guide to aircraft ground deicing - sae

Guide to Aircraft Ground Deicing

Jacques Leroux, Ph.D.1

Issue 2 – September 2016

This document provides an introduction to aircraft ground deicing, a brief description of the thirty

four current2 documents issued by the SAE G-12 Aircraft Ground Deicing Committee, two

documents issued by SAE A-5A Wheels, Brakes and Skid Control Committee, guidance

documentation issued by regulators, the FAA, Transport Canada and EASA, a list of abbreviations,

an index3 and flowcharts for the documents.

Table of ContentsPreface............................................................................................................................................. 5

Changes in Issue 2 .......................................................................................................................... 7

Abbreviations.................................................................................................................................. 9

Introduction................................................................................................................................... 13

PART ONE: THE AIRCRAFT DEICING DOCUMENTS ......................................................... 21

Documents Issued by SAE............................................................................................................ 21

Documents Issued by the SAE G-12 Aircraft Deicing Fluids Committee................................ 21

AIR6232 Aircraft Surface Coating Interaction with Aircraft Deicing/Anti-Icing Fluids ..... 21

ARP6852A Methods and Processes for Evaluation of Aerodynamic Effects of SAE-QualifiedAircraft Ground Deicing/Anti-icing Fluids ........................................................................... 24

AS5900B Standard Test Method for Aerodynamic Acceptance of SAE AMS1424 and SAEAMS1428 Aircraft Deicing/Anti-icing Fluids....................................................................... 27

AS5901C Water Spray and High Humidity Endurance Test Methods for SAE AMS1424 andSAE AMS1428 Aircraft Deicing/Anti-icing Fluids .............................................................. 29

AMS1424M Deicing/Anti-Icing Fluid, Aircraft, SAE Type I .............................................. 30

1 To receive updates of this Guide to Aircraft Ground Deicing (Guide) or to send comments, please communicate withJacques Leroux, Chair SAE G-12 Steering Group, Chair SAE ICAO IATA Aircraft Globalized Deicing Standards,[email protected]. This Guide is available online at on the SAE G-12 website at ˂ https://www.sae.org/works/committeeHome.do?comtID=TEAG12ADF ˃ or by searching Google at “Guide to Aircraft Ground Deicing” (with the quotes).2 This document is up-to-date as of September 9, 2016. It does not cover obsolete documents.3 Citations are quoted with original spelling but keywords and index words use English (US) spelling.


Issue 2 – September 2016 2

AMS1424/1 Deicing/Anti-Icing Fluid, Aircraft, SAE Type I Glycol (Conventional and Non-Conventional) Based.............................................................................................................. 36

AMS1424/2 Deicing/Anti-Icing Fluid, Aircraft, SAE Type I Non-Glycol Based................ 37

AMS1428H Fluid, Aircraft Deicing/Anti-Icing, Non-Newtonian, SAE Types II, III, and IV............................................................................................................................................... 38

AS9968 Laboratory Viscosity Measurement of Thickened Aircraft Deicing/Anti-icing Fluidswith the Brookfield LV Viscometer ...................................................................................... 43

AIR5704 Field Viscosity Test for Thickened Aircraft Anti-Icing Fluids ............................. 44

Documents Issued by the SAE G-12 Holdover Time Committee ............................................ 45

Process to Obtain Holdover Times for Aircraft Deicing/Anti-Icing Fluids, SAE AMS1424Types I (not drafted) .............................................................................................................. 45

ARP5945 Endurance Time Tests for Aircraft Deicing/Anti-icing Fluids SAE Type I......... 45

ARP5718A Process to Obtain Holdover Times for Aircraft Deicing/Anti-Icing Fluids, SAEAMS1428 Types II, III, and IV ............................................................................................. 47

ARP5485A Endurance Time Tests for Aircraft Deicing/Anti-icing Fluids SAE Type II, III,and IV .................................................................................................................................... 51

Documents Issued by the SAE G-12 Methods Committee ....................................................... 53

ARP4737H Aircraft Deicing/Anti-Icing Methods ................................................................ 53

AS6285 Aircraft Ground Deicing/Anti-Icing Processes ....................................................... 60

AS6257 Flight and Ground Crew Aircraft De/Anti-icing Phraseology (under ballot) ......... 72

AS5537 Weather Support to Deicing Decision Making (WSDMM) Winter WeatherNowcasting System ............................................................................................................... 72

AIR1335A Ramp De-icing.................................................................................................... 73

Documents Issued by the SAE G-12 Ice Detection Committee................................................ 73

AS5681B Minimum Operational Performance Specification for Remote On-Ground IceDetection Systems ................................................................................................................. 73

Documents Issued by the SAE G-12 Deicing Facilities Committee......................................... 76

ARP5660A Deicing Facility Operational Procedures ........................................................... 76

ARP4902B Design of Aircraft Deicing Facilities ................................................................. 78

AS5635 Message Boards (Deicing Facilities)....................................................................... 80

Documents Issued by the SAE G-12 Equipment Committee ................................................... 81

ARP1971C Aircraft Deicing Vehicle - Self-Propelled.......................................................... 81

AIR6284 Forced Air or Forced Air/Fluid Equipment for Removal of Frozen Contaminants............................................................................................................................................... 83

ARP5058A Enclosed Operator’s Cabin for Aircraft Ground Deicing Equipment ............... 84

Documents Issued by the SAE G-12 Training and Quality Control Committee ...................... 85

ARP5149B Training Program Guidelines for Deicing/Anti-Icing of Aircraft on Ground.... 85

Table of Contents


ARP5149BDA (Digital Annex for ARP5149B) ................................................................... 90

ARP5646 Quality Program Guidelines for Deicing/Anti-Icing of Aircraft on the Ground .. 91

Documents Issued by Regulators.................................................................................................. 95

Documents Issued by the Federal Aviation Administration ..................................................... 95

FAA Notice N 8900.374 Revised FAA–Approved Deicing Program Updates, Winter 2016–2017 ....................................................................................................................................... 95

FAA Holdover Time Guidelines: Winter 2016-2017 Original Issue .................................. 103

FAA Advisory Circular AC 120-60B Ground Deicing and Anti-icing Program................ 106

FAA Advisory Circular AC 120-112 Use of Liquid Water Equivalent System to DetermineHoldover Times or Check times of Anti-icing Fluids ......................................................... 108

FAA Advisory Circular AC 150/5300-14C Design of Aircraft Deicing Facilities............. 109

Documents Issued by Transport Canada................................................................................. 113

Transport Canada Holdover Time Guidelines: Winter 2016-2017 ..................................... 113

Transport Canada Guidelines for Aircraft Ground Icing Operations TP 14052E............... 118

Documents Issued by EASA................................................................................................... 127

GM1 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures: Terminology............................................................................................................................................. 127

GM2 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures: Deicing/Anti-icing Procedures .................................................................................................................. 128

GM3 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures: Deicing/Anti-icing Background Information............................................................................................. 129

PART TWO: THE RUNWAY DEICING DOCUMENTS........................................................ 130

Documents Issued by the SAE G-12 Runway Deicing Fluid Committee............................... 130

AMS1431D Compound, Solid Runway and Taxiway Deicing/Anti-Icing......................... 130

AMS1435C Fluid, Generic, Deicing/Anti-Icing Runways and Taxiways .......................... 132

AIR6130 Cadmium Plate Cyclic Corrosion Test ................................................................ 133

AIR6170 Ice Melting Test Method for Runways and Taxiways Deicing/Anti-icing Chemicals............................................................................................................................................. 134

AIR6172 Ice Undercutting Test Method for Runways and Taxiways Deicing/Anti-icingChemicals ............................................................................................................................ 135

AIR6211 Ice Penetration Test Method for Runways and Taxiways Deicing/Anti-icingChemicals ............................................................................................................................ 136

Documents Issued by the SAE A-5A Wheels, Brakes and Skid Control Committee............. 136

AIR5490A Carbon Brake Contamination and Oxidation.................................................... 136

AIR5567A Test Method for Catalytic Brake Oxidation ..................................................... 140

Index ........................................................................................................................................... 147



Figure 1 Aircraft Deicing Documents......................................................................................... 143Figure 2 Runway Deicing Documents........................................................................................ 144

Table 1 Correspondence of Existing SAE Standards and Global Deicing Standards .................. 19Table 2 List of Indexed Documents............................................................................................ 145

Preface


Preface

This work was initiated subsequent to needs expressed by members of SAE G-12 at the Montreal

November 2015 meeting and by encouragement by a family member, JGB, who does similar work

in another area.

Indexing is a personal endeavor, more of an art than a science. It reflects the way the underlying

concepts of the indexed document organize themselves in the mind, at the time of indexing, and

the way I imagine users will seek information. Users will, undoubtedly, think differently about the

concepts and certainly would have indexed them differently. Nevertheless, I hope, some will find

the work useful. Suggestions to improve the Guide to Aircraft Ground Deicing are welcome.

JL

Savannah, May 7, 2016

Preface


Changes in Issue 2

In Issue 2, the following documents were indexed:

• EASA GM1 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures:Terminology

• EASA GM2 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures:Deicing/Anti-icing Procedures

• EASA GM3 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures:Deicing/Anti-icing Background Information

• FAA Advisory Circular AC 150/5300-14C Design of Aircraft Deicing Facilities

• FAA Notice N 8900.374 Revised FAA–Approved Deicing Program Updates, Winter2016–2017 replacing FAA Notice N 8900.326 Revised FAA–Approved Deicing ProgramUpdates, Winter 2015–2016

• FAA Holdover Time Guidelines: Winter 2016-2017 Original Issue replacing FAAHoldover Time Guidelines: Winter 2015–2016 Original Issue

• SAE AMS1424/2 Deicing/Anti-Icing Fluid, Aircraft SAE Type I Non-glycol Based

• SAE AS5681B Minimum Operational Performance Specification for Remote On-GroundIce Detection Systems replacing AS5681A

• SAE AS6285 Aircraft Ground Deicing/Anti-icing Processes

• Transport Canada Holdover Time Guidelines: Winter 2016-2017 replacing TransportCanada Holdover Time Guidelines: Winter 2015-2016 Revision 1.0

A short description of the January 13, 1982 Air Florida accident was added to the introduction as

well as a description what is meant by global standards. Several modifications were made to the

index.

Many, including Randy Baker, Yvan Chabot, Kevin Connor, Lynn Davies, John D'Avirro, Ken

Eastman, Chuck Enders, Guillermo Felix, Alberto Fernandez-Lopez, Kevin Flick, Mike Hanlon,

Jacob Klain, Carlton Lambiasi, George Legarreta, Brody Russell, Ian Sharkey and Roger Zbinden

made helpful suggestions or provided information to improve this Guide. Thank you.

JL

Brossard, QC, September 9, 2016

Abbreviations


Abbreviations

AAF aircraft anti-icing fluidAAT aerodynamic acceptance testAC Advisory Circular (FAA)ACARS aircraft communications addressing and reporting systemADF aircraft deicing fluidADF/AAF aircraft deicing/anti-icing fluidAEA Association of European AirlinesAIR Aerospace Information Report (SAE)aka also known asAMIL Anti-icing Materials International LaboratoryAMS Aerospace Material Specification (SAE)AOM aircraft operating manualAPU auxiliary power unitARP Aerospace Recommended Practice (SAE)AS Aerospace Standard (SAE)ASOS automated surface observing systemATC Air Traffic ControlATOS Air Transportation Oversight System (US)BLDT boundary layer displacement thicknessBOD biochemical oxygen demandca circa (approximately)C CelsiusCAAC Civil Aviation Administration of ChinaCBT computer based trainingCDF centralized deicing facilityCEPA Canadian Environmental Protection ActCFR Code of Federal Regulations (US)CLmax 3D maximum lift coefficientCOD chemical oxygen demandCSSF cold soaked fuel frostCT check timeCTDS check time determination systemDAQCP Deicing/Anti-icing Quality Control Pool (IATA)DDF designated deicing facilityDEG diethylene glycolEASA European Aviation Safety AgencyEFB electronic flight bagEMB electronic message boardEG ethylene glycoleHOT electronic holdover timeEUROCAE European Organisation for Civil Aviation EquipmentFAA United States Department of Transportation, Federal Aviation AdministrationFAS forced air system



FBO fixed base operatorFMH-1 (US) Federal Meteorological Handbook No. 1, Surface Weather Observations and

ReportsFPD freezing point depressantG-12 ADF G-12 Aircraft Deicing Fluid CommitteeG-12 AWG G-12 Aerodynamics Working GroupG-12 DF G-12 Deicing Facility CommitteeG-12 E G-12 Equipment CommitteeG-12 FG G-12 Future Technology CommitteeG-12 HOT G-12 Holdover Time CommitteeG-12 ID G-12 Ice Detection CommitteeG-12 M G-12 Methods CommitteeG-12 RDF G-12 Runway Deicing fluid CommitteeG-12 T G-12 Training and Quality Control CommitteeGIDS ground ice detection systemGRV glycol recovery vehicleHHET high humidity endurance testHOT holdover timeHOTDS holdover time determination systemISO International Organization for StandardizationJAR Joint Aviation Authorities (Europe)LOUT lowest operational use temperatureLOWV lowest on-wing viscosityLWE liquid water equivalentLWES liquid water equivalent systemMETAR meteorological terminal aviation routine weather reportMOPS minimum operational performance specificationMOWV maximum on-wing viscosityNAA national aviation authoritiesNCG Non-conventional glycolNG Non-glycolNTSB National Transportation Safety Board (US)OAT outside air temperaturep page (plural pp)par paragraphPG propylene glycolPOI principal operations inspector (US)POTW publicly owned treatment works (US)PRI Performance Review InstituteQA quality assuranceQC quality controlRDF runway deicing fluidRDP runway deicing productRI refractive indexROGIDS remote on-ground ice detection systemsRVR runway visibility ranges section (plural ss)

Abbreviations


SAE Society of Automotive EngineersSAS Safety Assurance System (US)SDS safety data sheetSHRP Strategic Highway Research ProgramSIAGDP Standardized International Aircraft Ground Deicing ProgramSMS Safety Management SystemSPECI aviation special weather reportTAF terminal aerodrome forecastTC Transport CanadaTOD total oxygen demandType I SAE AMS1424 Type I Aircraft Deicing/Anti-icing FluidType II SAE AMS1428 Type II Aircraft Deicing/Anti-icing FluidType III SAE AMS1428 Type III Aircraft Deicing/Anti-icing FluidType IV SAE AMS1428 Type IV Aircraft Deicing/Anti-icing FluidUS United States of Americav versus4

V1 takeoff decision speedV2 takeoff safety speedVlof lift-off speedVmu minimum unstick speedVr rotation speedVS start up velocityVS1g 1-g stall speedVSZ vehicle safety zoneWMO World Meteorological OrganizationWSET water spray endurance test

4 The abbreviation “v” is used to compare notions; for example, for the index entry “frost point v dew point, 82, 100”,one would find information comparing frost point and dew point on pages 36 and 45. It is also used in the usualscientific manner meaning “as a function of”, for example, as in “Type I wetting v time”.

Introduction


Introduction

Objective. Over the years, documentation on aircraft ground deicing has increased considerably.

Those less familiar the documentation and even those familiar with the field sometimes find it

difficult to find specific information in authoritative documentation. The purpose of this document

is to index the available current documentation and make it easier to find specific information

related to aircraft ground deicing.

Accidents. NASA maintains an interactive map with the location of accidents and near misses

related to aircraft ground icing.5 Most of the accidents reported occur when there is no deicing or

improper deicing or collisions with deicing units with aircraft. Near misses, such as aborted

takeoffs and successful landings, after control problems or engine icing, are also compiled.

Air Florida. On January 13, 1982, after a takeoff run with adhering snow and ice to the aircraft

Air Florida Flight 90 hit the 14th Street Bridge near Washington National Airport and plunged in

the Potomac River killing 69. The NTSB conclusions were:

The National Transportation Safety Board determines that the probable cause ofthis accident was the flightcrew’s failure to use engine anti-ice during groundoperation and takeoff, their decision to take off with snow/ice on the airfoil surfacesof the aircraft, and the captain’s failure to reject the takeoff during the early stagewhen his attention was called to anomalous engine instrument readings.Contributing to the accident were the prolonged ground delay between deicing andthe receipt of ATC takeoff clearance during which the airplane was exposed tocontinual precipitation, the known inherent pitchup characteristics of the B-737aircraft when the leading edge is contaminated with even small amounts of snowor ice, and the limited experience of the flightcrew in jet transport winteroperations.6

NTSB recommendation A-82-9 read as follows:

Immediately require flightcrews to visually inspect wing surfaces before takeoff ifsnow or precipitation is in progress and the time elapsed since either deicing or the

5 http://aircrafticing.grc.nasa.gov/courses/ground_icing/resources/accDB/accident_DB.html. Other references arecompiled in AS5681 Appendix D.6 United States, National Transportation Safety Board, Aircraft Accident Report: Air Florida Inc., Boeing 737-222,N62AF, Collision with 14th Street Bridge, Near Washington National Airport, Washington D.C., January 13, 1982(Washington DC, Government of the United States, 10 August 1982) Report NTSB AAR-82-8 at p 82, online ˂ http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR82-08.pdf ˃ [Air Florida]



last confirmation that the surfaces were clear exceeds 20 minutes to ensurecompliance with 14 CFR121.629(b) which prohibits takeoff if ice, snow or frost isadhering to the wings or control surfaces.7

FAA’s response to recommendation A-82-9 was that reference to such a time as 20 minutes was

“not in the best interest of aviation” as ice could form in shorter period of time.8 As a result of the

Air Florida accident, R&D effort was accelerated to understand aircraft ground icing.

Two accidents in the late 1980’s – early 1990’s and the following in-depth investigations

profoundly changed the way aircraft ground deicing is understood and performed.

The Dryden accident. Air Ontario Flight 1363 Fokker F-28 aircraft crashed shortly after departure

near Dryden, Ontario, on March 10, 1989. It was snowing that afternoon. The flightcrew did not

request deicing. It attempted to takeoff with frozen contamination on the aircraft. Unable to gain

altitude, the aircraft crashed killing 24 and injuring 69 on-board. This accident was the subject of

a judicial commission of enquiry led by Justice Virgil P. Moshansky.9 Rather than satisfying

himself with the immediate cause of the accident, pilot error, Justice Moshansky sought an

understanding of the distant but effective causes of the accident.10 He launched what was to be a

systemic approach to understanding the accident: a thorough analysis of the Canadian aviation

system. He attributed the ultimate probable causes of the accident not only to pilot error but a

systemic failure of the air transportation system. His recommendation number 167 reads as

follows:

That Transport Canada actively participate in the research and developmentnecessary to establish safety effectiveness measurement systems that will lead tothe most efficient use of resources in assuring safety. Cooperation with the UnitedStates Federal Aviation Administration and other international groups should beencouraged and resourced to obtain the maximum and most expedient benefits fromsuch programs.11

7 Ibid at p 83.8 Ibid at p 84.9 The Honorable Virgil P. Moshansky, Commission of Inquiry into the Air Ontario Crash at Dryden, Ontario: FinalReport (Ottawa, Minister of Supply and Services, 1992), online: <htp://lessonslearned.faa.gov/ll_main.cfm?TabID=1&LLID=31&LLTypeID=3> [Dryden].10 The Honorable Virgil P. Moshansky & Donald L. Van Dyke, The Role of the Judiciary in Aviation Safety: TheInside Story and Legacy of Dryden, (Royal Aeronautical Society, Montreal Branch Lecture, presented at ICAO,October 16, 2007), online: <http://www.system-safety.org/chapters/sites/canada/meetings/presentations/RAeSLecture_JudicialRolesE.pdf>.11 Dryden, supra note 9 Vol. III at 1235.

Introduction


This incited Transport Canada to allocate significant resources to research and development, in

close cooperation with the FAA, in the area of aircraft ground deicing and its participation and

leadership in the SAE G-12 Committees, leading to the development of authoritative standards

and guidance documentation. The report facilitated the use of anti-icing fluids in Canada by

encouraging the regulator to provide the necessary technical evaluation and regulatory framework

for their use at large airports across the country.

USAir Flight 405. Three years after the Dryden accident, on March 22, 1992, another Fokker F-

28 crashed at takeoff from LaGuardia Airport killing 27 due to ice accumulation on critical

surfaces, 35 minutes following deicing with Type I fluid only. The National Transportation Safety

Board, not unlike the Moshansky Inquiry, attributed probable cause of the accident to failure of

the airlines industry and regulator to “to provide flightcrews with procedures, requirements, and

criteria compatible with departure delays in conditions conducive to airframe icing and the

decision by the flightcrew to takeoff without positive assurance that the aircraft wings were free

of ice accumulation after 35 minutes of exposure to precipitation following de-icing”.

Since 1993, use of anti-icing fluid has become much more prevalent. FAA, in cooperation with

Transport Canada, has pursued vigorously the fundamental understanding of aircraft icing and the

development and dissemination of guidance, such as the Holdover Time Guidelines12, and

documentation related to aircraft ground deicing. FAA, like Transport Canada, exercises

leadership positions in SAE G-12.

Regulations. Countries issue regulations prohibiting takeoff of aircraft contaminated with adhering

frozen deposits. The regulations are enforced by National Aviation Authorities (NAA, also known

as regulators) such as the United States Federal Aviation Administration (FAA)13, Transport

12 US, Federal Aviation Administration, “FAA Holdover Time Guidelines Winter 2016-2017”, online: <https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/ >13 United States 14 CFR § 121.629 (b) “No person may take off an aircraft when frost, ice, or snow is adhering to thewings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft or when the takeoff wouldnot be in compliance with paragraph (c) of this section. Takeoffs with frost under the wing in the area of the fuel tanksmay be authorized by the Administrator.”, on line at ˂ https://www.gpo.gov/fdsys/pkg/CFR-2007-title14-vol2/xml/CFR-2007-title14-vol2-sec121-629.xml ˃.



Canada (TC)14, the Civil Aviation Administration of China (CAAC) or supra national authorities

such as the European Aviation Safety Agency (EASA).15

Guidance and advisory material. The regulations prohibiting takeoff with frozen contamination

require guidance material for compliance. Guidance and advisory material is issued by the

regulators, ICAO16, IATA, organizations such as the Association for European Airlines (AEA)17,

and airframe manufacturers such as Boeing18 and Airbus.19

Standards. Detailed standards and recommended practices, including specifications for the fluids

used for aircraft deicing and anti-icing, testing procedures, qualification processes, endurance time

testing, methods for deicing and anti-icing, training and quality control are published by SAE

International. These documents are created, maintained and updated by experts gathering under

the auspices of the SAE G-12 Aircraft Ground Deicing Committee which works in close

cooperation with the regulators. The FAA, Transport Canada, and more recently EASA, fund and

perform icing research the results of which are presented to the SAE G-12 members.

SAE G-12. The SAE G-12 Aircraft Ground Deicing Committee (SAE G-12) is comprised of 1) the

Steering Group, 2) the Aircraft Deicing Fluid Committee (G-12 ADF), 3) the Holdover Time

Committee (G-12 HOT), 4) the Ice Detection Committee (G-12 ID), 5) the Methods Committee

(G-12 M), 6) the Deicing Facility Committee (G-12 DF), 7) the Training and Quality Control

Committee (G-12 T), 8) the Future Technology Committee (G-12 FG), 9) the Equipment

14 Canadian Aviation Regulations SOR/96-433, s. 602.11 (2) “No person shall conduct or attempt to conduct a take-off in an aircraft that has frost, ice or snow adhering to any of its critical surfaces”, online at ˂ http://laws-lois.justice.gc.ca/eng/regulations/SOR-96-433/section-602.11-20140529.html ˃ 15 EASA CAT.OP.MPA.250 Ice and other contaminants — ground procedures(a) The operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspectionsof the aircraft are necessary to allow the safe operation of the aircraft.(b) The commander shall only commence take-off if the aircraft is clear of any deposit that might adversely affect theperformance or controllability of the aircraft, except as permitted under (a) and in accordance with the AFM. onlineat ˂ http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:296:0001:0148:EN:PDF˃. 16 ICAO Manual of Aircraft Ground De-icing/Anti-icing Operations (Doc 9640), 2nd ed (Montreal: ICAO, 2000).17 AEA Recommendations for De-icing/Anti-icing Aeroplanes on the Ground, 31th ed (Brussels: Association ofEuropean Airlines, July 2016), online: <www.aea.be>.18 Haruiko Oda et al., Safe Winter Operations, Boeing Aeromagazine [2012] Q4 5, online:<http://www.boeing.com/commercial/aeromagazine/articles/2010_q4/pdfs/AERO_2010_Q4.pdf >.19 Airbus Industrie, Coming to Grips with Cold Weather Operations, AI/SR A007-01/00, 2000.

Introduction


Committee (G-12 E), 10) the Runway Deicing Fluid Committee20 (G-12 RDF) and 11) various ad

hoc workgroups reporting to the Committees, such as the Aerodynamics Workgroup (G-12 AWG),

the Carbon Brake Oxidation Workgroup, etc.

SAE G-12 Meetings. All the committees and workgroup that comprise the SAE G-12 Aircraft

Ground Deicing Committee meet every May. Meeting locations change every year. The

committees and workgroups often hold more working sessions during the year. Over the last few

years, several committees have been meeting in late October or early November in Montreal, for

the so-called mid-year meeting.

SAE Documents. The documents issued by SAE G-12 fall into four categories: Aerospace Material

Specification (AMS), Aerospace Recommended Practice (ARP), Aerospace Information Report

(AIR) and Aerospace Standard (AS).

Globalized Aircraft Deicing Standards. ICAO, national aviation authorities, (e.g., FAA, Transport

Canada and EASA), SAE, and airline associations (e.g. AEA) have developed recommended

practices for aircraft ground de-icing/anti-icing with the intention of providing unified standards.

Experience has shown that differences are significant enough to prevent operators from adopting

any single one of the many standards published.

The issue of multiple standards became more apparent as centralized deicing facilities (CDF)

started operating in many countries. For instance, in Toronto, over 80 airlines fly into a centralized

facility, each attempting to impose its own standard for deicing on the staff for its own aircraft.

Staff would have had to be trained for each procedure resulting in a multitude of procedures, high

training costs and a complexity that added to the risk of non-compliance to the multiple procedures.

Many CDF faced with impossible tasks of training its staff to many procedures, imposed their own

procedures with the approval of the national regulatory authority. Flightcrews have to learn the

difference between each CDF, which adds to complexity of their tasks. Service providers are being

audited to different standards.

20 The SAE G-12 Runway Deicing Fluid Committee is responsible for not only for runway deicing fluid standards butfor runway deicing solids standards as well. Often the expression runway deicing fluid is meant to include productsin liquid and solid form. In this document, we use the expression runway deicing products (RDP) to include the solidand liquid forms.



IATA approached the SAE G-12 in San Francisco in May 2011 and explained that IATA had

received a mandate from its Operations Committee (OPC) comprised of the major airline members

to develop globally harmonized deicing procedures. Safety and costs would be improved by the

adoption of such standards.

SAE G-12 welcomed IATA’s request. IATA and SAE agreed to enter into a formal cooperation

agreement. SAE and IATA became sponsors of a newly created Council for Globalized Aircraft

Deicing Standards.21 At its first meeting in Montreal, on November 10, 2011, ICAO became a

sponsor of the Council and also entered into a formal agreement with SAE.

Necessity for harmonization was stated to be 1) the improvement of safety by reducing the chance

of discrepancy between the de-icing performed and the de-icing expected by the flight crew as

well as simplifying communication, 2) increase in efficiency by reducing the training required by

service providers, reducing the costs of airline audits, and simplifying contracts. Areas to be

covered by the globalized standards were deicing/anti-icing methods, training and quality

assurance.

Rather than attempting to modify the existing SAE documents, it was decided to start from scratch

and create new documents, the so-called globalized deicing standards, to replace the existing SAE

documents covering deicing/anti-icing processes, training and quality assurance.

Table 1 lists of the existing standard, to be cancelled in due time, and corresponding new global

standards, in preparation or recently issued.

21 “SAE ICAO IATA Council for Globalized Deicing Standards: Charter and Terms of Reference”, online SAE: <https://www.sae.org/servlets/works/committeeHome.do?comtID=TEAG12 >

Introduction


Table 1 Correspondence of Existing SAE Standards and Global Deicing Standards

Existing SAE Standards Globalized Deicing Standards

ARP4737H Aircraft Deicing/Anti-icingMethods

AS6285 Aircraft Ground Deicing/Anti-IcingProcesses (issued August 2016)

AS6257 Flight and Ground CrewDe/Anti-icing Phraseology

ARP5149B Training Program Guidelines forDeicing/Anti-Icing of Aircraft on Ground

AS6286 Training and Qualification Programfor Deicing/Anti-icing of Aircraft on theGround

AS6286/1 Processes

AS6286/2 Equipment

AS6286/3 Training Fluids

AS6286/4 Weather

AS6286/5 Health, Safety and First Aid

AS6286/6 Aircraft Diagram and No-sprayZones

ARP5646 Quality Program Guidelines forDeicing/Anti-Icing of Aircraft on the Ground

AS6332 Quality Assurance Program forDeicing/Anti-Icing of Aircraft on the Ground

Research Reports. APS Aviation has prepared over 100 reports related to aircraft ground deicing

for Transport Canada and the FAA.22 These reports are not indexed in this Guide to Aircraft

Ground Deicing.

Documentation Notification Services. The FAA and Transport Canada offer free email notification

services upon publication of aircraft deicing documentation.

FAA:

https://public.govdelivery.com/accounts/USAFAA/subscriber/new?topic_id=USAFAA_459

22 Several reports can be found at http://www.adga.ca/en/companies/aps-aviation-inc-/APS-Services/3-Ground-De-icing.html.



Transport Canada: http://wwwapps.tc.gc.ca/Comm/5/ListServ/menu.aspx

Members of SAE G-12 receive notification of SAE standard publications. To become a member,

please contact Sonal Khunti at [email protected] or Jacques Leroux at [email protected].

Aircraft Deicing Documents – Issued by the G-12 Aircraft Deicing Fluids Committee


PART ONE: THE AIRCRAFT DEICING DOCUMENTS

Figure 2 provides a visual representation on how the deicing documents relate to one another.

Documents Issued by SAE

Documents Issued by the SAE G-12 Aircraft Deicing Fluids Committee

AIR6232 Aircraft Surface Coating Interaction with Aircraft Deicing/Anti-Icing Fluids

Issued 2013-08-12 by SAE G-12 ADF.

Aircraft operators in 2012 expressed interest in the use of after‐market coatings on aircraft surfaces

for various purposes, including appearance enhancement, fuel savings, and ice shedding. The

coatings were designed to have hydrophilic or hydrophobic properties that could possibly interfere

with the wetting, thickness, holdover time and aerodynamic properties of aircraft deicing/anti-

icing fluid. AIR6232 was issued to raise the issue of the potential deleterious effects of these

coatings and propose testing to evaluate the aircraft coating compatibility with the deicing anti-

icing fluids. AIR6232 also provides descriptions of suggested test methods for evaluating aircraft

surface coatings with respect to durability, hardness, weathering, aerodynamic drag, ice adhesion,

ice accumulation, contact angle, and thermal conductivity. These tests can provide informational

data for characterizing the coatings and may be useful to aircraft operators when evaluating the

coatings.

Keywords:advancing contact angle. See contact angle, advancingAirbus AIMS 09-00-002, s 5aircraft coating. See aircraft surface coatingaircraft surface coating – AMS3090 weathering, s 5.1.2aircraft surface coating – comparative endurance time test, s 3aircraft surface coating – compatibility with aircraft surfaces, ss 5.1, 5.1.1, 5.1.2aircraft surface coating – compatibility with cleaners, s 5.1.1aircraft surface coating – compatibility with polishes, s 5.1.1aircraft surface coating – compatibility with waxes, s 5.1.1aircraft surface coating – definition, s 2.2aircraft surface coating – durability, s 5.1.2aircraft surface coating – effect on aerodynamic drag, s 5.2aircraft surface coating – effect on aerodynamic performance, s 4aircraft surface coating – effect on drag, s 5.2aircraft surface coating – effect on endurance time, ss 3, 5.7aircraft surface coating – effect on frost formation, s 5.6



aircraft surface coating – effect on HOT, s 3aircraft surface coating – effect on ice adhesion, s 5.3aircraft surface coating – effect on inflight ice accretion, s 5.4.2aircraft surface coating – effect on thermal conductivity, s 5.8aircraft surface coating – effect on Type I, Foreword at p 1, s 3aircraft surface coating – effect on Type II/III/IV, Foreword at p 1aircraft surface coating – hardness, s 5.1.2aircraft surface coating – immersion tests, s 5.1.4aircraft surface coating – thickness 1–2 mils, s Rationale at p 1aircraft surface coating – thickness test for Type II/III/IV, s 3.4aircraft surface coating – wetting test for Type I, s 3.4aircraft surface coating, after-market, Foreword at p 1aircraft surface coating, durability of, s 5aircraft surface coating, effect of acid rain on, s 5.1.4aircraft surface coating, effect of detergents on, s 5.1.4aircraft surface coating, effect of hydraulic fluid on, s 5.1.4aircraft surface coating, effect of jet fuel on, s 5.1.4aircraft surface coating, effect of jet ultraviolet on, s 5.1.4aircraft surface coating, effect of oxidation on, s 5.1.4aircraft surface coating, effect of ozone on, s 5.1.4aircraft surface coating, effect of Type I/II/III/IV on, ss 5.1.3–5.1.4aircraft surface coating, hardness of, s 5.1.2aircraft surface coating, super-hydrophobic – limitation in frost, s 5.7aircraft surface coating, Title at p 1aircraft surface coating, weathering of, s 5.1.2angle, contact. See contact angleangle, roll-off. See roll-off angleangle, sliding. See sliding angleBoeing D6-17487, s 5Cassie state. See state, Cassiecoating, aircraft surface. See aircraft surface coatingcontact angle – definition, s 2.2contact angle hysteresis – definition, s 2.2contact angle, advancing – definition, s 2.2contact angle, advancing, s 5.5contact angle, measurement of, s 5.5contact angle, receding – definition, s 2.2contact angle, receding, s 5.5contact angle, ss 1, 5.5definition – aircraft surface coating, s 2.2definition – contact angle hysteresis, s 2.2definition – contact angle, advancing, s 2.2definition – contact angle, receding, s 2.2definition – contact angle, s 2.2definition – endurance time, s 2.2definition – hydrophilic surface, s 2.2definition – hydrophobic surface, s 2.2definition – icephobic surface, s 2.2definition – roll-off angle, s 2.2definition – sliding angle, s 2.2definition – state, Cassie, s 2.2definition – state, Wenzel, s 2.2definition – super-hydrophobic surface, s 2.2



definition – surface, treated, s 2.2drop impact resistance, s 5.6endurance time – definition, s 2.2frost endurance test, s 5.7frost formation, s 5.6frost growth, s 5.7frost nucleation, s 5.7fuel savings, Foreword at p 1hydrophilic surface – definition, s 2.2.hydrophobic surface – definition, s 2.2hydrophobic surface – icephobic properties, does not imply, s 5.7ice accretion – water droplet impact resistance, s 5.6ice accretion, in-flight, s 5.4ice accumulation test, static, s 5.4ice adhesion test – centrifuge ice adhesion test, s 5.3ice adhesion test – zero degree cone test, s 5.3ice shedding, Foreword at p 1, s 5.4.1ice, impact. See ice accretion, in-flighticephobic surface – definition, s 2.2impact ice. See ice accretion, in-flightpaint sealants, Rationale at p 1paint protectants, Rationale at p 1receding contact angle. See contact angle, recedingroll-off angle – definition, s 2.2roll-off angle, s 5.5sliding angle – definition, s 2.2state, Cassie – definition, s 2.2state, Cassie to Wenzel, s 5.7state, Cassie, s 5.6state, non-wetting, s 5.6state, Wenzel – definition, s 2.2state, Wenzel, s 5.6state, wetting, s 5.6sublimation (vapor phase to solid phase), s 5.7super-hydrophobic surface – definition, s 2.2,surface, hydrophilic. See hydrophilic surfacesurface, hydrophobic. See hydrophobic surfacesurface, icephobic. See icephobic surfacesurface, super-hydrophobic. See super-hydrophobic surfacesurface, treated – definition, s 2.2surface, untreated – definition, s 2.2thermal conductivity, s 5.8Type I wetting test, s 3.4Type I wetting v time test, s 3.4Type II/III/IV thickness v time test, s 3.4Wenzel state. See state, Wenzelwettability, quantification of, s 2.2wettability. See also contact anglewettability. See also state, Wenzelwetting – water droplet impact resistance, s 5.6wetting test, Type I, s 3.4



ARP6852A Methods and Processes for Evaluation of Aerodynamic Effects of SAE-Qualified Aircraft Ground Deicing/Anti-icing Fluids

Issued 2016-04-20 by SAE G-12 AWG and SAE G-12 ADF.

