.0 Frozen Contaminants ............................................................................................................................. 17

1.5.0 Contamination Check ............................................................................................................................ 17

1.6.0 Holdover Time (HOT) ............................................................................................................................. 17

1.7.0 Checks ..................................................................................................................................................... 17 1.7.1 Pre-Takeoff Check ............................................................................................................................... 17 1.7.2 Pre-Takeoff Contamination Check ....................................................................................................... 17 1.7.3 Post De-Icing Check ............................................................................................................................. 17 1.7.4 Aircraft Exterior Check ......................................................................................................................... 17

SECTION 2 – PROGRAM ELEMENTS ................................................................................................ 17

2.1.0 Ground De-Icing and Anti-Icing Program ............................................................................................ 17 2.1.1 Management Plan ................................................................................................................................ 18

SECTION 3 – RESPONSIBILITIES ..................................................................................................... 18

3.1.0 Responsibilities ...................................................................................................................................... 18

3.2.0 Aeronexus Corporate Operations ........................................................................................................ 18 3.2.1 Agreements with Airports ..................................................................................................................... 18 3.2.2 Agreements with ATC’s ........................................................................................................................ 18 3.2.3 Agreements with Service Providers ..................................................................................................... 19 3.2.4 Agreements with Dispatchers ............................................................................................................... 19

3.3.0 Dispatcher ............................................................................................................................................... 19

3.4.0 Pilot in Command ................................................................................................................................... 19

3.5.0 Implementation ....................................................................................................................................... 19 3.5.1 Aeronexus Corporate Operations ........................................................................................................ 19 3.5.2 Base Manager ...................................................................................................................................... 20




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3.5.3 Resident Dispatcher ............................................................................................................................. 20

3.6.0 Incorporation inAeronexus Corporate FOM ........................................................................................ 20 3.6.1 Co-ordination ........................................................................................................................................ 20

SECTION 4 – INSPECTION PROCEDURES ........................................................................................ 20

4.1.0 Cold Weather Pre-flight Inspection Procedures ................................................................................. 20

4.2.0 Maintenance Personnel ......................................................................................................................... 21

4.3.0 Aircraft on the Ground ........................................................................................................................... 21

4.4.0 Underwing Frost ..................................................................................................................................... 22

4.5.0 Clear Ice Phenomena ............................................................................................................................. 22

4.6.0 Other Potential Locations of Frozen Contamination .......................................................................... 22

4.7.0 Frozen Contaminants ............................................................................................................................. 23

SECTION 5 – DE-ICING AND ANTI-ICING FLUIDS .............................................................................. 23

5.1.0 Freezing Point Depressant Fluids (FPD) .............................................................................................. 23

5.2.0 Health Effects ......................................................................................................................................... 23

SECTION 6 – QUALITY ASSURANCE PROGRAM ............................................................................... 24

SECTION 7– CLEAN AIRCRAFT CONCEPT........................................................................................ 24

7.1.0 Factors and Principles ........................................................................................................................... 24

7.2.0 Practices for Pilots to Ensure Clean Aircraft ...................................................................................... 26

SECTION 8 – HOLDOVER TIMES ...................................................................................................... 26

8.1.0 Holdover Times ...................................................................................................................................... 26

8.2.0 Responsibilities and Procedures ......................................................................................................... 27

8.3.0 Holdover Procedures ............................................................................................................................. 27 8.3.1 Holdover Tables and Procedures for Their Use ................................................................................... 27 7.3.2 Aeronexus Corporate HOT Tables ....................................................................................................... 27 8.3.3 Use of HOT Tables ............................................................................................................................... 28

8.4.0 Updating of Holdover Time Guidelines and De-Icing/Anti Icing Procedures................................... 28 8.4.1 General ................................................................................................................................................. 28 8.4.2 Duties and responsibilities .................................................................................................................... 28

SECTION 9 – RECOGNITION TECHNIQUES ...................................................................................... 28

9.1.0 Recognition Techniques........................................................................................................................ 28




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9.2.0 Recognizing frozen contaminants ........................................................................................................ 29

SECTION 10 - TYPES OF ICING CHECKS .......................................................................................... 29

10.1.0 Aircraft De - Icing Procedures .............................................................................................................. 29

10.2.0 De-Icing Procedures – General ............................................................................................................. 30

10.3.0 Recommended Use of De-Icing / Anti-Icing Codes ............................................................................ 30

10.4.0 Central and Remote De-Icing ................................................................................................................ 31

SECTION 11 - IDENTIFICATION OF CRITICAL AIRCRAFT SURFACES ................................................ 31

11.1.0 General .................................................................................................................................................... 31

11.2.0 Identification of Representative Aircraft Surfaces ............................................................................. 32

SECTION 12 – DE-ICING WITH FLUIDS ............................................................................................. 32

12.1.0 General Observations ............................................................................................................................ 32 12.1.1 De-Icing With Fluids ............................................................................................................................. 32

12.2.0 De-Icing Of Aircraft Surfaces ................................................................................................................ 32

12.3.0 De-Icing the Engine Area ....................................................................................................................... 33

SECTION 13 – ANTI-ICING WITH FLUIDS .......................................................................................... 34

13.1.0 General Observations ............................................................................................................................ 34

SECTION 14 – EXECUTION OF DE-ICING AND ANTI-ICING. ............................................................... 34

14.1.0 General .................................................................................................................................................... 34

14.2.0 Communications .................................................................................................................................... 34

14.3.0 Before Commencement of De-Icing / Anti-Icing Procedures............................................................. 34

14.4.0 Post De-Icing / Anti-Icing Check ........................................................................................................... 35

14.5.0 Pre-Takeoff Check Procedures ............................................................................................................. 36 14.5.1 Pre-takeoff Check (within the HOT) ..................................................................................................... 36 14.5.2 Pre-Takeoff Check (Hot Exceeded) ..................................................................................................... 37 14.5.3 Pre-takeoff Contamination Check ........................................................................................................ 37 14.5.4 Pre-Takeoff Contamination Responsibilities PIC ................................................................................. 38

SECTION 15 – TRAINING ................................................................................................................. 38

15.1.0 General .................................................................................................................................................... 38

15.2.0 Personnel to Be Trained ........................................................................................................................ 38




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15.3.0 Training Curriculum ............................................................................................................................... 39

15.3.1 Effects of Frozen Contaminants on Aircraft Surfaces (FC/CC/DP/GP) ............................................... 39 15.3.2 Aircraft Ground Icing Conditions .......................................................................................................... 39 15.3.3 In-flight Ice Accumulation (FC) ............................................................................................................. 39 15.3.4 Weather Conditions (FC/ DP/ GP) ....................................................................................................... 39 15.3.5 Specific De-Icing / Anti-Icing Procedures ............................................................................................. 40 15.3.6 Communications ................................................................................................................................... 40

15.4.0 Fluids Utilized ......................................................................................................................................... 40 15.4.1 Fluid Storage and Handling (GP) ......................................................................................................... 40 15.4.2 Equipment Operation (GP) ................................................................................................................... 40

15.5.0 Ground De-Icing and Anti-Icing Procedures (FC / DP / GP) ............................................................... 41

15.6.0 Use of HOTs (FC / DP / GP) ................................................................................................................... 42

15.7.0 Contamination Checks(FC / CC / DP/GP)............................................................................................. 42

15.8.0 Recording of Training ............................................................................................................................ 43

ANNEXRE A: 2014-2015 HOLDOVER TIMES TABLES ........................................................................ 46




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Referenced Documentation

AC 20 – 117 Hazards Following ground de-icing / anti-icing and ground operation in conditions conducive to aircraft icing

AC 120 – 60 Ground de-icing and anti-icing program

AC 120 – 58 Pilot Guide to Large Aircraft Ground de-icing

AC 135 – 16 Ground de-icing / anti-icing Training & Checking

AC 135 – 17 Pilot Guide to Small Aircraft Ground de-icing

ISO 11075 Aircraft de-icing / anti-icing fluids – ISO type I

ISO 11076 Aircraft Ground based de-icing / anti-icing methods with fluids

ISO 11078 Aircraft de-icing / anti-icing fluids – ISO types II, III and IV

ARP 4737 Transport Canada HOT Guidelines

Abbreviations

AC : Aeronautical Circular (FAA)

ATC : Air Traffic Control

FAA : Federal Air Agency

FAR : AERONEXUS CORPORATE

HOT : Holdover time

ISO : International Standards Organisation

LED : Leading Edge Device

PIC : Pilot in Command




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Section 1 - Definitions

1.1.0 Airplane Surface Contamination

FREEZING PRECIPITATION

Snow, sleet, freezing rain, drizzle, or hail which adheres to aircraft surfaces.

FROST, INCLUDING HOARFROST

Hoarfrost is a deposit of interlocking ice crystals formed by direct sublimation of water vapour on an object or aircraft surface, which is at or below 0° C (32°F).

FREEZING FOG

Clouds of super cooled water droplets that form a deposit of ice on objects in cold weather conditions.

SNOW

Precipitation in the form of small ice crystals or flakes which may accumulate on or adhere to aircraft surfaces.

FREEZING RAIN

Water condensed from atmospheric vapour falling to earth in superbcooled drops, forming ice on objects.

CLEAR ICE

A layer of pure, transparent, homogeneous, hard and smooth ice bonded to the aircraft surface.

COLD-SOAKED WING

The condition of the wings of an aircraft when they have (partly) a very low temperature due to very cold fuel (below 0º C) in the wing tanks.

RAIN OR HIGH HUMIDITY (on Cold-Soaked Wing)

Water forming ice or frost on the wing surface when the temperature of the aircraft wing surface is at or below 0°C (32°F).