AMS1424M and AMS1428H require aircraft deicing/anti-icing fluids to comply to the

aerodynamic acceptance test whose purpose is to ensure that the aerodynamic performance of all

fluids are no worse than an established accepted standard; this aerodynamic acceptance test is

described in detail in AS5900B. Even with successful aerodynamic acceptance qualification, there

can be circumstances which require the evaluation of the aerodynamic effect of fluids on specific

aircraft. ARP6852A does provide guidance for such aircraft specific evaluation.

ARP6852A, prepared by the members of the G-12 Aerodynamics Working Group, describes

methods known to have been used by aircraft manufacturers to evaluate specific aircraft

aerodynamic performance and handling effects following application of SAE AMS Type I, II, III

or IV aircraft deicing/anti-icing fluids. Guidance and insight based upon those experiences are

provided, including, similarity analyses, icing wind tunnel tests, flight tests, computational fluid

dynamics and other numerical analyses.

ARP6852A further presents an historical account of the evaluation of the aerodynamic effects of

fluids, including the initial work done by Boeing in the 1980s and 1990s on high speed aircraft

and of de Havilland on commuter type aircraft which led to the development of the aerodynamic

acceptance test described in AS5900B. AS6852A provides an extensive bibliography on the effects

of fluids on aircraft aerodynamics and reports on the methods used by Bombardier, Cessna and

SAAB to evaluate the effects of fluid on their respective aircraft.

Keywords:aerodynamic acceptance test – Boeing history, s 3.4, Appendix Aaerodynamic acceptance test – Bombardier (de Havilland) history, Appendix Baerodynamic acceptance test – development by Boeing, s 3.4, Appendix Aaerodynamic acceptance test – development by de Havilland, Appendix Baerodynamic acceptance test – general description, s 3.3.2aerodynamic acceptance test – high and low speed ramp on Type I and Type III, s 3.3.2aerodynamic acceptance test – high speed ramp on Type II and Type IV, s 3.3.2aerodynamic acceptance test – maximum acceptable lift loss for commuter type aircraft with wing mounted

propellers (8%), s 3.2.2aerodynamic acceptance test – maximum acceptable lift loss for large transport jet aircraft (5.24%), s 3.2.2aerodynamic acceptance test – V2 at least 1.10VS1g, s 3.3.2aerodynamic acceptance test (AS5900B) subset of aerodynamic effect of fluids, Foreword at p 1



aerodynamic clean surface, description of, s 3.2aerodynamic effect of fluids – bibliography, s 2.1.2aerodynamic effect of fluids – compensating measures. See aerodynamic effect of fluids – performance

adjustmentsaerodynamic effect of fluids – critical point at maximum angle of attack, s 3.2.1aerodynamic effect of fluids – critical point during takeoff, s 3.2.1aerodynamic effect of fluids – decrease of during ground roll, rotation and climb, s 3.2aerodynamic effect of fluids – effect of angle of attack, s 3.2.1aerodynamic effect of fluids – effect of fuselage geometry, s 3.2.aerodynamic effect of fluids – effect of geometry-limited aircraft, s 3.2.1aerodynamic effect of fluids – effect of high lift configuration, s 3.2.1aerodynamic effect of fluids – effect of initial climb speed, s 3.2.1aerodynamic effect of fluids – effect of leading-edge stall v trailing-edge stall, s 3.2.1aerodynamic effect of fluids – effect of OAT on fluid flow-off, s 3.2.1aerodynamic effect of fluids – effect of OAT on fluid viscosity, s 3.2.1aerodynamic effect of fluids – effect of rotation speed, s 3.2.1aerodynamic effect of fluids – effect of speed and time to accelerate to rotation speed, s 3.2.1aerodynamic effect of fluids – effect of time to accelerate to climb speed, s 3.2.1aerodynamic effect of fluids – effect of wing stall characteristics, s 3.2.1aerodynamic effect of fluids – evaluation by Bombardier, Appendix Eaerodynamic effect of fluids – evaluation by Cessna, Appendix Daerodynamic effect of fluids – evaluation by de Havilland, Appendix Baerodynamic effect of fluids – evaluation by SAAB, Appendix Caerodynamic effect of fluids – evaluation methods – computational fluid dynamics and other numerical

analyses, s 4.5, 6.1aerodynamic effect of fluids – evaluation methods – flight tests, ss 4.4. 6.1aerodynamic effect of fluids – evaluation methods – methodologies pros and cons, s 6.1, Table 1 at p 27aerodynamic effect of fluids – evaluation methods – process flow chart, s 4.1aerodynamic effect of fluids – evaluation methods – similarity analysis, ss 4.2, 6.1aerodynamic effect of fluids – evaluation methods – wind tunnel tests, ss 4.3. 6.1aerodynamic effect of fluids – evaluation methods, s 4aerodynamic effect of fluids – fluid presence at time of rotation, s 3.2.1aerodynamic effect of fluids – on aircraft aerodynamic performance, s 3.2.1aerodynamic effect of fluids – on CLmax, s 3.2.1aerodynamic effect of fluids – on drag, s 3.2.1aerodynamic effect of fluids – on elevator control force, s 3.2.2aerodynamic effect of fluids – on elevator effectiveness, s 3.2.2aerodynamic effect of fluids – on handling qualities, ss 3.2.2, 6.3aerodynamic effect of fluids – on hinge moment, s 3.2.2aerodynamic effect of fluids – on lateral control, ss 3.2.2, 6.3aerodynamic effect of fluids – on lift decrease, s 3.2.1aerodynamic effect of fluids – on Mitsubishi YS-11, s 3.2.2aerodynamic effect of fluids – on stick/column forces, s 3.2.2aerodynamic effect of fluids – on tab effectiveness, s 3.2.2aerodynamic effect of fluids – performance adjustments – attitude, s 5aerodynamic effect of fluids – performance adjustments – braking energy, s 5aerodynamic effect of fluids – performance adjustments – pitch rate, s 5aerodynamic effect of fluids – performance adjustments – takeoff flap settings, s 6.3aerodynamic effect of fluids – performance adjustments – takeoff distance, s 5aerodynamic effect of fluids – performance adjustments – takeoff speeds, ss 5, 6.3aerodynamic effect of fluids – performance adjustments – takeoff weight, s 5aerodynamic effect of fluids – performance adjustments – takeoff technique, s 5aerodynamic effect of fluids – performance adjustments to ensure adequate safety margins, s 5



aerodynamic effect of fluids – performance adjustments, ss 3.3.2, 5aerodynamic effect of fluids – performance adjustments. See also Type II/III/IV aircraft operational

considerationsaerodynamic effect of fluids – rotation difficulties on aircraft with unpowered pitch control surfaces, ss 3.2.2,

6.3aerodynamic effect of fluids – transient23 nature of, ss 3.2, 3.2.1, 4.4.3.2.2aerodynamic effect of fluids – wave roughness introduced by flow-off, s 3.2aerodynamic effect of fluids on specific aircraft [AS6852A] subset of aerodynamic effect of fluids, Foreword

at p 1aerodynamic effect of fluids on specific aircraft, reasons to evaluate – additional requirements beyond AAT,

s 3.4aerodynamic effect of fluids on specific aircraft, reasons to evaluate – different from Boeing 737-200ADV,

s 3.4aerodynamic effect of fluids on specific aircraft, reasons to evaluate – report of high stick forces during

rotation, s 3.4aerodynamic effect of fluids on specific aircraft, reasons to evaluate – report of high wheel forces during

rotation, s 3.4aerodynamic effect of fluids on specific aircraft, reasons to evaluate – rotation speed different from AAT, s 3.4aerodynamic effect of fluids on specific aircraft, reasons to evaluate – takeoff acceleration different from AAT,

s 3.4aerodynamic effect of fluids on specific aircraft, s 3.4aerodynamic effect of fluids on specific aircraft, reasons to evaluate – takeoff speed corrections to compensate

for lift loss caused by fluids, s 3.4aerodynamic effect of fluids on specific aircraft, reasons to evaluate – variation in wing design, s 3.4aerodynamic effect of fluids superset of aerodynamic acceptance test [AS5900B], Foreword at p 1aerodynamic effect of fluids superset of aerodynamic effect of fluids on specific aircraft [AS6852A], Foreword

at p 1aerodynamic effect on specific aircraft – Boeing 737-200ADV, ss 3.2.1, 3.4, Appendix ABoeing – aerodynamic acceptance test history, ss 3.2.1, 3.2.4, Appendix ABoeing B737-200 ADV – aerodynamic acceptance test, ss 3.2.1, 3.4, Appendix ABombardier (de Havilland) – aerodynamic acceptance test history, Appendix BBombardier DHC-8, Appendix BBombardier. See also aerodynamic effect of fluids – evaluation by BombardierCessna. See also aerodynamic effect of fluids – evaluation by Cessnade Havilland DHC-8, Appendix Bde Havilland. See also aerodynamic effect of fluids – evaluation by de Havillanddefinition – fluid, qualified, s 2.2definition – fluid, thickened, s 2.2definition – HOT, s 2.2definition – LOUT, s 2.2fluid flow-off – speed and time dependence, s 3.2.1fluid flow-off at rotation – incomplete, s 3.2fluid, qualified – definition, s 1fluid, thickened – definition, s 2.2high speed ramp – description, s 3.3.2HOT – definition, s 2.2Kuopio Finland tests, Appendix Aleading edge thermal anti-icing system – dehydration of Type II/III/IV, s 3.2leading edge, heated, s 3.2

23 AS6852A appears to use the words “transient” and “transitory” as synonyms when referring to the aerodynamiceffects of fluid as in “[t]he aerodynamic effects of fluids are transitory…” ( par 3 at p 10) ) or “[c]urrent data suggeststhat the fluid transient behavior…” (par 5 at p 11). Here we index under “transient”.



LOUT – definition, s 2.2low speed ramp – description, s 3.3.2Mitsubishi YS-11, s 3.2.2performance adjustments, aircraft. See aerodynamic effect of fluids – performance adjustmentsramp, low speed. See low speed rampramp, high speed. See high speed ramproughness, wave, ss 3.2, 3.2.1SAAB. See also aerodynamic effect of fluids – evaluation by SAABsurface, clean – description of, s 3.2Type I – functional description, s 3.1Type II/III/IV – functional description, s 3.1von Karman Institute for Fluid Dynamics, Appendix A–Cwave roughness, ss 3.2, 3.2.1wing stall characteristics, s 3.2.1

AS5900B Standard Test Method for Aerodynamic Acceptance of SAE AMS1424 andSAE AMS1428 Aircraft Deicing/Anti-icing Fluids

Revised 2007-07-26 by SAE G-12 ADF.

This standard provides test methods to ensure acceptable aerodynamic characteristics of the

deicing/anti-icing fluids as they flow off aircraft lifting and control surfaces during the takeoff

ground acceleration and climb. AS5900B establishes the aerodynamic flow-off requirements for

SAE AMS1424 Type I and SAE AMS1428 Type II, III and IV fluids used to deice and/or anti-ice

aircraft a) with takeoff rotation speeds24 exceeding approximately 100 knots, with time25 from

brake release to rotation speed greater than 20 s (known as the high speed ramp), typical for large

transport type jet aircraft26 and b) with takeoff rotation speeds exceeding approximately 60 knots,

with time from brake release to rotation speed greater than 15 s (known as the low speed ramp),

typical for commuter type aircraft.27

Keywords:aerodynamic acceptance test – commuter aircraft, s 1.1aerodynamic acceptance test – continued acceptance, s 6.3.4aerodynamic acceptance test – description of test, s 1.4aerodynamic acceptance test – facility/site autonomy, ss 1.2, 8.2.2aerodynamic acceptance test – facility/site28 qualification, ss 1.2, 8.2.1

24 Takeoff rotation speed or rotation speed are also known as VR.25 Time from brake release to rotation is also known as takeoff run time or ground acceleration time or brake releaseto VR.26 Large transport type jet aircraft is colloquially known as high speed aircraft.27 Commuter aircraft colloquially is known as low speed aircraft.28 The expressions “test site”, “facility”, “site/facility” “aerodynamic acceptance test facility” appear to be usedinterchangeably (ss 1.2, 8.21, 8.2.2). Section 1.2 defines qualification of the facility, associated staff and resources as



aerodynamic acceptance test – fluid formulation change, s 6.4aerodynamic acceptance test – fluid from licensee, s 6.4aerodynamic acceptance test – fluid property change, s 6.4aerodynamic acceptance test – high speed ramp, ss 1.1a, 3.2.5aaerodynamic acceptance test – initial testing, s 6.3.1aerodynamic acceptance test – initial testing, s 6.3.1aerodynamic acceptance test – large transport jet aircraft, s 1.1aerodynamic acceptance test – licensee fluid, s 6.4aerodynamic acceptance test – low speed ramp, ss 1.1b, 3.2.5baerodynamic acceptance test – production sample, s 4.2aerodynamic acceptance test – report, s 8aerodynamic acceptance test – retesting, s 6.3.3aerodynamic acceptance test – site qualification, ss 1.2, 8.2.1aerodynamic acceptance test – test facility autonomy, ss 1.2, 3, 8.2.3aerodynamic acceptance test – test facility qualification frequency, s 1.2, 3aerodynamic acceptance test – test facility qualification, ss 1.2, 3, 8.2.1aerodynamic acceptance test – test facility requirements, s 3aerodynamic acceptance test – test fluid HHET, s 4.1aerodynamic acceptance test – test fluid pH, s 4.2.4aerodynamic acceptance test – test fluid refractive index, s 4.2.3aerodynamic acceptance test – test fluid requirements, s 4aerodynamic acceptance test – test fluid surface tension, s 4.2.2aerodynamic acceptance test – test fluid viscosity, s 4.2.1aerodynamic acceptance test – test fluid WSET (unsheared), s 4.1aerodynamic acceptance test – test method, Title at p 1aerodynamic acceptance test – test procedure, s 5aerodynamic acceptance test – test results, s 7aerodynamic acceptance test – third party reviewer, ss 1.2, 3aerodynamic acceptance test – Type I, s 1.1aerodynamic acceptance test – Type II/III/IV, s 1.1aerodynamic acceptance test – unsheared sample, s 4.1aerodynamic acceptance test, Title at p 1aerodynamic flow-off characteristics, acceptability of, s 1.2BLDT – Bernoulli equation, s 5.4.2.2BLDT – calculation, s 5.4.2.2commuter aircraft, s 1.1definition – high speed ramp, ss 1.1a, 3.2.5adefinition – low speed ramp, ss 1.1b, 3.2.5bfluid elimination – Type I – no requirement, s 5.2.10fluid elimination – Type II/III/IV, s 5.2.10fluid flow-off, s 1.1high speed ramp – acceptance criteria, s 6.1ahigh speed ramp – background information, s 6.2ahigh speed ramp – definition, ss 1.1a, 3.2.5ahigh speed ramp – reference fluid, s 2.1.3large transport jet aircraft, s 1.1alow speed ramp – acceptance criteria, s 6.1blow speed ramp – background information, s 6.2blow speed ramp – definition, ss 1.1b, 3.2.5b

technical suitability and competency. Qualification is verified by the Performance Review Institute (PRI) or anequivalent third party. Qualification of the test facility needs to be done every five years. Autonomy is defined insection 8.2.2 as independence of the aerodynamic acceptance test facility from fluid manufacturers.



low speed ramp reference fluid, s 2.1.4takeoff rotation speed – commuter type aircraft, s 1.1btakeoff rotation speed – high speed aircraft, s 1.1atakeoff rotation speed – large transport type jet aircraft, s 1.1atakeoff rotation speed – low speed aircraft, s 1.1btakeoff run time – commuter type aircraft, s 1.1btakeoff run time – large transport type jet aircraft, s 1.1atakeoff time. See takeoff run timetime to takeoff. See takeoff run time

AS5901C Water Spray and High Humidity Endurance Test Methods for SAE AMS1424and SAE AMS1428 Aircraft Deicing/Anti-icing Fluids

Revised 2014-06-24 by SAE G-12 ADF

The purpose of this standard is to determine the anti-icing endurance, under controlled laboratory

conditions, of AMS1424 Type I and AMS1428 Type II, III, and IV fluids. AS5901C establishes

a) the minimum requirements for an environmental test chamber and b) the test procedures to carry

out anti-icing performance tests according to the current specification for aircraft deicing/anti-

icing fluids.

Keywords:anti-icing performance – HHET and WSET, s 3edge effect. See WSET – failure zone; HHET – failure zoneHHET – air temperature (0.0°C), s 5.4.1, Table 1 at p 7HHET – air velocity, horizontal, s 5.4.1, Table at p 7HHET – calibration, s 5HHET – description, s 3.3HHET – failure criteria, s 3.3HHET – failure zone, s 3.3, Figure 1 at p 10HHET – fluid preparation, s 6.3HHET – fluid sheared, s 6.3HHET – fluid temperature (ambient, 15–25°C), s 6.3HHET – humidity generator, s 4.2.2.1HHET – relative humidity (˃80%), s 5.4.1, Table 1 at p 7 HHET – report, s 6.6HHET – reproducibility – Type I (20%), s 6.5HHET – reproducibility – Type II/III/IV (10%), s 6.5HHET – spray equipment, s 4HHET – test chamber, s 4HHET – test description, ss, 3.3, 6.4HHET – test method, ss 3.3, 6.4HHET – test plate cleanliness, s 6.1HHET – test plate temperature (-5.0°C), s 5.4.1, Table 1 at p 7HHET – test plate, s 4.3HHET – water droplet size, s 5.2.2HHET– air temperature (0.0°C), s 5.4.1, Table 1 at p 7water droplet size – laser diffraction method, s 5.3.2



water droplet size – slide impact method with oil, s 5.3.1WSET – air temperature (-5.0°C), s 5.4.1, Table 1 at p 7WSET – calibration, s 5WSET – description, ss 3.2, 6.4WSET – failure criterion, s 3.2WSET – failure zone, s 3.2, Figure 1 at p 7WSET – fluid preparation, s 6.3WSET – fluid sheared, s 6.3WSET – fluid temperature (ambient, 15–25°C), s 6.3WSET – fluid temperature, s 6.3WSET – report, s 6.6WSET – reproducibility – Type I (20%), s 6.5WSET – reproducibility – Type II/III/IV (10%), s 6.5WSET – reproducibility, s 6.5WSET – spray equipment s 4.2.1WSET – test chamber, s 4.2WSET – test description, ss 3.2, 6.4WSET – test plate cleanliness, s 6.1WSET – test plate temperature (-5.0°C), s 5.4.1, Table 1 at p 7WSET – test plate, s 4.3WSET – water droplet size, s 5.2.1, Table 1 at p 7

AMS1424M Deicing/Anti-Icing Fluid, Aircraft, SAE Type I

Revised 2016-05-03 by SAE G-12 ADF

AMS1424M29 sets the technical and environmental requirements and quality assurance provisions

for aircraft deicing fluids (SAE Type I) that are used to remove frozen deposits from exterior

surfaces of aircraft prior to takeoff. SAE Type I fluids do not contain thickeners.

AMS1424M is defined as the foundation specification for SAE Type I fluids. The SAE Type I

fluids are divided into two categories: a) SAE Type I fluids based on Glycol freezing point

depressants, which include Conventional Glycols and Non-conventional Glycols and b) SAE Type

I fluids based on Non-glycol freezing point depressants.

SAE Type I fluids based on Conventional and Non-conventional Glycol freezing point depressants

are defined and identified as AMS1424/1 (read AMS1424 slash one) Type I fluids. The purpose

29 Type I – compatibility with Type II/III/IV. When a Type II, III or IV fluid conforming to AMS1428 is used toperform step two in a two-step deicing/anti-icing operation, and the fluid used in step one is often a Type I fluidconforming to AMS1424, section 1.3.6 of AMS1424M explains that users must ensure that the Type I be compatiblewith the Type II/III/IV. A means of verification is suggested in section 6.3.3.2 of ARP4737H requiring a test be madeto confirm that the combination of these fluids does not significantly reduce the WSET performance of the AMS1428fluid.



of the AMS1424/1 specification, which is called a category (or detail) specification, is to identify

the SAE Type I fluid as a glycol (conventional or non-conventional) based fluid.30

Conventional Glycols are defined as ethylene glycol, diethylene glycol and propylene glycol.

Non-conventional Glycols are defined as organic non-ionic diols and triols, e.g., 1,3-propanediol,

glycerine and mixtures thereof and mixtures with conventional glycols.

SAE Type I fluids based on Non-glycol freezing point depressants are defined and identified as

AMS1424/2 (read AMS1424 slash two) Type I fluids. The purpose of the AMS1424/2

specification, which is called a category (or detail) specification, is to identify the SAE Type I

fluid as a Non-glycol based fluid.

Non-glycol is defined as all that is not Glycol (Conventional and Non-conventional), such as

organic salts, e.g., sodium formate, sodium acetate, potassium formate, potassium acetate and any

mixtures thereof.

Mixtures of any Glycol with Non-glycol are defined as Non-glycol.

In summary, there is one foundation specification for Type I fluid, AMS1424M, and two category

(or detail) specifications AMS1424/1 and AMS1424/2.

Keywords:1,3-propanediol. See Glycol, Non-conventional – 1,3-propanediolalkali metal salts. See also Non-glycolAMS1424/1, Rationale at p 1, ss 1.1, 1.3.6, 5.1.3AMS1424/2, Rationale at p 1, ss 1.1, 1.3.6, 5.1.3Brix, s 3.2.4color uniformity, s 3.1.4color, Type I – orange, s 3.1.3.1colorless. See also Type I – colorlesscompatibility, fluid. See fluid compatibility – Type I with Type II/III/IVConventional Glycol. See Glycol, Conventionaldefinition – Glycol, Conventional and Non-conventional, s 3.1.1definition – Glycol, Conventional, s 3.1.1.1definition – Glycol, Non-conventional, s 3.1.1.3definition – Glycol, s 3.1.1.1

30 In the publication of AMS1424M, AMS1424/1 and AMS1424/2, there appears to have been some discrepanciesregarding nomenclature. AMS1424M is the “foundation specification”. AMS1424/1 and AMS1424/2 are the“category specifications”, sometimes called a “detail specification”. This double nomenclature will be resolved inrevisions of the documents.



definition – LOUT, Type I, s 1.2.2.1definition – Non-glycol, s 3.1.1.2freezing point depressant, Glycol, Conventional, ss 3.1.1, 3.1.1.1definition – Type I – lot, s 4.3diethylene glycol. See also Glycol, Conventional – diethylene glycolethylene glycol. See also Glycol, Conventional – ethylene glycol; EG v PGfluid application, two-step – Type I compatibility with Type II/III/IV, s 1.3.6, see footnote 29fluid compatibility – Type I with Type II/III/IV, s 1.3.6, see footnote 29freezing point depressant, Glycol, Conventional and Non-Conventional, s 3.1.1freezing point depressant, Glycol, Non-conventional, ss 3.1.1, 3.1.1.2freezing point depressant, Non-glycol, ss 3.1.1, 3.1.1.3, 3.1.3glycerine. See Glycol, Non-conventional – glycerineGlycol – definition, s 3.1.1.1Glycol, Conventional – definition, s 3.1.1.1Glycol, Conventional – diethylene glycol, s 3.1.1.1Glycol, Conventional – ethylene glycol, s 3.1.1.1Glycol, Conventional – propylene glycol, s 3.1.1.1Glycol, Conventional and Non-conventional – definition, s 3.1.1glycol, Non-. See Non-glycolGlycol, Non-conventional – 1,3-propanediol, s 3.1.1.2Glycol, Non-conventional – definition, s 3.1.1.3Glycol, Non-conventional – glycerine, s 3.1.1.2Glycol, Non-conventional – organic non-ionic diols and triols, mixtures of, s 3.1.1.2Glycol, Non-conventional – organic non-ionic diols and triols, mixtures with Conventional Glycol, s 3.1.1.2Glycol, Non-conventional – organic non-ionic diols and triols, s 3.1.1.2glycol, recycled. See Type I – recycled glycolHHET, Type I – 20 minutes minimum, s 2.5.2Non-conventional Glycol. See Glycol, Non-conventionalNon-glycol – definition, s 3.1.1.2Non-glycol – organic salts mixtures with Glycol, s 3.1.1.3Non-glycol – organic salts, mixtures of, s 3.1.1.3Non-glycol – potassium acetate, s 3.1.1.3Non-glycol – potassium formate, s 3.1.1.3Non-glycol – sodium acetate, s 3.1.1.3Non-glycol – sodium formate, s 3.1.1.3propylene glycol. See also Glycol, Conventional – propylene glycol; EG v PGrecycled glycol. See Type I – recycled glycolspecification, category, Rationale at p 1, ss 1.1, 1.1.1specification, detail, Table of Contents at p 1,specification, foundation, Rationale at p 1, ss 1.1, 1.1.1Type I – acrylic plastics, effect on, s 3.4.6.1Type I – aerodynamic acceptance – 50/5031, ss 3.5.3, 3.5.3.2Type I – aerodynamic acceptance – concentrate form, s 1.3.2Type I – aerodynamic acceptance – concentrations to test, ss 3.5.3, 3.5.3.2Type I – aerodynamic acceptance – fluid elimination32, s 3.5.3.1Type I – aerodynamic acceptance – fluid thickness, final, s 3.5.3.1

31 Dilutions of concentrate SAE Type I aircraft deicing fluid are normally given by volume, the first number being thevolume percent of the concentrate fluid and the second number the volume of water. For example a 70/30 mixturewould be 70 parts by volume of the concentrate SAE Type I fluid mixed with 30 parts by volume of water.32 AMS1424M refers to initial thickness and final thickness of the fluid in the aerodynamic acceptance test.AMS1428H refers to fluid elimination. The notions are related in that they attempt to quantify the quantity of fluidthat is eliminated during the acceleration run.



Type I – aerodynamic acceptance – fluid thickness, initial, s 3.5.3.1Type I – aerodynamic acceptance – high speed ramp, s 3.5.3Type I – aerodynamic acceptance – highest concentration, ss 3.5.3, 3.5.3.2Type I – aerodynamic acceptance – low speed ramp, s 3.5.3Type I – aerodynamic acceptance – ready-to-use, ss 3.5.3, 3.5.3.2Type I – aging, accelerated, s 3.3.2Type I – aircraft manufacturer maintenance manual, s 1.2.1Type I – aircraft manufacturer service letters, s 1.2.1Type I – aircraft type and model restrictions, s 1.2.1Type I – anti-icing performance – HHET, s 3.5.2Type I – anti-icing performance – sample sheared, s 3.5.2Type I – anti-icing performance – WSET, s 3.5.2Type I – appearance, s 3.1.2Type I – approval by purchaser, s 4.4.1Type I – aquatic toxicity, s 3.1.3.4Type I – biodegradability, s 3.1.3.3Type I – BOD, s 3.1.3.1Type I – Brix, s 3.2.4Type I – cadmium as contaminant, s 3.1.4Type I – carbon brake compatibility, s 1.38Type I – certificate of analysis, s 4.2.1Type I – chromium as contaminant, s 3.1.4Type I – COD, s 3.1.3.2Type I – color uniformity, s 3.1.2Type I – color, orange, s 3.1.2.1Type I – colorless – mitigating procedures, s 3.1.2.1Type I – colorless – risk assessment, s 3.1.2.1Type I – colorless – special training, s 3.1.2.1Type I – commingling, s 1.3.6Type I – compatibility with Type II/III/IV, s 1.3.6, see footnote 29Type I – composition – fire hazard inhibitor, ss 1.3.4, 3.1Type I – composition – thickeners, free from, s 3.1Type I – composition, s 3.1Type I – concentrate to be diluted, s 1.3.2Type I – consistency, s 4.5.1Type I – containers, ss 5.2.2, 5.1.5Type I – contaminants – other fluids, s 1.3.6Type I – contaminants, trace, s 3.1.4Type I – corrosion – recycled glycol, caused by, s 4.4.2.1Type I – corrosion, low embrittling cadmium plate, s 3.4.3Type I – corrosion, sandwich, s 3.4.1Type I – corrosion, stress-, s 3.4.4Type I – crawling, s 1.3.7Type I – drums, ss 5.1.2, 5.1.5Type I – effect on aircraft materials, s 3.4Type I – environmental information, s 3.1.3Type I – exposure, human, s 1.3.1Type I – field test with deicing unit, s 1.3.7Type I – film breaks, s 1.3.7Type I – fire hazard – circuit breakers, s 1.3.4Type I – fire hazard – direct current, s 1.3.4Type I – fire hazard – glycol, s 1.3.4Type I – fire hazard – inhibitor, ss 1.3.4, 3.1



Type I – fire hazard – noble metal coated wiring, s 1.3.4, 3.1Type I – fire hazard – silver coated wiring, ss 1.3.4, 3.1Type I – fire hazard – switches, electrical, s 1.3.4Type I – fisheyes, s 1.3.7Type I – flash point, minimum, ss 1.3.3, 3.2.1Type I – flash point, ss 1.3.3, 3.2.1Type I – fluid manufacturer to report – all technical requirement results, s 4.5Type I – fluid manufacturer to report – recycled glycol, presence of, s 4.4.2Type I – fluid manufacturer to report – recycled glycol, source of, s 4.4.2.1Type I – foam, tendency to, s 3.3.5Type I – foreign matter, free from, s 3.1.2Type I – freezing point buffer, s 1.2.2.1Type I – freezing point curve, s 3.5.1.1Type I – freezing point depressant, non-glycol, s 3.1.1Type I – freezing point of 50/50 dilution, ss 3.2.5, 3.5.1Type I – freezing point of concentrate form, s 3.2.5,Type I – freezing point of ready-to-use form, s 3.5.1.1Type I – halogens as contaminant, s 3.1.4Type I – hard water stability, s 3.3.3Type I – HHET – sample sheared, s 3.5.2Type I – HHET, s 3.5.2Type I – hydrogen embrittlement, s 3.4.5Type I – label – AMS1424/1 or AMS142/2, s 5.1.3Type I – label – lot number, s 5.1.3Type I – label – manufacturer’s identification, s 5.1.3Type I – label – purchase order number, s 5.1.3Type I – label – quantity, s 5.1.3Type I – label, ss 4.1, 5.1.3, 5.1.4, 5.1.5Type I – lead as contaminant, s 3.1.4Type I – lot – definition, s 4.3Type I – lot acceptance tests, s 4.2.1, 4.3.3Type I – lot number, s 4.1Type I – lot rejection, s 4.6Type I – LOUT – definition, s 1.2.2.1Type I – LOUT of dilutions, s 1.2.2Type I – LOUT reporting requirement, s 1.2.2Type I – LOUT, manufacturer obligation to report, s 1.2.2Type I – lumps, free from, s 3.1.2Type I – matter, free from foreign, s 3.1.2Type I – mercury as contaminant, s 3.1.4Type I – mixing of fluids from different manufacturers, s 1.3.6Type I – mold growth, s 3.1Type I – MSDS, ss 1.3.1, 4.5.2Type I – nitrate as contaminant, s 3.1.4Type I – nitrogen as contaminant, total, s 1.3.4Type I – painted surface, effect on, s 3.4.7Type I – particulate contamination, s 3.1.2Type I – performance properties, s 3.5Type I – pH, s 3.2.3,Type I – phosphorus as contaminant, s 3.1.4Type I – physical properties, s 3.2Type I – polycarbonate, effect on, s 3.4.6.2Type I – precautions, s 1.3



Type I – qualification results, initial – comparison to subsequent results33, s 4.5.1Type I – qualification, initial – what: all technical requirement, s 4.2.2Type I – qualification, initial – when: change in ingredients, s 4.2.2Type I – qualification, initial – when: change in processes, s 4.2.2Type I – qualification, initial – when: change in processing, s 4.2.2Type I – qualification, initial – when: confirmatory testing, s 4.2.2Type I – qualification, initial – when: prior first shipment, s 4.2.2Type I – qualification, initial34, s 4.2.2Type I – qualification, multiple location – different from original location, s 4.4.3.2Type I – qualification, multiple location – same as original location, s 4.4.3.1Type I – qualification, multiple location – when: once, s 4.4.3.3Type I – qualification, multiple location, s 4.4.3Type I – qualification, periodic re- – what: aerodynamic acceptance, s 4.2.3Type I – qualification, periodic re- – what: WSET and HHET, s 4.2.3Type I – qualification, periodic re- – when: 2 years and 4 years thereafter, s 4.2.3Type I – qualification, periodic re- – when: recycled glycol, every 2 years, ss 4.2.3, 4.4.2.2Type I – qualification, periodic re-, s 4.2.3Type I – quality assurance, s 4Type I – recycled glycol – obligation to report presence of, s 4.4.2Type I – recycled glycol – obligation to report source of, s 4.4.1.1Type I – recycled glycol – quality assurance, s 4.4.2.1Type I – recycled glycol contaminants, s 4.4.2.1Type I – recycled glycol, source of, s 4.4.2.1Type I – refraction, s 3.2.4Type I – refractive index, s 3.2.4Type I – rejection by purchaser, s 7Type I – reports by independent facilities, s 4.5Type I – Right to Know Regulation (US), s 5.1.4Type I – runway concrete resistance, s 3.4.9Type I – safety data sheet, s 4.5.2Type I – same ingredients, s 4.4.2Type I – same manufacturing procedures, s 4.4.2Type I – same methods of inspection, s 4.4.2Type I – sampling, bulk shipments, s 4.3.1Type I – sampling, drum shipments, s 4.3.1Type I – sampling, statistical, s 4.3.5Type I – sampling, tote shipments35, s 4.3.2Type I – shear, resistance to, s 3.3.4Type I – skins, free from, s 3.1.2

33 In section 4.5.1 “subsequent reports” are defined as the periodic requalification reports. Presumably, the multiplesite qualification reports should also be subject to the product consistency check of section 4.5.1.34 AMS1424M lists three kinds of qualification (my understanding): 1) initial qualification (s 4.2.2), 2) periodicrequalification (s 4.2.3) and 3) multiple site qualification (4.4.3). What tests? Initial qualification – all technicalrequirements; periodic qualification – aerodynamic acceptance, WSET and HHET; multiple site, if methods, materialsand handling is different from original site – all technical requirements; multiple site, if same methods, materials andhandling as the original site – aerodynamic acceptance, WSET and HHET. When? Initial qualification – prior to firstshipment; periodic qualification – for non-recycled glycols after two years and every 4 years thereafter; periodicqualification – for recycled glycols every two years; multiple site – after the first multiple site qualification, there norequirement for further testing at that site, unless there is a change in method, materials or handling.35 Sampling requirements for bulk and drum shipments are defined in AMS1424 and AMS1428 but are undefined fortotes. The industry generally considers tote shipments to be a subset of packaged shipments which include drumshipments. In this document, we considered tote shipments to be equivalent to drum shipments.



Type I – slipperiness, s 1.3.5Type I – specific gravity, s 3.2.2Type I – stability, hard water, s 3.3.3Type I – stability, storage, s 3.3.1Type I – stability, thermal, s 3.3.2Type I – storage stability, s 3.3.1Type I – sulfur as contaminant, s 3.1.4Type I – surface tension, s 3.2.6Type I – suspended matter, s 3.1.2Type I – testing, autonomous facilities, ss 4.1, 4.5Type I – testing, confirmatory, ss 4.1, 4.2.2Type I – testing, independent facilities, ss 4.1, 4.2.3, 4.5Type I – testing, independent laboratories36, ss 4.1, 4.2.3, 4.5Type I – thermal stability, s 3.3.2Type I – thickeners, free from, s 3.1Type I – totes, ss 5.1.2, 5.1.5Type I – transparent plastics, effect on, s 3.4.6Type I – unpainted surface, effect on, s 3.4.8Type I – use of concentrate form, s 1.3.2Type I – use of dilution, s 1.3.2Type I – water, composition of hard, s 3.3.3.1Type I – water, soft, s 3.3.3Type I – wetting, s 1.3.7Type I – WSET – 3 minutes minimum, s 3.5.2Type I – WSET – sample sheared, s 3.5.2Type I Glycol (Conventional and Non-conventional) based fluid – technical requirements, s 3.1.2.1Type I Glycol (Conventional and Non-conventional) based fluid, ss 1.1.1, 3.1.1, 3.1.2.1Type I Glycol (Conventional) based fluid – technical requirements, s 3.1.2.1Type I Glycol (Conventional) based fluid, ss 1.1.1, 3.1.1, 3.1.1.1, 3.1.2.1Type I Glycol (Non-conventional) based fluid – technical requirements, s 3.1.1.2Type I Glycol based fluid, ss 1.1.1, 3.1.1. 3.1.1.1Type I Non-glycol based fluid – technical requirement, additional, s 3.1.1Type I Non-glycol based fluid – technical requirements, s 3.1.2.2Type I Non-glycol based fluid, ss 1.1.1, 3.1.1, 3.1.1.3, 3.1.2.2, 3.1.3Type II/III/IV – compatibility with Type I, s 1.3.6WSET, Type I – 3 minutes minimum, s 3.5.2

AMS1424/1 Deicing/Anti-Icing Fluid, Aircraft, SAE Type I Glycol (Conventional andNon-Conventional) Based

Issued 2016-04-18

SAE Type I fluids based on Conventional and Non-conventional Glycol freezing point depressants

are defined and identified as AMS1424/1 (read AMS1424 slash one) Type I fluids. The purpose

of the AMS1424/1 specification, which is called a category (or detail) specification, is to identify

36 AMS1424M uses the various terms with apparently similar meaning: “independent laboratory” (s 4.1), “independentfacility” (ss 4.2.3, 4.5), “autonomous test facility” (s 4.2.3), “independent testing facilities” (s 4.5). The term facilityencompasses laboratory.



the SAE Type I fluid as a Glycol (Conventional or Non-conventional) based fluid. For further

information read the description for AMS1424M.

Keywords:AMS1424/1, Title at p 1category specification, s 1.1.1detail specification, s 1.1.1foundation specification, s 1.1.1freezing point depressant – Glycol, Conventional, s.1.1.1freezing point depressant – Glycol, Non-conventional, s 1.1.1freezing point depressant – Glycol, s 1.1.1freezing point depressant – Non-glycol, s 1.1.1Glycol, Conventional, s 1.1.1Glycol, Non-conventional, s 1.1.1specification, category, s 1.1.1specification, detail, s 1.1.1specification, foundation, s 1.1.1Type I AMS1424/1, Title at p 1Type I Glycol (Conventional and Non-conventional) based fluid, Title at p 1, s 1.1.1Type I Glycol (Conventional) based fluid, s 1.1.1Type I Glycol (Non-conventional) based fluid, s 1.1.1

AMS1424/2 Deicing/Anti-Icing Fluid, Aircraft, SAE Type I Non-Glycol Based


SAE Type I fluids based on Non-glycol freezing point depressants are defined and identified as

AMS1424/2 (read AMS1424 slash two) Type I fluids. The purpose of the AMS1424/2

specification, which is called a category (or detail) specification, is to identify the SAE Type I

fluid as a Non-glycol based fluid. For further information read the description for AMS1424M.

Keywords:AMS1424/2, Title at p 1category specification, s 1.1.1detail specification, s 1.1.1foundation specification, s 1.1.1freezing point depressant – Non-glycol, s 1.1.1specification, category, s 1.1.1specification, detail, s 1.1.1specification, foundation, s 1.1.1Type I AMS1424/2, Title at p 1Type I Non-glycol based fluid, Title at p 1, s 1.1.1



AMS1428H Fluid, Aircraft Deicing/Anti-Icing, Non-Newtonian, SAE Types II, III, andIV

Revised 2016-02-17 by SAE G-12 ADF.

AMS1428 sets the technical requirements for deicing/anti-icing fluids (SAE Type II, II and IV)

that are used to remove frozen deposits from exterior surfaces of aircraft prior to takeoff and/or

protect these same surfaces against freezing or frozen precipitation for a limited time prior to

takeoff. These fluids contain thickeners giving shear thinning properties to the fluids. In other

words, the thickeners selected for these fluids are such that viscosity of the thickened fluid

decreases when a shear strain is applied to the fluid. SAE Type II, III and IV are often known as

thickened anti-icing fluids.

SAE Type II, III and IV fluids, during winter operations, provide a limited period of protection

against frozen or freezing precipitations while the aircraft is on the ground. The protection time

can be estimated using fluid-specific holdover time guidelines that are published by the FAA or

Transport Canada.

Keywords:anti-icing performance37, s 3.2.4.1Brix38, s 3.2.1.4Brookfield LV viscometer. See viscometer, Brookfield LVBuehler test39, s 3.2.2.4, Appendix Acolor, Type II – yellow, s 1.1.1color, Type III – bright yellow, s 1.1.1color, Type IV – green, s 1.1.1colorless. See Type II/III/IV – colorlessdefinition – fluid, non-Newtonian, s 1.1.2definition – fluid, pseudoplastic, s 1.1.3definition – LOUT, Type II/III/IV, s 1.3.1definition – MOWV, s 4.2.3.1definition – Type II/III/IV – lot, s 4.3definition – Type II/III/IV – LOUT, s 1.3.1definition – Type II/III/IV – maximum on-wing viscosity, s 4.2.3.1definition – Type II/III/IV – pseudoplastic, s 1.1.2fluid commingling. See Type I – commingling; Type II/III/IV comminglingfluid, neat. See also Type II/III/IV – neat fluid

37 Anti-icing performance, as defined in AMS1428 (latest version), is comprised of WSET and HHET.38 Brix is a unit of refraction. A table of conversion from Brix to index of refraction is available in Robert C. Weast,ed, Handbook of Chemistry and Physics, 49th ed (Cleveland OH, Chemical Rubber Co., 1968-1969) at E-225.39 The successive dry-out and rehydration test is sometimes referred to as the Buehler test after Mr. Rolf Buehler whodeveloped it.



fluid, non-Newtonian – definition, s 1.1.2fluid, non-Newtonian, Title at p 1, ss 1.1.1, 1.1.2, 3.2.3, 3.2.3.1fluid, pseudoplastic – definition, s 1.1.3fluid, pseudoplastic, Title at p 1, ss 1.1.3, 3.2.3fluid, thickened40. See Type II/III/IVHHET, Type II 50/50 – 0.5 hours minimum, s 3.2.4.1HHET, Type II 75/25 – 5 hours minimum, s 3.2.4.1HHET, Type II neat – 4 hours minimum, s 3.2.4.1HHET, Type III 75/25 – determine and report, s 3.2.4.1HHET, Type III 50/50 – determine and report, s 3.2.4.1HHET, Type III neat – 2 hours minimum, s 3.2.4.1HHET, Type IV 50/50t – 0.5 hours minimum, s 3.4.2.1HHET, Type IV 75/25 – 2 hours minimum, s 3.4.2.1HHET, Type IV neat – 8 hours minimum, s 3.4.2.1MOWV – definition, s 4.2.3.1neat. See Type II/III/IV – neat fluidnon-Newtonian fluid. See fluid, non-Newtonianpseudoplastic fluid. See fluid, pseudoplasticshear thinning. See Type II/III/IV – shear thinningType II 50/50 – HHET 0.5 hours minimum, s 3.2.4.1Type II 50/50 – WSET 5 minutes minimum, s 3.2.4.1Type II 75/25 – HHET 2 hours minimum, s 3.2.4.1Type II 75/25 – WSET 20 minutes minimum, s 3.2.4.1Type II color – yellow, s 1.1.1Type II neat – HHET 4 hours minimum, s 3.2.4.1Type II neat – WSET 30 minutes minimum, s 3.2.4.1Type II. See also Type II/III/IV; Type II/IVType II/III/IV – aerodynamic acceptance of highest viscosity dilution sample, s 3.2.5.3Type II/III/IV – aerodynamic acceptance of sheared sample, s 3.5.2.1Type II/III/IV – aerodynamic acceptance of unsheared sample, s 3.5.2.1Type II/III/IV – aerodynamic acceptance, ss 1.1.1, 3.2.5Type II/III/IV – anti-icing performance, s 3.2.4.1Type II/III/IV – apparent viscosity ss 1.1.2, 1.1.3Type II/III/IV – appearance s 3.1.3Type II/III/IV – application s 1.2Type II/III/IV – approval by purchaser s 4.4.1Type II/III/IV – approval, re- ss 4.2.3, 4.4.2Type II/III/IV – aquatic toxicity, s 3.1.4.4Type II/III/IV – biodegradability, s 3.1.4.3Type II/III/IV – BOD, s 3.1.4.1Type II/III/IV – Brix, s 3.2.1.4Type II/III/IV – Brookfield LV viscometer, s 3.2.3.2.1Type II/III/IV – cadmium reporting requirement, s 3.1.5Type II/III/IV – carbon brake compatibility, s 1.3.6Type II/III/IV – certificate of analysis, s 4.2.1Type II/III/IV – change in formulation, s 4.2.3Type II/III/IV – change in ingredients, s 4.2.3Type II/III/IV – change in production method, s 4.3.2Type II/III/IV – chromium reporting requirement, s 3.1.5Type II/III/IV – circuit breakers, defective , s 1.1.3Type II/III/IV – classification, ss 1.1.1, 3.4.2.1

40 Thickened fluid is a generic term for Type II/III/IV fluids as all these fluids contain thickeners.



Type II/III/IV – COD s 3.1.4.2Type II/III/IV – cold storage stability, s 3.2.2.10Type II/III/IV – color, ss 1.1.1, 3.1.3Type II/III/IV – colorless fluid risk assessment, s 3.1.3Type II/III/IV – colorless fluid safety issues, s 3.1.3Type II/III/IV – colorless, s 1.1.1, 3.1.3Type II/III/IV – commingling, s 1.3.4Type II/III/IV – compatibility with brake material , s 1.3.6Type II/III/IV – composition, s 3.1Type II/III/IV – contaminants, s 3.1.5Type II/III/IV – corrosion resistance, stress , s 3.3.2.4.1Type II/III/IV – corrosion, aluminum alloyType II/III/IV – corrosion, low embrittling cadmium plate, s 3.3.2.3Type II/III/IV – corrosion, sandwich, s 3.3.2.1Type II/III/IV – corrosion, -stress, s 3.3.2.4Type II/III/IV – corrosion, total immersion, s 3.3.2.2Type II/III/IV – direct current hazard, s 1.1.3Type II/III/IV – dry-out exposure to cold dry air, s 3.2.2.3Type II/III/IV – dry-out exposure to dry air, s 3.2.2.3Type II/III/IV – dry-out, heated leading edge, s 3.2.2.5Type II/III/IV – dry-out, successive test. See Type II/III/IV – successive dry-out and rehydration testType II/III/IV – dry-out, successive. See Type II/III/IV residue; Type II/IV residueType II/III/IV – effect on acrylic plastics, s 3.3.2Type II/III/IV – effect on aircraft materials, s 3.3.2Type II/III/IV – effect on painted surfaces , s 3.3.3Type II/III/IV – effect on transparent plastics , s 3.3.2.6Type II/III/IV – effect on unpainted surfaces, s 3.3.4Type II/III/IV – electrochemical dehydrolysis, s 1.3.3Type II/III/IV – environmental information, s 3.1.4Type II/III/IV – exposure to cold dry air, s 3.2.2.3Type II/III/IV – exposure to dry air, s 3.2.2.2Type II/III/IV – exposure, human, s 1.3.2Type II/III/IV – FAA/TC list of fluids, s 1.5Type II/III/IV – FAA/TC list of fluids41, s 1.5Type II/III/IV – fire hazard inhibitor, s 1.1.3Type II/III/IV – fire hazard, s 1.1.3Type II/III/IV – flash point , s 3.2.1.1Type II/III/IV – fluid elimination, s 3.2.5.4Type II/III/IV – foam, tendency to, s 3.2.2.9Type II/III/IV – freezing point buffer, s 1.3.1Type II/III/IV – freezing point, s 3.3.1Type II/III/IV – friction, s 1.3.5Type II/III/IV – glycol dehydrolysis, s 1.3.3Type II/III/IV – halogen reporting requirement, s 3.1.5Type II/III/IV – hard water composition, s 3.2.2.8.1Type II/III/IV – hard water stability, s 3.2.2.8Type II/III/IV – HHET requirements, s 3.4.2.1

41 Both the FAA and Transport Canada issue a list of fluids. If a document refers to both, it will be indexed as “list offluids, FAA/TC”. If the document refers to only one list, it will be indexed as “list of fluids, FAA” or “list of fluid,TC”, as the case may be.



Type II/III/IV – High Viscosity sample42, ss 3.2.5, 4.2.3.1Type II/III/IV – highest viscosity dilution, s 3.2.3.5.1Type II/III/IV – HOWV, s 4.2.3.1Type II/III/IV – hydrogen embrittlement , s 3.3.2.5Type II/III/IV – lead reporting requirement, s 3.1.5Type II/III/IV – leading edge dry-out, heated, s 3.2.2.5Type II/III/IV – licensee manufacturing, s 4.4.3Type II/III/IV – list of fluids, FAA/TC, s 1.5. See also list of fluids, FAA/TC; list of fluids (FAA); list of fluids

(TC)Type II/III/IV – list of qualified fluids43, s 1.5Type II/III/IV – lot – definition, s 4.3Type II/III/IV – lot acceptance, s 4.2.1Type II/III/IV – LOUT – definition, s 1.3.1Type II/III/IV – LOUT, obligation to report, s 1.3.1Type II/III/IV – low embrittling cadmium plate, s 3.3.2.3Type II/III/IV – Low Viscosity sample, s 4.2.3.2Type II/III/IV – magnesium alloy, corrosion of, s 3.3.2.2Type II/III/IV – materials compatibility, s 3.3.2Type II/III/IV – maximum on-wing viscosity – definition, s 4.2.3.1Type II/III/IV – mercury reporting requirement, s 3.1.5Type II/III/IV – mixing with fluid from different manufacturers, s 1.3.4Type II/III/IV – mixture with other fluids, s 1.3.4Type II/III/IV – MOWW, s 4.2.3.1Type II/III/IV – multiple location manufacturing, s 4.4.3*Type II/III/IV – neat, ss 1.3.1, 3.2.1Type II/III/IV – nitrate reporting requirement, s 3.1.5Type II/III/IV – noble metal coated wiring, s 1.3.3Type II/III/IV – non-glycol based fluids, s 3.1.1Type II/III/IV – non-Newtonian, ss 1.1, 1.1.2Type II/III/IV – overnight exposure to dry air, s 3.2.2.2Type II/III/IV – packaging, s 5.1Type II/III/IV – pavement compatibility, s 3.3.5Type II/III/IV – periodic tests, s 4.2.2Type II/III/IV – pH, s 3.2.1.3Type II/III/IV – phosphate reporting requirement, s 3.1.5Type II/III/IV – polycarbonate, effect on. See Type II/III/IV – effect on transparent plasticsType II/III/IV – preproduction tests, ss 3.2.2.2.2.2, 3.2.5.3.1, 4.2.3, 4.2.3.144, 4.5.2, A.4, A.5.1. A.6.4Type II/III/IV – pseudoplastic – definition, s 1.1.2Type II/III/IV – qualification reports, s 4.5.1Type II/III/IV – qualification, initial, ss 4.2.3.1, 4.5.1Type II/III/IV – qualification, periodic re-, ss 4.5.1, 4.5.1.2Type II/III/IV – quality assurance, s 4Type II/III/IV – reaction, exothermic, s 1.1.3Type II/III/IV – re-approval, ss 4.2.3, 4.4.2

42 ARP5718A recommends to fluid manufacturers to carefully select the viscosities of the High Viscosity sample andLow Viscosity sample before submitting to the testing laboratories, as these viscosities will be used to establish to setthe quality control limits for the fluid delivered. The viscosity of the High Viscosity sample will become the HighestOn-wing Viscosity (HOWV).43 Section 1.5 of AMS1428H refers to the FAA’s and Transport Canada’s list of qualified fluids. FAA and TransportCanada no longer use the term “qualified” for the list of fluids published in their holdover time guidelines.44 Several sections refer to preproduction samples or tests. It should be understood that the initial qualification tests ofss 4.2.3, 4.2.3.1, 4.2.3.2 are performed on preproduction samples. This is made explicit in ss A.4, A.5.1, A.6.4



Type II/III/IV – refractive index, s 3.2.1.4Type II/III/IV – rejection, s 4.6Type II/III/IV – resampling, s 4.6Type II/III/IV – residue. See Type II/III/IV residue; Type II/IV residueType II/III/IV – retesting, s 4.6Type II/III/IV – rheological properties, s 3.2.3Type II/III/IV – runway concrete scaling, s 3.3.5.1Type II/III/IV – sales specification, s 3.2.3.3Type II/III/IV – same ingredients, s 4.4.2Type II/III/IV – sample selection, ss 4.2.3, 4.2.3.1, 4.2.3.2Type II/III/IV – sample selection. See also HOT, process to obtain – sample selectionType II/III/IV – shear stability, s 3.2.2.7Type II/III/IV – shear stress, effect on apparent viscosity, s 1.1.2Type II/III/IV – shear thinning45, s 1.1.3Type II/III/IV – silver coated wiring, s 1.3.4Type II/III/IV – slipperiness, s 1.3.5Type II/III/IV – specific gravity, s 3.2.1.2Type II/III/IV – specification, Rationale at p 1Type II/III/IV – storage stability waived, s 4.2.3Type II/III/IV – storage stability, cold, s 3.2.2.10Type II/III/IV – storage stability, s 3.2.2.6Type II/III/IV – storage, long term, s 3.2.2.1Type II/III/IV – stress-corrosion resistance, s 3.3.2.4Type II/III/IV – subcontractor manufacturing, s 4.4.3Type II/III/IV – successive dry out and rehydration test, s 3.2.2.4, Appendix AType II/III/IV – sulfur reporting requirement, s 3.1.5Type II/III/IV – surface tension, s 3.2.1.5Type II/III/IV – switches, defective, s 1.3.4Type II/III/IV – technical requirements, s 3Type II/III/IV – temperature cycling, s 3.2.2.10Type II/III/IV – thermal stability, accelerated aging, s 3.2.2.1Type II/III/IV – thermal stability, thin film, s 3.2.2.5Type II/III/IV – thickened fluid, s 3.2.3Type II/III/IV – titanium corrosion resistance, s 3.3.2.2Type II/III/IV – TOD, s 3.1.4.2Type II/III/IV – toxicity, s 3.1.2Type II/III/IV – trace contaminants, s 3.1.5Type II/III/IV – U.S Military procurement, s 4.2.3.3Type II/III/IV – uncolored, s 1.1.1Type II/III/IV – undiluted fluid, ss 1.3.1, 3.2.1Type II/III/IV – viscosity limits, s 3.2.3.3Type II/III/IV – viscosity measurement, s 3.2.3.2Type II/III/IV – wiring, defective, s 1.1.3Type II/III/IV – WSET limits, s 3.2.4.1Type II/III/IV residue formation – first step application of Type II/III/IV in two-step application, s 1.3.7Type II/III/IV residue formation – one-step application of Type II/III/IV, s 1.3.7Type II/III/IV residue formation test. See Type II/III/IV – successive dry out and rehydration testType II/III/IV residue formation, s 3.2.2.4Type II/III/IV residue formation. See also Type II//IV residue formationType II/III/IV residue in aerodynamically quiet areas, s 1.3.7

45 Shear thinning is generally considered a synonym of pseudoplastic, that is a fluid whose viscosity is decreased whensubjected to shear strain (excluding time dependent effects). .



Type II/III/IV residue in cavities, s 1.3.7Type II/III/IV residue in gaps, s 1.3.7Type II/III/IV residue, effect of – flight safety, s 1.3.7Type III 50/50 – HHET determine and report, s 3.2.4.1Type III 50/50 – WSET determine and report, s 3.2.4.1Type III 75/25 – HHET determine and report, s 3.2.4.1Type III 75/25 – WSET determine and report, s 3.2.4.1Type III color – bright yellow, s 1.1.1Type III neat – HHET 2 hours minimum, s 3.2.4.1Type III neat – WSET 20 minutes minimum, s 3.2.4.1Type III. See also Type II/III/IVType IV 50/50 – HHET 0.5 hours minimum, s 3.2.4.1Type IV 50/50 – WSET 5 minutes minimum, s 3.2.4.1Type IV 75/25 – HHET 2 hours minimum, s 3.2.4.1Type IV 75/25 – WSET 20 minutes minimum, s 3.2.4.1Type IV color – green, s 1.1.1Type IV neat – HHET 8 hours minimum, s 3.2.4.1Type IV neat – WSET 80 minutes minimum, s 3.2.4.1Type IV. See also Type II/III/IV; Type II/IVviscometer, Brookfield LV – cold storage stability, s 3.2.2.10viscometer, Brookfield LV – highest viscosity dilution, s 3.2.5.3.1viscometer, Brookfield LV – small sample adapter, ss 3.2.3.2, 3.2.5.1viscometer, Brookfield LV – Type II/III/IV viscosity measurement, ss 3.2.3.2, 3.2.3.2.1WSET, Type II 50/50 – 5 minutes minimum, s 3.2.4.1WSET, Type II 75/25 – 20 minutes minimum, s 3.2.4.1WSET, Type II neat – 30 minutes minimum, s 3.2.4.1WSET, Type III 50/50 – determine and report, s 3.2.4.1WSET, Type III 75/25 – determine and report, s 3.2.4.1WSET, Type III neat – 20 minutes minimum, s 3.2.4.1WSET, Type IV 50/50 – 5 minutes minimum, s 3.2.4.1WSET, Type IV 75/25 – 20 minutes minimum, s 3.2.4.1WSET, Type IV neat – 80 minutes minimum, s 3.2.4.1

AS9968 Laboratory Viscosity Measurement of Thickened Aircraft Deicing/Anti-icingFluids with the Brookfield LV Viscometer


AS9968 describes a standard laboratory method (as opposed to a field method) for viscosity

measurements of thickened (SAE Type II, III and IV) anti-icing fluids.46 Many fluid manufacturers

publish alternate methods for their fluids. In case of conflicting results between the two methods,

46 Viscosity measurement methods and viscosity field check. There are three ways of verifying that an SAE TypeII/III/IV is above its lowest on-wing viscosity (LOWV): a) viscosity measurement method provided by the fluidmanufacturer (the “manufacturer method”), b) viscosity measurement method described in AS9968 (the “AS9968method”) and c) “viscosity” field check (or field test) as described in AIR5704 or provided by the fluid manufacturer,such as a falling ball method. Here, we attempt to make a distinction between the laboratory viscosity measurementmethods which use a Brookfield LV viscometer where the result is a numerical viscosity value in mPa·s and viscosityfield checks where the result is generally a pass/fail result without a numerical viscosity value.



the manufacturer method takes precedence. To compare viscosities, exactly the same measurement

elements (including spindle, container size and temperature) must have been used to obtain those

viscosities.

Keywords:Type II/III/IV viscosity measurement method, Title at p 1, Rationale at p 1viscometer, Brookfield LV, Title at p 1, Rationale at p 1, ss 3.1, 3.3.8.1viscosity measurement method – air bubble free sample s 3.3.2viscosity measurement method – air bubble removal by centrifugation s 3.3.2viscosity measurement method – Brookfield LV viscometer, Title at p1, Rationale at pviscosity measurement method – precedence of fluid manufacturer method over AS9968, s 1viscosity measurement method – report, s 8viscosity measurement method for Type II/III/IV, Title at p1, Rationale at p 1viscosity measurement method, AS9968 v fluid manufacturer, s 1viscosity measurement method, AS9968, Title at p 1, s 1viscosity measurement method, fluid manufacturer, Rationale at p 1, s 1

AIR5704 Field Viscosity Test for Thickened Aircraft Anti-Icing Fluids

Issued 2007-07-27by SAE G-12 ADF.

AIR5704 provides a description of a field screening method (or field “viscosity” check) for

verifying an SAE Type II, III or IV anti-icing fluid is above its minimum low shear viscosity as

published with holdover time guidelines. The test will determine if the fluid is (a) satisfactory, (b)

unsatisfactory, or (c) borderline needing more advanced viscometry testing. Other field tests may

be required to determine if an anti-icing fluid is useable, such as refractive index, pH, appearance

or other tests as may be recommended by the fluid manufacturer.

Keywords:air bubble removal by centrifugation, s 3.2Stony Brook apparatus for viscosity field check, s 3.3viscosity field check – air bubble removal by centrifugation, s 3.2viscosity field check – air bubbles, s 3.2viscosity field check – screening method, Rationale at p 1viscosity field check – Stony Brook apparatus, s 3.3viscosity field check for Type II/III/IV, Title at p 1viscosity field check v fluid manufacturer method, Foreword at p 1, see footnote 46viscosity field check, Title at p 1viscosity field test. See viscosity field checkviscosity measurement method v field check see footnote 46

Aircraft Deicing Documents – Issued SAE G-12 Holdover Time Committee


Documents Issued by the SAE G-12 Holdover Time Committee

Process to Obtain Holdover Times for Aircraft Deicing/Anti-Icing Fluids, SAEAMS1424 Types I (not drafted)

Document to be drafted.47

Meeting all of the technical requirements of AMS1424M is insufficient for a Type I de/anti-icing

fluid to be used on an aircraft. For such a fluid to be used commercially, it must also have a

holdover time guideline and be identified on a list of qualified fluids published by regulators.

Before commercialization, it is further recommended that a field spray trial be conducted with the

fluid to demonstrate acceptable operational performance. There is no formal document describing

such a process. This is a gap in documentation that needs to be filled. Such a document exists for

AMS1428 fluids, it is ARP5718A.

ARP5945 Endurance Time Tests for Aircraft Deicing/Anti-icing Fluids SAE Type I

Issued 2007-07-09 by SAE G-12 HOT.

ARP5945 provides sample selection criteria and test procedures for SAE Type I aircraft

deicing/anti-icing fluids, required for the generation of endurance time data of acceptable quality

for review by the SAE G-12 HOT. A significant body of previous research and testing has

indicated that all Type I fluids formulated with glycol perform in a similar manner from an

endurance time perspective. This applies to Type I fluids formulated with propylene glycol,

ethylene glycol, and diethylene glycol only. Type I deicing/anti-icing fluids containing these three

glycol freezing point depressants no longer require testing for endurance times. The methods

described in this ARP5945 shall be employed, however, if endurance time testing of a glycol-

based Type I deicing/anti-icing fluid is desired or requested by a fluid manufacturer, operator or

other organization. Fluids formulated with 1) freezing point glycol depressants other than those

listed above, and 2) all non-glycol freezing point depressants, must be tested for endurance times

using the methods described in this ARP5945.

Keywords:

47 Noted as ARPXXXX in Error! Reference source not found..



crystallization, delayed, s 4.7.3definition – endurance time, Foreword at p 1diethylene glycol based Type I – endurance time tests not required, s 1.1endurance time – definition, Foreword at p 1endurance time tests, Type I – crystallization, delayed, s 4.7.3endurance time tests, Type I – data examination by SAE G-12 HOT, Rationale at p 1, ss 1.1, 1.2endurance time tests, Type I – data validation by SAE G-12 HOT, Rationale at p 1, ss 1.1, 1.2endurance time tests, Type I – delayed crystallization, s 4.7.3endurance time tests, Type I – diethylene glycol based fluid – test not required, s 1.1endurance time tests, Type I – ethylene glycol based fluid – test not required, s 1.1endurance time tests, Type I – failure mode, snow – dilution, s 11.5.4endurance time tests, Type I – failure mode, snow – snow-bridging, s 11.5.4endurance time tests, Type I – failure, frozen contamination – 30% area, s 4.7.2endurance time tests, Type I – failure, frozen contamination – appearance, s 4.7.2endurance time tests, Type I – failure, snow – 30% area or non-absorption over 5 crosshairs, s 11.5.4endurance time tests, Type I – fog, freezing, s 6endurance time tests, Type I – freezing drizzle, s 8endurance time tests, Type I – freezing fog, s 6endurance time tests, Type I – frost, s 5endurance time tests, Type I – glycol based fluid, other – test required, s 1.1endurance time tests, Type I – HOT history before year 2000, Foreword at p 1endurance time tests, Type I – ice crystal seeding, s 4.7.3endurance time tests, Type I – icing intensity measurements by regression analysis, s 4.6.2.2endurance time tests, Type I – icing intensity measurements with reference ice-catch plates, s 4.6.2.1endurance time tests, Type I – icing intensity measurements, s 4.6.2endurance time tests, Type I – light freezing rain, s 9endurance time tests, Type I – manufacturer’s authorization to proceed, s 3.3.1endurance time tests, Type I – manufacturer’s mandatory documentation, s 3.1endurance time tests, Type I – non-glycol based fluid – test required, s 1.1endurance time tests, Type I – propylene glycol based fluid – test not required, s 1.1endurance time tests, Type I – purpose, p 1endurance time tests, Type I – rain on cold soaked wing, s 10endurance time tests, Type I – regression analysis, s 4.6.2.2endurance time tests, Type I – relation to HOT, Foreword at p 1, s 1.2endurance time tests, Type I – sample selection, s 3.1endurance time tests, Type I – sample, sheared, ss 3.1.2, 3.1.3, 3.2.4, 3.4.3endurance time tests, Type I – snow grains, s 11.5.6endurance time tests, Type I – snow, laboratory (to be published), s 7endurance time tests, Type I – snow, natural, s 11endurance time tests, Type I – temperature, lowest test, s 3.4.2endurance time tests, Type I – test facility, s 1.5endurance time tests, Type I – test facility/site – independence from fluid manufacturer, s 1.5.1endurance time tests, Type I – test facility/site, role of, s 1.5.2endurance time tests, Type I – test plate cleanliness, s 4.7.1endurance time tests, Type I – testing agent – independence from fluid manufacturer, s 1.4.1endurance time tests, Type I – testing agent duties, s 1.4endurance time tests, Type I – testing agent, role of, ss 1.4.2, 3.2endurance time tests, Type I – variability across test plates, s 4.6.3endurance time tests, Type I – water droplet size – dye stain method, s 4.6.5endurance time tests, Type I – water droplet size – laser diffraction method, s 4.6.5endurance time tests, Type I – water droplet size – slide impact method with colloidal silver, s 4.6.5endurance time tests, Type I – water droplet size – slide impact method with oil, s 4.6.5endurance time tests, Type I – water hardness, s 4.5.6



endurance time tests, Type I – WSET check on sheared sample, ss 3.1.2, 3.1.3, 3.2.4, 3.4.3endurance time tests, Type I, Title at p 1, Rationale at p 1ethylene glycol based Type I – endurance time tests not required, s 1.1fluid, supercooled. See crystallization, delayedHOT – history before year 2000, Foreword at p 1non-glycol based Type I – endurance time tests required, s 1.1propylene glycol based Type I – endurance time tests not required, s 1.1regression analysis method – icing intensity, s 4.6.2.2regression analysis method for icing intensity measurement, Type I, s 4.6.2.2supercooled fluid. See crystallization, delayed.Type I failure criteria, ss 4.7.2, 11.5.4water droplet size – dye stain method, s 4.6.5water droplet size – laser diffraction method, s 4.6.5water droplet size – slide impact method with colloidal silver, s 4.6.5water droplet size – slide impact method with oil, s 4.6.5

ARP5718A Process to Obtain Holdover Times for Aircraft Deicing/Anti-Icing Fluids,SAE AMS1428 Types II, III, and IV

Revised 2012-11-01 by SAE G-12 HOT.