This ice or frost may freeze over the entire wing surface and on the wing leading edge. Some aircraft may be susceptible to the formation of frost or ice on wing surfaces when the wing surfaces are cold-soaked and the aircraft is exposed to conditions of high humidity, rain, drizzle, or fog at ambient temperatures above freezing.

UNDERWING FROST

Takeoff with frost under the wing in the area of the fuel tanks (caused by cold-soaked fuel) within limits established by the aircraft manufacturer, authorized by AERONEXUS CORPORATEA aircraft certification offices, and stated in aircraft maintenance and flight manuals may be permitted.

LOCAL FROST BUILD-UP

Limited formation of frost in local wing areas sub-cooled by fuel or large masses of cold metal. This type of frost does not cover the entire wing.




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SLUSH

Snow or ice that has been reduced to a soft watery mixture.

SUPER COOLED GROUND FOG AND ICE FOG

Similar to super cooled clouds found at altitude but caused by advection or night time cooling and existing near ground level.

BLOWING SNOW

Snow blown by ambient winds, other aircraft or ground support equipment from snow drifts, other aircraft, buildings, or other ground structures.

RECIRCULATED SNOW

Snow made airborne by engine, propeller, or rotor wash. Operation of jet engines in reverse thrust, reverse pitch propellers, and helicopter rotor blades are common causes of snow recirculation.

HIGH RELATIVE HUMIDITY

Conditions that may produce frost formations on aircraft surfaces having a temperature at or below the dew or frost point. Frost accumulations are common during overnight ground storage and after landing where aircraft surface temperatures remain cold following descent from higher altitudes. This is a common occurrence on lower wing surfaces in the vicinity of fuel cells. Frost and other ice formations can also occur on upper wing surfaces in contact with cold fuel. On some aircraft clear ice formations can occur that are difficult to detect.

FROST

Frost, including hoar frost, is crystallized deposit, formed from water vapour on surfaces which are at or below 0 degrees C (32 degrees F).

1.2.0 Anti-Icing

A precautionary procedure used to provide protection against the formation of frost or ice and accumulation of snow or slush on clean surfaces of the aircraft for a limited period of time (holdover time). Anti-icing fluids are normally applied unheated on clean aircraft surfaces, but may be applied heated, and include:

a. SAE Type I fluid;

b. Concentrates or mixtures of water and SAE Type I fluid;

c. Concentrates or mixtures of water and SAE Type II fluid;

d. Concentrates of SAE Type III fluid, and

e. Concentrates or mixtures of water and SAE Type IV fluid.

ANTI-ICING FLUID TYPE A

ISO Type 1 fluid in accordance with ISO 11075, heated to 60º C minimum at the spray nozzle.

ANTI-ICING FLUID TYPE B




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Mixture of water and ISO Type 1 fluid in accordance with ISO 11075, heated to 60º C minimum at the spray nozzle.

ANTI-ICING FLUID TYPE C

ISO Type II, III or IV fluids in accordance with ISO 11078.

ANTI-ICING FLUID TYPE D

Mixture of water and ISO Type II, III or IV fluids.

1.3.0 De-Icing

A procedure used to remove frost, ice, slush, or snow from the aircraft in order to provide clean surfaces. 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 and includes:

a. Heated water;

b. SAE Type I fluid;

c. Heated concentrates or mixtures of water and SAE Type I fluid;

d. Heated concentrates or mixtures of water and SAE Type II fluid;

e. Heated concentrates or mixtures of water and SAE Type III fluid, and

f. Heated concentrates or mixtures of water and SAE Type IV fluid.

DE-ICING FLUID TYPE A

Heated water.

DE-ICING FLUID TYPE B

ISO Type 1 fluid in accordance with ISO 11075.

DE-ICING FLUID TYPE C

Mixture of water and ISO Type 1 fluid.

DE-ICING FLUID TYPE D

ISO Type II, III or IV fluids in accordance with ISO 11078.

DE-ICING FLUID TYPE E

Mixture of water and ISO Type II, III or IV fluids.




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1.4.0 Frozen Contaminants

As used in this document, frozen contaminants include light freezing rain, freezing rain, freezing drizzle, frost, ice, ice pellets, snow, snow grains, and slush.

1.5.0 Contamination Check

A check of aircraft surfaces for contamination in order to establish the need for de-icing.

1.6.0 Holdover Time (HOT)

The estimated time that de-icing / anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the critical surfaces of an aircraft. HOT begins when the final application of de-icing / anti-icing fluid commences and expires when the de-icing/anti-icing fluid loses its effectiveness.

1.7.0 Checks

The checks listed immediately hereunder shall be performed as and when indicated.

1.7.1 Pre-Takeoff Check

A check of the aircraft’s wings or representative aircraft surfaces for frozen contaminants. This check is conducted within the aircraft’s HOT and may be made by observing representative surfaces from the flight deck, cabin, or outside the aircraft, depending on the type of aircraft and operator’s Aeronexus Corporate -approved program.

1.7.2 Pre-Takeoff Contamination Check

A check (conducted after the aircraft’s HOT has been exceeded) to ensure the aircraft’s wings, control surfaces, and other critical surfaces, as defined in the certificate holder’s program, are free of all frozen contaminants. This check must be completed within 5 minutes before beginning takeoff and from outside the aircraft, unless the certificate holder’s SACAA-approved program specifies otherwise.

1.7.3 Post De-Icing Check

A check, after de-icing application, to ensure all aircraft surfaces are free of frozen contaminants.

1.7.4 Aircraft Exterior Check

A check carried in order to ensure that the wings and control surfaces are free from frost, ice and snow. It shall be completed within five minutes prior to the start of the takeoff run. This check shall be accomplished from outside the aircraft.

Section 2 – Program Elements

2.1.0 Ground De-Icing and Anti-Icing Program

The Aeronexus Corporate ground de-icing and anti-icing program consists of the following elements:

a. Management Plan

b. The Management Plan includes a detailed description of the operational responsibilities and procedures associated with the implementation and conduct of the Aeronexus Corporate de-icing / anti-icing program.

c. Holdover timetable and procedures;




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d. Aircraft de-icing / anti-icing procedures and responsibilities;

e. Pre-takeoff check procedures and responsibilities;

f. Pre-takeoff contamination check procedures and responsibilities;

g. Initial and recurrent training, and

h. Testing for flight crewmembers and qualification for all other affected personnel such as aircraft dispatchers, ground and contracted personnel.

2.1.1 Management Plan

In order to properly exercise operational control (when conditions are such that frost, ice, snow, or slush may reasonably be expected to adhere to an aircraft), Aeronexus Corporate developed, implemented, and uses a management plan for proper execution of its approved de-icing / anti-icing program as described in the paragraphs following hereunder.

Section 3 – Responsibilities

3.1.0 Responsibilities

The responsibilities of the Aeronexus Corporate personnel involved in the de-icing / anti-icing programme are given in the paragraphs following hereunder.

3.2.0 Aeronexus Corporate Operations

1. It is the responsibility of Aeronexus Corporate Operations to determine at each airport where operations are expected to be conducted in conditions conducive to ground icing whether an airport department or a contractor is responsible for rendering de-icing / anti-icing services.

2. After determining which department or contracted service provider is responsible for the provision of de-icing / anti-icing services, Aeronexus Corporate Operations shall enter into written contracts with the responsible parties for the rendering of these services as and when required at the different affected airports.

3. The above actions shall be taken by the Responsible Person Operations of Aeronexus Corporate during a pre-dispatch visit to the airports where Aeronexus Corporate will operate from / pass through on envisaged contracts. The pre-dispatch visits shall be made well in advance of the envisaged first visit by an aircraft operated by Aeronexus Corporate.

3.2.1 Agreements with Airports

1. Aeronexus Corporate Operations shall enter into written agreements with the Airport Managers at the different affected airports regarding:

a. Aircraft secondary de-icing / anti-icing locations, and

b. The location / s where pre-takeoff contamination checks may be conducted.

2. At airports where the airport management provides de-icing / anti-icing services, Aeronexus Corporate Operations shall enter into written contracts with that airport management.

3.2.2 Agreements with ATC’s

Aeronexus Corporate Operations shall enter into written agreements with the ATC departments at the different affected airports for the rendering of air traffic control services during the execution of de-icing / anti-icing services.




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3.2.3 Agreements with Service Providers

At airports where the airport management does not provide de-icing / anti-icing services, Aeronexus Corporate Operations shall enter into written contracts with the service provider that renders de-icing / anti-icing services.

3.2.4 Agreements with Dispatchers

1. At airports where Aeronexus Corporateplans to establish a base, the Aeronexus Corporatebase manager shall make provision for the dispatching of Aeronexus Corporateflights. This shall include ensuring that the de-icing / anti-icing service provider is given prior notification of the arrival / departure of Aeronexus Corporate flights.

2. At airports where Aeronexus Corporate does not establish a base, Aeronexus Corporate Operations shall enter into written contracts with the service provider that renders dispatching services.

3.3.0 Dispatcher

1. At all times whenever it is anticipated that de-icing / anti-icing services will be required, the Resident Dispatcher shall determine the availability of adequate qualified personnel and equipment are available.

2. The resident Dispatcher shall submit a report in this regard to Aeronexus Corporate Operations.

3. It is the responsibility of the Dispatcher after receipt of the take-off schedule to contact the service provider and arrange for the de-icing / anti-icing equipment to be in place for the execution of the de-icing / anti-icing process to be completed in time for the aircraft to meet its scheduled take-off time.

3.4.0 Pilot in Command

1. It is the responsibility of the Pilot In Command (PIC) to ensure upon arrival at an airport where conditions conducive to ground icing may be experienced to ensure that the above agreements is in place and that the personnel charged with the execution thereof are au fait with their responsibilities.