Meeting all of the technical requirements of AMS1428 is insufficient for a Type II, III or IV

de/anti-icing fluid to be used on an aircraft. For such a fluid to be used commercially, it must also

have a holdover time guideline and be identified on a list of qualified fluids published by

regulators. Before commercialization, it is further recommended that a field spray trial be

conducted with the fluid to demonstrate acceptable operational performance. ARP5718A describes

the mandatory processes to obtain holdover time guidelines for Type II, III or IV anti-icing fluid

and for such fluids be included on the Transport Canada and FAA list of qualified fluids.

ARP5718A further describes test protocol for field spray testing and sets out definitions for several

important notions, for instance, lowest on-wing viscosity (LOWV), lowest operational use

temperature (LOUT), maximum on-wing viscosity (MOWV), generic holdover time guideline,

fluid-specific holdover time guideline, holdover time, etc.

Keywords:aerodynamic acceptance – definition, s 2.1.3aircraft manufacturer responsibility – list fluid types allowed on aircraft, footnote 1 at p 1AMIL – testing laboratory, s 3.5AMIL anti-icing fluid gel residue table48, s 3.2.2

48 AMIL, “Anti-icing Fluids Gel Residue Testing Results”, online: ˂ http://www.uqac.ca/amil/en/gelresidues/web-gel-residues20130425.pdf ˃. Type II/III/IV upon evaporation may leave residue on aircraft surface, particularly in



AMIL fluid residue table , s 3.2.2approved laboratory, s 3.2.2APS Aviation – testing laboratory, s 3.5bleed-through. See color bleed-throughcolor bleed-through, evaluation of, s 4.3color intensity, evaluation of – field spray test, s 4.3definition – aerodynamic acceptance, s 2.1.3definition – endurance time, s 2.2definition – HOT guideline, s 2.2definition – HOT guideline, fluid-specific, s 2.2definition – HOT guideline, generic, s 2.2.definition – HOT, s 2.2definition – LOUT, s 2.2definition – LOWV, ss 2.2, 3.3.1endurance time – definition, s 2.2endurance time tests, Type II/III/IV – sample selection, s 3.3.1FAA/TC list of fluids. See list of fluids, FAA/TCfield spray test. See spray test, fieldfluid manufacturer – obligation to provide to FAA/TC additional requested data, s 5.7.4fluid manufacturer – obligation to provide to FAA/TC commercial name of Type II/III/IV, s 5.4fluid manufacturer – obligation to provide to FAA/TC information – date due June 01, s 5.7.3fluid manufacturer – obligation to provide to FAA/TC list of products to be commercialized, s 5.7.1fluid manufacturer – obligation to provide to FAA/TC multiple location information, s 5.7.3fluid manufacturer – obligation to provide to FAA/TC periodic AMS1428 information, s 5.7.3fluid manufacturer – obligation to provide to FAA/TC test data for new fluids, s 5.7.2fluid manufacturer – obligation to provide to FAA/TC test data for retested fluids, s 5.7.3.1fluid manufacturer – option not to publish fluid-specific HOT, s 5.5.1fluid manufacturer licensee – fluid-specific HOT guideline, s 5.5.5fluid name – final commercial name, s 5.4fluid name – formulation change, upon, s 5.4fluid name – new unique name, s 5.4fluid name – reformulation, s 5.4fluid residue table, s 3.2.2fluid retesting, s 5.5.4fluid, list of. See list of fluidsfluid, new – development of fluid-specific HOT, s 5.5fluid, new – new unique name, mandatory, s 5.4fluid, new – obligation to provide information to FAA/TC, s 5.7fluid-specific HOT guidelines. See HOT, fluid-specificfoam, tendency to – field spray test, s 4.3formulation change – name change, s 5.4gel residue table, AMIL, s 3.2.2generic HOT guidelines. See HOT, generichigh viscosity pre-production sample – MOWV, s 3.2.1HOT – definition, s 2.2HOT guideline – definition, s 2.2HOT guideline – validity – LOWV, s 5.5.2HOT guideline, fluid-specific – definition, s 2.2

aerodynamically quiet areas. The residues may upon rehydration form gels that are susceptible to freezing and whichmay hinder the movement of critical parts of the aircraft. Different Type II/III/IV fluids have different propensity toform such residues. AMIL conducted a study where several fluids were tested for the propensity for form rehydratedresidues. The results are published on-line.



HOT guideline, generic – definition, s 2.2HOT table synonym for HOT guideline, s 2.2HOT values, capping of. See HOT, preparation of Type II/III/IV – HOT values, capping ofHOT values, rounding of. See HOT, preparation of Type II/III/IV – HOT values, rounding ofHOT, preparation of Type II – generic – to include Type IV data, s 5.6.1HOT, preparation of Type II/III/IV – cautions, s 5.1.5HOT, preparation of Type II/III/IV – date, s 5.1.6HOT, preparation of Type II/III/IV – fluid product names, s 5.4HOT, preparation of Type II/III/IV – fluid retesting, s 5.5.4HOT, preparation of Type II/III/IV – fluid-specific – licensee, s 5.5.5HOT, preparation of Type II/III/IV – fluid-specific – manufacturer option not to publish, s 5.5.1HOT, preparation of Type II/III/IV – format, s 5.1HOT, preparation of Type II/III/IV – generic, s 5.6HOT, preparation of Type II/III/IV – HOT values from endurance time data, s 5.3HOT, preparation of Type II/III/IV – HOT values range, s 5.1.3HOT, preparation of Type II/III/IV – HOT values, capping of, s 5.3.1HOT, preparation of Type II/III/IV – HOT values, rounding of, s 5.3.1HOT, preparation of Type II/III/IV – new fluids, s 5.5.1HOT, preparation of Type II/III/IV – notes, s 5.1.4HOT, preparation of Type II/III/IV – precipitation categories – freezing fog, s 5.1.1HOT, preparation of Type II/III/IV – precipitation categories – freezing drizzle, s 5.1.1HOT, preparation of Type II/III/IV – precipitation categories – frost, s 5.1.1HOT, preparation of Type II/III/IV – precipitation categories – rain on cold soaked wing, s 5.1.1HOT, preparation of Type II/III/IV – precipitation categories – snow, snow grains or snow pellets, s 5.1.1HOT, preparation of Type II/III/IV – precipitation categories, s 5.1.1HOT, preparation of Type II/III/IV – removal of obsolete fluid data, s 5.9HOT, preparation of Type II/III/IV – sample selection – fluid manufacturer considerations, ss 3.2.1, 3.3.1HOT, preparation of Type II/III/IV – sample selection, ss 3.1–3.5HOT, preparation of Type II/III/IV – temperature ranges, s 5.1.2HOT, preparation of Type II/III/IV – testing laboratories – AMIL, ss 3.2.2, 3.5HOT, preparation of Type II/III/IV – testing laboratories – APS Aviation, ss 3.2.2, 3.5HOT, preparation of Type II/III/IV – testing laboratories – SMI, ss 3.2.2, 3.5HOT, preparation of Type II/III/IV – timeline, s 9HOT, Type II/III/IV – process to obtain, Title at p 1HOT, validity of, s 5.5.2list of fluids, FAA/TC – addition of new fluid, s 5.8list of fluids, FAA/TC – definition, s 2.2list of fluids, FAA/TC – fluid expiry dates, s 5.8list of fluids, FAA/TC – obsolete data, removal of, s 5.8list of fluids, FAA/TC – obsolete fluid, removal of, s 5.8list of fluids, FAA/TC – publication process, ss 5.8, 5.9, 8list of fluids, FAA/TC – publication timeline, s 9LOUT – definition, s 2.2lower sales specification viscosity limit – definition, s 2.2lower sales specification viscosity limit – higher than LOWV, s 5.5.2LOWV – definition, ss 2.2, 3.3.1LOWV – higher than lower sales specification viscosity limit, s 5.5.2LOWV – HOT validity, s 5.5.2LOWV – manufacturer considerations in selecting sample for endurance testing, ss 3.2.1, 3.3.1MOWV – definition, s 2.2MOWV – relation to high viscosity pre-production sample, s 3.2.1name see fluid name , s 5.4new fluid. See fluid, new



product name. See fluid nameresidues, presence of – field spray test, s 4.3SAE G-12 ADF Committee, role of, s 6SAE G-12 HOT Committee co-chairs, s 7SAE G-12 HOT Committee, role of, s 7SMI – testing laboratory, s 3.5spray test, field – color bleed-through, evaluation of, s 4.3spray test, field – color intensity, evaluation of, s 4.3spray test, field – foam, tendency to, s 4.3spray test, field – protocol, s 4.3spray test, field – reason for, s 4.1spray test, field – residues, presence of, s 4.3spray test, field – tendency to foam, evaluation of, s 4.3spray test, field, Foreword at p 1, s 4, see footnote 50spray trial, field. See spray test, fieldTC/FAA list of fluids. See list of fluids, FAA/TCtesting laboratories – Anti-icing Materials International Laboratory (AMIL), s 3.5testing laboratories – APS Aviation, s 3.5testing laboratories – Scientific Material International (SMI), s 3.5Type II/III/IV – field spray test49, Foreword at p 1, ss 1c, 4Type II/III/IV – fluid residue table, AMIL, s 3.2.2Type II/III/IV – gel residue table, AMIL, s 3.2.2Type II/III/IV – sample selection. See also HOT, process to obtain – sample selectionType II/III/IV – use on aircraft. See Type II/III/IV commercialization conditionType II/III/IV commercialization condition – AMS1428 technical requirements, meet the, Foreword at p 1Type II/III/IV commercialization condition50 – FAA/Transport Canada list of fluids, be on the, Foreword at p 1Type II/III/IV commercialization condition – field spray test, Foreword at p 1Type II/III/IV commercialization condition – HOT guideline, have a, Foreword at p 1Type II/III/IV decision to commercialize, s 5.4Type II/III/IV manufacturer. See fluid manufacturerType II/III/IV name change upon reformulation, s 5.4Type II/III/IV name, experimental, s 5.4Type II/III/IV name, final commercial – date due May 01, s 5.4Type II/III/IV name, new, s 5.4Type II/III/IV residue table, AMIL, s 3.2.2upper sales specification viscosity limit – definition, s 2.2upper sales specification viscosity limit – lower than MOWV, s 2.2viscosity limit, lower sales specification – definition, s 2.2viscosity limit, lower sales specification – higher than LOWV, s 5.5.2viscosity limit, upper sales specification – definition, s 2.2viscosity limit, upper sales specification – lower than MOWV, s 2.2WSET – definition, s 2.2

49 Field spray trial (p 1) and field spray test (s 4) appear to be used interchangeably in ARP5718A.50 There are four conditions to commercialize an SAE Type II/III /IV fluid, the first three are mandatory, the fourthone is highly recommended: 1) meet the technical requirements of AMS1428, 2) be identified on the FAA/TransportCanada list of fluids and 3) have a holdover time guideline published by the FAA/Transport Canada and 4) running afield spray test to demonstrate operational performance (see AM5718A p 1).



ARP5485A Endurance Time Tests for Aircraft Deicing/Anti-icing Fluids SAE Type II,III, and IV

Revised 2007-07-09 by SAE G-12 HOT.

ARP5485A provides the sample selection and endurance time test procedures, for SAE Type II,

III, and IV aircraft deicing/anti-icing fluids, required for the generation of endurance time data of

acceptable quality for review by the SAE G 12 HOT.

Keywords:crystallization, delayed, s 4.7.3definition – endurance time, s 1endurance time – definition, s 1endurance time tests, Title at p 1endurance time tests, Type II/III/IV – data examination by SAE G-12 HOT, Foreword at p 1, s 1.1–1.2endurance time tests, Type II/III/IV – data validation by SAE G-12 HOT, Foreword at p 1, s 1.1–1.2endurance time tests, Type II/III/IV – delayed crystallization, s 4.7.3endurance time tests, Type II/III/IV – failure mode, snow – dilution, s 10.4.5endurance time tests, Type II/III/IV – failure mode, snow – snow-bridging, s 10.4.5endurance time tests, Type II/III/IV – failure, frozen contamination – 30% area, s 4.7.2endurance time tests, Type II/III/IV – failure, frozen contamination – appearance, s 4.7.2endurance time tests, Type II/III/IV – failure, snow – 30% area or non-absorption over 5 crosshairs, s 10.4.5endurance time tests, Type II/III/IV – fog, freezing, s 6endurance time tests, Type II/III/IV – freezing drizzle, s 7endurance time tests, Type II/III/IV – freezing fog, s 6endurance time tests, Type II/III/IV – frost, s 5endurance time tests, Type II/III/IV – ice crystal seeding, s 4.7.3endurance time tests, Type II/III/IV – icing intensity measurements, s 4.6.2endurance time tests, Type II/III/IV – icing intensity measurements by regression analysis, s 4.6.2.2endurance time tests, Type II/III/IV – icing intensity measurements with reference ice-catch plates, s 4.6.2.1endurance time tests, Type II/III/IV – light freezing rain, s 8endurance time tests, Type II/III/IV – manufacturer’s authorization to proceed, s 3.3endurance time tests, Type II/III/IV – manufacturer’s mandatory documentation, s 3.1.4endurance time tests, Type II/III/IV – purpose, at p 1, s 1.1endurance time tests, Type II/III/IV – rain on cold soaked wing, s 9endurance time tests, Type II/III/IV – regression analysis, s 4.6.2.2endurance time tests, Type II/III/IV – relation to HOT, Foreword at p 1, s 1.2endurance time tests, Type II/III/IV – sample – viscosity reduced subsequent to manufacturing, s 3.1.1endurance time tests, Type II/III/IV – sample – without shearing, ss 3.1.2, 3.2.1, 3.4.1–3.4.2endurance time tests, Type II/III/IV – sample selection – viscosity reduction by manufacturer, s 3.3.1endurance time tests, Type II/III/IV – sample selection, s 3.1endurance time tests, Type II/III/IV – snow51

51 Snow tests can be performed by three methods: 1) outdoors with natural snow, 2) indoors with artificial snow orcollected natural now, storing the artificial snow or collected natural snow, and distributing either systematically overthe test plates or 3) indoors with artificial snow made as the test is being performed. Artificial snow is made by a)spraying fine water droplets in a cold chamber resulting in fine solid ice crystals that are collected on the cold chamberfloor (used in method 2) or b) shaving ice cores into ice shavings with a so-called snowmaker (used in method 3).Outdoor tests are performed under uncontrolled weather conditions, which means all desired temperature/snow



endurance time tests, Type II/III/IV – snow form excludes: graupel (soft hail), s 11.5.6endurance time tests, Type II/III/IV – snow form excludes: hail, s 11.5.6endurance time tests, Type II/III/IV – snow form excludes: ice pellets, s 11.5.6endurance time tests, Type II/III/IV – snow form excludes: soft hail (graupel), s 11.5.6endurance time tests, Type II/III/IV – snow form includes: capped columns, s 11.5.6endurance time tests, Type II/III/IV – snow form includes: columns, s 11.5.6endurance time tests, Type II/III/IV – snow form includes: irregular particles, s 11.5.6endurance time tests, Type II/III/IV – snow form includes: needles, s 11.5.6endurance time tests, Type II/III/IV – snow form includes: plates, s 11.5.6endurance time tests, Type II/III/IV – snow form includes: snow grains, s 11.5.6endurance time tests, Type II/III/IV – snow form includes: spatial dendrites, s 11.5.6endurance time tests, Type II/III/IV – snow form includes: stellar crystals, s 11.5.6endurance time tests, Type II/III/IV – snow grains, s 11.5.6endurance time tests, Type II/III/IV – snow test history, Foreword at p 1endurance time tests, Type II/III/IV – snow, artificial – made by shaving ice cores ss 10, 10.1.7endurance time tests, Type II/III/IV – snow, artificial – made by spraying water in a cold chamber, s 10.1.6.3endurance time tests, Type II/III/IV – snow, artificial – test, indoor – with storage and distribution, ss 10,

10.1.6, see footnote 51endurance time tests, Type II/III/IV – snow, artificial – test, indoor – without storage, ss 10, 10.1.7endurance time tests, Type II/III/IV – snow, natural – test, indoor – with storage and distribution, ss 10, 10.1.6endurance time tests, Type II/III/IV – snow, natural – test, outdoor, s 11endurance time tests, Type II/III/IV – test facility/site – independence from fluid manufacturer, s 1.5.1endurance time tests, Type II/III/IV – test facility/site, role of, s 1.5.2endurance time tests, Type II/III/IV – test facility/site, s 1.5endurance time tests, Type II/III/IV – test plate cleanliness, ss 4.7.1, 11.4.1endurance time tests, Type II/III/IV – testing agent – independence from fluid manufacturer, s 1.4.1endurance time tests, Type II/III/IV – testing agent role/duties, ss 1.4.2, 3.2endurance time tests, Type II/III/IV – variability across test plates, s 4.6.3endurance time tests, Type II/III/IV – viscosity check on unsheared sample, s 3.2.2endurance time tests, Type II/III/IV – viscosity reduction by manufacturer, s 3.3.1endurance time tests, Type II/III/IV – water droplet size – dye stain method, s 4.6.5endurance time tests, Type II/III/IV – water droplet size – laser diffraction method, s 4.6.5endurance time tests, Type II/III/IV – water droplet size – slide impact method with colloidal silver, s 4.6.5endurance time tests, Type II/III/IV – water droplet size – slide impact method with oil, s 4.6.5endurance time tests, Type II/III/IV – water hardness, nozzles, s 4.5.6endurance time tests, Type II/III/IV – WSET check on unsheared sample, s 3.2.1endurance time tests, Type II/III/IV, Title at p 1regression analysis method – icing intensity, s 4.6.2.2regression analysis method for icing intensity measurements, Type II/III/IV, s 4.6.2.2snow test history before year 2004, Foreword at p 1Type II/III/IV failure criteria, ss 4.7.2, 11.4.4water droplet size – dye stain method, s 4.6.5water droplet size – laser diffraction method, s 4.6.5water droplet size – slide impact method with colloidal silver, s 4.6.5water droplet size – slide impact method with oil, s 4.6.5

precipitation rate combinations may not be tested during a given winter; indoor tests are performed under controlledconditions.

Aircraft Deicing Documents – Issued by SAE G-12 Methods Committee


Documents Issued by the SAE G-12 Methods Committee

ARP4737H Aircraft Deicing/Anti-Icing Methods

Issued 2008-07-16 by SAE G-12 M.

ARP4737H establishes the minimum requirements for ground based aircraft deicing/anti-icing

methods and procedures to ensure the safe operation of aircraft during icing conditions. This

document does not specify requirements for particular aircraft models. Particular airline or aircraft

manufacturers' published manuals, procedures, or methods supplement the information contained

in this document.

It is the objective of SAE G-12 M to replace ARP4737H by AS6285 which was issued on August

19, 2016. The intent is for AS6285 is to become a standard adopted by all countries, ICAO, and

IATA as the new global standard for aircraft ground deicing and to cancel ARP4737H.

Keywords:3 minute rule. See three minute ruleaircraft deicing/anti-icing methods, Foreword at p 1aircraft ground deicing methods, Foreword at p 1aircraft skin temperature lower than OAT. See wing temperature lower than OATanti-icing – definition, s 3.4.2anti-icing [process], s 6.2anti-icing code, s 10.2anti-icing fluid – definition, s 3.3.2anti-icing procedure. See fluid application; fluid application, anti-icingapplication equipment. See deicing unitbrooms. See frozen contamination, removal of – with broomsbuffer. See freezing point buffercheck – definition, s 3.6check, alternative pretakeoff contamination. See pretakeoff contamination check, alternativecheck, contamination52. See contamination checkcheck, deicing/anti-icing. See post deicing/anti-icing checkcheck, flight control. See flight control checkcheck, fluid concentration, s 5, 5.3.2check, post deicing/anti-icing. See post deicing/anti-icing checkcheck, preflight. See preflight checkcheck, pretakeoff contamination. See pretakeoff contamination checkcheck, pretakeoff. See pretakeoff check

52 The contamination check (s 3.7, 6.1.1.1) and the preflight check (s 8.1.1) appear to be very similar. The purpose ofboth is to establish the need for deicing (s 3.7, 8.1.1). The preflight check can be done by flightcrew or ground crew(s 8.1.1 heading); the contamination check is to be performed according to section 8 (not specified which subparagraph). Presumably a more precise definition of both the contamination check and of the preflight check is neededto clearly establish the difference, if any.



check, tactile, s 6.4.4clean condition – air conditioning inlets and outlets, s 7.4clean condition – airstream direction probes, s 7.2clean condition – angle of attack sensors, s 7.2clean condition – control surfaces, s 7.1clean condition – engine inlets, s 7.3clean condition – fuel tank vents, s 7.6clean condition – fuselage, s 7.7clean condition – landing gear doors, s 7.5clean condition – landing gear, s 7.5clean condition – pitot heads, s 7.2clean condition – static ports, s 7.2clean condition – tail, s 7.1clean condition – wings, s 7.1clear ice, conditions conducive to formation of, ss 6.3.4.2a–c, 6.3.4.3clear ice, detection of, s 6.3.4.2d, 6.3.4.3clear ice, difficulty to detect, ss 6.3.4.1, 6.3.4.3clear ice, effect of cold soaking on formation of, s 6.3.4.3clear ice, formation of, s 6.3.4cold soaked wing – definition, ss 3.5.6, 3.9cold soaking, fueling, ss 6.3.4.3. 6.4cold soaking, refueling, s 6.3.4.3cold soaking, ss 6.3.4.3. 6.4combustion heaters, s 5.3.3communications, s 10contamination check – definition, ss 3.7, 6.1.1.1contamination check – performance of, s 6.1.1.1contamination check – to establish need for deicing, ss 3.7, 6.1.1.1critical component – definition, Foreword at p 1definition – anti-icing fluid, s 3.3.2definition – anti-icing, s 3.4.2definition – check, s 3.6definition – cold soaked wing, ss 3.5.6, 3.9definition – contamination check, ss 3.7, 6.1.1.1definition – critical component, Foreword at p 1definition – deicing fluid, s 3.3.1definition – deicing, s 3.4.1definition – deicing/anti-icing, one-step, s 3.4.3.1definition – deicing/anti-icing, s 3.4.3definition – deicing/anti-icing, two-step, s 3.4.3.2definition – diamond dust, s 3.5.9definition – fluid, Newtonian, s 3.3.3adefinition – fluid, non-Newtonian, s 3.3.3bdefinition – fluid, pseudoplastic, s 3.3.3bdefinition – freezing drizzle, s 3.5.4definition – freezing fog, s 3.5.2definition – freezing point buffer, s 3.2definition – freezing rain, heavy, s 3.5.11definition – freezing rain, light, s 3.5.5definition – freezing rain, moderate and heavy, s 3.5.11definition – freezing rain, moderate, s 3.5.11definition – frost buildup, local, s 6.4.1definition – frost, active, s 3.5.13



definition – frost, local, s 6.4.1definition – frost, s 3.5.1definition – grains of ice, s 3.5.15definition – hail, s 3.5.12definition – hail, small, s 3.5.15definition – high humidity on cold soaked wing, s 3.5.6definition – hoarfrost, s 3.5.14definition – HOT, s 3definition – ice crystals/diamond dust, s 3.5.9definition – ice pellets, s 3.5.15definition – ice, grains of, s 3.5.15definition – LOUT, s 3.3.3.1definition – one-step deicing/anti-icing, s 3.4.3.1definition – post deicing/anti-icing check, s 8.1.2definition – rain and snow, s 3.5.7definition – rain on cold soaked wing, s 3.5.6definition – representative surface, s 3.7definition – slush, s 3.5.8definition – snow grains, s 3.5.3definition – snow pellets, s 3.5.10definition – snow, s 3.5.3definition – snowflake, s 3.5.3definition – two-step deicing/anti-icing, s 3.4.3.2deicing – definition, s 3.4.1deicing – definition, s 3.4.1deicing – pre-deicing process, s 6.1deicing – pre-deicing-step53, s 6.1deicing facility, infrared. See infrared deicing facilitydeicing fluid – definition, s 3.3.1deicing fluid application strategy, s 6.1.2.5deicing unit – cleanliness, s 5.3.1deicing unit – operation in closed areas, s 5.3.3deicing unit – operation in poorly ventilated areas, s 5.3.3deicing, general strategy for, s 6.1.2.1deicing, s 6.1deicing. See also fluid application, deicing/anti-icingdeicing/anti-icing methods, Title at p 1deicing/anti-icing procedure – definition, s 3.4.3deicing/anti-icing, one-step – definition, s 3.4.3.1deicing/anti-icing, one-step, s 6.3.3.1, Tables A1–A2deicing/anti-icing, two-step – definition, s 3.4.3.2deicing/anti-icing, two-step, s 6.3.3.2, Tables A1–A2deicing/anti-icing. See also fluid applicationdiamond dust – definition, s 3.5.9engine deicing, s 6.3.3.16flight control check, ss 6.3.1.2, 6.3.3.17, 7.8fluid acceptance – certificate of analysis, s 5.4.2fluid acceptance – certificate of conformance, s 5.4.2fluid acceptance – refractive index, s 5.4.2fluid acceptance – visual inspection, s 5.4.2fluid acceptance, s 5

53 Pre-deicing-step of ARP4737 is now called pre-deicing process in AS6285.



fluid application – air conditioning off 6.3.3.5fluid application – airframe manufacturer requirement, s 6.3.2fluid application – APU off, s 6.3.3.5fluid application – engines, ss 6.1.2.5.5, 6.3.3.1.6fluid application – fuselage, s 6.1.2.5.3fluid application – guidelines, Tables A1–A2fluid application – heat loss, s 6.1.2.1fluid application – landing gear and wheel bays, s 6.3.3.13fluid application – minimize dilution with the first step fluid, s 6fluid application – one-step, ss 3.4.3, 3.4.3.1, 6, 6.3.1.1.1, 6.3.1.2, 6.3.3.1, 11.1, Tables A1–A2fluid application – re-deicing, s 6.3.3.2fluid application – removal of all frozen contamination, s 6.3.1.1.3fluid application – symmetrical, s 6.3.3.4fluid application – temperature limits, s 6.3.1.1, Tables A1–A2fluid application – three minute rule. See three minute rulefluid application – two-step – compatibility of Type I with Type II/III/IV, s 6.3.3.2fluid application – two-step, ss 3.4.3, 6, 6.3.1.1, 6.3.1.1.1, 6.3.3.2, 6.4.3.4, 11.1, Tables A1–A2fluid application – vertical surfaces, s 6.1.2.5.2fluid application – wheel bays, ss 6.1.2.5.4, 6.3.3.13fluid application – windscreens, s 6.3.3.11fluid application – wing skin temperature lower than OAT, s 6.3.3.2, Tables A1–A2fluid application – wings/tail plane, s 6.1.2.5.1fluid application, anti-icing – amount required, s 6.2.4fluid application, anti-icing – clean aircraft, on, Table A2fluid application, anti-icing – insufficient amount, Table A2fluid application, anti-icing – maximum protection, s 6.2.3fluid application, anti-icing – not on top of contamination, s 6.2.3fluid application, anti-icing – one-step application of Type II/III/IV – residue formation, s 6fluid application, anti-icing – overnight aircraft, s 6.2.2fluid application, anti-icing – uniformity, s 6.2.4fluid application, deicing – quantity, minimum – 1 liter/m2, Table A1fluid application, deicing – quantity, minimum, s 6.3.1.1.3, Table A1fluid application, deicing – temperature application limits, s 6.3.1.1, Tables A1–A2fluid application, deicing – temperature at nozzle, minimum 60°C, s Tables A1–A2fluid application, s 6.3fluid check, ss 5, 5.1.6, 5.3.2fluid compatibility – Type I with Type II/III/IV, s 6.3.3.2fluid failure description – color change to white, s 6.4.4fluid failure description – loss of gloss, s 6.4.4fluid failure description – presence of ice crystals in the fluid, s 6.4.4fluid failure, deicing/anti-icing anew upon, s 6.3.3.2fluid mixing from different manufacturers, no, s 5.2.2fluid mixing of different types, no, s 5.2.2fluid storage. See storagefluid transfer system – chemical contamination, s 5.1.6fluid transfer system – dedicated, s 5.2.21fluid transfer system – design, s 5.2fluid transfer system – fluid manufacturer’s recommendation, s 5.2.1fluid transfer system – labeling of discharge points, s 5.2.3fluid transfer system – labeling of fill ports, s 5.2.3fluid transfer system – labeling, s 5fluid transfer system – no inadvertent mixing, ss 5.2.2, 5.2.3fluid transfer system – no mixing with fluid of different manufacturer, s 5.2.2



fluid transfer system – no mixing with fluid of different Types of fluids, s 5.2.2fluid transfer system – piping, s 5.2.1fluid transfer system – pumps, s 5.2.1fluid transfer system – shearing, s 5.2.1fluid transfer system – valves, s 5.2.1fluid, Newtonian – definition, s 3.3.3afluid, Newtonian – Type I, s 3.3.3afluid, non-Newtonian – definition, s 3.3.3bfluid, non-Newtonian – Type II/III/IV, s 3.3.3bfluid, pseudoplastic – definition, s 3.3.3bforced air, s 6.1freezing drizzle – definition, s 3.5.4freezing fog – definition, s 3.5.2freezing point buffer – definition, s 3.2freezing point buffer – Type I, s 3.3.3.1freezing point buffer – Type II/III/IV, s 3.3.3.1freezing point buffer, negative, s 6.1freezing rain, heavy – definition, s 3.5.11freezing rain, light – definition, s 3.5.5freezing rain, moderate – definition, s 3.5.11frost – definition, s 3.5.1frost, active – definition, s 3.5.13frost, local – definition, s 6.4.1frost, local – prevention – no HOT, s 6.4.3.6frost, local – prevention, s 6.4.3frost, local – symmetrical treatment, s 6.4.3.5frost, local, s 6.4frost, removal of, s 6.1.2.2frost. See also frost, localfrozen contamination, removal of – from engines, s 6.1.2.5.5frozen contamination, removal of – from fuselage, s 6.1.2.5.3frozen contamination, removal of – from landing gear, s 6.1.2.5.4frozen contamination, removal of – from tail plane, s 6.1.2.5.1frozen contamination, removal of – from vertical surfaces, s 6.1.2.5.2frozen contamination, removal of – from wheel bays, s 6.1.2.5.4frozen contamination, removal of – from wings, s 6.1.2.5.1frozen contamination, removal of – general strategy, s 6.1.2.1frozen contamination, removal of – with brooms, s 6.1frozen contamination, removal of – with forced air, s 6.1frozen contamination, removal of – with frozen contamination, removal of – with negative freezing point

buffer hot fluids, s 6.1frozen contamination, removal of – with heat, s 6.1frozen contamination, removal of – with hot water, s 6.1grains of ice – definition, s 3.5.15hail – definition, s 3.5.12hail, small – definition, s 3.5.15high humidity on cold soaked wing – definition, s 3.5.6hoarfrost – definition, s 3.5.14HOT – definition, s 3hot air, s 6.1HOT, end of, s 11.1HOT, maximum – neat heated or unheated Type III, s 6.2.3



HOT, maximum – neat unheated Type II/IV54, s 6.2.3HOT, s 11HOT, start of, s 11.1ice crystals/diamond dust – definition, s 3.5.9ice pellets – definition, s 3.5.15ice, grains of – definition, s 3.5.15ice, light, removal of, s 6.1.2.2ice, removal of, s 6.1.2.4infrared deicing facility – procedure for aircraft inspection, s 6.1.3.3infrared deicing facility – procedure for anti-icing aircraft, s 6.1.3.4infrared deicing facility – procedure for deicing aircraft, s 6.1.3.2infrared deicing facility – procedure for removal of frozen contamination, s 6.1.3infrared facility. See infrared deicing facilitylabeling, s 5.2.3local frost. See frost, localLOUT – definition, s 3.3.3.1LOUT – wing temperature lower than OAT, ss 6.3.3.1. 6.3.3.2negative buffer, s 6negative freezing point buffer. See freezing point buffer, negativeNewtonian fluid. See fluid, Newtonianno spray – control surface cavities, s 6.3.3.8no spray – engines, s 6.3.3.8no spray – intakes and outlets, s 6.3.3.8no spray directly – air stream direction detectors, s 6.3.3.7no spray directly – angle of attack airflow sensors, s 6.3.3.7no spray directly – brakes, s 6.3.3.6no spray directly – cabin windows, s 6.3.3.9no spray directly – exhausts, s 6.3.3.6no spray directly – flight deck windows, s 6no spray directly – flight deck windows, s 6.3.3.9no spray directly – pitot heads, s 6.3.3.7no spray directly – static vents, s 6.3.3.7no spray directly – thrust reversers, s 6.3.3.6no spray directly – wheels, s 6.3.3.6OAT, wing temperature lower than, ss 6.3.3.1, 6.3.3.2, 6.3.4.3, 6.4, 6.4.1one-step deicing/anti-icing – definition, s 3.4.3.1pilot-in-command. Foreword at p 1post deicing/anti-icing check – before aircraft dispatch, s 8.1.2post deicing/anti-icing check – by qualified personnel, s 8.1.2post deicing/anti-icing check – definition, s 8.1.2post deicing/anti-icing check – integral part of deicing/anti-icing process, s 8.1.2pre-deicing process – brooms, s 6.1pre-deicing process – forced air, s 6.1pre-deicing process – hot air, s 6.1pre-deicing process – hot water, s 6.1pre-deicing process – negative freezing point buffer heated fluid, s 6.1pre-deicing process, s 6.1preflight check – by flightcrew, s 8.1.1preflight check – by ground crew, s 8.1.1

54 Compare to s 7.b.(5) of FAA Notice N 8900.374 Revised-FAA Approved Deicing Program Updates, Winter 2106-2017.



preflight check – walk around, s 8.1.1preflight check, s 8.1.1pre-step process55. See pre-deicing processpretakeoff check, ss 8.1.3, 9pretakeoff contamination check – by flightcrew, s 8.1.4pretakeoff contamination check – when HOT exceeded, s 8.1.4pretakeoff contamination check – within 5 minutes of takeoff, s 8.1.4pretakeoff contamination check, alternative, s 8.1.4pretakeoff contamination check, s 8.1.4pseudoplastic fluid. See fluid, pseudoplasticrain and snow – definition, s 3.5.7rain on cold soaked wing – definition, s 3.5.6representative surface – definition, s 3.7representative surface – use for situational awareness, ss 3.7, 8.1.3representative surface, use of, ss 3.7, 8.1.3residue. See also Type II/IV residueresidue. See Type II/III/IV residuesampling frequency, ss 5.1.6, 5.4.3slipperiness, s 5slush – definition, s 3.5.8small hail. See hail, smallsnow – definition, s 3.5.3snow grains – definition, s 3.5.3snow grains subset of snow, s 3.5.3.1snow pellets – definition, s 3.5.10snow, removal of, s 6.1.2.3snowflake – definition, s 3.5.3snowflake, formation of, s 3.5.3storage – annual inspection, s 5.1.6storage – contamination check – frequency, s 5.1.4storage – contamination check, s 5.1.4storage – corrosion at liquid vapor interface, s 5.1.5storage – corrosion check, s 5.1.4storage – corrosion in vapor space, s 5.1.4storage – dedicated, s 5.1.1storage – degradation check – frequency, s 5.1.4storage – degradation check, s 5.1.4storage – dissimilar metals, s 5storage – effect of prolonged heating s 5storage – galvanic couple s 5.1.2storage – labeling, s 5.1.3storage – prolonged heating s 5storage – sampling frequency s 5.1.6storage – temperature, ss 5, 5.1.5storage – water loss, s 5sublimation, frost formation by, s 3.5.1temperature at nozzle, s 3.3.2three minute rule, reason for, s 6.3.3.2three minute rule, s 6.3.3.2, Tables A1– A2

55 Large quantity of accumulated frozen contamination are at times removed with hot water, negative freezing pointbuffer fluids or mechanical means. ARP4737H calls it a “pre-step process” whereas AS6285 calls it “pre-deicingprocess”. In the Guide, it is indexed as pre-deicing process.



training – ADF/AAF handling/performance implications, s 4.1.3training – aircraft surface contamination, s 4.1.3training – contractor deicing, s 4.1.3training – deicing/anti-icing procedures, s 4.1.3training – dispatchers, ss 4, 4.1.2, 4.1.3training – effects of snow, frost and ice, s 4.1.3training – equipment and facilities, s 4.1.3training – flightcrews, ss 4, 4.1.2, 4.1.3training – ground crews, ss 4, 4.1.2, 4.1.3training – HOT, use of, s 4.1.3training – initial, s 4.1.1training – recurrent, s 4.1.2training and qualification, s 4training records, s 4training success, s 4.1two-step deicing/anti-icing – definition, s 3.4.3.2Type I – application guidelines. See fluid applicationType I – compatibility with Type II/III/IV, s 6.3.3.2Type I – LOUT, s 6.3.1.1.2Type I – Newtonian fluid, s 3.3.3aType I – three minute rule. See three minute ruleType I – use of concentrate form, no, s 3.3Type II/III/IV – compatibility with Type I, s 6.3.3.2Type II/III/IV – fluid transfer system, s 5.2Type II/III/IV – non-Newtonian, s 3.3.3bType II/III/IV – water loss, s 5, 6.2.2.1Type II/III/IV – application guidelines. See fluid applicationType II/III/IV degradation upon heating, s 5, 5.4.4Type II/III/IV degradation upon water loss ss 5, 6.2.2.1Type II/III/IV dehydration. See Type II/II/IV – water lossType II/III/IV residue cleaning, s 6.3.1.2Type II/III/IV residue detection, s 6.3.1.2Type II/III/IV residue formation – conditions conducive to, s 6.3.1.2Type II/III/IV residue inspection, s 6.3.1.2Type II/III/IV residue, effect of – flight control problems, s 6.3.1.2Type II/III/IV residue, s 6.3.1.2water loss – Type I – undesirable aerodynamic effects, s 5water loss – Type II/III/IV – degradation and lower HOT, s 5water loss due to heating ss 5, 5.4.4wing skin temperature lower than OAT, ss 6.3.3.1, 6.3.3.2, Tables A1–A2WSET – Type I compatibility with Type II/III/IV, s 6.3.3.2

AS6285 Aircraft Ground Deicing/Anti-Icing Processes

Issued 2016-08-19 by SAE G-12 M.

This is the first of the global standards to be issued. It provides the procedures to perform deicing

and anti-icing of aircraft that are subject any form of ice, snow and frost.



Keywords:aircraft deicing/anti-icing methods, Foreword at p 1aircraft ground deicing methods, Foreword at p 1aircraft operator – responsibilities, s 3.2aircraft operator – responsibility for aircraft ground deicing programs, s 3.2aircraft operator – responsibility for correct deicing/anti-icing procedures, Rationale par 4 at p 1, s 3.2aircraft operator – responsibility for management responsibilities , s 3.2aircraft operator – responsibility for pilot-in-command, s 3.2aircraft skin temperature lower than OAT. See wing temperature lower than OATairport – responsibilities, s 3.4airport – responsibility for DDF operability, s 3.4airport – responsibility for environmental regulation compliance, s 3.4airport – responsibility for fluid logistics airside, s 3.4airport – responsibility for health and safety, s 3.4airport – responsibility for message boards, s 3.4airport – responsibility for weather support, 3.4anti-icing – definition, s 2.2.2banti-icing code – definition, s 2.2.2banti-icing code, ss 3.3, 5.4, 5.5, 5.7, 5.8anti-icing fluid – definition, s 2.2.2banti-icing procedure. See fluid application; fluid application, anti-icinganti-icing, s 8.5application equipment. See deicing unitATC – responsibilities, s 3.8audit pool, s 4.1brooms. See frozen contamination, removal of – with broomsbuffer. See freezing point buffercheck – definition, s 2.2.2bcheck, clear ice, s 7.1check, contamination. See contamination checkcheck, deicing/anti-icing. See post deicing/anti-icing checkcheck, flight control. See flight control checkcheck, fluid. See fluid checkcheck, pretakeoff contamination. See pretakeoff contamination checkcheck, pretakeoff. See pretakeoff checkcheck, tactile – aircraft manufacturer requirements, s 7.2check, tactile – clear ice detection, s 7.1check, tactile – definition, s 2.2.2bcheck, tactile, ss 7.1, 8.5.2fclean aircraft concept, s 3.5clean condition – air conditioning inlets and outlets, s 6.4clean condition – air conditioning pressure-release valves, 6.4clean condition – angle of attack sensors, s 8.7.8clean condition – control surfaces, s 6.1clean condition – critical surfaces, s 6clean condition – engine control system probes, s 6.3clean condition – engine cooling intakes, s 6.3clean condition – engine exhaust, s 6.3clean condition – engine fan blades, s 6.3, 8.4.13clean condition – engine inlets, s 6.3clean condition – engine intake, s 8.4.13clean condition – engine leading edge, s 6.3clean condition – engine ports, 6.3



clean condition – engine spinner cones, s 6.3clean condition – flight deck windows, s 6.8clean condition – fuel tank vents, 6.6clean condition – fuselage – presence of frost, s 6.7clean condition – fuselage, s 6.7clean condition – horizontal stabilizer, s 6.1clean condition – landing gear doors, s 6.5clean condition – landing gear, ss 6.5, 8.7.12clean condition – nose, s 6.8clean condition – outflow valves, s 6.4clean condition – pitot tubes, s 6.2clean condition – propellers, ss 6.3, 8.4.13clean condition – radome, s 6.8clean condition – rudder, s 6.1clean condition – sensor – angle of attack, ss 6.2, 7.3clean condition – sensor – temperature, ss 6.2, 7.3clean condition – sensor, s 6.2clean condition – sensors near heated windows, s 6.8clean condition – static ports, s 6.2clean condition – tail, s 6.1clean condition – vertical stabilizer, s 6.1clean condition – wheel bays, s 8.7.12clean condition – window caution, heated, note at s 6.8clean condition – window, flight deck, s 6.8clean condition – wings, s 6.1clean condition – wingtip devices, s 6.1clean condition, s 6clear ice, cold soaked – definition, s 2.2.2bclear ice, conditions conducive to formation of, ss 2.2.2b, 8.7.18clear ice, detection of, s 8.7.18clear ice, difficulty to detect, ss 2.2.2b, 8.7.18cold soaked clear ice – definition, s 2.2.2bcold soaked effect – definition s 2.2.2bcold soaked fuel frost – definition, s 2.2.2bcold soaked stabilizer, 8.5.2cold soaked wing ice/frost – definition, s 2.2.2bcold soaked wing, s 8.5.2cold soaking – definition, s 2.2.2bcold soaking – fuel caused, ss 2.2.2b, 6.1, 7, 7.3a, 8.5.2combustion heaters – asphyxiation danger in poorly ventilated areas, s 4.3.3, 9.1communication with flightcrew – absence of flightcrew at time of deicing56, s 5.2ccommunication with flightcrew – ACARS, s 5.7communication with flightcrew – after deicing/anti-icing, s 5.2communication with flightcrew – all clear signal, s 5.6communication with flightcrew – anti-icing code, ss 3.3, 5.4, 5.5, 5.7, 5.8communication with flightcrew – before starting deicing/anti-icing, ss 5.2, 5.7communication with flightcrew – CDF, s 5.7communication with flightcrew – contamination check reporting to flightcrew XXXXXXcommunication with flightcrew – DDF, s 5.7communication with flightcrew – deicing unit proximity sensor activation, s 5.10

56 AS6285 is not explicit about the need to communicate with the flightcrew if deicing/anti-icing is performed in itsabsence. See s 13.a of FAA Notice N 8900.374 for more information.



communication with flightcrew – electronic flight bag, s 5.7communication with flightcrew – engines-on, s 5.7communication with flightcrew – English language, s 5.1communication with flightcrew – flight interphone, s 5.1, 5.7communication with flightcrew – frost removal with Type I in non-active frost, note at s 5.1communication with flightcrew – frost, local, s 8.5.2communication with flightcrew – hand signals, s 5.1communication with flightcrew – interruption of deicing/anti-icing, s 8.7.17communication with flightcrew – message boards, s 5.1, 5.7communication with flightcrew – off-gate, 5.7communication with flightcrew – phraseology, s 5.9communication with flightcrew – post deicing/anti-icing check completion, s 5.4. 5.4fcommunication with flightcrew – printed forms, s 5.1communication with flightcrew – proximity sensor activation, s 5.10communication with flightcrew – scripts, s 5.8communication with flightcrew – verbal, precedence of, s 5.7communication with flightcrew – VHF, s 5.1communications, s 5contamination [frozen] – definition, s 2.2.2bcontamination check – definition, s 2.2.2bcontamination check – establishes need for deicing , s 7.5,contamination check – performance of, s 5.7bcontamination check – verification of all areas needing clean condition [See clean condition], s 7contamination check– definition, s 2.2.2bcontamination check excludes clear ice check, 7.1contamination check– responsibility of qualified personnel, s 5.7bcritical component – definition, Rationale par 3 at p 1critical surface – definition, Rationale par 3 at p 1DAQCP, s 4.1definition – anti-icing code, s 2.2.2bdefinition – anti-icing fluid, s 2.2.2bdefinition – anti-icing, s 2.2.2.definition – check, contamination, s 2.2.2bdefinition – check, s 2.2.2bdefinition – check, tactile, s 2.2.2bdefinition – clear ice, cold soaked, s 2.2.2bdefinition – cold soaked clear ice, s 2.2.2bdefinition – cold soaked effect, s 2.2.2bdefinition – cold soaked fuel frost, s 2.2.2bdefinition – cold soaked wing ice/frost, s 2.2.2bdefinition – cold soaking, s 2.2.2bdefinition – contamination [frozen], s 2.2.2bdefinition – contamination check, s 2.2.2bdefinition – critical component, Rationale par 3 at p 1definition – critical surface, Rationale par 3 at p 1definition – deicing fluid, s 2.2.2bdefinition – deicing service provider, s 2.2.2bdefinition – deicing, s 2.2.2bdefinition – deicing/anti-icing, s 2.2.2bdefinition – freezing drizzle, s 2.2.2bdefinition – freezing fog, s 2.2.2bdefinition – freezing point buffer, negative, s 2.2.2b



definition – freezing point buffer57, s 2.2.2bdefinition – freezing rain, light, s 2.2.2bdefinition – frost, active, s 2.2.2bdefinition – frost, local, s 2.2.2bdefinition – frost, s 2.2.2bdefinition – hail, s 2.2.2bdefinition – hoarfrost, s 2.2.2bdefinition – HOT, s 2.2.2bdefinition – ice pellets, s 2.2.2bdefinition – LOUT, s 2.2.2bdefinition – may (SAE), s 2.2.2adefinition – proximity sensor, s 2.2.2bdefinition – refractive index, s 2.2.2bdefinition – refractometer, s 2.2.2bdefinition – residue/gel, s 2.2.2bdefinition – rime ice, s 2.2.2bdefinition – shall (SAE), s 2.2.2adefinition – should (SAE), s 2.2.2adefinition – slush, s 2.2.2bdefinition – snow grains, s 2.2.2bdefinition – snow pellets, s 2.2.2bdefinition – snow s 2.2.2bdefinition – staff, qualified, s 2.2.2bdefinition – storage tank, s 2.2.2bdeice/anti-ice, decision to – aircraft deicing or anti-iced before flightcrew arrival, s 7deice/anti-ice, decision to – aircraft subject to snow or ice conditions during taxi, s 7deice/anti-ice, decision to – aircraft subject to snow or ice conditions, s 7deice/anti-ice, decision to – aircraft was subjected to ice or snow conditions while parked, s 7deice/anti-ice, decision to – cold soaked aircraft with ice or frost, s 7deice/anti-ice, decision to – following contamination check by flightcrew, s 7deice/anti-ice, decision to – following contamination check by ground brew, s 7deice/anti-ice, decision to – ice accretion in flight, s 7deicing – definition, s 2.2.2bdeicing See also fluid application, deicing/anti-icingdeicing facility, infrared. See infrared deicing facilitydeicing fluid – definition, s 2.2.2bdeicing provider – responsibilities, s 3.3deicing service provider – definition, s 2.2.2bdeicing service provider. See service providerdeicing unit – asphyxiation danger in poorly ventilated areas, s 4.3.3, 9.1deicing unit – operation in confined areas, s 9.1deicing unit – operation in poorly ventilated areas, s 9.1deicing, general strategy for, s 8.4.5deicing, local area – symmetrical fluid application, s 8.4.8deicing, local area, s 8.4.8deicing, s 8.4deicing/anti-icing – absence of flightcrew at the time of, s 5.2cdeicing/anti-icing – definition, s 2.2.2bdeicing/anti-icing contracts, s 1.2deicing/anti-icing processes, Title at p 1deicing/anti-icing See also fluid application

57 Correct expression is “freezing” point, not “freeze” point, as spelled in AS6285.



deicing/anti-icing, aircraft requirements after. See clean conditiondeicing/anti-icing, interruption of, s 8.7.17deicing/anti-icing, one-step, s 8.7.1, Tables 1–2deicing/anti-icing, two-step, s 8.7.2, Tables 1–2engine deicing – deicing fluid, s 8.4.13engine deicing – hot air, s 8.4.13, 8.7.15engine deicing – mechanical means, s 8.4.13engine deicing, s 8.4.13engine icing, conditions conducive to – freezing fog, s 8.7.15engine icing, conditions conducive to – freezing precipitation, 8.7.15flaps and slats contamination – blowing snow, s 8.7.14flaps and slats contamination – in flight-ice accretion, s 8.7.14flaps and slats contamination – not visible when retracted, 8.7.14flaps and slats contamination – splash up during taxi, s 8.7.14flight control check, s 7.6flight control, ss 7.6, 8.6.2, 8.7.1, 8.7.2fluid acceptance – certificate of conformity, s 4.3.1afluid acceptance – cleaning certificate, s 4.3.1afluid acceptance – color, 4.3.1bfluid acceptance – concentration [by refraction], s 4.3.1bfluid acceptance – foreign body contamination [aka suspended matter], 4.3.1bfluid acceptance – label check, s 4.3.1afluid acceptance – pH, s 4.3.1bfluid acceptance – previous load documentation, s 4.3.1afluid acceptance – refractive index, s 4.3.1bfluid acceptance – suspended matter [aka foreign body contamination], s 4.3.1bfluid acceptance – viscosity, s 4.3.1bfluid acceptance – visual inspection, s 4.3.1bfluid acceptance, s 4.3.1afluid application – air conditioning off, s 8.7.6fluid application – aircraft configuration, s 8.7.5fluid application – airframe manufacturer requirements, ss 1.1, 8.7.5, 8.7.9fluid application – APU bleed air off, s 8.7.6fluid application – composite surfaces, s 8.4.4fluid application – elevator, s 8.7.4fluid application – engine manufacturer requirements, s 1.1fluid application – engine, ss 8.7.6, 8.7.9, 8.4.13, 8.7.15fluid application – flaps and slats, s 8.7.14fluid application – flight deck windows, ss 8.7.10. 8.7.11fluid application – fuselage, s 8.4.10fluid application – guidelines, Tables 1–2fluid application – heat loss, s 8.4.1fluid application – horizontal stabilizer, s 8.7.4fluid application – interruption – communication with flightcrew s 8.7.17fluid application – interruption, s 8.7.17fluid application – landing gear and wheel bays, s 8.4.12fluid application – minimize dilution with the first step fluid, s 8.4.5fluid application – one-step, ss 5.4d, 8.1, 8.4.7,8.4.8, 8.5.3, 8.6.1, 8.6.2, 8.7.1, 8.7.2, Tables 1–2fluid application – re-deicing, s 8.3bfluid application – removal of all frozen contamination, s 8.4.5fluid application – removal of diluted fluid, s 8.4.5fluid application – rudder, s 8.7.4fluid application – steering system, s 8.4.12



fluid application – symmetrical, s 8.7.4fluid application – temperature limits, ss 2.2.2b, 8.5.1, Tables 1–2fluid application – three minute rule58

fluid application – two-step – compatibility of Type I with Type II/III/IV, s 8.5fluid application – two-step, ss 8.5.2c, 8.5.3, 8.6.1, 8.6.2, 8.7.2, Tables 1–2fluid application – vertical stabilizer, s 8.7.4fluid application – wheel bays, s 8.4.12fluid application – windscreens, s 8.7.11fluid application – wing skin temperature lower than OAT, Tables 1–2fluid application – wing, s 8.7.4fluid application, anti-icing – amount required, s 8.7.2, Tables 2fluid application, anti-icing – before first step fluid freezes, s Tables 1–2fluid application, anti-icing – clean aircraft, on, Table 2fluid application, anti-icing – insufficient amount, Table 2fluid application, anti-icing – maximum protection, s XXXfluid application, anti-icing – not on top of contamination, s 8.7.1fluid application, anti-icing – one-step application of Type II/III/IV – residue formation, s 8.7.1fluid application, anti-icing – overnight aircraft, s 8.5fluid application, anti-icing – uniformity, s 8.5.1fluid application, deicing – quantity, minimum – 1 liter/m2, Tables 1–2fluid application, deicing – quantity, minimum, Tables 1–2fluid application, deicing – temperature application limits, Tables 1–2fluid application, deicing – temperature at nozzle, minimum 60°C, Tables 1–2fluid check – daily, s 4.3.3fluid check – frequency, ss 4.3.2.1, 4.3.2.2, 4.3.3fluid check – pre-season, s 4.3.2fluid check – records, s 4.3fluid check – within-season, s 4.3.2fluid check, ss 4.3 – 4.3.6fluid compatibility – Type I with Type II/III/IV59fluid failure description – color change to white, s 8.5.2ffluid failure description – loss of gloss, s 8.5.2ffluid failure description – presence of ice crystals in the fluid, s 8.5.2ffluid failure, deicing/anti-icing anew upon, s 8.7.2fluid mixing from different manufacturers, no, s 10.2fluid mixing of different types, no, s 10.2fluid sampling procedure60, s 4.3.6fluid sampling, nozzle – collection with stand, s 4.3.6afluid sampling, nozzle – collection with trash cans, s 4.3.6bfluid storage. See storagefluid transfer system – chemical contamination, s 10.2fluid transfer system – dedicated, s 10.2fluid transfer system – design, s 10.2fluid transfer system – fluid manufacturer’s recommendation, s 10.2

58 The three minute rule of ARP4737H has been replaced in AS6285 by rule whereby the second step fluid has to beapplied before the fluid of the first step freezes, s 8.7.1, Tables 1–2.59 See footnote 61.60 Although not covered in AS6285, a complete sampling procedure should cover safety precautions, personalprotective equipment, special hazards at airport such as movement of trucks and aircraft, specific procedure forsampling delivery trucks, storage tanks, deicing unit tanks, drums, totes, warning about the possible high temperatureof fluid, disposal of excess fluid taken during sampling, site clean up after sampling, specific sampling equipment(e.g., zone sampler). specific type of sample bottle.



fluid transfer system – hoses, s 10.2fluid transfer system – labeling of discharge points, s 10.2fluid transfer system – labeling of fill ports, s 5.2.3fluid transfer system – labeling, s 10.2fluid transfer system – no inadvertent mixing, s 10.2fluid transfer system – no mixing with fluid of different manufacturer, s 10.2fluid transfer system – no mixing with fluid of different Types of fluids, s 10.2fluid transfer system – nozzle, s 10.2fluid transfer system – piping, s 10.2fluid transfer system – pumps, s 10.2fluid transfer system – shearing, s 10.2fluid transfer system – valves, s 10.2fluid, pseudoplastic, s 8.5.3forced air, s 8.2, 9.1freezing drizzle – definition, s 2.2.2bfreezing fog – definition, s 2.2.2bfreezing point buffer – definition, s 2.2.2bfreezing point buffer – Type I, s 4.3.3.1freezing point buffer – Type II/III/IV, 2.2.2bfreezing point buffer, negative – definition, s 2.2.2bfreezing rain, light – definition, s 2.2.2bfrost – definition, s 2.2.2bfrost, active – definition, s 2.2.2bfrost, active – formation conditions, s 2.2.2bfrost, local – definition, s 2.2.2bfrost, local – flightcrew communications, s 8.5.2ffrost, local – fluid application (≥ 50°C) when frost starts to form, s 8.5.2c frost, local – fluid application and coverage, 8.5.2afrost, local – fluid application to clean surface, 8.5.2cfrost, local – prevention – aircraft operator approval, s 8.5.2bfrost, local – prevention – no HOT, ss 5.4, 8.5.2efrost, local – prevention – trained personnel, s 8.5.2bfrost, local – prevention, s 8.5.2frost, local – removal, s 8.4.8frost, local – symmetrical treatment, ss 8.4.8, 8.5.2dfrost, local, s 8.5.2frost, removal of, s 8.4.2frost. See also frost, localfrost/hoarfrost – definition, s 2.2.2bfrozen contamination, removal of – from elevator, s 8.4.6frozen contamination, removal of – from engine fan blades, 8.7.15frozen contamination, removal of – from engines, s 8.7.15frozen contamination, removal of – from flaps, s 8.4.9frozen contamination, removal of – from flight deck windows, s 8.4.11frozen contamination, removal of – from fuselage, s 8.4.10frozen contamination, removal of – from hard wing aircraft, s 8.4.6frozen contamination, removal of – from horizontal stabilizer, s 8.4.6frozen contamination, removal of – from landing gear, s 8.4.12frozen contamination, removal of – from lower wing surface, s 8.4.7frozen contamination, removal of – from nose [aircraft], s 8.4.11frozen contamination, removal of – from propeller driven aircraft, s 8.4.6frozen contamination, removal of – from radome, s 8.4.11frozen contamination, removal of – from underwing surface, 8.4.7



frozen contamination, removal of – from vertical surfaces, s 8.4.9frozen contamination, removal of – from wheel bays, s 8.4.12frozen contamination, removal of – from wings, s 8.4.6frozen contamination, removal of – general strategy, ss 8.4.1, 8.4.5frozen contamination, removal of – with brooms, s 8.2frozen contamination, removal of – with fluid injected into forced air, s 8.2frozen contamination, removal of – with fluid, s 8.4frozen contamination, removal of – with forced air, s 8.2frozen contamination, removal of – with frozen contamination, removal of – with negative freezing point

buffer hot fluids, s 8.2frozen contamination, removal of – with heat, s 8.2frozen contamination, removal of – with hot water, s 8.2frozen contamination, removal of – with infrared, ss 8.2, 8.3ground deicing and anti-icing program, s 3.5hail – definition, s 2.2.2bhoarfrost – definition, s 2.2.2bholdover time. See HOTHOT – definition, s 2.2.2bHOT – effect of aircraft surface coatingHOT – estimated time of protection, s 8.5.3HOT – publication by FAA and Transport Canada, s 8.5.3HOT – responsibility of HOT guideline data remains with user, s 8.5.3HOT, end of, s 8.5.3HOT, maximum – neat Type II/III/IV, s 8.5.3HOT, reduction of – heavy precipitation rates, s 8.5.3HOT, reduction of – high moisture content precipitation, s 8.5.3HOT, reduction of – high wind velocity, s 8.5.3HOT, reduction of – jet blast, s 8.5.3HOT, reduction of – wing skin temperature lower than OAT, s 8.5.3HOT, s 8.5.3HOT, start of, s 8.5.3ice accretion, in-flight, s 8.7.14ice pellets – definition, s 2.2.2bice, light, removal of, s 8.4.2ice, removal of, s 8.4.4impact ice. See ice accretion, in-flightinfrared deicing – functional description, s 8.3binfrared deicing facility – general requirements, s 8.3ainfrared deicing facility – procedure for aircraft inspection, s 8.3cinfrared deicing facility – procedure for anti-icing aircraft, s 8.3dinfrared deicing facility – procedure for deicing aircraft, s 8.3binfrared deicing, s 8.3infrared facility. See infrared deicing facilitylocal frost. See frost, localLOUT – definition, s 2.2.2bLOUT – Type I, s 8.6.1LOUT – wing skin temperature lower than OAT, ss 2.2.2.b, 8.7.1, 8.7.2, Tables 1–2may (SAE) – definition, s 2.2.2anegative buffer. See freezing point buffer, negativenegative freezing point buffer. See freezing point buffer, negativeno spray – APU, s 8.7.9no spray – control surface cavities, s 8.7.9no spray – exhausts, s 8.7.7



no spray – intakes and outlets, s 8.7.9no spray directly – air stream direction detectors, s 8.7.8no spray directly – angle of attack airflow sensors, s 8.7.8no spray directly – brakes, ss 8.7.7, 8.4.13no spray directly – cabin windows, s 8.7.10no spray directly – electrical components, s 8.7.7no spray directly – engine core, s 8.4.13no spray directly – engine probes, s 8.7.9no spray directly – engine, s 8.7.9, 8.4.13no spray directly – flight deck windows, s 8.7.10no spray directly – pitot heads, s 8.7.8no spray directly – static ports, s 8.7.8no spray directly – thrust reversers, s 8.7.7no spray directly – wheels, ss 8.7.7, 8.4.13no spray directly – wing openings, s 8.4.6no spray directly – wire harness, s 8.7.7nozzle samples. See fluid sampling, nozzleOAT, wing temperature lower than, Tables 1–2one-step deicing/anti-icing, s 8.7.1pilot-in-command – responsibility for clean aircraft, Rationale par 5 at p 1, s 3.1post deicing/anti-icing check – before aircraft dispatch, 7.3post deicing/anti-icing check – by qualified staff, 7.3post deicing/anti-icing check – elements of, s 7.3post deicing/anti-icing check – from points offering visibility of all treated surfaces, s 7.3post deicing/anti-icing check – incorporated in deicing/anti-icing operation or as separate check, s 7.3post deicing/anti-icing check – repetition, s 7.3cpost deicing/anti-icing check – responsibility to conduct, s 5.5post deicing/anti-icing check excludes clear ice check, s 7.3post deicing/anti-icing check, ss 5.5, 7.3pre-deicing process – brooms, s 8.2pre-deicing process – forced air with fluid, s 8.2pre-deicing process – forced air, s 8.2pre-deicing process – heat, s 8.2pre-deicing process – heavy frozen contaminant accumulation, s 8.4.3pre-deicing process – hot air, s 8.2pre-deicing process – hot water, s 8.2pre-deicing process – infrared, s 8.2pre-deicing process – negative freezing point buffer hot fluid, s 8.2pre-deicing process, s 8.2preflight check – by ground crew, s 7preflight check – by flightcrew, s 7pretakeoff check – assessment by flightcrew if HOT is still appropriate, s 7.4pretakeoff check, ss 7.4, 7.5, 8.5.3pretakeoff contamination check – alternative is re-deicing, s 7.5pretakeoff contamination check – when critical surface conditions cannot be determined by flightcrew, s 7.5pretakeoff contamination check – when HOT exceeded, s 7.5pretakeoff contamination check, s 7.5program, ground deicing and anti-icing, s 3.5proximity sensor – definition, s 2.2.2bproximity sensor activation – communications with flightcrew, ss 5.10, 8.7.19proximity sensor activation – reporting procedure, s 8.7.19proximity sensor activation, deicing unit, s 5.10quality assurance – audit, s 4.1



quality assurance subset of quality program, s 4quality assurance, s 4.1quality control program, s 4.2quality control subset of quality program, s 4quality program superset of quality assurance and quality control, s 4refractive index – definition, s 2.2.2brefractometer – definition, s 2.2.2bregulator – responsibilities, s 3.5regulator – responsibility for regulations and guidance material, s 3,5regulator – responsibility for airline operator deicing programs, s 3.5regulator – responsibility for policies and standards supporting the clean aircraft concept, s 3.5regulator – responsibility for regulations and guidance material on clean aircraft concept, s 3.5residue. See Type II/III/IV residueresidue/gel – definition, s 2.2.2brime ice – definition, s 2.2.2bsample bottle label – concentration [e.g., 100/0, 75/25, 50/50], s 4.3.6csample bottle label – date sample taken, s 4.3.6csample bottle label61 – hazard categorysample bottle label – name of airline or company sending the sample, see footnote 61sample bottle label – name of vessel [e.g., deicing unit 5, storage tank B, tote 57]. s 4.3.6csample bottle label – origin [airport code, city], s 4.3.6csample bottle label – product name, s 4.3.6csample bottle label – where the sample was taken from [e.g., nozzle, bottom valve, top of tank, middle of

tank], s 4.3.6csampling frequency, ss 4.3.2.1, 4.3.2.2, 4.3.3sampling, nozzle. See fluid sampling, nozzleservice provider – responsibilities, s 3.3shall (SAE) – definition, s 2.2.2ashould (SAE) – definition, s 2.2.2aslipperiness, s 10.1slush – definition, s 2.2.2bsnow – definition, s 2.2.2bsnow grains – definition, s 2.2.2bsnow grains subset of snow [for HOT], s 2.2.2bsnow pellets – definition, s 2.2.2bsnow, removal of, s 8.4.3snowflake formation, s 2.2.2bstaff, qualified – definition, s 2.2.2bstorage – annual inspection, s 10.1storage – contamination check, s 10.1storage – corrosion at vapor space, s 10.1storage – corrosion check, s 10.1storage – corrosion in vapor space, s 10.1storage – dedicated, s 10.1storage – degradation check – frequency, s 10.1storage – degradation check, s 10.1storage – dissimilar metals, s 10.1storage – effect of prolonged heating s 4.3.4storage – galvanic couple s 10.1storage – label, s 10.1

61 Although not listed in section 4.3.6c of AS6285, the following should appear on a sample label: name of the airlineor company sending the sample and hazard category of the fluid, a mandatory requirement for shipping chemicals.



storage – labeling, conspicuous, s 10.1storage – prolonged heating s 10.3storage – sampling frequency s 10.1storage – temperature, s 10.1storage – viscosity test, s 4.3.2.3storage – water loss, s 10.3storage tank – definition, s 2.2.2bsublimation, frost formation by, s 2.2.2btemperature at nozzle, Tables 1–2training, s 11two-step deicing/anti-icing, 8.7.2Type I – acetate based, s 8.5Type I – application guidelines. See fluid applicationType I – compatibility with Type II/III/IV62

Type I – formatted based, s 8.5Type I – functional description, s 8.5.3Type I – LOUT, s 2.2.2b, Table 1Type I – maximum concentration, ss 4.3.3.1, 8.6.1Type I – use of concentrate form, no, s 8.6Type II/III/IV – application guidelines. See fluid applicationType II/III/IV – fluid transfer system – dedicated, s 10.2Type II/III/IV – fluid transfer system – labeling, s 10.2Type II/III/IV – fluid transfer system, s 10.2Type II/III/IV – functional description, s 8.5.3Type II/III/IV – LOUT differs for dilutions, Table 2Type II/III/IV – minimum quantity (1 liter/m2), s 8.5.1Type II/III/IV – removal from flight deck windows, 8.7.11Type II/III/IV – thickness application, sufficient, s 8.5, 8.5.1Type II/III/IV – use as deicing fluid – residue inspection and cleaning program required, ss 8.7.1, 8.7.2Type II/III/IV – use in first-step of two-step process – residue inspection and cleaning program required, s

8.7.2Type II/III/IV – use in one-step deicing – residue inspection and cleaning program required, s 8.7.2Type II/III/IV – water loss, ss 8.5, 10.3Type II/III/IV 50/50 – cold soaked wing, do not used for, Table 2Type II/III/IV 50/50 – tolerance on fluid/water mixtures, s 4.3.3.3Type II/III/IV 75/25 – tolerance on fluid/water mixtures, s 4.3.3.3Type II/III/IV degradation – heating, s 10.3Type II/III/IV degradation – water loss s 10.3Type II/III/IV dehydration. See Type II/II/IV – water lossType II/III/IV residue cleaning program, s 8.7.1Type II/III/IV residue cleaning, s 8.7.16Type II/III/IV residue detection, ss 8.7.1, 8.7.2Type II/III/IV residue formation – conditions conducive to, ss 8.6.2, 8.7.1, 8.7.2, 8.7.16Type II/III/IV residue formation – no takeoff and no precipitation after fluid application, s 6.9Type II/III/IV residue formation – Type I to alleviate, s 8.7.1Type II/III/IV residue formation – use of Type II/III/IV without Type I, s 8.7.2Type II/III/IV residue inspection, ss 8.7.1, 8.7.2, 8.7.16Type II/III/IV residue, effect of – flight control problems, s 8.7.1, 8.7.2

62 The following sentence, present in ARP4737H, is missing from AS6285: “When a fluidconforming to AMS1428 is used to perform step two in a two step (sic) deicing/anti-icing operation, and the fluidused in step one is a Type I fluid conforming to AMS1424, a test shall be made to confirm that the combination ofthese fluids does not significantly reduce the WSET performance of the AMS1428 fluid."