3.5.0 Implementation

1. Where reference is made to service providers hereafter the following entities are included where applicable:

a. Airport Management;

b. ATC;

c. Aircraft dispatch services, and

d. De-icing and anti-icing services.

3.5.1 Aeronexus Corporate Operations

1. Aeronexus Corporate Operations shall:

a. Provide copies of the various contracts to the Base Manager or Resident Dispatcher as the case may be;

b. File copies of all the contracts and subsequent reports regarding de-icing and anti-icing aspects;

c. Ensure that every Resident Dispatcher / Base Manager has a copy of this manual, and are au fait with the contents thereof.




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3.5.2 Base Manager

1. At each airport where anAeronexus Corporate Base Manager is placed the Base Manager shall:

a. Ensure that he has copies of the contracts regarding de-icing and anti-icing pertaining to that specific airport;

b. Ensure that he is in possession of a copy of this manual and is au fait with contents thereof;

c. Establish contact with the various service providers with which contracts have been entered into;

d. Establish the methods of liaising with them when their services will be required;

e. Ensure that the service provider responsible for providing de-icing and anti-icing services has adequate qualified personnel and equipment to execute their task.

3.5.3 Resident Dispatcher

1. At each airport where the Resident Dispatcher has been appointed he / she shall:

a. Ensure that he / she has copies of the contracts regarding de-icing and anti-icing pertaining to that specific airport;

b. Ensure that he / she is in possession of a copy of this manual and is au fait with contents thereof;

c. Establish contact with the various service providers with which contracts have been entered into;

d. Establish the methods of liaising with them when their services will be required;

e. Ensure that the service provider responsible for providing de-icing and anti-icing services has adequate qualified personnel and equipment to execute their task.

3.6.0 Incorporation inAeronexus Corporate FOM

This manual forms an integral part of the Aeronexus Corporate Flight Operations Manual.

3.6.1 Co-ordination

1. It is the responsibility of either the Base Manager or Resident Dispatcher to co-ordinate the efforts of the various service providers with which contracts have entered into.

2. The Base Manager or Resident Dispatcher shall with the aid of the contracted service providers draft and implement a winter operations plan. A copy of this plan shall be forwarded to Aeronexus Corporate Operations.

Section 4 – Inspection Procedures

4.1.0 Cold Weather Pre-flight Inspection Procedures

1. This is in addition to the normal walk-around pre-flight inspection conducted by a pilot. This inspection shall be used to note any aircraft surface contamination and initiate any required de-icing / anti-icing operations.

2. A thorough pre-flight inspection is more important in temperature extremes because those temperature extremes may affect the aircraft or its performance. At extremely low temperatures, the urge to hurry the pre-flight of the aircraft is natural, particularly when the aircraft is outside and adverse weather conditions exist, which make the pre-flight physically uncomfortable for the pilots. This is the very time to perform the most thorough pre-flight inspection.




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3. Aircraft areas that require special attention during a pre-flight inspection during cold weather

operations depend on the aircraft design. The pre-flight includes all items recommended by the aircraft manufacturer. As far as aircraft operated by Aeronexus Corporate, the following items are included:

a. Wing leading edges, upper and lower surfaces;

b. Vertical and horizontal stabilizing devices, leading edges, upper surfaces, lower surfaces, and side panels;

c. Lift \ drag devices such as trailing edge flaps;

d. Spoilers and speed brakes;

e. All control surfaces and control balance bays;

f. Propellers (if applicable);

g. Engine inlets, particle separators, screens, and pressure probes;

h. Windshields and other windows necessary for visibility;

i. Antennas, and

j. Fuselage.

4. Before beginning the de-icing / anti-icing procedures, the PIC shall:

a. Coordinate with air traffic control (ATC) for departure planning;

b. Obtain the most current weather information, and

c. When de-icing / anti-icing with fluids is accomplished, the PIC shall have the following information:

d. Fluid type (for example, Type I or Type II);

e. Fluid / water mix ratio;

f. Start time of final fluid application / beginning of holdover time, and

g. Verification that the aircraft is free of contamination.

4.2.0 Maintenance Personnel

1. At no airport shall Aeronexus Corporate maintenance personnel be responsible to execute ground de-icing / anti-icing procedures.

2. It is the responsibility of Aeronexus Corporate Operations to engage in written contracts with service providers at each airport where operations are expected to be conducted in conditions conducive to ground icing.

4.3.0 Aircraft on the Ground

1. Aircraft, when parked or during ground operations, are susceptible to many of the conditions that can be encountered in flight; in addition to conditions peculiar to ground operations. These include:

a. Frozen precipitation such as snow, sleet, or hail;

b. Residual ice from a previous flight. Such contaminants may exist on leading edges of wings, empennage, trailing edge flaps, and other surfaces.

c. Operation on ramps, taxiways, and runways containing moisture, slush, or snow, and

d. Residual ice & slush




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2. Residual ice or slush accumulated on airframe components during landing and taxi operations

on contaminated runways, taxiways and ramps, can remain in place if low temperatures and other weather conditions exist unless identified and removed. Contaminants of this type are commonly found in wheel wells, on landing gear components, trailing edge flaps, under surfaces of wings and horizontal stabilizers, and other components.

3. In many cases, de-icing/anti-icing procedures may be ineffective in providing sufficient protection for continued operations. This can occur when there is freezing rain, freezing drizzle, heavy snow, or any condition where high water content is present in freezing precipitation.

4. At very low ambient temperatures (below approximately -30°C), some heated Type I fluids are no longer effective, and other methods of frozen contamination removal must be used.

4.4.0 Underwing Frost

Operational experience as well as research experiments with several aircraft have indicated that underwing frost formations do not generally influence aircraft performance and flight characteristics as severely as leading edge and upper wing frost; however, it must be understood that some aircraft designs may be more sensitive to underwing frost than others and particular aircraft could be unsafe with underwing frost.

4.5.0 Clear Ice Phenomena

Some aircraft have experienced formations of clear ice on the upper surfaces of wings in the vicinity of integral fuel tanks. Such ice is difficult to see and in many instances cannot be detected other than by touch with the bare hand or by means of a special purpose ice detector. These phenomena typically occur on aircraft that have flown high-altitude missions for a sufficient time to cold-soak fuel in integral tanks, and the fuel remaining in these tanks, after landing, is sufficient to contact upper wing skins causing clear ice to form when rain, drizzle, wet snow, or high humidity is present (at, above, or below freezing ambient temperatures). Upperwing frost can also occur under conditions of high relative humidity. In either case, ice or frost formation on upper wing surfaces must be removed prior to takeoff. Skin temperature should be increased to preclude formation of ice prior to takeoff. This is often possible by refuelling with warm fuel. Clear ice formations of this type can cause aircraft performance changes and can break loose at rotation or during flight, causing engine damage on some aircraft types, primarily those with rear mounted engines.

4.6.0 Other Potential Locations of Frozen Contamination

1. Areas under leading edge slats and portions of trailing edge flaps (e.g.; leading edges and upper surfaces of multi-segment fowler flaps) might not be exposed to anti-icing fluids during the de-icing / anti-icing process. Such unprotected areas may be exposed and susceptible to icing during precipitation or high relative humidity conditions, in taxi, takeoff queue, or takeoff configurations.

2. Leading edges of wings, empennage, slotted flaps, engine air inlets, etc. of arriving aircraft may

contain residual ice formations from previous flights. If ambient conditions are not such that these formations would be dissipated by natural means, or removed by means of a de-icing process, they will remain and can have significant effect upon aircraft performance and flight characteristics during subsequent operations.

3. Propellers and other rotating components during ground operations are exposed to conditions

similar to those of forward flight. Some aircraft require operation of in-flight ice protection




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equipment while on the ground. Others may prohibit, or inhibit by design, operation of such equipment during ground operations.

4.7.0 Frozen Contaminants

1. Frozen contaminants in the form of ice, snow, or frost can accumulate on exterior surfaces of an aircraft on the ground. The type of accumulation on the aircraft surface is a key factor in determining the type of de-icing / anti-icing procedure that should be used.

2. Ice, snow, and frost should be removed before takeoff. Dry, powdery snow can be removed by blowing cold air or nitrogen gas across the aircraft surface. Heavy, wet snow or ice can be removed by using solutions of heated FPD fluids and water or by mechanical means such as brooms and squeegees.

3. Frozen contaminants can also be removed from the surface of an aircraft by using FPD fluids. There are a number of FPD's available for use on commercial large transport category aircraft. The FPD's used most often are glycol-based fluids produced by a number of North American, European, and Russian chemical manufacturers.

Section 5 – De-Icing and Anti-Icing Fluids

5.1.0 Freezing Point Depressant Fluids (FPD)

1. Common practice, developed by the North American and European aviation communities over many years of experience, is to de-ice and anti-ice an aircraft before takeoff.

2. Various techniques of ground de-icing and anti-icing have been developed. The most common of these techniques is to use Freezing Point Depressant (FPD) fluids in the ground de-icing process and to anti-ice with a protective film of FPD fluid to delay the reforming of ice, snow, or frost.

3. Commercially available FPD fluids used for aircraft de-icing are ethylene glycol or propylene glycol based. Today's FPD fluids have characteristics that are best defined by a phase diagram or freeze chart as shown in Figure 1. The general characteristics of these fluids are described in Table 1. Refer to Appendix A.

Note: Generally, the freeze characteristics of commercially available FPD fluids are based on the "neat" (undiluted premix) solution as furnished by the fluid manufacturer.

4. The basic philosophy of using FPD fluids for aircraft de-icing is to decrease the freezing point of water in either the liquid or crystal (ice) phase.

5. FPD fluids are highly soluble in water; however, ice is slow to absorb FPD or to melt when in contact with it.

6. If frost, ice, or snow is adhering to an aircraft surface, the formation may be melted by repeated application of proper quantities of FPD fluid. This process can be significantly accelerated by thermal energy from heated fluids. As the ice melts, the FPD mixes with the water thereby diluting the FPD. As dilution occurs, the resulting mixture may begin to run off. If all the ice is not melted, additional applications of FPD become necessary until the fluid penetrates to the aircraft surface. When all ice has melted, the remaining liquid residue is a mixture of water and FPD. The resulting film could freeze (begin to crystallize) with only a slight temperature decrease.

5.2.0 Health Effects

1. Pilots must be aware of the potential health effects of de-icing and anti-icing fluids in order to ensure that proper precautions are taken during the de-icing and anti-icing process and to better ensure the well-being of passengers and flight crew.




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2. Passengers and crew should be shielded from all FPD fluid vapours by turning off all cabin air

intakes during the de-icing and anti-icing process.

3. Exposure to vapours or aerosols of any FPD fluid may cause transitory irritation of the eyes. Exposure to ethylene glycol vapours in a poorly ventilated area may cause nose and throat irritations, headaches, nausea, vomiting, and dizziness.

4. All glycols cause some irritation upon contact with the eyes or the skin. Although the irritation is described as "negligible," chemical manufacturers recommend avoiding skin contact with FPD and wearing protective clothing when performing normal de-icing operations.

5. Ethylene and diethylene glycol are moderately toxic for humans. Swallowing small amounts of ethylene or diethylene glycol may cause abdominal discomfort and pain, dizziness, and effects on the central nervous system and kidneys.

6. Because the glycol contained in FPD fluids is considerably diluted with water and other additives, it is highly unlikely that de-icing personnel would ingest anything close to a lethal amount 85 to 115 gram (3 to 4 ounces) of pure glycol).

7. Detailed information on health effects and proper safety precautions for any commercial FPD fluid is contained in the material safety data sheet for that fluid which is available from the fluid manufacturer and should be on file with the operator providing the de-icing or anti-icing service.

Section 6 – Quality Assurance Program

1. Aeronexus Corporate shall establish a quality assurance program to ensure correct de-icing/anti-icing operations at all stations where applicable.

a. Auditing all parts of the de-icing/anti-icing operation is required to check the ongoing conformance with all the regulation issued by the authorities, operators, manufacturers and handling agents.

b. Training of all personnel involved in the de-icing/anti-icing operation is carried out to guarantee the correct performance of all related tasks.

c. Methods and procedures have to be identified to allow the clear and safe accomplishment of all the tasks that are necessary for de-icing/anti-icing an aeroplane...

d. Training records of all the de-icing/anti-icing personnel are necessary to guarantee that all training and skill requirements are fulfilled.

e. Qualification of all de-icing/anti-icing personnel is required to ensure correct performance of all tasks.

f. Publications are required for the aeroplane de-icing/anti-icing operation to ensure the correct accomplishment of all tasks.

g. Equipment and fluids have to be maintained in such a way that the correct quality is ensured.

2. A quality audit program has been developed in accordance with the requirements of SA CATS 121 and all audits as will be done in accordance with the policies and procedures as specified in the Part 121 Quality Management Manual documents ANX/QAM/001.

Section 7– Clean Aircraft Concept

7.1.0 Factors and Principles

1. Test data indicate that ice, snow, or frost formations having a thickness and surface roughness similar to medium or coarse sandpaper on the leading edge and upper surface of a wing can reduce wing lift by as much as 30 % and increase drag by 40 %.




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2. These changes in lift and drag significantly increase stall speed, reduce controllability, and alter

aircraft flight characteristics.

3. Thicker or rougher frozen contaminants can have increasing effects on lift, drag, stall speed, stability and control, with the primary influence being surface roughness located on critical portions of an aerodynamic surface.

4. These adverse effects on the aerodynamic properties of the airfoil may result in sudden departure from the commanded flight path and may not be preceded by any indications or aerodynamic warning to the pilot. Therefore, it is imperative that takeoff shall not be attempted unless the PIC has ascertained, as required by regulation, that all critical surfaces of the aircraft are free of adhering ice, snow, or frost formations.

5. More than 30 factors have been identified that can influence whether ice, snow, or frost may accumulate and cause surface roughness on an aircraft and affect the anti-icing abilities of FPD fluids.

6. These factors include:

a. Ambient temperature;

b. Aircraft surface (skin) temperature;

c. De-icing fluid type;

d. Temperature, and concentration;

e. Relative humidity, and

f. Wind velocity and direction.

7. Because many factors affect the accumulation of frozen contaminants on the aircraft surface, FPD fluids used for de-icing, anti-icing, or both shall not be considered to have anti-icing qualities for a finite period. There is always a need for close inspection before takeoff.

8. Numerous techniques for complying with the clean aircraft concept have been developed by the aviation industry. The consensus of the aviation community is that the primary method of ensuring safe flight operations in conditions conducive to aircraft icing is through visual or physical inspection of critical aircraft surfaces to ascertain that they are clean before takeoff. This consensus is valid regardless of the de-icing and anti-icing techniques used.

9. Notwithstanding paragraph (4), a person may conduct a take-off in an aircraft that has frost caused by cold-soaked fuel adhering to the underside of its wings if the take-off is conducted in accordance with the aircraft manufacturer's instructions for take-off under those conditions.

10. Where conditions are such that frost, ice or snow may reasonably be expected to adhere to an aircraft, no person shall conduct or attempt to conduct a take-off in the aircraft unless the aircraft has been inspected immediately prior to take-off to determine whether any frost, ice or snow is adhering to any of its critical surfaces.

11. The inspection referred to in paragraph (10) shall be performed from outside the aircraft.

12. The inspection referred to in paragraph (10) shall be performed by:

a. the pilot-in-command;

b. a flight crew member of the aircraft who is designated by the pilot-in-command; or

13. No person shall perform the inspection referred to in paragraph (10) unless the person has received annual training concerning aircraft surface contamination in accordance with Section 13 of this manual.

14. Where, before commencing a take-off, a crew member of an aircraft observes that there is frost, ice or snow adhering to the wings of the aircraft, the crew member shall immediately report that observation to the pilot-in-command, and the pilot-in-command or a flight crew member designated by the pilot-in-command shall inspect the wings of the aircraft before take-off.




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15.

7.2.0 Practices for Pilots to Ensure Clean Aircraft

1. It is the responsibility of the PIC to ensure that the actions listed below shall be executed whenever ground icing is experienced.

a. Be knowledgeable of the adverse effects of surface roughness on aircraft performance and flight characteristics.

b. Be knowledgeable of ground de-icing and anti-icing practices and procedures being used on your aircraft, whether this service is being performed by your company, a service contractor, a fixed-base operator, or others.

c. Do not allow de-icing and anti-icing until you are familiar with the ground de-icing practices and quality control procedures of the service organization.

d. Be knowledgeable of critical areas of your aircraft and ensure that these areas are properly de-iced and anti-iced.

e. Ensure that proper precautions are taken during the de-icing process to avoid damage to aircraft components and surfaces.

f. Ensure that a thorough post-de-icing/anti-icing check is performed prior to takeoff even though this may also be the responsibility of other organizations or personnel.

g. Be knowledgeable of the function, capabilities, limitations, and operations of the ice protection systems installed on the aircraft.

h. Perform additional post-de-icing checks related to de-icing or anti-icing as necessary or as required.

i. Be aware that the time of effectiveness of FPD de-icing or anti-icing treatments can only be estimated because of the many variables that influence this time (holdover time).

j. Be knowledgeable of the variables that can reduce time of effectiveness (holdover time) and the general effects of these variables. See list on page 20 of this AC and AC 20-117.

k. Ensure that de-icing and anti-icing are performed at the latest possible time before taxi to the takeoff position.

l. Do not start engines until it has been ascertained that all ice deposits have been removed. Ice particles shed from rotating components may damage the aircraft or injure ground personnel.

m. Be aware that certain operations may produce recirculation of ice crystals, snow, or moisture.

n. Be aware that operations in close proximity to other aircraft can induce snow, other ice particles, or moisture to be blown onto critical aircraft components, or can cause dry snow to melt and refreeze.

o. Do not take off if snow or slush is observed splashing onto critical areas of the aircraft during taxi, such as wing leading edges.

p. Do not take off if positive evidence of a clean aircraft cannot be ascertained.

Section 8 – Holdover Times

8.1.0 Holdover Times

Holdover Times (HOT) is the estimated time the anti-icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected (treated) surfaces of an aeroplane. These holdover




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times are generated by testing fluids under a variety of temperature and precipitation conditions simulating the range of weather experienced in the winter.

8.2.0 Responsibilities and Procedures

1. The Aeronexus Corporate Hold Over Times (HOT) program defines the operational responsibilities and contains procedures for the flight crew, aircraft dispatchers, flight followers, and maintenance and ground personnel that apply to the use of HOT’s and resultant actions if the determined HOT is exceeded.

2. Procedures have been developed to address de-icing operations at specific de-icing locations (e.g., gate, remote, or centralized facilities).

3. Procedures have been developed for ground crew and flight crew to communicate:

a. During aircraft positioning (if required);

b. Other pertinent information regarding the de-icing-/anti-icing process.

c. Start of the HOT;

d. The aircraft departure process, and

e. Equipment clear / job done – safe to start taxiing.

4. In addition, procedures have been developed for the flight crew’s use of the pertinent HOT tables, coordination with dispatchers or flight followers and coordination with ATC.