Type II/III/IV residue, s 8.7.16water loss – Type I – undesirable aerodynamic effects, s 10.3water loss – Type II/III/IV – degradation and lower HOT, s 10.3water loss due to heating s 10.3windows with wipers, flight deck – removal of Type II/III/IV, s 6.8windows, flight deck – removal of Type II/III/IV, s 6.8wing skin temperature lower than OAT, ss 8.5.3, 8.7.2, Tables 1–2

AS6257 Flight and Ground Crew Aircraft De/Anti-icing Phraseology (under ballot)

AS6257 is being balloted by SAE G-12 M.

As this document is under ballot and not issued, it is not indexed.

AS6287 contains standardized phraseology for communication between aircraft flight and ground

crews during aircraft deicing operations. It covers contact protocols, aircraft configuration, de/anti-

icing treatment needed and post deicing reporting requirements.

AS5537 Weather Support to Deicing Decision Making (WSDMM) Winter WeatherNowcasting System

AS5537 issued 2004-05-04 by SAE G-12 M.

AS5537 provides guidelines for the deployment of WSDMM nowcasting weather system which

is a form of holdover time determination system (HOTDS). This system converts real-time snow

data and other precipitation data into liquid water equivalent data which is matched to endurance

time data using appropriate regression equation. The system provides a check time for an aircraft

treated with Type I/II/II/IV fluids. The check time is used to determine the fluid protection

capability in varying weather conditions.

Keywords:GEONOR, s 4HOTDS – WSDMM, Foreword at p 1LWES, Foreword at p 1METAR snowfall intensity underestimation. See snowfall intensity, METAR – underestimation.nowcasting, Title at p 1snow gauge – hotplate, s 4snow gauge – precipitation, s 4snow gauge, Foreword at p 1, s 4snowfall intensity, METAR – underestimation in heavily rimed snow, Foreword at p 2, s 1.2snowfall intensity, METAR – underestimation in snow containing single crystals of compact shape, s

Foreword at p 2, s 1.2



snowfall intensity, METAR – underestimation in wet snow, Foreword at p 2, s 1.2snowfall rate – liquid water equivalent, Foreword at p 2, s 1.2weather support to deicing decision making, Title at p 1wind shield – single alter, s 4.1WSDMM, Title at p 1

AIR1335A Ramp De-icing

Issued 2000-03-01 by SAE G-12 M. To be cancelled, as it was replaced by ARP4737.

As this document is to be cancelled, it is not indexed.

Documents Issued by the SAE G-12 Ice Detection Committee

AS5681B Minimum Operational Performance Specification for Remote On-GroundIce Detection Systems

AS5681B issued 2016-05-17 by SAE G-12 ID.

AS5681B specifies the minimum operational performance specification (MOPS) of remote on-

ground ice detection systems (ROGIDS). ROGIDS are ground-based systems that indicate whether

frozen contamination is present on aircraft surfaces.

ROGIDS are intended to be used during aircraft ground deicing operations to inform ground crews

or flightcrews about the condition of the aircraft.

AS5681B presents a functional description of ROGIDS, design requirements, minimum

performance requirements, laboratory tests conditions to evaluate the ROGIDS, recommended test

procedure to demonstrate compliance with the minimum requirements and operational evaluation

requirements to verify the performance of in-service ROGIDS.

Keywords:accident rate, aircraft ground icing catastrophic, s D.4.1accidents, aircraft ground icing – categories – detected frozen contamination but ignored, s D.3.1accidents, aircraft ground icing – categories – fluid failure after deicing, s D.3.1accidents, aircraft ground icing – categories – undetected frozen contamination, s D.3.1accidents, aircraft ground icing – categories – undetected frozen contamination after deicing, s D.3.1accidents, aircraft ground icing – historical data, ss D.3.1, D.4, D.5anti-icing – definition, s 2.2.1check, post-deicing – definition, s 2.2.1clear ice – definition, s 2.2.1clear ice occurrence – inflight, s 2.2.1clear ice occurrence – on the ground, s 2.2.1



clear ice, detection of – ROGIDS, s 1.3clear ice, detection of – ROGIDS as supplement to tactile pre-deicing check, s 1.3clear ice, detection of – ROGIDS as supplement to visual pre-deicing check, s 1.3clear ice, detection of – ROGIDS detection threshold, s 4.1.1clear ice, detection of – ROGIDS v tactile check, Foreword at par 3 at p 1clear ice, detection of – ROGIDS v visual check, Foreword at par 3 at p 1clear ice, difficulty to detect s 2.2.1clear ice, undetected – probability estimate, s D.4.1contaminant, frozen. See frozen contaminationcontamination, frozen. See frozen contaminationcritical ice contamination – definition, s D.3.2critical ice contamination rate, s D.4.1definition – anti-icing, s 2.2.1definition – check, pre-deicing, s 2.2.1definition – clear ice, s 2.2.1definition – critical ice contamination, s D.3.2definition – deicing event, s 2.2.1definition – deicing, s 2.2.1definition – failure, latent, s 2.2.1definition – fluid failure, s 2.2.1definition – frozen contamination, s 2.2.1definition – ice contamination, critical, s D.3.2definition – illuminance, s 2.2.2definition – ROGIDS detection angle, maximum, s 2.2.1definition – ROGIDS detection angle, minimum, s 2.2.1definition – ROGIDS detection distance, maximum, s 2.2.1definition – ROGIDS detection distance, minimum, s 2.2.1definition – ROGIDS false negative, s 2.2.1definition – ROGIDS false positive, s 2.2.1definition – ROGIDS, s 2.2.1definition – system, s 2.2.1deicing – definition, s 2.2.1deicing event – definition, s 2.2.1deicing events – historical data 1985-2005, s D.3.1deicing events – worldwide estimate 1985-2005, s D.3.1failed fluid. See fluid failurefailure, deicing/anti-icing fluid. See fluid failurefailure, fluid. See fluid failurefailure, latent – definition, s 2.2.1failure, latent, ss 2.2.1, 3.7.2,failure, undetected. See failure, latentfluid failure – definition, s 2.2.1fluid failure description – adherence of frozen contamination, s 2.2.1fluid failure description – dulling of surface reflectivity, s 2.2.1fluid failure description – no absorption of precipitation, s 2.2.1fluid failure description – presence of frozen contamination in the fluid, s 2.2.1fluid failure description – presence of frozen contamination on the fluid, s 2.2.1fluid failure description – random snow accumulation, s 2.2.1fluid failure description – snow accumulation, s 2.2.1fluid failure description – surface freezing, s 2.2.1fluid failure description, s 2.2.1frost, detection of – ROGIDS less reliable than visual check, Foreword at par 4 at p 1frost, detection of – ROGIDS v visual check, Foreword at par 4 at p 1

Aircraft Deicing Documents – Issued by G-12 Deicing Facilities Committee


frozen contaminant63. See frozen contaminationfrozen contamination – definition, s 2.2.1ice contamination, critical – definition, s D.3.2ice contamination, critical – probability estimate, s D.4.2ice detection system, remote on-ground. See ROGIDSice, clear. See clear iceilluminance – definition, s 2.2.2remote on-ground ice detection system. See ROGIDSROGIDS – definition, s 2.2.1ROGIDS alternative to tactile post-deicing check, s 1.3ROGIDS alternative to visual post-deicing check, s 1.3ROGIDS approval by regulator, ss 1.1, 1.3ROGIDS approval for post-deicing check, s 1.3ROGIDS approval for pre-deicing check, s 1.3ROGIDS clear ice detection v tactile check, Foreword at par 3 at p 1ROGIDS design requirement, s 3ROGIDS detection angle, maximum – definition, s 2.2.1ROGIDS detection angle, minimum – definition, s 2.2.1ROGIDS detection distance, maximum – definition, s 2.2.1ROGIDS detection distance, minimum – definition, s 2.2.1ROGIDS detection of clear ice – detection threshold, s 4.1.1ROGIDS detection of clear ice pre-deicing, s 4.1ROGIDS detection of frost – below reliable detection threshold, Foreword par 3 at p 1ROGIDS detection of frost – undefined, s 4.1ROGIDS detection of residual clear ice post-deicing during precipitation, s 4.1ROGIDS detection of residual clear ice post-deicing, s 4.1ROGIDS detection of slush – undefined, s 4.1ROGIDS detection of snow – undefined, s 4.1ROGIDS detection threshold, s 4.1.1ROGIDS false negative – definition, s 2.2.1ROGIDS false positive – definition, s 2.2.1ROGIDS frost detection v visual check, Foreword at par 4 at p 1ROGIDS functional description – clear ice detection, s 1.3ROGIDS human factors tests, Foreword at par 3-4 at p 1ROGIDS latent failure rate, ss 2.2.1, 3.7.2, D.3.2ROGIDS minimum operational performance specification, Title at p 1, ss 1, 1.1, 4ROGIDS minimum performance specification, s 4ROGIDS monitored surface – definition, s 2.2.1ROGIDS MOPS, Title at p 1, ss 1, 1.1, 4ROGIDS performance specification in environmental test conditions, minimum, s 5ROGIDS performance specification, minimum, s 4ROGIDS performance, minimum operational, s 6ROGIDS regulatory requirements, ss 1.1, 1.3ROGIDS v human inspection, s D.3.1ROGIDS, effect of fluid foam on, s 4.3ROGIDS, hand held, s 1.3ROGIDS, pedestal mounted, s 1.3ROGIDS, Title at p 1ROGIDS, vehicle mounted, s 1.3system – definition, s 2.2.1

63 Frozen contaminants and frozen contamination are generally used as synonyms.



Documents Issued by the SAE G-12 Deicing Facilities Committee

ARP5660A Deicing Facility Operational Procedures

ARP5660A issued 2011-01-06 by SAE G-12 DF.

ARP5660A provides guidelines for the standardization of safe operating procedures to be used in

performing the services and maintenance at designated deicing facilities (DDF), centralized

deicing facilities (CDF) or remote deicing facilities. AIR5660A should be used by regulators and

airport authorities to develop and standardize approvals and permits for the establishment and

operation of a DDF. The coordination of stakeholders is required prior to the approval of design

plans for a deicing facility. Operating procedures must be agreed to, in writing, by all air operators,

airport authorities, regulators and service providers prior to commencing deicing operations.

Keywords:ACARS – definition, s 2.3CDF – definition, s 2.3CDF subset of DDF, Foreword at p 1CDF. See also DDFcentral deicing facility. See CDFcentralized deicing facility. See CDFcontrol point – definition, s 2.3control point. See also transfer pointDDF – approval, s 14DDF – control boundaries, s15.2DDF – definition, s 2.3DDF – design of, s 1.2DDF – documentation, s 11DDF – emergency action plans, s 7DDF – emergency communications protocol, Table A3DDF – engines-on deicing, Rationale at p 1, ss 3.2, 4.1.4, 4.2.5.1DDF – environmental considerations, s 5DDF – fluid acceptance, ss 12.2.3, 12.2.4DDF – fluid management, s 12DDF – fluid testing, ss 12.2.5, 12.2.6DDF – operational procedure, ss 1.1, 3DDF – phraseology, Appendix ADDF – pilot brief sheet, Appendix BDDF – pre-storm planning, s 15.1, Table 1DDF – quality control, s 13DDF – safety, s 9DDF – service provider, single, s 4.3.1DDF – service providers, several, s 4.3.2DDF – snow removal, s 8DDF – spent fluid, s 5.9DDF superset of centralized deicing facility, s 1.1



DDF superset of remote deicing facility, s 1.1definition – ACARS, s 2.3definition – CDF, s 2.3definition – control point, s 2.3definition – DDF, s 2.3definition – deicing bay, s 2.3definition – deicing coordinator, s 2.3definition – deicing crew, s 2.3definition – deicing facility, s 2.3definition – deicing lead, s 2.3definition – deicing operator, s 2.3definition – deicing pad, s 2.3definition – deicing vehicle operator, primary, s 2.3definition – ground coordinator, s 2.3definition – ice house, s 2.3definition – iceman, s 2.3definition – pad control point, s 2.3definition – pad control, s 2.3definition – pad leadership, s 2.3definition – pink snow, s 2.3definition – primary deicing vehicle operator, s 2.3definition – remote deicing facility, s 2.3definition – slot management, s 2.3definition – snow desk, s 2.3definition – snow, pink, s 2.3definition – staging area, s 2.3definition – transfer point, s 2.3definition – windrows, s 2.3deicing bay – definition, s 2.3deicing coordinator – definition, s 2.3deicing crew – definition, s 2.3deicing facility – definition, s 2.3deicing facility – operational procedure, Title at p 1deicing facility, designated. See DDFdeicing facility, remote subset of DDF p 1deicing lead – definition, s 2.3deicing operator – definition, s 2.3deicing operator – definition, s 2.3deicing pad – definition, s 2.3deicing vehicle operator, primary – definition, s 2.2designated deicing facility. See DDFengines-on deicing, Rationale at p 1, ss 3.2, 4.1.4, 4.2.5.1fluid acceptance – DDF, ss 12.2.3, 12.2.4frozen contamination, removal of – with forced air at DDF, s 3.3frozen contamination, removal of – with infrared at DDF, s 3.3frozen contamination, removal of – with steam at DDF, s 3.3glycol mitigation, s 5.11ground coordinator – definition, s 2.3hand signals, ss 4.2.1, 4.2.6ice house – definition, s 2.3iceman – definition, s 2.3message boards – use at DDF, s 4.1.4pad control – definition, s 2.3



pad control point – definition, s 2.3pad leadership – definition, s 2.3pink snow – definition, s 2.3primary deicing vehicle operator – definition, s 2.3remote deicing facility – definition, s 2.3remote deicing facility subset of DDF, s 15.2remote deicing facility. See also DDF (designated deicing facility)slot management – definition, s 2.3snow desk – definition, s 2.3snow removal – DDF, s 9snow, pink – definition, s 2.3staging areas64 – definition, s 2.3transfer point – definition, s 2.3windrows – definition, s 2.3

ARP4902B Design of Aircraft Deicing Facilities

Issued 2013-03-28 by SAE G-12 DF.

ARP4902B provides guidance material to assist in assessing the need for and feasibility of

developing deicing facilities, the planning (size and location) and design of deicing facilities

including environmental and operational considerations.

Keywords:ADF, spent. See also deicing facility – spent ADFaircraft deicing facility. See deicing facilityaircraft deicing pad. See deicing padcommon fluid, s 6.1.3definition – deicing facility, remote, s 2.2.1.2definition – deicing facility, s 2.2.1definition – deicing facility, terminal, s 2.2.2.1definition – deicing pad, s 2.2.2definition – remote deicing facility, s 2.2.1.2deicing facility – aircraft failure, s 6.5.1.5deicing facility – aircraft marshaling plan, s 6.5.1.1deicing facility – aircraft parking area, s 2.2.2deicing facility – apron perimeter, s 4.5.2deicing facility – ATC, coordination with, s 6.2deicing facility – BOD, s 5.2deicing facility – COD, s 5.2deicing facility – common fluid, s 6.1.3deicing facility – construction, Foreword p 1, s 4deicing facility – definition, s 2.2.1deicing facility – deicing pad safety, s 6.7.1deicing facility – deicing vehicle maneuvering area, s 2.2.2deicing facility – design, Title at p 1, s 4

64 Section 2 of ARP4902B defines staging area, yet the deicing pad definition refers to staging bay.



deicing facility – disabled aircraft, ss 3.2.2.2, 6.5.1.2deicing facility – drainage and collection, ss 4.6, 5.3.2deicing facility – drainage, ss 3.2.1.4, 3.5.3.1, 4.1, 4.5, 5.3.2deicing facility – effect on water quality, s 5.1.2deicing facility – emergency evacuation, s 6.5.1.5deicing facility – emergency response, s 6.9.2deicing facility – engine shutdown/restart, s 6.5.1.2deicing facility – environmental considerations, s 5deicing facility – environmental reporting, s 6.9.6deicing facility – equipment failures, s 6.5.1.2deicing facility – facility activation, s 6.4.4deicing facility – FBO, s 6.1.1.4deicing facility – fluid segregation, s 5.3.3deicing facility – gate hold procedure, s 6.2.2deicing facility – glycol – oxygen depleting potential, s 5.1.1deicing facility – glycol recovery vehicle, ss 5.3.3, 5.5.2deicing facility – grooved pavements, s 4.5.1deicing facility – ground power unit, s 6.6.6deicing facility – ground water protection, s 5.3.5deicing facility – GRV, s 5.3.3, 5.5.2deicing facility – jet blast, s 4.3.3, 6.8deicing facility – location considerations, s 3deicing facility – nighttime lighting systems, s 4.4.2deicing facility – oil/water separator, s 5.3.2.2deicing facility – pad configuration, s 4.3deicing facility – passenger emergency, s 6.5.1.5deicing facility – pavement lighting, s 4.4.1.2deicing facility – pavement markings, s 4.4.1.1deicing facility – pavement system, s 4.5deicing facility – pH, s 5.2deicing facility – piping, s 5.3.1deicing facility – planning, Foreword at p 1deicing facility – prevailing winds, s 4.3.5deicing facility – recycling ADF, s 5.4.2deicing facility – secondary containment, s 5.3.1deicing facility – security requirements, s 6.9.5deicing facility – signage, s 6.5.1.4deicing facility – snow removal, ss 4.6.3, 6.5.2.1deicing facility – spent ADF – above ground storage tanks, s 5.3.4.3deicing facility – spent ADF – biological degradation, s 5.4.2deicing facility – spent ADF – detention pond, ss 4.6.5.2, 5.3.4.1deicing facility – spent ADF – disposal, s 5.4.1deicing facility – spent ADF – photochemical oxidation, s 5.4.4deicing facility – spent ADF – recycling, s 5.4.3deicing facility – spent ADF – storage size, s 5.3.4deicing facility – spent ADF – underground storage tanks, s 5.3.4.2deicing facility – spent ADF – waste water treatment plant, s 5.4.2deicing facility – storage, s 5.3.1deicing facility – storm drain system, s 5.3.2.2deicing facility – storm water, s 4.6.5deicing facility – surface water, s 5.3.2.1deicing facility – taxi routes, s 6.2.3deicing facility – throughput demand, s 6.6.1



deicing facility – TOC, s 5.2deicing facility – total suspended solids, s 5.2deicing facility – valve types, s 5.3.2.2deicing facility – vehicle staging, s 6.6.3deicing facility – wingtip separation, s 4.3.1deicing facility superset of remote deicing facility, s 2.2deicing facility superset of terminal deicing facility, s 2.2deicing facility, remote – definition, s 2.2.1.2deicing facility, terminal – definition, s 2.2.2.1deicing pad – definition, s 2.2.2deicing service provider, s 6.1.1.1FBO, s 6.1.1.4FBO. See also service providerfluid, common, s 6.1.3gate hold procedure, s 6.2.2GRV, ss 5.3.3, 5.5.2remote deicing facility – definition, s 2.2.1.2remote deicing facility subset of deicing facility, s 2.2service provider, deicing/anti-icing, ss 1, 6.1.1, 6.1.2, 6.1.5,service provider, s 6.1.1.1snow removal, s 6.5.2.1spent ADF. See ADF, spenttaxi routes, s 6.2.3terminal deicing facility subset of deicing facility, s 2.2

AS5635 Message Boards (Deicing Facilities)

AS5635 issued 2005-02-16 by SAE G-12 DF.

AS5635 establishes the minimum standard requirements for message boards deicing facilities

including the minimum content and appearance of the display, functional capabilities, design,

inspection, and testing requirements

Keywords:deicing facility – message boards, Title at p 1message boards – aircraft entry, s 3.4.3.1message boards – aircraft exit, s 3.4.3.4message boards – aircraft positioning, s 3.4.3.2message boards – deicing/anti-icing information, s 3.4.3.3message boards – design requirements, s 3message boards – inspection and testing, s 4message boards – minimum design requirement, s 3.5message boards – precedence of verbal communications, s 3.4.3message boards – purpose, s 3.2message boards – safety requirements, s 3.6message boards – system malfunction, s 3.6.2message boards – technical requirements, s 3.3message boards, Title at p 1

Aircraft Deicing Documents – Issued by the SAE G-12 Equipment Committee


Documents Issued by the SAE G-12 Equipment Committee

ARP1971C Aircraft Deicing Vehicle - Self-Propelled

Revised 2011-05-06 by SAE G-12 E.

ARP1971C covers requirements for a self-propelled, boom type aerial device, equipped with an aircraft

deicing/anti-icing fluid spraying system.

Keywords:aircraft deicing vehicle – self-propelled. See deicing unitanti-icing truck. See deicing unitbasket. See deicing unit – basketboom. See deicing unit – boomdeicing truck. See deicing unitdeicing unit – acceptance, s 4deicing unit – aerial basket, ss 3.1, 3.2.3, 3.4deicing unit – aerial device, s 3.4deicing unit – aircraft inspection, use for, s 1deicing unit – aircraft maintenance, use for, s 1deicing unit – basket capacity, s 3.2.3deicing unit – basket, ss 3.1, 3.2.3, 3.4deicing unit – blower, s 3.2.9deicing unit – boom, s 3.4deicing unit – chassis, s 3.3.9deicing unit – combustion heaters, s 3.2.7deicing unit – controls and instrumentation, s 3.6deicing unit – fast heating system, s 3.2.7deicing unit – fill ports – different sizes, s 3.9.19deicing unit – fill ports, s 3.9.19deicing unit – fluid contamination65, s 3.5.6deicing unit – fluid delivery pressure, s 3.2.4deicing unit – fluid delivery rate, s 3.2.4deicing unit – fluid delivery temperatures, s 3.2.4deicing unit – fluid fill couplings, s 3.9.19deicing unit – fluid fill ports, s 3.9.19deicing unit – fluid heating system ss 3.2.7, 3.5.15-17, 3.9.25deicing unit – fluid heating system, electric 3.9.25deicing unit – fluid labeling, s 3.5.1deicing unit – fluid level gauges, s 3.6.8deicing unit – fluid mixing system, ss 3.9.2, 3.9.3deicing unit – fluid pressure gauge, s 3.9.20deicing unit – fluid proportioning system, ss 3.2.5, 3.9.2, 3.9.3deicing unit – fluid pumps – circulating/mixing, s 3.9.1deicing unit – fluid pumps – on demand, s 3.9.1

65 ARP1971C does not offer an exhaustive list of potential sources of chemical contamination, for example when newequipment is placed into service, it may have been shipped with an antifreeze solution in the pump and piping system.This antifreeze solution is an unwanted contaminant and needs to be cleaned off. Rain can enter through covers, socan melted snow. Often deicing trucks tanks are filled with water in the summertime for training purpose; care shouldbe taken to drain the water before the deicing truck is put back into service.



deicing unit – fluid pumps – positive displacement, s 3.9.1deicing unit – fluid pumps – rotary diaphragm, s 3.9.1deicing unit – fluid pumps – test for fluid shear degradation, s 3.9.1deicing unit – fluid pumps – Type II/III/IV, s 3.9.1deicing unit – fluid pumps, s 3.9.1deicing unit – fluid spray pattern, s 3.5.11deicing unit – fluid system, s 3.5deicing unit – fluid tank capacity, s 3.5.2deicing unit – fluid tank fittings, s 3.5.5deicing unit – fluid tank, s 3.9.1deicing unit – fuel capacity, s 3.2.10deicing unit – hose couplings, s 3.9.19deicing unit – hot water deicing system, ss 3.5.4, 3.9.2, 3.9.27deicing unit – inspection of aircraft, s 1deicing unit – labeling of, s 3.2.12deicing unit – maintenance manuals, s 5deicing unit – markings on, s 3.2.12deicing unit – mixing system. See deicing unit – fluid mixing systemdeicing unit – modifications, s 6.4deicing unit – nozzle – ground level – Type I only, s 3.5.2deicing unit – nozzle – pressure gauge, s 3.9.23deicing unit – nozzle – rate of flow adjustment, s 3.5.11deicing unit – nozzle – spray patterns, s 3.5.11deicing unit – nozzle – test for degradation, s 3.9.1deicing unit – nozzle – Type II/III/IV, ss 3.9.1–3.9.3deicing unit – nozzle, adjustable, s 3.5.11deicing unit – nozzle, ss 3.5.10, 3.5.12, 3.9.1 - 3.9.3deicing unit – on-board fluid mixing system, ss 3.9.2, 3.9.3deicing unit – parts, ss 5.2, 6.1deicing unit – personnel basket. See deicing unit – basketdeicing unit – product support, s 6deicing unit – proportioning mix system, ss 3.9.2, 3.9.3, 3.9.27deicing unit – pumps. See deicing unit – fluid pumps, s 9.1deicing unit – speed control device, s 3.8.9deicing unit – speed, s 3.2.1deicing unit – spray nozzle See deicing unit – nozzledeicing unit – tank capacity, s 3.2.5deicing unit – tank covers, s 3.5.6deicing unit – tank rain entry prevention, s 3.5.6deicing unit – technical requirements, s 3deicing unit – training by manufacturer, s 6.3deicing unit – Type II, II and IV system, ss 3.9.1–3.9.3deicing unit – use for aircraft maintenance, s 1deicing unit – use for inspection, s 1deicing/anti-icing truck. See deicing unithose couplings, s 3.9.19hot water deicing system, ss 3.5.4, 3.9.2, 3.9.27hot water deicing. See also deicing unit – hot water deicingnozzle. See also deicing unit – nozzlepump. See also deicing unit – fluid pump

Aircraft Deicing Documents – Issued by the SAE G-12 Equipment Committee


AIR6284 Forced Air or Forced Air/Fluid Equipment for Removal of FrozenContaminants

Issued 2015-01-22 by SAE G-12 E.

Forced air is a process by which an air stream is utilized to remove accumulation of frozen

contamination from the aircraft. Forced air can be used with or without deicing fluid, heated or

unheated. AIR6284 provides information on equipment, safety, operation, and methodology for

use of deicing vehicles equipped with forced air.

air stream, Rationale at p 1, ss 3, 4.3.2, 5.1.3deicing unit – forced air. See forced airfoam – forced air application of Type II/III/IV, s 4.3.3forced air – air pressure at nozzle, pp 5-10forced air – air pressure, maximum, s 5.1.2forced air – air velocity v distance, p 11-16forced air – air velocity, pp 5-10forced air – air volumes, pp 5-10forced air – aircraft safety – debris, s 4.2forced air – debris as projectiles, ss 4.1, 4.2forced air – foam formation, s 4.3.3forced air – forcing frozen contamination in control areas, s 5.1.5forced air – incomplete removal of contaminants, s 5.1.1forced air – injected fluid quantity, pp 5-10forced air – noise levels s 4.1, pp 28-29forced air – personnel safety – noise, s 4.1forced air – personnel safety – projectiles, s 4.1forced air – post application check, s 5.1.6forced air – potential damage to landing gear, s 5.1.4forced air – potential damage to wheel well components s 5.1.4forced air – pressure distribution, p 17forced air – pressure loads, average, p 19forced air – pressure loads, peak, p 18forced air – pressure, average, p 17forced air – pressure, peak, p 17forced air – projectile formation, pp 40-41forced air – removal of frozen contamination, Title at p 1forced air – safety trials, pp 20-42forced air – sound level, s 4.1, pp 28-29forced air – with fluid – no HOT, s 4.3.1forced air – with fluid, Rationale at p 1forced air – with heated fluid, Rationale at p 1forced air – with unheated fluid, Rationale at p 1forced air – without fluid, Rationale at p 1frozen contamination, removal of – with forced air and fluid, Rationale at p 1frozen contamination, removal of – with forced air, Title at p 1HOT, no – Type I applied with forced air, s 4.3.1

Keywords:removal of frozen contamination with forced air, Rationale at p 1



removal of ice – forced air, pp 33, 34, 42removal of snow – forced air v fluid comparison, pp 35-39Type I – forced air – no HOT, s 4.3.1Type II/III/IV – application with forced air – foam, ss 4.3.3, 5.2.5 (warning)Type II/III/IV – application with forced air – thickness, s 4.3.3Type II/III/IV – application with forced air – viscosity check required, s 4.3.2Type II/III/IV degradation – forced air, s 4.3.2

ARP5058A Enclosed Operator’s Cabin for Aircraft Ground Deicing Equipment

Revised 2004-06-21 by SAE G-12 E.

ARP5058A sets guidelines and design requirements for an enclosed cabin for both mobile deicers

and fixed deicing equipment.

Keywords:deicing boom – variable height, s 3.2.1deicing boom, s 3.1deicing unit – cabin design requirements, s 1deicing unit – enclosed cabin. See enclosed cabinenclosed cabin – acceptance, s 4enclosed cabin – controls, s 3.3.5enclosed cabin – design requirements, s 1enclosed cabin – dual operator weight capacity, s 3.2.2enclosed cabin – general description, s 3.1enclosed cabin – guidelines, s 1enclosed cabin – ice detection system, s 3.6.3enclosed cabin – nozzle for Type II/III/IV, s 3.4.3enclosed cabin – nozzle requirements, s 3.4.3enclosed cabin – safety devices, s 3.5enclosed cabin – single operator weight capacity, s 3.2.2enclosed cabin – stability, ss 3.3.1–3.3.3enclosed cabin v open basket, s 3.1enclosed cabin, Title at p 1enclosed operator’s cabin. See enclosed cabinfixed deicing equipment – enclosed cabin, s 1ice detection system – enclosed cabin, optional equipment for, s 3.6.3mobile deicing equipment – enclosed cabin, s 1nozzle requirements– enclosed cabin, s 3.4.3ROGIDS – enclosed cabin, optional equipment for, s 3.6.3

Aircraft Deicing Documents – Issued by G-12 Training and Quality Control Committee


Documents Issued by the SAE G-12 Training and Quality ControlCommittee

ARP5149B Training Program Guidelines for Deicing/Anti-Icing of Aircraft on Ground

Revised 2013-11-06 by SAE G-12 T.

ARP5149B establishes the minimum criteria for effective training of air carrier and service

provider personnel to deice/anti-ice aircraft to ensure the safe operation of aircraft during ground

icing conditions. It includes recommendations for trainer qualification, for train-the-trainer in order

to ensure training is performed by competent and qualified individuals, provision for the use of

computer based training/e-learning/distant learning and computer based deicing simulators,

recommendations for language proficiency and qualification and competency for personnel

involved in deicing/anti-icing communications. It presents aircraft diagrams with spray and no-

spray zones.