8.3.0 Holdover Procedures

8.3.1 Holdover Tables and Procedures for Their Use

1. The Aeronexus Corporate de-icing / anti-icing program includes HOT tables and the procedures for the use of these tables by Aeronexus Corporate personnel.

2. The following elements are included in the Aeronexus Corporate de-icing / anti-icing program:

a. Responsibilities and Procedures. The Aeronexus Corporate program defines operational responsibilities and contains procedures for the flight crew and aircraft dispatchers that apply to the use of HOTs and resultant actions if the determined HOT is exceeded.

b. Procedures have been developed to address de-icing operations at specific de-icing locations (e.g., gate, remote, or centralized facilities).

c. Procedures have been developed for ground crew and flight crew to communicate:

i. During aircraft poisoning if required.

ii. Start of the HOT.

iii. The aircraft depart procedure

iv. Equipment clear/job done – safe to start taxing.

3. In addition, procedures are included for the flight crew’s use of the pertinent HOT tables, coordination with dispatchers or flight followers and coordination with ATC.

7.3.2 Aeronexus Corporate HOT Tables

1. The HOT tables approved for use by Aeronexus Corporate for Type I de-ice / anti-ice fluid and generic Type II and IV anti-ice fluid are in accordance with:

a. SAE ARP 4737, Aircraft De-icing / Anti-Icing Methods;

b. ISO 11076, Aerospace Aircraft De-icing / Anti-Icing Methods with Fluids;




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c. Aeronexus Corporate HOT tables, and

d. Transport Canada HOT guidelines 2006 / 2007.

2. HOTs that exceed those specified in the current editions of the Aeronexus Corporate and manufacturer’s specific HOT of approved fluids are not acceptable to Aeronexus Corporate.

3. Refer to Tables 1, 2 and 3 of Appendix A for copies of the HOT tables approved for use by Aeronexus Corporate.

8.3.3 Use of HOT Tables

1. HOT ranges are an estimate of the time that de-icing / anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the unprotected surfaces of an aircraft.

2. HOT begins when the final application of de-icing / anti-icing fluid commences and expires when the de-icing / anti-icing fluid applied to the aircraft loses its effectiveness (e.g., when ice begins to form on or in the fluid).

3. HOT’s vary with weather conditions. The effectiveness of de-icing / anti-icing fluids is based on a number of variables (e.g., temperature, moisture content of the precipitation, wind, and the aircraft skin temperature). The HOT tables are to be used for departure planning and in conjunction with pre-takeoff check procedures.

8.4.0 Updating of Holdover Time Guidelines and De-Icing/Anti Icing Procedures

8.4.1 General

Holdover times and de-icing / anti-icing procedures are continually updated by an international group of experts under the auspices of the SAE G-12 committee on Aircraft Ground De-icing/Anti-icing through its Holdover Time Subcommittee.

The de-icing/anti-icing procedures are developed by the Methods Subcommittee and the holdover time guidelines and procedures are approved for use by the SAE Aerospace Council...

8.4.2 Duties and responsibilities

1. The Aeronexus Corporate Flight Operations Manager shall obtain an update the holdover times and de-icing / anti-icing procedures annually as published by:

a. Transport Canada in an Advisory Circular.

b. The United States FAA in a Flight Standards Information Bulletin.

c. The SAE in Aerospace Recommended Procedure ARP 3737; and

d. The ISO in ISO 1176.

2. The Flight Operations Manager shall ensure that the updated holdover times and de-icing / anti-icing procedures are made available to all the relevant personnel; and

3. Provide the Quality Assurance Manager with the revised holdover time tables for revision Appendix A of this manual.

Section 9 – Recognition Techniques

9.1.0 Recognition Techniques

1. The Aeronexus Corporate Initial, Recurrent, and Continuing Qualification training curricula include aircraft type-specific techniques for use by the flight crew and other personnel for recognizing contamination on aircraft surfaces.




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2. The flight crew and other personnel should use these type-specific techniques while conducting

pre-flight aircraft icing checks, pre-takeoff checks, and pre-takeoff contamination checks.

9.2.0 Recognizing frozen contaminants

1. Frozen contaminants can take the form of ice, frost, snow, or slush.

2. The formation of clear ice may be difficult to detect visually. Therefore, specific techniques for identification of clear ice are included in all training programs.

Section 10 - Types of Icing Checks

1. Pre-takeoff and pre-takeoff contamination checks that, when applicable, that are required to be accomplished under the Aeronexus Corporate de-icing / anti-icing program are included in this document. The aircraft de-icing / anti-icing procedure also include a post de-icing / anti icing checks of all aircraft surfaces.

10.1.0 Aircraft De - Icing Procedures

1. Depending on the type of accumulation on the surface of the aircraft and the type of aircraft, operational procedures employed in aircraft ground de-icing and anti-icing vary. The general procedures used by aircraft operators are similar and are based on the procedures recommended by the aircraft manufacturer, which, in turn, may be based upon procedures recommended by the fluid manufacturer, engine manufacturer, the SAE and ISO.

2. Tables 1 through 3 in Appendix B provide guidance based upon SAE and ISO recommendations.

3. Pilot training can be accomplished through the use of manuals, films, and, to a limited extent, onsite observation. It is essential that the PIC fully understand effective de-icing and anti-icing procedures.

4. An annual review of these procedures by all pilots is required to maintain current knowledge of de-icing and anti-icing methods, since the PIC is responsible for ensuring that critical aircraft surfaces are free from ice, snow, or frost formations before takeoff.

5. An aircraft may be de-iced by any suitable manual method, using water, FPD fluids, or solutions of FPD fluids and water. Heating these fluids increases their de-icing effectiveness; however, in the anti-icing process, unheated fluids are more effective.

6. SAE and ISO Type II fluids are more effective for providing anti-icing protection than are SAE and ISO Type I fluids.

7. De-icing and anti-icing may be performed as a one-step or two-step process, depending on predetermined practices, prevailing weather conditions, concentration of FPD used, and available de-icing equipment and facilities.

8. The one-step procedure is accomplished using a heated or, in some cases, an unheated FPD mixture. In this process, the residual FPD fluid film provides a very limited anti-icing protection. This protection can be enhanced by the use of cold fluids or by the use of techniques to cool heated fluid during the de-icing process. A technique used commonly in the past is to spray on a final coat of de-icing fluid using a very fine mist, applied in an arched trajectory so as to cool the fluid before contact. This produces a thicker fluid film which will have slightly enhanced anti-icing effectiveness. Exercise caution when using this technique to ensure that freezing has not occurred within the fluid previously applied.

9. The two-step procedure involves both de-icing and anti-icing. De-icing is accomplished with hot water or a hot mixture of FPD and water. The ambient weather conditions and the type of accumulation to be removed from the aircraft must be considered when determining which de-icing fluid to use.




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10. The second (anti-icing) step involves applying a mixture of SAE or ISO Type II and water to the

critical surfaces of the aircraft.

11. When heated water alone is used in the de-icing process, the second step must be performed before refreezing occurs – generally within 3 minutes after the beginning of the de-icing step.

12. If necessary, the process is conducted area-by-area. As with any de-icing or anti-icing fluid, SAE and ISO Type II fluid should not be used unless the aircraft manufacturer has approved its use. SAE and ISO Type II fluids are designed for use on aircraft with V1, in excess of 85 knots. This is to ensure sufficient flow off of the fluid during the takeoff.

13. Table 3, Appendix B, contains recommendations developed by SAE and ISO.

14. Under no circumstances should SAE and ISO Type II fluids, in the concentrated (neat) form, be applied to the following areas of an aircraft:

a. Pitot heads and angle-of-attack sensors;

b. Control surface cavities;

c. Cockpit windows and nose of fuselage;

d. Lower side of radome underneath nose;

e. Static ports;

f. Air inlets, and

g. Engines.

15. The freezing point of residual fluids on aircraft surfaces resulting from FPD fluids mixing with precipitation or melted ice should be at least the values presented in Tables 3 and 4, of Appendix B.

16. FPD freezing points can be determined by using a refractometer or other similar techniques.

10.2.0 De-Icing Procedures – General

1. Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids, mechanical methods, alternate technologies or combinations thereof.

2. If agreed to by the PIC a pre-step process prior to the de-icing process, in order to remove large quantities of frozen contamination may be considered to reduce the quantity of glycol-based de-icing fluid needed.

3. The pre-process may be performed by one or a combination of:

a. Brooms;

b. Forced air;

c. Heat;

d. Heated water, and /or

e. Heated fluids with negative buffer freezing point.

10.3.0 Recommended Use of De-Icing / Anti-Icing Codes

1. Following ground de-icing, anti-icing, and inspection by qualified personnel, information supplied to the flight crew should include:

a. The type of final fluid coating applied;

b. The mixture of fluid (percent by volume), and

c. The time of application.




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2. This may be transmitted to the pilot by a four element code, such as the following.

Table 1

ELEMENT SPECIFICATION

Element A Specifies Type I or Type II fluid

Element B Specifies the percentage of fluid within the fluid / water mixture. E.g. 75 / 25 = 75 % fluid and 25 % water

Element C Specifies the local time at the beginning of the final de-icing / anti-icing step. E.g. 1330

Element D Specifies The Date Day, Written Month and Year. E.G. 20 October 2007

3. These elements are recommended for use in recordkeeping, and are optional for flight crew notification.

4. Examples of the De-icing / Anti-icing Information Format are as follows:

a. Type II – 100 / 0 - 1100h - 16 Mar 2007;

b. Type II – 75 / 25 - 1330h - 20 Apr 2007;

c. Type I – 70 / 30 - 0942h - 17 Feb 2008.

10.4.0 Central and Remote De-Icing

1. De-icing and anti-icing near the departure end of the runway has obvious advantages. This practice:

a. Reduces the time between de-icing / anti-icing and takeoff;

b. Facilitates the recycling of FPD in the de-icing mixture;

c. Reduces the potential environmental impact, and

d. Facilitates the application of correct ratio FPD / water for existing environmental conditions at departure.

2. This practice is encouraged where adequate facilities exist and if performed by qualified personnel. It should not be substituted for a pre-takeoff check unless performed just prior to takeoff.

Section 11 - Identification of Critical Aircraft Surfaces

11.1.0 General

1. Generally, the following are considered to be critical aircraft surfaces, if the aircraft manufacturer's information is not available:

a. Pitot heads, static ports, ram-air intakes for engine control ad flight instruments, other kinds of instrument pick-up points, fuel vents, propellers, and engine inlets.

b. Wings, empennage, and control surfaces, and

c. Fuselage upper surfaces on aircraft with centre mounted engine(s).




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2. The critical surfaces shall be checked during the flight-crewmember-conducted pre-flight

inspections, pre-takeoff checks, and pre-takeoff contamination checks.

3. Critical surfaces are defined in the contracted AMO MOP’s for the use of ground personnel for conducting the check following the de-icing / anti-icing process and for any pre-takeoff contamination checks that may be accomplished by ground personnel.

11.2.0 Identification of Representative Aircraft Surfaces

Identification of Representative Aircraft Surfaces for use in conducting pre-takeoff checks only

1. This section provides a list of the representative surfaces that shall be checked while conducting pre-takeoff checks. Some aircraft manufacturers have identified certain aircraft surfaces that the flight crew can readily observe to determine whether or not frozen contaminants are accumulating or forming on that surface and, by using it as a representative surface, can make a reasoned judgment regarding whether or not frozen contaminants are adhering to other aircraft surfaces.

2. When identifying a representative aircraft surface, the following guidelines were considered:

a. The surface can be seen clearly to determine whether or not frozen contaminants are forming or accumulating on the surface.

b. The surface should be unheated.

3. During the de-icing / anti-icing procedure, the representative surface should be one of the first surfaces treated with de-icing / anti-icing fluid. However, the designation of representative surfaces is not limited to treated surfaces.

Section 12 – De-Icing With Fluids

12.1.0 General Observations

12.1.1 De-Icing With Fluids

1. Whenever frozen contamination is to be removed with fluids the following aspects shall be borne in mind.

2. The heat in the fluids melts any frost, as well as light deposits of snow, slush and ice.

3. Heavier accumulations require the heat to break the bond between the frozen deposits and the aircraft structure; the hydraulic force of the fluid spray is then used to flush off the residue. The de-icing fluid will prevent refreezing for a period of time depending on aircraft-skin and ambient temperature, the fluid used, the strength of the mixture used and the weather.

12.2.0 De-Icing Of Aircraft Surfaces

1. An aircraft must be systematically de-iced and anti-iced in weather conditions conducive to icing. Each aircraft surface requires a specific technique to achieve a clean aircraft.

2. The wings are the main lifting surfaces of the aircraft and must be free of contaminants to operate efficiently. An accumulation of upperwing frost, snow, or ice changes the airflow characteristics over the wing, reducing its lifting capabilities, increasing drag, increasing stall speed, and changing pitching moments. The weight increase is slight, and its effects are secondary to those caused by surface roughness.

3. On most aircraft, de-icing of the wing should begin at the leading-edge wing tip, sweeping in the aft and inboard direction. This process avoids increasing the snow load on outboard wing sections, which under some very heavy snow conditions could produce excessive wing stresses. This method also reduces the possibility of flushing ice or snow deposits into the balance bays and cavities.




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4. If ice accumulation is present in areas such as flap tracks and control cavities, it may be

necessary to spray from the trailing edge forward. Also, under some weather or ramp conditions, it is necessary to spray from the trailing edge.

5. The extendable surfaces of the wing (i.e., leading-edge slats and trailing-edge flaps) should be retracted to avoid accumulating frost, snow, or ice during time at the gate or in overnight storage. A surface that is extended in weather conditions requiring de-icing and anti-icing should be visually inspected to ensure that the surface, tracks, hinges, seals, and actuators are free of any contaminants before retraction. Flaps and slats retracted during anti-icing will not receive a protective film of FPD fluid and may freeze in precipitation or frost conditions. Consult the aircraft manufacturer to ascertain the most appropriate slat and flap management procedures.

6. The tail surfaces require the same caution afforded the wing during the de-icing procedure. The balance bay area between moveable and stationary tail surfaces should be closely inspected. For some aircraft, positioning the horizontal stabilizer in the leading-edge-down position allows the FPD fluid and contaminants to run off rather than into balance bays. For some aircraft, the horizontal stabilizer must be in the leading-edge-up position during de-icing.

7. Balance bays, control cavities, and gap seals should be inspected to ensure cleanliness and proper drainage. When contaminants do collect in the surface juncture, they must be removed to prevent the seals from freezing and impeding the movement of the control surface.

8. The fuselage should be de-iced and anti-iced from the top down. Clearing the top of the fuselage manually instead of by spraying requires that personnel use caution not to damage protruding equipment (e.g., antennas) while de-icing. Spraying the upper section with heated FPD fluid first allows the fluid to flow down, warming the sides of the fuselage and removing accumulations. This is also effective when de-icing the windows and windshield of the aircraft, since direct spraying of the surfaces can cause thermal shock resulting in cracking or crazing of the windows. The FPD fluid must be removed from the crew's windows to maintain optimal visibility.

9. De-icing the top of the fuselage is especially important on aircraft with aft-mounted centreline and fuselage mounted engines. The ingestion of ice or snow into an engine may result in compressor stalls or damage to the engine.

10. The radome or nose of the aircraft should be de-iced to eliminate snow or ice accumulations from being projected into the crew's field of vision during takeoff. This area also contains navigation and guidance equipment; therefore, it must be cleared of accumulations to ensure proper operation of these sensors.

11. Also, special precautions are necessary to ensure that residual fluids do not enter sensitive instrumentation or flow over the cockpit windows during taxi or takeoff.

12. The cargo and passenger doors must also be de-iced and anti-iced in order to ensure proper operation. All hinges and tracks should be inspected to ensure that they are free of accumulation. Although accumulation may not impair operation on the ground, it may freeze at flight altitude and prevent normal operation at the aircraft's destination. Frozen accumulation may also cause damage and leakage on cargo and passenger door hatches.

13. Sensor orifices and probes along the fuselage require caution during the application of FPD fluid. Direct spraying into these openings and resulting fluid residue can result in faulty instrument readings. Also, when protective covers used during applications are not removed, faulty instrument readings can result.

12.3.0 De-Icing the Engine Area

1. Minimal amounts of FPD fluid should be used to deice the engine area and APU.

2. FPD fluids ingested in the APU can cause smoke and vapours to enter the cabin.




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3. Engine intake areas should be inspected for the presence of ice immediately after shutdown.

Any accumulation should be removed while the engine is cooling and before installation of plugs and covers. Any accumulation of water must be removed to prevent the compressor from freezing. A light coating of de-icing fluid applied to the plug may prevent the plugs from freezing to the nacelle.

4. Fluid residue on engine fan or compressor blades can reduce engine performance or cause stall or surge. In addition, this could increase the possibility of, or the quantity of, glycol vapours entering the aircraft through the engine bleed air system.

5. Most turbojet and turboprop engine manufacturers recommend, and some AFM's require, that thrust levers be periodically advanced to an N1 rpm of 70 percent to 80 percent during ground operations. This practice prevents ice build-up that can result in reduced thrust, dynamic imbalance of the fan or compressor, or excessive induction of shed ice. The pilot must be aware of these operating procedures and should comply with procedures established for the aircraft.

Section 13 – Anti-Icing with Fluids

13.1.0 General Observations

1. Ice, slush or frost will, for a period of time, be prevented from adhering to, or accumulating on, aircraft surfaces by the application of anti-icing fluids.

2. For effective anti-icing, an even layer of fluid of sufficient thickness is required over the prescribed aircraft surfaces that are clean from (free of frozen deposits).

3. For maximum anti-icing protection, undiluted, ISO type II, III or IV fluids should be used. ISO type I fluids provide a limited holdover effectiveness when used for anti-icing purposes. Little benefit is gained from the minimal holdover time generated.

Section 14 – Execution of De-Icing and Anti-Icing.

14.1.0 General

1. Aeronexus Corporate shall under no circumstances endeavour to execute de-icing or anti-icing procedures internally.

2. De-icing and anti-icing shall always be carried out, depending on the prevailing circumstances, by either the local airport authorities or contracted service suppliers specialising in the execution of aircraft ground de-icing and anti-icing procedures.

14.2.0 Communications

1. Communication between ground personnel and the flight crew prior to commencing de-icing / anti-icing operations is critical.

2. Upon completion of de-icing / anti-icing operations, ground personnel shall communicate with the flight crew to determine the start of the HOT. The particular HOT the flight crew uses is also critical.

3. Since many de-icers service multiple carriers, the Aeronexus Corporate de-icing / anti-icing program shall include the flow sequence and information to provide standardized phraseology described in paragraphs following immediately hereafter.

14.3.0 Before Commencement of De-Icing / Anti-Icing Procedures

1. Before an aircraft is de-iced or anti-iced, the pilot-in-command of the aircraft shall ensure that the crew members and passengers are informed of the decision to do so.