Keywords:Airbus A300 spray area diagram, Appendix DAirbus A310 spray area diagram, Appendix DAirbus A318/319 spray area diagram, Appendix DAirbus A320 spray area diagram, Appendix DAirbus A321 spray area diagram, Appendix DAirbus A330 spray area diagram, Appendix DAirbus A340 spray area diagram, Appendix DAirbus A350 spray area diagram, Appendix DAirbus A380 spray area diagram, Appendix D`Airbus A400M spray area diagram, Appendix Danti-icing – definition, Appendix Aanti-icing fluid – definition, Appendix AATR AT42/AT72 spray area diagram, Appendix DBAE 146/Avro RJ spray area diagram, Appendix DBAE Jetstream JS31/JS41 spray area diagram, Appendix DBeechcraft B1900 spray area diagram, Appendix DBoeing B717 spray area diagram, Appendix DBoeing B727 spray area diagram, Appendix DBoeing B737 spray area diagram, Appendix DBoeing B747 spray area diagram, Appendix DBoeing B757 spray area diagram, Appendix DBoeing B767 spray area diagram, Appendix DBoeing B777 spray area diagram, Appendix DBoeing B787 spray area diagram, Appendix DBoeing C-17 spray area diagram, Appendix DBombardier Global Express spray area diagram, Appendix DCanadair RJ100/200 spray area diagram, Appendix D



Canadair RJ700/900/1000 spray area diagram, Appendix DCBT. See training, computer basedCessna Caravan C208 spray area diagram, Appendix Dcheck – definition, Appendix Acheck, flight control, s 10.11.1check, post-deicing – definition, Appendix Acheck, pretakeoff contamination. See pretakeoff contamination checkcheck, pretakeoff. See pretakeoff checkclear ice – definition, Appendix Aclear ice, conditions conducive to formation of, s 10.2clear ice, detection of, s 10.2cold soaked wing – definition, Appendix Acomputer based deicing simulators, Rationale at p 1, Appendix Ecomputer based deicing simulators. See training, computer based deicing simulatorcomputer based training. See training, computer basedcritical surface – definition, Appendix ADassault Falcon spray area diagram, Appendix Dde Havilland DASH-8 100/200/300 spray area diagram, Appendix Ddefinition – anti-icing fluid, Appendix Adefinition – anti-icing, Appendix Adefinition – buffer. See freezing point bufferdefinition – check, Appendix Adefinition – check, post-deicing. See definition – post deicing/anti-icing checkdefinition – check, preflight. See definition – preflight checkdefinition – clear ice, Appendix Adefinition – cold soaked wing, Appendix Adefinition – critical surface, Appendix Adefinition – deicing fluid, Appendix Adefinition – deicing, Appendix Adefinition – deicing/anti-icing, Appendix Adefinition – fluid, Newtonian, Appendix Adefinition – fluid, non-Newtonian, Appendix Adefinition – freezing drizzle, Appendix Adefinition – freezing fog, Appendix Adefinition – freezing point buffer, Appendix Adefinition – freezing point, Appendix Adefinition – freezing rain, light, Appendix Adefinition – frost, active, Appendix Adefinition – frost, Appendix Adefinition – hail, Appendix Adefinition – high humidity on cold soaked wing, Appendix Adefinition – high humidity, Appendix Adefinition – hoarfrost, Appendix Adefinition – HOT, Appendix Adefinition – ice crystals, Appendix Adefinition – ice pellets, Appendix Adefinition – post deicing/anti-icing check, Appendix Adefinition – pre-deicing-step, s 10.7.2definition – preflight check, Appendix Adefinition – pretakeoff check, Appendix Adefinition – pseudoplastic, Appendix Adefinition – rain on cold soaked wing, Appendix Adefinition – rain, Appendix A



definition – rime, Appendix Adefinition – shear force, Appendix Adefinition – slush, Appendix Adefinition – snow, Appendix Adeicing – definition, Appendix Adeicing fluid – definition, Appendix Adeicing program – air traffic control tower, s 3.1.3deicing program – ATC, s 3.1.3deicing program – flight operations plan, s 3.1deicing program – ground -operations plan, s 3.2deicing program – inclusion in aircraft operator manual for flightcrews, s 3.1.3deicing program – management plan, s 3deicing program – manager responsibilities, s 3deicing/anti-icing initiation conditions – after flightcrew is on board, s 10.4.1deicing/anti-icing initiation conditions – flightcrew check, s 10.4.1deicing/anti-icing initiation conditions – overnight aircraft prior to flightcrew arrival, s 10.4.1deicing/anti-icing initiation conditions – preflight check by flightcrew, s 10.4.1deicing/anti-icing initiation conditions – preflight check by ground crew, s 10.4.1distant learning. See training, computer basede-learning. See training, computer basedEmbraer E120 spray area diagram, Appendix DEmbraer E135/E140/E145 spray area diagram, Appendix DEmbraer E170/175 spray area diagram, Appendix DEmbraer E190/E195 spray area diagram, Appendix DFairchild Dornier D328 Propeller spray area diagram, Appendix DFairchild Dornier J328 Jet spray area diagram, Appendix DFairchild Metro/Merlin spray area diagram, Appendix Dflight personnel. See flightcrewfluid application – maximum temperature – trainingfluid, Newtonian – definition, Appendix Afluid, non-Newtonian – definition, Appendix Afoam confused as snow – training, s 10.7.1.5Fokker F70/F100 spray area diagram, Appendix Dfreezing drizzle – definition, Appendix Afreezing fog – definition, Appendix Afreezing point – definition, Appendix Afreezing point buffer – definition, Appendix Afreezing rain, light – definition, Appendix Afrost – definition, Appendix Afrost, active – definition, Appendix Afrost, active – formation conditions, Appendix AGulfstream spray area diagram, Appendix Dhail – definition, Appendix AHawker Siddeley HS 748 spray area diagram, Appendix Dhigh humidity – definition, Appendix Ahigh humidity on cold soaked wing – definition, Appendix Ahoarfrost – definition, Appendix AICAO language proficiency rating scale, Rationale at p 1, Appendix Fice crystals – definition, Appendix Aice pellets – definition, Appendix Aice, removal of – training, s 10.7.1.6Ilyushin IL62 spray area diagram, Appendix DIlyushin IL76 spray area diagram, Appendix D



Ilyushin IL96 spray area diagram, Appendix Dlanguage proficiency, ICAO, Rationale p 1, Appendix FLearjet spray area diagram, Appendix DLockheed C-130 spray area diagram, Appendix DLockheed L1011 spray area diagram, Appendix DMcDonnell Douglas DC-10/MD-10/MD-11 spray area diagram, Appendix DMcDonnell Douglas DC-8 spray area diagram, Appendix DMcDonnell Douglas DC-8 spray area diagram, Appendix DMcDonnell Douglas DC-9 spray area diagram, Appendix DMcDonnell Douglas MD-80/MD-90 spray area diagram, Appendix Dno spray zones, Appendix Dnon-Newtonian fluid. See fluid, non-Newtonianpersonal protective equipment, s 7.2.3post deicing/anti-icing check – definition, Appendix Apost deicing/anti-icing check – integral part of deicing/anti-icing process, Appendix Apre-deicing-step – definition, s 10.7.2preflight check – by flightcrew, Appendix Apreflight check – by ground crew, Appendix Apreflight check – definition, Appendix Apreflight check – walk around, Appendix Apretakeoff check – definition, Appendix Apretakeoff contamination check, Appendix Aprotective equipment, personal, s 7.2.3pseudoplastic – definition, Appendix Arain – definition, Appendix Arain on cold soaked wing – definition, Appendix Arefractometer – dual scale caution, s 5.4.1refractometer, use of, s 5.4.1rime – definition, Appendix ASAAB 340/2000 spray area diagram, Appendix Dshear force – definition, Appendix AShort 360 spray area diagram, Appendix Dsimulator, deicing. See training, computer based deicing simulatorslush – definition, Appendix Asnow – definition, Appendix Asnow removal, manual – training, s 10.7.1.1.5snow, blowing, s 10.4snow, foam confused as – training, s 10.7.1.5spay zones, Appendix Dtrainer qualification, Rationale at p 1training – air conditioning, s 10.6.1training – airframe manufacturer requirements, s 10.6.1training – all clear signal, s 10.13training – anti-icing code, s 10.12.7training – approval, s 9.1training – APU bleed air, s 10.6.1training – by trained and qualified personnel, s 4.1training – clean aircraft concept, s 4.7.1training – clear ice, s 10.2training – communications with flightcrew, s 10.5.1training – communications, s 4.7.3training – computer based – minimum requirements, Table E1training – computer based – oversight, s 4.1



training – computer based simulator – oversight, s 4.3training – computer based simulator, s 4.3training – computer based, Rationale at p 1training – computer based, s 4.1training – contamination recognition, ss 4.7.17, 13training – critical surface – air conditioning inlets/outlets, s 10.1.4training – critical surface – airstream direction detector probes, s 10.1.2training – critical surface – angle of attack sensors, s 10.1.2training – critical surface – engine inlets, s 10.1.2training – critical surface – fuel tank vents, s 10,1.6training – critical surface – fuselage, s 10.1.7training – critical surface – landing gear doors, s 10.1.5training – critical surface – landing gear, s 10.1.5training – critical surface – pitot heads, s 10.1.2training – critical surface – static ports, s 10.1.2training – critical surface – wing, tail and control surfaces, s 10.1.1training – critical surface inspection, s 10.1training – deicing facilities, s 4.7.6training – deicing log, s 10.14training – deicing procedures, s 4.7.13training – deicing report, s 10.12.6training – deicing technology, alternate, s 10.7.2training – deicing unit procedures, s 4.7.6, 6training – deicing unit, Appendix Ctraining – deicing/anti-icing initiation conditions – after flightcrew is on board, 10.4.1training – deicing/anti-icing initiation conditions – flightcrew check, s 10.4.1training – deicing/anti-icing initiation conditions – overnight aircraft prior to flightcrew arrival, s 10.4.1training – deicing/anti-icing initiation conditions – preflight check by flightcrew, s 10.4.1training – deicing/anti-icing initiation conditions – preflight check by ground crew, s 10.4.1training – dispatch, s 4.7training – emergency procedures, s 4.7.9training – engine manufacturer requirements, s 10.6.1training – engines-on deicing – center mounted engine aircraft, s 10.6.4.1.2.2training – engines-on deicing – jet aircraft, s 10.6.4.1.2training – engines-on deicing – propeller aircraft, s 10.6.4.1.1training – engines-on deicing – wing mounted aircraft, s 10.6.4.1.2.1training – engines-on deicing, s 10.6.4training – environmental impact, s 8.2training – environmental protection, s 8training – environmental regulations, s 8.3training – examination – computer based training, s 4.3.3training – examination, s 4.4training – fall protection, s 7.2.3training – first aid, ss 4.7.9, 7.3training – flight control check, s 10.11.1training – flight deck windows, care of, s 10.6.10training – flightcrew, s 4.7training – fluid application temperature, s 10.7.1.6training – fluid application, symmetrical, s 10.6.3training – fluid blending, s 5.4.3training – fluid concentration check, s 5.4.3training – fluid failure recognition, s 13training – fluid heating, s 5.2.3



training – fluid maximum pressure, s 10.7.6.1training – fluid residues, s 10.8.5training – fluid sampling, ss 4.7.7, 5.3training – fluid selection, s 4.7.11training – fluid storage and handling, s 4.7.7, 5training – fluid testing, ss 4.7.7, 5.4, 5.42training – fluid transfer systems, s 5.2.1training – footwear, safety, s 7.2.3training – freezing point depressant, identity of, s 8.1training – gloves, s 7.2.3training – ground crew initial, s 4.4.1.1training – ground crew recurrent, s 4.4.1.2training – ground crew, s 4.7training – ground icing conditions, s 4.7.2training – hazards of ice, snow and frost, s 4.7.1training – health and safety, s 4.7.9, 7training – hearing protection, s 7.2.3training – HOT, use of, s 4.7.14, 11training – human factors, s 7.1.2training – ice removal, s 10.7.1.6training – landing gear, deicing of, s 10.6.10training – no spray zones, ss 10.6.5–10.6.8training – personal protective equipment, s 7.2.3training – personnel to be trained – dispatch, s 4.2.1training – personnel to be trained – flightcrew, s 4.2.1training – personnel to be trained – ground crew, s 4.2.1training – personnel to be trained – service provider, s 9training – post deicing/anti-icing check, s 10.11training – practical evaluation, s 4.4.1training – pretakeoff checks, s 4.7.15training – procedure before departing gate, s 10.4.2training – refractometer, use of, s 5.4.1training – representative surfaces, ss 4.7.15, 12.1training – respiratory protection, s 7.2.3training – safety equipment, s 7.2.3training – sample label, s 5.3.4training – sample labelling, s 5.3.4training – samples, care of, s 5.3.5training – seat belt, use of, s 7.2.3training – service providers, s 9training – slipperiness, s 10.6.9training – train-the-trainer, Rationale at p 1, s 9.11training – weather, s 4.7.2training – weatherproof clothing, s 7.2.3training – windscreens, care of, s 10.6.10training, examination – plagiarism, s 4.3.3Tupolev T204 spray area diagram, Appendix D

ARP5149BDA (Digital Annex for ARP5149B)

Revised 2014-08-05 by SAE G-12 T.



ARP5149BDA is the Digital Annex (DA) of ARP5149B. It contains the full-PDF version of

ARP5149B, Training Program Guidelines for Deicing/Anti-Icing of Aircraft on Ground, as well

as .jpeg format files of Appendix D, Application Guidelines Configuration, Critical Component,

and Spray Area Diagrams for Aircraft. The .jpeg diagram files may be used by purchasers in

accordance with the terms of the included license agreement.

ARP5646 Quality Program Guidelines for Deicing/Anti-Icing of Aircraft on theGround

Issued 2008-08-19 by SAE G-12 T.

ARP5646 provides a form, whose format is a checklist, to perform audits of aircraft ground

deicing/anti-icing programs. An auditor may use this form, at a given location where deicing is

performed, by an airline or service provider, to determine if the aircraft ground deicing program

at that location meets applicable standards, recommended practices, and the regulatory

requirements.

The form has five parts

1. Audit Data. The audit data identifies the parties involved in the audit and the standards

against which the audit is performed.

2. Audit Results. This sections compiles the number of findings, lists corrective actions, if

follow-up audits are required, recommended intervals for future audits, and provides a

place for the auditor and approver to sign.

3. Checklist. This section provides a list of items to be audited in the form of questions and

space for the auditor to list comments and recommendations.

4. Comments. This section provides space for extra comments.

5. Findings. This is where the auditor lists findings, their status and date due.

It is the objective of SAE G-12 E to replace ARP5646 by AS6332, in draft form at this time, at the

earliest opportunity. The intent is for AS6332 is to become a global standard adopted by all

countries, ICAO, and IATA as a new global standard for aircraft ground deicing quality program.

Keywords:AEA recommendations, s 3



aircraft ground deicing program audit, Foreword p 1, s 1audit – definition, Foreword at p 1audit checklist – airline personnel access to deicing site, s 5.07audit checklist – availability of ground deicing program manuals, s 5.03audit checklist – availability of the latest version of the deicing standards, s 5.03audit checklist – deicing unit – fixed, s 5.06audit checklist – deicing unit – forced air, s 5.06audit checklist – deicing unit – infrared, s 5.06audit checklist – deicing unit – mobile, s 5,06audit checklist – deicing unit – other, s 5.06audit checklist – deicing unit anomalies, s 5.06audit checklist – deicing unit communication systems, s 5.06audit checklist – deicing unit labelling, s 5.06audit checklist – deicing unit maintenance, s 5.06audit checklist – deicing unit, compliance with current standards, s 5.06audit checklist – deicing unit, in-unit fluid mixing, s 5.06audit checklist – fluid check documentation, s 5.04audit checklist – fluid delivery documentation, s 5.04audit checklist – fluid temperature, verification of maximum, s 5.07audit checklist – fluid transfer system, compliance with fluid manufacturer recommendation, s 5.07audit checklist – identification of the deicing standards, s 5.03audit checklist – list of available fluids, s 5.02audit checklist – responsibility access to current manuals, s 5.01audit checklist – responsibility for adequate facilities and equipment, s 5.01audit checklist – responsibility for availability of Type I/II/III/IV fluids, s 5.02audit checklist – responsibility for coordination with ATC, s 5.01audit checklist – responsibility for duties, instructions and procedures, s 5.01audit checklist – responsibility for ground crew management plan, s 5.01audit checklist – responsibility for ground operations management plan, s 5.01audit checklist – responsibility for storage and handling, s 5.02audit checklist – responsibility for sufficiency of ground crews, s 5.01audit checklist – sampling procedure for nozzle samples, s 5.04audit checklist – sampling procedure, s 5.04audit checklist – storage capacity, s 5.07audit checklist – storage compliance with fluid manufacturer recommendations, s 5.07audit checklist – storage labelling, s 5.07audit checklist – storage periodic checks, s 5.07audit checklist – training manuals, compliance with current regulations, s 5.05audit checklist – training manuals, compliance with current standards, s 5.05audit checklist – training manuals, s 5.05audit checklist – training practical assessment, s 5.05audit checklist – training program, s 5.05audit checklist – training programs revisions, documentation of, s 5.05audit checklist – training records verification, s 5.05audit checklist – training standards, identification of, s 5.05audit checklist – training success standard, s 5.05audit checklist – training test, s 5.05audit checklist – training, recurrent, s 5.05audit checklist – train-the-trainer program, s 5.05audit checklist, ss 1, 3audit comments, ss 5, 6audit corrective action, s 4audit data, s 3



audit findings – minor, s 4audit findings – safety, s 4audit findings, ss 4, 7audit interval, s 4audit of airline, s 3audit of airport, s 3audit of ground handling provider, s 3audit of service provider, ss 1, 3audit results, s 4audit standard – AEA Recommendations, s 3audit standard – ARP4737, s 3audit standard – ISO11076, s 3audit standard – other, s 3auditor, s 3definition – audit, Foreword at p 1

Aircraft Deicing Documents – Issued by the Federal Aviation Administration


Documents Issued by Regulators

The FAA and Transport Canada publish yearly holdover time guidelines along with extensive

guidance material66 and a list of fluids that have qualified themselves for anti-icing performance

and aerodynamic acceptance. The FAA and Transport Canada do not verify that the fluids meet

all the technical requirements of AMS1424 (latest version) and AMS1428 (latest version) other

than anti-icing performance and aerodynamic acceptance. Users must verify if the fluids to be used

meet all other technical requirements of AMS1424 (latest version) and AMS1428 (latest version).

Documents Issued by the Federal Aviation Administration

FAA Notice N 8900.374 Revised FAA–Approved Deicing Program Updates, Winter2016–2017

Effective date: 2016-08-03; cancellation date: 2017-08-03. Issued by the FAA.

This notice67 is meant to provide FAA inspectors information on holdover time and guidance on

various several operational issues related to aircraft ground deicing. It is revised every year is to

be used in conjunction with the FAA Holdover Time Guidelines, also issued annually.

It provides information and guidance, not only to the FAA inspectors, but to airlines seeking FAA

approval of ground deicing/anti-icing programs.

Keywords:14 CFR § 121.629, s 5.active frost. See frost, activeaerodynamic effect of fluids – fluid freezing in flight, residual, s 13.i.aerodynamic effect of fluids – fluid presence at time of rotation, s 13.c.(1)aerodynamic effect of fluids – on aircraft with non-powered flight controls – failure to rotate, s 13.c.(1)aerodynamic effect of fluids – on corporate jet, small – failure to rotate, s 13.c.(1)aerodynamic effect of fluids – on elevator control force, s 13.c.(2)aerodynamic effect of fluids – on elevator effectiveness, s 13.c.(2)aerodynamic effect of fluids – on stick/column forces, s 13.c.(2)aerodynamic effect of fluids – on tab effectiveness, s 13.c.(2)aerodynamic effect of fluids – on tail surfaces, s 13.c.(2)aerodynamic effect of fluids – on turbo-prop aircraft, slow rotation speed – failure to rotate, s 13.c.(1)

66 Canada, Transport Canada, “Holdover Time (HOT) Guidelines Winter 2016-2017; Original Issue August 5, 2016”;Canada, Transport Canada “Guidelines for Aircraft Ground Icing Operations” TP 14052E, 2nd ed, April 2005, online:˂http://www.tc.gc.ca/eng/civilaviation/standards/commerce-holdovertime-menu-1877.htm˃. 67 Online: ˂http://www.faa.gov/documentLibrary/media/Notice/N_8900_374.pdf˃.



aircraft, turbo-prop high wing – inspection, s 13.eairplane. See aircraft.allowance time for METAR code GS. See METAR code GS; METAR code GS, interpretation ofallowance time for METAR code SHGS in Canada, s 8.e.(2)(b)allowance time ss 8, 9allowance time, 90 % adjusted – guidance (FAA), s 7.b.(6) second note, 13.ballowance time, 90% adjusted – flaps and slats deployed, ss 7.b.(6) second note, 13.bATOS, s 16.Boeing B737 wingtip devices, s 13.h.(3)Boeing B737-600/-700/-800/-900 – cold soaked fuel frost – exemption process (FAA), s 13.iBoeing B747 wingtip devices, s 13.h.(3)Boeing B757 wingtip devices, s 13.h.(3)Boeing B767 wingtip devices, s 13.h.(3)Boeing MD11 wingtip devices, s 13.h.(3)check time determination system, s 12.bcheck time determination system, s 12.bcheck time, s 12.bcheck, pretakeoff contamination (FAA). See pretakeoff contamination check (FAA)check, tactile – detection of clear ice in engine inlets, s 14.dcheck, tactile – hard wing aircraft with aft-mounted jet engine, s 13.fclear ice, detection of – in engine inlets by ROGIDS, s 14.dclear ice, detection of – in engine inlets, s 14.dcold soaked fuel frost. See frost, cold soaked fuelcommunication with flightcrew – absence of flightcrew at time of deicing, s 13.aCSFF. See frost, cold soaked fueldefinition – frost point, s 8.b(4)definition – frost, active, s 8.b.(3)definition – hard wing, s 13.fdefinition – LOUT, s 7.d.(2)(a)definition – Type I, s 7.adefinition – Type II/III/IV, s 7.bdeicing fluid v anti-icing fluid, s 7c(3)deicing program – FAA approved, Title at p 1, ss 2, 5deicing/anti-icing – absence of flightcrew at the time of, s 13.adeicing/anti-icing – flightcrew awareness, s 13.adewpoint, ss 8.b.(2), 8.b.(4)dry snow – temperature generally below -10°C to -15°C, s 14.c(1)(g)dry snow, adhesion of – effect of aircraft parking location, s 14.c.(1)(h)dry snow, adhesion of – effect of fuel tanks (heat releasing), s 14.c.(1)(h)dry snow, adhesion of – effect of hydraulic fluid heat exchangers, s 14.c.(1)(h)dry snow, adhesion of – effect of OAT, s 14.c.(1)(h)dry snow, adhesion of – effect of refueling, ss 8.f.(2), 14.c.(1)(h)dry snow, adhesion of – effect of weather, s 14.c.(1)(h)dry snow, adhesion of – effect of wing in the sun, s 14.c.(1)(h)dry snow, adhesion of – effect of wing temperature, s 17c, s 14.c.(1)(h)dry snow, adhesion of – regulations (US), s 8.f.(2)dry snow, s 14.c.(1)(g)dry-out, Type II/IV. See Type II/III/IV residue; Type II/IV residueeHOT, s 12.cFAA Engine and Propeller Directorate – engine run-ups in heavy snow s 8.a.FAA Notice N 8900.374, Title at p 1flaps and slats deployed – guidance (FAA) ss 7.b.(6) second note, 13.bflightcrew absence during deicing/anti-icing, s 13.a



flightcrew awareness – deicing/anti-icing, s 13.a.fluid application – in a hangar of T-tail aircraft, ss 13.k.(3–4)fluid application – in a hangar, s 13.kfluid application issues – diluted fluid remaining on aircraft surface, s 14.c.(1)(e)fluid application issues – incomplete removal of contamination, s 14.c.(1)(a)fluid application issues – insufficient amount of Type II/IV, s 14.c.(1)(f)fluid application issues – insufficient freezing point buffer, s 14.c.(1)(a)fluid application issues – loss of fluid heat during application, s 14.c.(1)(c)fluid application issues – relying on fluid flow-back over contaminated areas, s 14.c.(1)(d)fluid application issues – reverse order – e.g. wing tip to wing root, s 14.c.(1)(a)fluid application issues – uneven application of Type II/IV, s 14.c.(1)(f)fluid application, deicing – temperature application minimum, s 7.c.(2)fluid application, deicing – temperature at nozzle, minimum 60°C, ss 7.a.(2)(b), 7.c.(2), 14.c.(1)(e) notefluid dry-out. See Type II/III/IV residue; Type II/IV residuefluid failure description – ice pellets in fluid adhering to aircraft surface, s 9.dfluid failure description – ice pellets in fluid forming a slushy consistency, s 9.dfluid failure description – ice pellets in fluid forming a slushy consistency v visible individual ice pellets in

fluid, s 9.dfluid failure recognition training for persons conducting pretakeoff contamination checks (FAA), s 9.e.(4)(b)fluid failure recognition training for pilots (FAA), s 19.e.(4)(b)fluid failure, first areas of – leading edge, s 14.c.(3)fluid failure, first areas of – trailing edge, s 14.c.(3)fluid freezing in flight – residual fluid on trailing edge, s 13.jfluid, residual – on trailing edge, s 13.jfog. See snowfall intensity overestimation due to obscurationforced air – concerns – inadequate application of Type II/III/IV fluids, s 12.a.(2)(b)forced air – concerns – other, s 12.a.(3)forced air – concerns – unduly aerated Type II/IV – foamy appearance, s 12.a.(2)(a)forced air – concerns – unduly aerated Type II/IV – frothy appearance, s 12.a.(2)(a)forced air – concerns – unduly aerated Type II/IV – milky white appearances, s 12.a.(2)(a)forced air – guidance (FAA), s 12forced air – mandatory field test (FAA), s 12.a.(2)(c)forced air – modes – alone, s 12.a.forced air – modes – Type II/II/IV applied over the air stream, s 12.aforced air – modes – with Type I, s 12.aforced air – precautions, ss 12.a.(2). 12.a.(3)freezing fog. See also HOT precipitation ratefreezing point buffer, reasons for – difference between OAT and aircraft surface temperature, s 7.a.(3)freezing point buffer, reasons for – differences in aircraft surface materials, s 7.a.(3)freezing point buffer, reasons for – inaccuracies in fluid/water mixture volumes, s 7.a.(3)freezing point buffer, reasons for – OAT changes after fluid application, s 7.a.(3)freezing point buffer, reasons for – refractometer measurement variability68, s 7.a.(3)freezing point buffer, reasons for – solar radiation, s 7.a.(3)freezing point buffer, reasons for – variability in temperature of applied fluid, s 7.a.(3)freezing point buffer, reasons for – wind effects, s 7.a.(3)freezing rain. See also HOT precipitation ratefrost – deceptively dangerous – drag increase, s 8.b.(1)frost – deceptively dangerous – lift degradation, s 8.b.(1)frost appearance – white deposit of fine crystalline structure, s 8.bfrost formation conditions – cloudless nights, low wind (radiation cooling), s 8.b

68 Refractometer measurement error can be introduced, for instance, by the imperfect temperature compensation ofanalog temperature-compensated refractometers.



frost formation conditions – cold-soaked fuel (conductive cooling), s 8.bfrost formation conditions – surface below OAT and at or below frost point, s 8.b(2)frost formation mechanism – conductive cooling, s 8.bfrost formation mechanism – radiation cooling, s 8.bfrost on lower wing surface, s 8.bfrost on upper wing surface, s 8.bfrost point – definition, s 8.b.(4)frost point – higher than dewpoint at given humidity level, s 8.b.(4)frost point and dew point table, s 8.b.(4)frost point v dew point, s 8.b.(4)frost roughness, s 8.b.(1)frost, active – definition, s 8.b.(3)frost, cold soaked fuel – exemption process (FAA), s 13.ifrost. See also frost, active; HOT, frostfrost. See also HOT precipitation ratefueling, effect of – adhesion of dry snow, ss 8.f.(2), 14.c.(1)(h)hail intensity, small v ice pellet intensity, s 8.e.(2)(d)hail, small – intensity, ss 8.e.(1)(c), 8.e.(2)(d)hail, small – operations in, s 8.ehangar, fluid application in – start of HOT s 13.k.(2)hangar, fluid application in – T-tail aircraft, ss 13.k.(3–4)hangar, fluid application in, s 13.khangar, use of, s 13.khard wing – definition, s 13.fhard wing – tactile check and visual check after post deicing check, s 13.fhard wing – tactile check and visual check with pretakeoff contamination check when HOT exceeded, s 13.fhard wing – tactile check when temperature at or below 10°C and high humidity, s 13.fhard wing – tactile check with cold soaked wings, s 13.fhaze. See snowfall intensity overestimation due to obscurationhoarfrost, s 8.bhoarfrost. See also frostHOT for METAR code GS. See METAR GS, interpretation ofHOT from electronic hand-held devices. See eHOTHOT guidance (FAA), entire N 8900.374 documentHOT precipitation categories – freezing drizzle, s 7.b.(1)HOT precipitation categories – freezing fog, ss 7.b.(1), 8.cHOT precipitation categories – frost, ss 7.b.(1), 8.a.(3)HOT precipitation categories – light freezing rain, s 7.b.(1)HOT precipitation categories – rain on cold soaked wing, s 7.b.(1)HOT precipitation categories – snow, ss 7.b.(1), 8.a.(2)HOT precipitation rate – freezing fog – ca 0.2–0.5 mm/h, 2–5 g/dm2/h, s 8.cHOT precipitation rate – freezing rain, light – less or equal to 2.5 mm/h, s 8.aHOT precipitation rate – frost – low but not quantified, s 8.a.(3)HOT precipitation rate – snow, light – 0.4–1.0 mm/h, 4–10 g/dm2/h, ss 8.a., 8.a.(2)(b)HOT precipitation rate – snow, moderate – 1.0–2.5 mm/h [10–25 g/dm2/h], s 8.aHOT precipitation rate – snow, very light – 0.3–0.4 mm/h, 3–4 g/dm2/h, ss 8.a, 8.a.(2)(b)HOT reduction – flaps and slats deployed. See HOT, 90% adjusted – flaps and slats deployedHOT, 90% adjusted – flaps and slats deployed69, ss 7.b.(6) second note, 13.bHOT, effect of wind on freezing fog rate of deposition, s 8.cHOT, frost – guidance, ss 8.a.(3), 8.b

69 For the 2016-2017 winter season, Transport Canada has issued adjusted HOT guidelines and allowance times foruse when flaps and slats are deployed (extended) during taxi.



HOT, no – freezing rain, heavy, ss 8.a, 11.fHOT, no – freezing rain, moderate, ss 8.a, 11.fHOT, no – freezing rain, s 8.fHOT, no – hail, small, s 8.a. but see allowance timeHOT, no – hail, ss 8.a, 11.fHOT, no – ice pellets mixed with other precipitation, s 8.a. but see allowance timeHOT, no – ice pellets, light, s 8.a. but see allowance timeHOT, no – ice pellets, moderate, s 8.a but see allowance timeHOT, no – METAR code GR, s 8.e.(1)(d)HOT, no – snow, heavy – takeoff under special dispatch procedures (FAA), s 8.dHOT, no – Type I unheated, s 7.a.(1)(b) noteHOT, no v no takeoff70, s 8.a first noteHOT, start of – for fluid application in a hangar, s 13k.(2)HOT, Type I – aluminum v composite surface – how to select, s 7.a.(1)HOT, Type I – guidance (FAA), s 7.aHOT, Type I – metal surface, s 7.a.(1) noteHOT, Type I – titanium surface , s 7.a.(1) noteHOT, Type II generic – fluid-specific LOUT, mandatory use of, s 7.b.(6) first noteHOT, Type II generic – HOT minimum (worst case) values of all Type II and Type IV fluids, s 7.b.(6)HOT, Type II/III/IV – guidance, general, s 7.bHOT, Type II/IV – heated v unheated fluid, s 7.b.(5)HOT, Type III generic – not issued71

HOT, Type IV generic – fluid-specific LOUT, mandatory use of, s 7.b.(6) first noteHOT, Type IV generic – HOT minimum (worst case) values of all Type IV fluids, s 7.b.(6)HOTDS, s 12.bice crystals. See also adhesion, factors affecting – ice crystalsice pellet intensity v small hail intensity, s 8.e.(2)(d)ice pellets on cold dry aircraft, s 8.f.(2)ice pellets on cold dry aircraft. See also dry snowlist of fluids (FAA) – use of, s 7.d.(2)LOUT – calculation examples, s 7.d.(2)(b)LOUT – definition, s 7.d.(2)(a)LWE system, s 12.bMETAR code GR – is not small hail, s 8.e.(1)(d)METAR code GR – means hail, s 8.e.(1)(d)METAR code GR – no allowance time, s 8.e.(1)(d)METAR code GR – no HOT, s 8.e.(1)(d)METAR code GS – guidance (FAA), s 8.eMETAR code GS (WMO) – means small hail or snow pellets, s 8.e.(1)(a)METAR code GS in Canada – means snow pellets, s 8.e.(1)(a), 8.e.(b)METAR code GS in Canada – use of snow HOT, s 8.e.(2)(b)

70 It may be useful for users under FAA jurisdiction to consider that FAA appears to make distinction between 4 kindsof conditions conducive to icing: 1) conditions with holdover time, e.g., freezing fog, light snow, very light snow, lightsnow, medium snow, freezing drizzle, light freezing rain, rain on cold soaked wing, active frost, 2) conditions withoutholdover time but with an allowance time, e.g., light ice pellets, light ice pellets mixed with light snow, light ice pelletsmixed with moderate snow, light ice pellets mixed with light or moderate freezing drizzle, light ice pellets mixed withlight freezing rain, light ice pellets mixed with light rain, light ice pellets mixed with moderate rain, moderate icepellets or small hail, moderate ice pellets or small hail mixed with moderate freezing drizzle, moderate ice pellets orsmall hail mixed with moderate rain, and 3) conditions without holdover time but where, with special dispatchprocedures, takeoff can occur, e.g., heavy snow and 4) conditions where takeoff is not approved, e.g. moderatefreezing rain, heavy freezing rain, hail, heavy ice pellets.71 There is no Type III generic HOT table. There was a mention to that effect in N8900.326, but the note does notappear in N 8900.374.