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2. Before commencing de-icing / anti-icing operations, ground personnel and the flight crew should

review the following (as applicable):

a. De-icing / anti-icing prior to crew arrival;

b. Gate or remote de-icing / anti-icing procedures;

c. Aircraft-specific procedures, and

d. Communications between ground personnel and the flight crew.

3. Just before commencing the application of de-icing / anti-icing fluid, ground personnel should confirm with the flight crew that the aircraft is properly configured for de-icing, as follows:

Example: “Captain, is your aircraft ready for de-icing / anti-icing?”

4. Upon completion of de-icing / anti-icing, provide the flight crew with the following elements:

a. Fluid type (e.g., Type I, Type II, Type III or Type IV);

b. Fluid product name optional for each type of fluid if fluid meets product on-wing viscosity requirements;

c. Fluid / water mix ratio by volume of Types II, III, and IV. Reporting the concentration of Type I fluid is not required;

d. Specify, in local time (hours and minutes) the beginning of the final fluid application (e.g. 1330), and

e. Post application check accomplished. Specify date (day, written month, year).

Note: Transmission of elements a through c to the flight crew confirms that a post de-icing / anti-icing check was completed and the aircraft is clean.

Transmission of elements d and e indicates the start of HOT.

4. Examples of the ground / flight crew communication sequence for the one and two-step processes follow:

a. One Step Process with Type I or other approved de-icing fluid: “Captain, I am your designated de-icer. Your aircraft has been de-iced with Type I fluid. Your fluid application began at 1430.”

b. Two Step Process with Types II, III, or IV: Captain, I am your designated de-icer. Your aircraft has been de-iced with Type I fluid and anti-iced with Type IV. An anti-ice fluid mixture of 75 was used. Your anti-ice fluid application began at 1645.

14.4.0 Post De-Icing / Anti-Icing Check

1. Post de-icing / anti-icing checks shall be performed during or immediately following the ground de-icing and anti-icing process. Areas to be inspected depend on the aircraft design and are identified in the post de-icing checklist. The checklist shall include, at a minimum, all items recommended by the aircraft manufacturer.

2. The exposed aircraft areas listed hereunder shall be checked to ensure that they are free from contaminants:

a. Wing leading edges, upper surfaces, and lower surfaces;


c. High-lift devices such as leading-edge slats and leading or trailing-edge flaps;





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g. Engine inlets, particle separators, and screens;


i. Antennas;

j. Fuselage;

k. Exposed instrumentation devices such as angle-of-attack vanes, pitot-static pressure probes, and static ports;

l. Fuel tank and fuel cap vents;

m. Cooling and auxiliary power unit (APU) air intakes, inlets, and exhausts, and

n. Landing gear.

3. Once it has been determined through the post de-icing check that the aircraft is clean and adequately protected, the aircraft should be released for takeoff as soon as possible. This procedure is especially important in conditions of precipitation or high relative humidity (small temperature / dew point spread).

14.5.0 Pre-Takeoff Check Procedures

1. Shortly before the aircraft takes the active runway for takeoff or initiates takeoff roll, a visual pre-takeoff check shall be conducted.

2. The components that can be inspected vary by aircraft design. In some aircraft, the entire wing and portions of the empennage are visible from the cockpit or the cabin. In other aircraft, these surfaces are so remote that only portions of the upper surface of the wings are in view.

3. Undersurface of wings and the undercarriage are viewable only in high-wing-type aircraft. Perform a visual inspection of wing surfaces, leading edges, engine inlets, and other components of the aircraft that are in view from either the cockpit or cabin, whichever provides the maximum visibility.

4. The PIC may require the assistance of trained and qualified ground personnel to assist in the pre-takeoff check.

5. If any aircraft surfaces have not been treated with FPD fluid, the PIC or another crewmember shall look for, and examine any evidence of, melting snow and possible freezing. In addition, any evidence of ice formation that may have been induced by taxi operations shall be removed. If the aircraft has been treated with FPD fluids, aircraft surfaces should appear glossy, smooth, and wet. If these checks indicate accumulations of ice, snow, or frost, the aircraft should be returned for additional de-icing and, where appropriate, additional anti-icing.

6. Conducting a pre-takeoff check in the manner described requires the PIC and other crewmembers to be knowledgeable of ground de-icing procedures and danger signs.

7. The post de-icing check shall ensure that ground de-icing and anti-icing were conducted in a thorough and uniform manner and that critical surfaces or components not in view from the cockpit or cabin are also clean. The pre-takeoff check provides final confirmation for the pilot that the aircraft is free of frozen contaminants.

8. The decision to take off following pre-takeoff check remains the responsibility of the PIC.

14.5.1 Pre-takeoff Check (within the HOT)

1. This check is required anytime procedures for the use of HOT are required.

2. Only Aeronexus Corporate flight crew shall accomplish the pre-takeoff check. The flight crew shall accomplish the check within the HOT.




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3. The flight crew shall check the aircraft’s wings and all other representative aircraft surfaces for

frozen contamination. The surfaces to be checked are determined by manufacturer’s data and guidance contained in this document.

4. The pre-takeoff check is integral to the use of HOTs. Because of the limitations and cautions associated with the use of HOTs, the flight crew must assess the current weather and other situational conditions that affect the aircraft’s condition and not rely on the use of HOTs as the sole determinant that the aircraft is free of contaminants.

5. Several pre-takeoff checks may be required during the HOT period based on factors that include the length of the HOT range, weather, or other conditions.

6. The flight crew shall maintain a continued awareness of the condition of the aircraft and accomplish a pre-takeoff check just before taking the active runway for departure.

7. When conducting the pre-takeoff check, the flight crew shall factor in the application sequence (i.e., where on the aircraft the de-icing process began).

14.5.2 Pre-Takeoff Check (Hot Exceeded)

1. Completing a pre-takeoff contamination check is one of the conditions that allow a takeoff after a HOT has been exceeded. When a HOT has been exceeded, flight crew shall execute the pre-takeoff contamination check procedure described below.

2. Flight crew and / or other qualified ground personnel shall complete the pre-takeoff contamination check within 5 minutes before beginning takeoff. This check shall be accomplished from outside the aircraft. If any doubt exists concerning the aircraft’s condition after completing this check, the aircraft cannot takeoff unless it is de-iced again and a new HOT is determined.

14.5.3 Pre-takeoff Contamination Check

1. A pre-takeoff contamination check is a check to make sure the wings and control surfaces are free of frost, ice, or snow;

a. A pre-takeoff contamination check shall be completed within 5 minutes prior to beginning takeoff, and

b. The check shall be adequate to ensure the absence of contamination.

2. The exposed aircraft areas listed hereunder shall be checked to ensure that they are free from contaminants:

a. Wing leading edges, upper surfaces, and lower surfaces;


c. High-lift devices such as leading-edge slats and leading or trailing-edge flaps;




g. Engine inlets, particle separators, and screens;


i. Antennas;

j. Fuselage;

k. Exposed instrumentation devices such as angle-of-attack vanes, pitot-static pressure probes, and static ports;




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l. Fuel tank and fuel cap vents;

m. Cooling and auxiliary power unit (APU) air intakes, inlets, and exhausts, and

n. Landing gear.

14.5.4 Pre-Takeoff Contamination Responsibilities PIC

1. It is the responsibility of the PIC to:

a. To ensure that a pre take-off contamination check is completed within 5 minutes prior to beginning takeoff;

CAUTION: Under extreme weather or operational conditions contamination can occur in less than 5 minutes.

b. Where necessary the PIC may require the assistance of trained and qualified ground personnel to conduct the pre take-off contamination check;

c. If any aircraft surfaces have not been treated with FPD fluid, the PIC or another trained crewmember should look for, and examine any evidence of, melting snow and possible freezing.

d. If the aircraft has been treated with FPD fluids, aircraft surfaces should appear glossy, smooth, and wet.

e. If these checks indicate accumulations of ice, snow, or frost, or ice formation that may have been induced by taxi operations, the aircraft should be de-iced / anti-iced again.

Section 15 – Training

15.1.0 General

1. Both initial and annual recurrent training of flight and ground crews as well as dispatchers shall be executed by a training organisation recognized by the SA CAA.

2. Aeronexus Corporate shall ensure that initial and annual recurrent training for flight crew, dispatchers, and ground personnel are executed and shall further ensure that all such crews obtain and retain a thorough knowledge of aircraft ground de-icing / anti-icing policies and procedures, including required procedures and lessons learned.

3. Flight crew, dispatchers, and ground personnel training programs include a detailed description of initial and annual recurrent ground training and qualification concerning the specific requirements of the program and the duties, responsibilities, and functions detailed in the program.

4. Flight crew, dispatchers, and ground personnel training programs have a Quality Assurance Program to monitor and maintain a high level of competence. An ongoing review plan is in place to evaluate the effectiveness of the de-icing / anti-icing training received.

5. The program has a tracking system that records the personnel that have been satisfactorily trained. Records are maintained of personnel training and qualification attained.

15.2.0 Personnel to Be Trained

1. Aeronexus Corporate ensures that the following personnel receive training:

a. Flight crew identified as FC

b. Cabin Crew identified as CC

c. Dispatcher identified as DP, and

d. Ground personnel, identified as GP.




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15.3.0 Training Curriculum

15.3.1 Effects of Frozen Contaminants on Aircraft Surfaces (FC/CC/DP/GP)

1. Provide an understanding of the critical effect the presence of minute amounts of frost, ice, or snow has on flight surfaces.

2. This aspect includes, but is not limited to:

a. Loss of lift;

b. Increased drag and weight;

c. Decreased control;

d. Tendency for rapid pitch-up and roll-off during rotation (FC / DP only);

e. Stall occurs at lower-than-normal angle of attack (FC / DP only);

f. Buffet or stall occurs before activation of stall warning (FC / DP only);

g. Aircraft specific areas:

i. Engine foreign object damage potential;

ii. Ram air intakes;

iii. Instrument pickup points;

iv. Leading edge devices (LED);

v. Airworthiness Directives / Specific inspections, and

vi. Winglets.

15.3.2 Aircraft Ground Icing Conditions

1. Describe conditions that cause implementation of de-icing / anti-icing procedures (FC/CC/DP/GP).

15.3.3 In-flight Ice Accumulation (FC)

1. Procedures for flight crew on arriving flights to report occurrences of in-flight icing to the personnel responsible for executing Aeronexus Corporate’s de-icing / anti-icing program.

2. In-flight ice accumulation could result in a ground de-icing situation when flights are scheduled for short turnaround times (i.e., for 30 minutes or less and when ambient temperatures on the ground are at or below freezing).

15.3.4 Weather Conditions (FC/ DP/ GP)

1. The aspects listed hereunder shall be covered.

a. Frost, including hoarfrost;

b. Freezing precipitation (snow, freezing rain, freezing drizzle, or hail, which could adhere to aircraft surfaces);

c. Freezing fog;

d. Rain or high humidity on cold soaked wing;

e. Rain or high humidity on cold soaked wing fuel tanks;

f. Under-wing frost (may not require de-icing / anti-icing within certain limits), and

g. Fluid failure identification.




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2. Means for obtaining most current weather information (F/D/G)

15.3.5 Specific De-Icing / Anti-Icing Procedures

1. Location of specific de-icing / anti-icing procedures (FC / DP and / or GP, as appropriate).

15.3.6 Communications

1. Communications procedures between the flight crew, cabin crew, ground personnel, ATC, and company station personnel (FC/CC/DP/GP).

Note: Use caution when exercising 3-way communication. They may be confusing, misleading, or misdirected. Communication procedures shall include ground crew confirmation to the flight crew after the de-icing and anti-icing process is completed and that all personnel and equipment are clear before reconfiguring or moving the aircraft.

15.4.0 Fluids Utilized

1. Characteristics and capabilities of fluids used (FC / DP / GP).

a. General fluid descriptions;

b. Composition and appearance;

c. Differences between Type I and Type II / IV de-icing / anti-icing fluids;

d. Purpose for each type;

e. De-icing fluids;

f. Anti-icing fluids;

g. De/anti-icing fluids capabilities;

h. Approved de-icing / anti-icing fluids for use (SAE, ISO, etc.);

i. Fluid-specific information provided by fluid or aircraft manufacturer (F/D and/or GP as appropriate);

j. Fluid temperature requirements (Hot vs. Cold), and

k. Properties associated with infrared de-icing / anti-icing.

15.4.1 Fluid Storage and Handling (GP)

1. Ground personnel shall receive training as far as the storage and handling of fuel is concerned in the aspects listed below.

a. Fluid storage;

b. Fluid handling;

c. Fluid sampling, and

d. Fluid testing.

15.4.2 Equipment Operation (GP)

1. In order to understand the capabilities of the de-icing equipment and the qualifications for operation, ground personnel shall receive training in the aspects listed hereunder.

2. The equipment portion of the training program shall include the following:

a. Description of Various Equipment Types:




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i. De-icing vehicles;

ii. Infrared facilities, and

iii. Hard stands.

b. Operation of the equipment.

c. Emergency procedures.

d. Health, Safety, and First Aid (FC / DP / GP).

e. Environmental Considerations (GP).

f. Fluid Selection (FC / DP /GP).

g. Contractor De-icing / Anti-icing (FC / DP /GP).

h. Train-the-trainer (per the approved methods / procedures) (FC / DP / GP).

15.5.0 Ground De-Icing and Anti-Icing Procedures (FC / DP / GP)

1. The training in the procedural aspects of ground de-icing and anti-icing shall cover the aspects given below.

a. Inspection of critical surfaces;

b. Clear ice precautions;

c. Flight crew / ground crew pre flight check requirement;

d. De-icing / anti-ice determination;

e. De-icing / anti-ice location;

f. Communication before de-icing / anti-icing;

g. General de-icing / anti-ice precautions;

h. Aircraft specific requirements;

i. De-icing:

ii. Requirements.

iii. Effective removal of frost, snow, and ice (GP).

j. Anti-icing:

i. Requirements;

ii. Preventative anti-icing (GP), and

iii. Application (GP).

k. De-icing / anti-icing:

i. One step;

ii. Two step.

l. Guidelines for the application of de-icing / anti-icing fluids;

m. Post de-icing / anti-icing checks requirement;

n. Flight control check;

o. Communications after de-icing / anti-icing, and

p. Use of the de-icing / anti-icing.




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15.6.0 Use of HOTs (FC / DP / GP)

1. In order to ensure that all personnel involved in the interpretation and execution of HOT procedures the following aspects shall be covered during training:

a. Definition of HOT;

b. When HOT begins and ends;

c. Limitations and cautions associated with the use of HOTs;

d. Source of HOT data;

e. Relationship of HOT to particular fluid concentrations and for different types of fluids;

f. Precipitation category (e.g., fog, drizzle, rain, or snow);

g. Precipitation intensity;

h. How to determine a specific HOT from the HOT range that accounts for moderate or light weather conditions (FC / DP), and

i. Adjusting HOT for changing weather conditions (FC / DP).

Note: Ground personnel shall receive familiarization training on determining a specific HOT from the HOT range and adjusting the HOT for changing weather conditions.

15.7.0 Contamination Checks(FC / CC / DP/GP)

1. All personnel involved in ground de-icing and anti-icing shall receive training in the aspects listed below in order to ensure that they understand and are competent to execute the various checks associated with ground de-icing and anti-icing.

a. Pre takeoff Check Requirement (FC / DP);

b. Identification of representative surfaces; (FC / DP / GP)

c. Pre takeoff Contamination Check Requirement (FC / DP / GP);

d. Communications (FC / DP / GP), and

e. Aircraft Surface Contamination Recognition (FC / CC / DP / GP).

Note: When the anti-icing fluids are used, the flight crew shall be made aware of any unusual flying qualities, such as the need for additional takeoff rotation stick-force.

2. Both initial and annual recurrent training of flight and ground crews shall be executed by a training organisation recognized by the SACAA.

3. The training curriculum shall cover as a minimum the following subjects:

a. The effects of frost, ice, snow, slush and fluids on aircraft performance;

b. The basic characteristics of aircraft de-icing / anti-icing fluids, including causes and consequences of fluid degradation and residues;

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

d. De-icing and anti-icing procedures in general and specific measures to be performed on different aircraft types;

e. Types of checks required;

f. The use of holdover timetables when using de-icing / anti-icing fluids;

g. Communications procedures;

h. Cold weather pre-flight inspection procedures;




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i. Types and characteristics of de-icing / anti-icing fluids,

j. De-icing and anti-icing equipment and facilities operating procedures;

k. Safety precautions;

l. Emergency procedures;

m. Fluid application and limitations of hold-over time tables;

n. Anti-icing codes;

o. Special provisions and procedures for contract de-icing and anti-icing;

p. Environmental considerations;

i. Where to de-ice;

ii. Spill reporting, and

iii. Hazardous waste control.

q. New procedures and development, lessons learned from previous winters.

15.8.0 Recording of Training

1. Records of the training received in de-icing and anti-icing shall be maintained in the personal files of both the flight and ground crews as proof of their qualification.




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AIRCRAFT GROUND DE-ICINGANTI-ICING MANUAL

HOLDOVER TIMETABLES

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ANNEXRE A: 2014-2015 Holdover Times Tables

FAA GUIDELINES FOR HOLDOVER TIMES IN ACTIVE FROST, SAE TYPE I, TYPE II, TYPE III, AND TYPE IV FLUIDS

CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK PROCEDURES..

Outside Air Temperature

Approximate Holdover Times (hours: minutes)

Active Frost Degrees Celsius

Degrees Fahrenheit Type I1,2

-1 and above

30 and above

0:45 (0:35)4

Below -1 to -3

Below 30 to 27

Below -3 to -10

Below 27 to 14

Below -10 to -14

Below 14 to 7

Below -14 to -21

Below 7 to -6

Below -21 to LOUT

Below -6 to LOUT

Outside Air Temperature

Concentration Neat Fluid/Water

(Volume%/Volume%)

Approximate Holdover Times (hours: minutes)

Degrees Celsius

Degrees Fahrenheit

Active Frost

Type II3 Type III3 Type IV3

-1 and above 30 and above

100/0 8:00 2:00 12:00

75/25 5:00 1:00 5:00

50/50 3:00 0:30 3:00

Below -1 to -3 Below 30 to 27

100/0 8:00 2:00 12:00

75/25 5:00 1:00 5:00

50/50 1:30 0:30 3:00

Below -3 to -10 Below 27 to 14 100/0 8:00 2:00 10:00

75/25 5:00 1:00 5:00

Below -10 to -14 Below 14 to 7 100/0 6:00 2:00 6:00

75/25 1:00 1:00 1:00

Below -14 to -21 Below 7 to -6 100/0 6:00 2:00 6:00

Below -21 to -25 Below -6 to -13 100/0 2:00 2:00 4:00

Below -25 Below -13 100/0 No Holdover Time Guidelines Exist



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Annexure A Notes:

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

1 Type I Fluid / Water Mixture must be selected so that the freezing point of the mixture is at least 10°C (18°F) below outside air temperature.

2 Ensure that the lowest operational use temperature (LOUT) of the fluid is not exceeded (see Table 7.1).

3 Value in parenthesis is for composite aircraft.

CAUTION: Fluids used during ground deicing/anti-icing do not provide in-flight icing protection


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