METAR code GS in US – if small hail, use ice pellet and small hail allowance times, s 8.e.(2)(b)METAR code GS in US – if snow pellets, use snow HOT, s 8.e.(2)(b)METAR code GS in US – if unknown, use of ice pellet and small hail allowance times, s 8.e.(2)(b)METAR code GS in US – means small hail or snow pellets, s 8.e.(1)(a)METAR code GS, interpretation of, s 8.eMETAR code SHGS in Canada – means small hail, s 8.e.(b)METAR code SHGS in Canada – use of ice pellet and small hail allowance times, s 8.e.(2)(b)no HOT. See HOT, noNotice N 8900.335 – cancellation, s 4Notice N 8900.374, Title at p 1obscuration, snowfall intensity overestimation due to. See snowfall intensity overestimation due to obscurationpilot assessment of precipitation intensity – company (airline) coordination (FAA), s 9.cpilot assessment of precipitation intensity – company (airline) reporting after the fact (FAA), s 9.cpilot assessment of precipitation intensity – flightcrew absence during deicing/anti-icing, s 13.apilot assessment of precipitation intensity – guidance (FAA), s 9pilot assessment of precipitation intensity – mandatory pretakeoff contamination check (FAA), s 9.dpilot assessment of precipitation intensity – pilot intensity assessment greater than reported (FAA), s 9pilot assessment of precipitation intensity – pilot intensity assessment less than reported (FAA), s 9pilot assessment of precipitation intensity – pilot intensity assessment grossly different than reported (FAA),

s 9.apilot assessment of precipitation intensity – pilot request of new weather observation (FAA), s 9.b.pilot assessment of precipitation intensity – snowfall visibility table, s 9.pilot assessment of precipitation intensity – training requirement (FAA), s 9.e.(4)POI – aircraft, turbo-prop high wing – inspection, s 13.e.POI – approval of deicing program (FAA), s 2POI – ATOS and SAS reporting, ss 16, 17POI – distribution of HOT, s 14POI – operations during light freezing rain/freezing drizzle, s 14.dPOI – program tracking and reporting, s 15post deicing/anti-icing check, ss 13.f.(2), 14.c.(2) (b–c)precipitation intensity assessment by pilot. See pilot assessment of precipitation intensitypretakeoff check – factor in selection of categories of snow precipitation, s 8.a.(2)(b)pretakeoff check – single engine high wing turboprop, s 13.epretakeoff check – wing tip devices, ss 13.h.(1–3)pretakeoff contamination check (FAA) – fluid failure recognition training for pilots, s 9.e.(4)pretakeoff contamination check (FAA) – fluid failure recognition training for persons conducting the

pretakeoff contamination check, s 9.e.(4)pretakeoff contamination check (FAA) – hard wing aircraft with aft mounted engines, s 13.fpretakeoff contamination check (FAA) – operations in heavy snow, s 8.d.(1)pretakeoff contamination check (FAA), external – light freezing rain and freezing drizzle, s 14.dpretakeoff contamination check (FAA). See also pilot assessment of precipitation intensityrefueling, effect of. See fueling, effect ofregulations, US – guidance (FAA), s 8.f(2)regulations, US, s 8.f.(2)representative surface – fluid failure, indication of first, s 14.c.(3)representative surface – inclusion of wing leading edge, s 14.c.(3)representative surface – visibility from within the aircraft, s 14.c.(3)representative surface for wingtip devices, ss 13.h.(1), 13.h.(2), 14.c.(4)scimitar, split. See wingtip devicesscimitar. See wingtip devicessharklets. See wingtip devicesslats. See flaps and slatssmoke. See snowfall intensity overestimation due to obscuration



snow occurrence, s 8.a.(2)(a)snow pellets on cold dry aircraft, s 8.f.(2)snow pellets on cold dry aircraft. See also dry snowsnow, cold dry. See dry snowsnow, dry. See dry snowsnow, heavy – engine power run-ups, s 8.a second notesnow, heavy – precipitation rate greater than 2.5 mm/h [25 g/dm2], s 8.asnow, light. See also HOT precipitation ratesnow, moderate. See also HOT precipitation ratesnow, very light. See also HOT precipitation ratesnow. See also HOT precipitation categories; HOT precipitation ratesnowfall intensity overestimation due to obscuration – fog, s 9.e.(3)snowfall intensity overestimation due to obscuration – haze, s 9.e.(3)snowfall intensity overestimation due to obscuration – smoke, s 9.e.(3)snowfall intensity. See also HOT precipitation ratesnowfall visibility table – guidance (FAA), s 9.e.(3)snowfall visibility table – use of prevailing visibility, s 9.e.(3)strakes. See wingtip devicestactile inspection. See check, tactiletakeoff, no – freezing rain, heavy – guidance (FAA), s 8.a first note, 8.f.(1)takeoff, no – freezing rain, moderate – guidance (FAA), s 8.a first note, 8.f.(1).takeoff, no – hail – guidance (FAA), ss 8.a first note, 8.f.(1)takeoff, no – ice pellets, heavy – guidance (FAA), s 8.f.(1)training – fluid failure recognition for persons conducting pretakeoff contamination checks (FAA), s 9.e.(4)(b)training – fluid failure recognition training for pilots (FAA), s 9.e.(4)(b)training – pilot assessment of precipitation intensity (FAA) s 9.e.(4)Type I – application rate, minimum (1 l/m2), s 7.c.(2)Type I – definition, s 7.aType I – heat contribution to HOT, ss 7.a.(1)(a), 7.c.(2)Type I – heating requirements, s 7.a.(2)(a–b)Type I – temperature at nozzle (60°C), s 7.a.(2)(b)Type I – temperature, minimum application (60°C), ss 7.a.(2)(a–b), 7.c.(2)Type I degradation – chemical contamination, s 10.cType I degradation – heating – glycol oxidation72

Type I degradation – heating – water loss/increase in glycol concentration, s 10.bType I, failure of – leading edge, s 7.a.(1)Type I, failure of – structurally thin areas, s 7.a.(1)Type I, failure of – trailing edge, s 7.a.(1)Type I, failure of – wing tips, s 7.a.(1)Type I, unheated – HOT not approved, s 7.a.(1)(b) noteType I/II/III/IV – no protection for airborne aircraft s14.d.(1)Type I/II/III/IV – quality control – appearance: contamination, separation73, s 10Type I/II/III/IV – quality control – pH, s 10

72 Heating Type I is necessary but will result in some water loss and corresponding increase in glycol concentration.One must take care not to exceed the highest glycol concentration that was tested and passed aerodynamic acceptance.If Type I is repeatedly or continuously heated without replenishment of fresh material or heated at extremetemperatures, there can be oxidation of the glycol, usually the color will fade and pH will decrease below the itaccepted specification range.73 Color should be looked at when checking for appearance. Suspended matter is a form of contamination. It is virtuallyimpossible to exclude all suspended matter. Small amounts of iron particles (not rust) are generally thought to beacceptable. The criterion of acceptability is sometimes formulated as “substantially free from suspended matter”.



Type I/II/III/IV – quality control – refractive index, s 10Type II/III/IV – concentration, s 7.b.(2)Type II/III/IV – contamination by RDP on aircraft by jet blast, s 13.dType II/III/IV – contamination by RDP on aircraft during taxi, s 13.dType II/III/IV – contamination by RDP on aircraft while landing, s 13.dType II/III/IV – contamination by RDP on aircraft, s 13.dType II/III/IV – definition, s 7.bType II/III/IV – fluid concentration74, s 7.b.(2)Type II/III/IV – forced air application – conditions to use HOT – appropriate thickness, s 12.aType II/III/IV – forced air application – conditions to use HOT – even coverage, s 12.a.(2)(b)Type II/III/IV – forced air application – conditions to use HOT – field tested equipment, s 12.a.(2)(c)Type II/III/IV – forced air application – conditions to use HOT – fluid above LOWV, s 12.a.(2)(c–d)Type II/III/IV – LOWV, s 10.aType II/III/IV – neat, s 7.b.(2)Type II/III/IV – nozzle sample procedure, s 10.a.(1–3)Type II/III/IV – quality control – viscosity, s 10.aType II/III/IV – sampling procedure, s 10.a.(1–3)Type II/III/IV degradation – chemical contamination75, s 10.cType II/III/IV degradation – excessive shearing – control valves, s 10.cType II/III/IV degradation – excessive shearing – pumps, s 10.cType II/III/IV degradation – excessive shearing – sharp bends in piping, s 10.cType II/III/IV degradation – exposure to RDP, s 13.dType II/III/IV degradation – heating – oxidation76 10.bType II/III/IV degradation – heating – water loss 10.bType II/IV – aerodynamic effect on tail surfaces. See aerodynamic effect of fluidsType II/IV – heated – no reduction in HOT, s 7.b.(5)Type II/IV residue – guidance (FAA), s 13.g.(1)–(5)Type II/IV residue cleaning with aircraft manufacturer recommended cleaning agent, s 13.g.(5)Type II/IV residue cleaning with hot Type I, s 13.g.(5)Type II/IV residue cleaning, s 13.g.(5)Type II/IV residue detection, s 13.g.(4)Type II/IV residue formation – diluted Type II/IV v neat Type II/IV, s 13.g.(1)Type II/IV residue formation – European practices conducive to, ss 13.g.(1), 13.g.(3)Type II/IV residue formation – North American practices preventing, ss 13.g.1), 13.g.(3)Type II/IV residue formation – Type II v Type IV, s 13.g.(1) noteType II/IV residue formation – Type II/IV without hot water or Type I, s 13.g.(2)Type II/IV residue formation. See also Type II/III/IV residue formation

74 Neat fluid. The user of a Type II, III or IV HOT guideline needs to know the concentration of the fluid. Guidancematerial found in section 7.b.(2) of FAA Notice N 8900.374 reads as follows: “For Types II, III, and IV fluids, thefluid concentration (percent mixture) is the amount of undiluted (neat) fluid in water. Therefore, a 75/25 mixture is 75percent FPD fluid and 25 percent water.” The following may be less prone to misinterpretation: “For Types II, III, andIV fluids, the fluid concentration is expressed as the volume ratio of neat (undiluted) fluid to water. Therefore, a 75/25fluid concentration is a mixture by volume of 75 parts neat fluid and 25 parts water.”More examples: “100/0 fluid concentration” means neat fluid; a “50/50 fluid concentration” means a mixture byvolume of 50 parts neat fluid and 50 parts water. “Neat” means as-delivered by the fluid manufacturer, without addedwater by the user. Type II/III/IV fluids, as- delivered by the manufacturer, always contain a freezing point depressantand water. The 100 in “100/0” and the 75 in “75/25” do not refer to the weight or volume concentration of the freezingpoint depressant in the fluid. By analogy, when a drinker says “I drink my Scotch neat”. It means she wants her Scotchserved without added water. It does not mean that there is 100% alcohol (the freezing point depressant) in the Scotch.75 For example, contamination with other fluids, silicone oil, rust, RDP, jet fuel, diesel fuel, rain water, melted snow,etc.76 Repeated or prolonged heating of Type II/III/IV can lead to a) water evaporation causing significant viscosityreduction or increase and b) thermal oxidation of the thickener system resulting in viscosity loss.



Type II/IV residue in aerodynamically quiet areas, s 13.g.(4)Type II/IV residue in and around gaps between stabilizers, elevators, tabs, hinges, s 13.g.(2)Type II/IV residue in crevices, s 13.g.(4)Type II/IV residue inspection frequency, s 13.g.(5)Type II/IV residue inspection of actuators, s 13.g.(5)Type II/IV residue inspection of flight control bays, s 13.g.(5)Type II/IV residue inspection, ss 13.g.(4–5)Type II/IV residue, effect of – on non-powered control surfaces, s 13.g.(2)Type II/IV residue, effect of – on powered control surfaces, s 13.gType II/IV residue, effect of – restricted control surface movement, s 13.g.(1)Type II/IV residue, lubrication of areas affected by, s 13.g.(5)visibility, METAR, s 9.e.(3) second notevisibility, prevailing – snowfall intensity as a function of. See snowfall visibility tablevisibility, prevailing, ss 9.e., 9.e.(3)visibility, RVR, s 9.e.(3)first notevisibility, surface v tower, s 9.e.(3) second notevisibility, surface, s 9.e.(3) second notevisibility, tower, s 9.e.(3) second notewinglets. See wingtip deviceswingtip devices – Boeing B737, s 13.h.(3)wingtip devices – Boeing B747, s 13.h.(3)wingtip devices – Boeing B757, s 13.h.(3)wingtip devices – Boeing B767, s 13.h.(3)wingtip devices – Boeing MD11, s 13.h.(3)wingtip devices – raked wingtips, s 13.hwingtip devices – representative surface, use of, ss 13.h.(1), 13.h.(2), 14.c.(4)wingtip devices – scimitar, s 13.hwingtip devices – sharklets, s 13.hwingtip devices – split scimitar, s 13.hwingtip devices – strakes, s 13.hwingtip devices – winglets, s 13.h

FAA Holdover Time Guidelines: Winter 2016-2017 Original Issue

Issued 2016-08-05 by the FAA.

This document77 provides the holdover time guidelines and allowance times for generic andspecific fluids. It is considered by the FAA to be official guidance on the use of the holdover timeguidelines and allowance times. It includes a list of fluid tested for anti-icing performance andaerodynamic acceptance. It is designed to be used with FAA N 8900.374 Revised FAA-ApprovedDeicing Program Updates, Winter 2016-2017.

Keywords:aerodynamic acceptance test results – high speed ramp, Tables 8-1 to 8-4 at pp 47–55aerodynamic acceptance test results – low speed ramp, Table 8-1 at pp 47–49, Table 8-3 at p 57allowance time – EG v PG Type IV based fluids, pp 41–43, Table 6 at p 45, Table 6-90% at p 95allowance time – precipitation stops, when, s 2.(b) at p 42, s 2.(c)8) at p 43, Tables 5 and 6 at pp 44–45allowance time – rotation speed 100 knots minimum – Type III fluids, s 2.(c)4) at p 42, Table 5 at p 44, Table5-90% at p 94

77 US, Federal Aviation Administration, “FAA Holdover Time Guidelines Winter 2015-2016”, online: <https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/ >



allowance time – rotation speed 100 knots minimum – Type IV EG fluids, s 2.(c)4) at p 42, Table 6 at p 45,Table 6-90% at p 95allowance time – rotation speed 115 knots minimum – Type IV PG fluids, s 2.(c)4) at p 42, Table 6 at p 45,Table 6-90% at p 95allowance time – temperature decreasing, s 2.(c)8) at p 43, Tables 5–6 at pp 44–45allowance time – temperature increasing, s 2.(b) at p 42, Tables 5–6 at pp 44–45allowance time – temperatures stable, s 2.(b) at p 42, Tables 5–6 at pp 44–45allowance time guidance (FAA), pp 3–4, 41–43allowance time precipitation type – ice pellets, light – with mixed precipitation, s 2.(c)9) at p 43, Tables 5 and 6at pp 44–45allowance time precipitation type – ice pellets, light, s 2.(c)9) at p 43, Tables 5 and 6 at pp 44–45allowance time precipitation type – ice pellets, moderate – with mixed precipitation, s 2.(c)9) at p 43, Tables 5and 6 at pp 44–45allowance time precipitation type – ice pellets, moderate, s 2.(c)9) at p 43, Tables 5 and 6 at pp 44–45allowance time precipitation type – small hail, light – with mixed precipitation, s 2.(b) at p 42, Tables 5 and 6 atpp 44–45allowance time precipitation type – small hail, light, s 2.(b) at p 42, Tables 5 and 6 at pp 44–45allowance time precipitation type – small hail, moderate – with mixed precipitation, s 2.(b) at p 42, Tables 5 and6 at pp 44–45allowance time precipitation type – small hail, moderate, s 2.(b) at p 42, Tables 5 and 6 at pp 44–45allowance time, 90% adjusted – flaps and slats deployed, p 4, Table 5-90% at p 94, Table 6-90% at p 95allowance time, 90% adjusted – flaps and slats deployed, p 4, Table 5-90% at p 94, Table 6-90% at p 95.allowance time, extension with pretakeoff contamination check – none, s 2.(c)6) at p 43allowance time (FAA), Subtitle at p 1allowance time, standard v 90% adjusted. See flaps and slats deployed – guidance (FAA)allowance time, start of, s 2.(b) at p 42allowance time, Type I – none, p 41allowance time, Type II – none, p 41allowance time, Type III neat, p 41, Table 5 at p 44allowance time, Type III unheated, s 2.(c)3) at p 42, Table 5 at p 44allowance time, Type IV neat, s 2.(c)2) at p 42, Table 6 at p 45AMIL, p 55definition – LOUT, Table 8 notes 3–4 at p 55EG v PG Type IV based fluids – allowance time. See allowance time – EG v PG based fluidsfluid application – guidelines, Tables 9, 10, 11-H, 11-U at pp 56-60fluid application – one-step, Tables 9, 10, 11-H, 11-U at pp 56-60fluid application – temperature limits, Tables 9, 10, 11-H, 11-U at pp 56-60fluid application – two-step, Tables 9, 10, 11-H, 11-U at pp 56-60fluid application – wing skin temperature lower than OAT, Tables 9, 10, 11-H, 11-U at pp 56-60fluid application, anti-icing – clean aircraft, on, Tables 10, 11-H, 11-U at pp 57-60fluid application, anti-icing – insufficient amount, Tables 10, 11-H, 11-U at pp 57-60fluid application, deicing – temperature application minimum, Tables 9, 10, 11-H, 11-U at pp 56-60fluid application, deicing – temperature at nozzle, minimum 60°C, Tables 9, 10, 11-H, 11-U at pp 56-60fluid failure, early – flaps and slats deployed. See flaps and slats deployedHOT guidance (FAA), Subtitle at p 1HOT, 90% adjusted – flaps and slats deployed, Table 0-90%–Table 4O-90% at pp 60–93HOT, 90% adjusted v standard [unadjusted]. See flaps and slats deployed – guidanceHOT, adjusted v standard HOT, pp 5–678

HOT, FAA – changes for winter 2016-2017, pp 3-4HOT, FAA, Title at p 1HOT, flaps and slats deployed. See HOT, 90% adjusted – flaps and slats deployed

78 FAA call unadjusted HOT, “standard HOT” at p 5. Compare to “adjusted HOT” at p 6.



HOT, frost, Table 0 at p 7HOT, Type I – aluminum surface, Table 1-A at p 8HOT, Type I – composite surface, Table 1-C at p 9HOT, Type I/II/III/IV frost, Table 0 at p 7HOT, Type II fluid-specific – reduction of HOT for snow at ≤ -14°C for winter 2016-2017, p 3 HOT, Type II fluid-specific, Tables 2A to 2J at pp 11–20HOT, Type II generic – reduction of HOT for snow at ≤ -14°C for winter 2016-2017, p 3 HOT, Type II generic, Table 2-Generic at p 10HOT, Type II/II/IV non-standard dilutions, p 4HOT, Type III fluid specific heated, Tables 3B-LS, 3B-HS at pp 23–24HOT, Type III fluid specific unheated, Tables 3A-LS, 3A-HS at pp 21–22HOT, Type III fluid-specific, p 3, Tables 3A-LS to 3B-HS at pp 21-24HOT, Type III generic – none79

HOT, Type IV fluid-specific – reduction of HOT for snow at ≤ -14°C for winter 2016-2017, p 3 HOT, Type IV fluid-specific, p 3, Tables 4A to 4O at pp 26–39HOT, Type IV generic – reduction of HOT for snow at ≤ -14°C for winter 2016-2017, p 3 HOT, Type IV generic, Table 4-Generic at p 25list of fluids (FAA), Tables 8-1 to 8-4 at pp 47-55LOUT – definition, Table 8 notes 3–4 at p 55LOUT table (FAA), Tables 8-1 to 8-4 at pp 47-55LOWV table (FAA), p 4, Tables 8-1 to 8-4 at pp 47-55pretakeoff contamination check (FAA) – ice pellets not visible, s 2.(a) at p 41-42snowfall intensity. See also HOT precipitation ratesnowfall intensity80 – heavy, Table 7 at p 46snowfall intensity – light, Table 7 at p 46snowfall intensity – moderate, Table 7 at p 46snowfall intensity – very light, Table 7 at p 46snowfall intensity overestimation due to obscuration – fog, Table 7 at p 46snowfall intensity overestimation due to obscuration – haze, Table 7 at p 46snowfall intensity overestimation due to obscuration – smoke, Table 7 at p 46snowfall intensity overestimation due to obscuration, p 8, Table 7 at p 46snowfall intensity visibility table. See snowfall visibility tablesnowfall visibility table (FAA), Table 7 at p 46p 43three minute rule, Tables 9, 10, 11-H, 11-U at pp 56-60Type II/III/IV viscosity, fluid manufacturer methods, Table 8 note 8 at p 55viscosity measurement method – precedence of fluid manufacturer method over AS9968 Table 8 note 8 at p 55viscosity measurement method, fluid manufacturer, Table 8 note 8 at p 55visibility, METAR, Table 7 notes 4–5 at p 46visibility, prevailing, Table 7, Title at p 46visibility, rounding of, Table 7 note 5 at p 46visibility, RVR, Table 7 note 3 at p 46visibility, surface v tower, Table 7 note 4 at p 46visibility, surface, Table 7 note 4 at p 46visibility, tower, Table 7 note 4 at p 46

79 None published.80 Snowfall intensity v snowfall rate. Snowfall intensity is expressed as very light snow, light snow, medium snow andheavy snow whereas snowfall rates are expressed in g/dm2/h or liquid water equivalent rates in mm/h or in/h.



FAA Advisory Circular AC 120-60B Ground Deicing and Anti-icing Program


This document81 provides guidance to obtain FAA approval of ground deicing/anti-icing programs

in accordance to Title 14 of the Code of (US) Federal Regulations (14 CFR) part 12, section

121.629.

Keywords:14 CFR § 121.629, s 1.AC 120-60B, Title at p 1anti-icing – definition, s 3.a.anti-icing fluid – definition ss 3.a.(1–5)check, icing.82 See preflight check; post deicing/anti-icing check; pretakeoff check; pretakeoff contamination

checkcheck, post application. See post deicing/anti-icing checkcheck, post deicing/anti-icing check. See post deicing anti-icing checkcheck, pretakeoff contamination (FAA). See pretakeoff contamination check (FAA)communications – flightcrew and ground crew s 6.f.communications. See also anti-icing code; phraseologyanti-icing code, s 6.f.(3)critical aircraft surfaces. See critical surfacecritical surface – airframe manufacturer defined, s 6.d.(1)critical surface – control surface, s 6.d.(a)critical surface – empennage, s 6.d.(a)critical surface – engine inlets, s 6.d.(a)critical surface – fuel vents, s 6.d.(a)critical surface – fuselage on aircraft with center mounted engine, s 6.d.(a)critical surface – instrument sensor pick up points, s 6.d.(a)critical surface – pitot heads, s 6.d.(a)critical surface – ram-air intakes, s 6.d.(a)critical surface – static ports, s 6.d.(a)critical surface – wings, s 6.d.(a)definition – anti-icing , s 3.a.definition – anti-icing fluid, ss 3.a.(1–5)definition – deicing fluid, s 3.b.(1–6)definition – deicing , s 3.b.definition – frozen contaminants, s 3.c.definition – hard wing, s 6.e.(2)(a)definition – HOT range, s 6.c.(3)definition – HOT, s 3.d.definition – post deicing/anti-icing check (FAA), s 3.g., 6.e.(3)

81 US, Federal Aviation Administration, FAA Advisory Circular AC 120-60B “Ground Deicing and Anti-icingProgram” (20 December 2004), online: <http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/23199>82 The appears to be four kinds of icing checks: 1) preflight check (aka contamination check) performed by the flightcrew or ground crew to establish the need to deicing/anti-icing), 2) post deicing/anti-icing check (aka post deicingcheck, post application check), an integral part of the deicing/anti-icing process, 3) pretakeoff check performed withinthe holdover time and 4) the pretakeoff contamination check performed after the holdover time has expired.



definition – pretakeoff check (FAA), s 3.e.definition – pretakeoff contamination check (FAA), s 3.f.deicing – definition, s 3.b.deicing fluid – definition, s 3.b.(1–6)FAA AC 120-60, Title at p 1frost, acceptable amount underwing (FAA), s 6.d.frozen contaminants – definition, s 3.c.frozen contamination – effect on (rapid) pitch up and roll-off during rotation, s 6.g.(2)(a)frozen contamination – effect on control, s 6.g.(2)(a)frozen contamination – effect on drag, s 6.g.(2)(a)frozen contamination – effect on engine foreign object damage, s 6.g.frozen contamination – effect on instrument pick up points, s 6.g.(2)(a)frozen contamination – effect on lift, s 6.g.(2)(a)frozen contamination – effect on ram air intakes, s 6.g.(2)(a)frozen contamination – effect on stall at lower-than-normal angle of attack, s 6.g.(2)(a)frozen contamination – effect on weight, s 6.g.(2)(a)frozen contamination – effect on winglets s 6.g.(2)(a)frozen contamination – effect on buffet or stall before activation of stall warning s 6.g.(2)(a)frozen contamination – effect on hard wing aircraft (without leading edge device) s 6.g.(2)(a)ground deicing/anti-icing program (FAA) – approval, ss 1., 5.ground deicing/anti-icing program (FAA) – program elements, s 6.ground deicing/anti-icing program (FAA), approved – operations in lieu of, s 7.hard wing – definition, s 6.e.(2)(a)HOT – definition, s 3.d.HOT range – definition, s 6.c.(3)HOT, end of, s 6.c.(3)HOT, start of, s 6.c.(3)HOT, variables affecting, s 6.c.ice accretion, in-flight, s 6.g.(2)(b)phraseology, use of standard s 6.f.post application check. See post deicing/anti-icing checkpost deicing check. See post deicing/anti-icing checkpost deicing/anti-icing check (FAA)83 – definition, s 3.g., 6.e.(3)post deicing/anti-icing check (FAA) – integral part of deicing/anti-icing process, s 6.e., 6.e.(3)post deicing/anti-icing check (FAA) – recordkeeping mandatory, s 6.f.(3)Dprogram, ground deicing/anti-icing (FAA)pretakeoff check (FAA) – by flightcrew, s 6.e.(1)pretakeoff check (FAA) – definition, s 3.e.pretakeoff check (FAA) – flightcrew situational awareness, s 6.e.(1)pretakeoff check (FAA) – guidance, s 6.e.(1)pretakeoff check (FAA) – regulation 14 CFR § 121.629(c)(3), s 6.e.(1)pretakeoff check (FAA) – within HOT, ss 3.e., 6.e.(1)pretakeoff contamination check (FAA) – definition, s 3.f.pretakeoff contamination check (FAA) – guidance ss 3.f., 6.e.(2)pretakeoff contamination check (FAA) – regulation 14 CFR § 121.629(c)(3)(i), ss 3.f., 6.e.(2)pretakeoff contamination check (FAA) – when HOT has been exceeded, ss 3.f., 6.e.(2)pretakeoff contamination check (FAA) – within 5 minutes of takeoff, ss 3.f., 6.e.(2)representative surface, ss 3.e., 6.d.training – FAA requirements s 6.g.

83 AC 120-60 appears to use different terms for the check that is an integral part of the deicing/anti-icing process:“post deicing check” s 3.g., “post deicing/anti-icing check” s 6.e.(3), 6.f.(3)D, “post application check” s 6.f.(3)D.SAE in ARP 4737 calls it “post deicing/anti-icing check”.



FAA Advisory Circular AC 120-112 Use of Liquid Water Equivalent System toDetermine Holdover Times or Check times of Anti-icing Fluids


Although the FAA does not certify or approve specific liquid water equivalent system (LWES),

some US aircraft operators (§ 121.629(c) category) may be required by US law to seek FAA

authorization to rely on the use of LWES. This document provides the FAA minimum standard

for use of LWES and guidance to those proposing to design, procure, construct, install, activate or

maintain LWES. An LEWS is an automated system that measures the liquid water equivalent rate

of freezing or frozen precipitation. The LEWS system, using the measured LEW rate and

endurance time regression equations, calculates holdover time (HOT) or check time (CT).

Keywords:anti-icing fluid – definition, Appendix 2check time – definition, Appendix 2check time determination system – definition, Appendix 2check time determination system – guidance (FAA), s 1-1check time determination system subset of LWES, s 1-1definition – anti-icing fluid, Appendix 2definition – check time determination system, Appendix 2definition – check time, Appendix 2definition – deicing fluid, Appendix 2definition – endurance time regression analysis, Appendix 2definition – endurance time, Appendix 2definition – glycol pan measurement, Appendix 2definition – HOT, Appendix 2definition – LWE rate, Appendix 2definition – LWE sampling time, Appendix 2definition – LWES, s 1-1, Appendix 2definition – regression analysis, endurance time, Appendix 2deicing fluid – definition, Appendix 2endurance time – definition, Appendix 2endurance time regression analysis – definition, Appendix 2endurance time regression equations, s 1-1freezing drizzle subset of supercooled large droplets, s 3-11freezing rain subset of supercooled large droplets, s 3-11glycol pan measurement – definition, Appendix 2holdover time determination system. See HOTDSHOT – definition, Appendix 2HOTDS – guidance (FAA), s 1-1HOTDS subset of LWES, s 1-1LWE rate – definition, Appendix 2LWE sampling time – definition, Appendix 2LWES – authorization for freezing drizzle (FAA), s 3-9LWES – authorization for freezing rain (FAA), s 3-9LWES – authorization for snow (FAA), s 3-8

Aircraft Deicing Documents – Issued by Transport Canada


LWES – authorization for supercooled large droplets (FAA), s 3-9LWES – authorization process (FAA), s 2LWES – check time, s 1-1LWES – definition, s 1-1, Appendix 2LWES – endurance time regression equation, use of, s 1-1LWES – guidance (FAA), s 1-1LWES – HOT, s 1-1LWES – maintenance log – guidance (FAA), s 2-6LWES – maintenance manual – guidance (FAA), s 2-8LWES – performance specification (FAA), s 2-6LWES – performance testing – guidance (FAA), s 2-2LWES – quality assurance – guidance (FAA), s 2-3LWES – system description – guidance (FAA), s 2-4LWES – testing specification (FAA), s 2-6LWES – training manual – guidance (FAA), s 2-8LWES – training manual – guidance (FAA), ss 2-6, 2-8LWES – ultrasonic wind sensor performance standards (FAA), s 3-6LWES – user manual – guidance (FAA), s 2-6LWES – user manual – guidance (FAA), s 2-6LWES – user manual – guidance (FAA), s 2-6LWES – verification of CT – guidance (FAA), s 2-5LWES – verification of HOT – guidance (FAA), s 2-5LWES – wind speed sensor performance standard, FAA, s 3-5LWES superset of CTDS, s 1-1LWES superset of HOTDS, s 1-1LWES, activation of – guidance (FAA), s 1-1LWES, construction of – guidance (FAA), s 1-1LWES, design of – guidance (FAA), s 1-1LWES, installation of – guidance (FAA), s 1-1, 2-7LWES, maintenance of – guidance (FAA), ss 1-1, 2-8LWES, procurement of – guidance (FAA), s 1-1LWES, siting of – guidance (FAA), s 2-7regression analysis, endurance time – definition, Appendix 2regression equation, use of endurance time – for LWES, s 1-1supercooled large droplets superset of freezing drizzle, s 3-11supercooled large droplets superset of freezing rain, s 3-11

FAA Advisory Circular AC 150/5300-14C Design of Aircraft Deicing Facilities

Revised 2013-08-07 by the FAA.

This document84 provides guidance and recommendations of the designing of deicing facilities. Itcovers the sizing, siting, environmental considerations and operational requirements to maximizedeicing capacity while maintaining safety and efficiency. There is particular emphasis on

84 US, Federal Aviation Administration, FAA Advisory Circular FAA Advisory Circular AC 150/5300-14C “Designof Aircraft Deicing Facilities”, online at ˂ http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentNumber/150_5300-14 ˃.



centralized deicing facilities and the particular issues associates with such facilities. Designconsiderations for infrared deicing facilities are discussed85.

Keywords:14 CFR § 139, s 2. at p i, s 4.b. at p i86

AC 150/5300-14C, Title at p iADF, spent – use as RDP, s 6.6a.ADF, spent. See also CDF runoff mitigation – spent ADF; deicing facility, terminal gate – spent ADF

collectionaircraft deicing facility. See deicing facilityaircraft parking area length, s 3.1a.(2)aircraft parking area width, s 3.1a.(1)aircraft parking area, deicing pad – definition, s 1.2c.(1)Airport Certification Manual (US), s 2. at p iAirport Improvement Program (US), s 2. at p iairport, certificated (FAA), s 2. at p iCDF – definition, s 1.2b.CDF air traffic control tower line-of-sight, s 2.2c.CDF aircraft access routes, s 4.CDF benefits – aircraft retreatment near departure runway, s 2.1b.CDF benefits – avoiding changing weather along long taxiing routes, s 1.1b.(2)CDF benefits – improved airfield flow, s 2.1b.CDF benefits – reduced taxiing time, s 1.1b.(2)CDF capacity, s 2.3CDF common deicing procedures for all users, s 1.1CDF common deicing procedures– safety benefits, s 1.1CDF components – bypass taxiing capability for aircraft not needing deicing, ss 2.1c., 2.8CDF components – control enter, s 2.1c.CDF components – crew shelter, s 2.1c.CDF components – deicing pads ss 2.1c., 2.9CDF components – deicing unit ss 2.1c., 2.5b.CDF components – environmental runoff mitigation ss 2.1c., 2.5e.CDF components – fluid storage and handling ss 2.1c., 2.6CDF components – lighting system ss 2.1c., 2.7CDF control center, ss 4.c. at p i, 2.1c.CDF deicing pad, factors affecting number of – deicing procedure, s 2.4a.CDF deicing pad, factors affecting number of – peak hour departure rate, s 2.4CDF deicing pad, factors affecting number of – preflight inspection, s 2.4a.(1)CDF deicing pad, factors affecting number of – type of aircraft, s 2.4a.(3)CDF deicing pad, factors affecting number of – type of deicing units, s 2.4a.(4)CDF deicing pad, factors affecting number of – variation in meteorological conditions, s 2.4a.(2)CDF deicing pad, factors affecting number of, s 2.4CDF environmental considerations – receiving water aquatic communities quality, s 6.1CDF environmental considerations – receiving water quality, s 6.1CDF environmental considerations. See also CDF runoff mitigationCDF holding bays, s 4.1a.CDF location and sizing, factors affecting – aircraft type fleet mix, s 2.5c.

85 Infrared deicing facilities were built at JKF airport in NY, Buffalo NY, Newark NJ, Rhinelander NY, and Oslo,Norway. Buffalo, Newark, and Oslo facilities were dismantled. JFK and Rhinelander is not operational. The builderof infrared facilities is no longer offering them for sale [FAA private communications. June 2016].86 AC 150/5300-14C has an introductory section at pp i to iv that uses the same section numbering as the maindocument. When the referring to a section in the introductory part, the pages are indicated.



CDF location and sizing, factors affecting – airport layout, s 2.12CDF location and sizing, factors affecting – airport safety programs, s 2.5fCDF location and sizing, factors affecting – deicing queues, s 2.9CDF location and sizing, factors affecting – environmental considerations, s 2.5eCDF location and sizing, factors affecting – HOT and time to takeoff clearance time, s 2.5CDF location and sizing, factors affecting – lighting, s 2.7CDF location and sizing, factors affecting – restriction of type of deicing fluid, s 2.5aCDF location and sizing, factors affecting – taxiing times and routes, s 2.5d, 2.8CDF location and sizing, factors affecting – topography, s 2.10CDF location and sizing, factors affecting – type of deicing fluids used, s 2.5aCDF location and sizing, factors affecting – type of deicing unit, ss 2.4(4), 2.5bCDF location and sizing, factors affecting – utilities, s 2.11CDF location and sizing, factors affecting, s 2.5CDF operational issues, s 1.1CDF pavement requirements, s 3.6CDF runoff mitigation – aerobic treatment, ss 6.2a, 6.7CDF runoff mitigation – anaerobic biochemical reactor, ss 6.2c, 6.7CDF runoff mitigation – biomass, s 6.7CDF runoff mitigation – BOD, s 6.1b.CDF runoff mitigation – COD, s 6.1b.CDF runoff mitigation – diversion boxes, s 6.2f.CDF runoff mitigation – flow rate limits 6.1b.CDF runoff mitigation – lifecycle cost, s 6.2CDF runoff mitigation – mechanical aeration of detention basins, ss 6.2c., 6.7CDF runoff mitigation – metered discharge from detention basin, s 6.2b.CDF runoff mitigation – oil and grease, s 6.1b.CDF runoff mitigation – pH, s 6.1b.CDF runoff mitigation – POTW (US) ss 6.1a., 6.1b., 6.3, 6.7CDF runoff mitigation – recycled water s 6.6b.CDF runoff mitigation – recycling glycol, ss 6.2e., 6.6CDF runoff mitigation – recycling system, ss 6.2e., 6.6CDF runoff mitigation – runoff control at the source, s 6.1a.CDF runoff mitigation – spent ADF detention basins, s 6.4CDF runoff mitigation – spent ADF storage tanks, ss 6.2d., 6.5CDF runoff mitigation – TOC, s 6.1b.CDF runoff mitigation – total suspended solids, s 6.1b.CDF runoff mitigation – urea algae blooms in detention basins, s 6.4d.CDF runoff mitigation – wildlife management near detention basins, s 6.4c.CDF runoff mitigation, s 6CDF safety risk management mandatory before construction (FAA), s 1.5CDF separation standards, s 2.2a.-b.CDF service provider, single, s 1.1CDF siting, s 1.1b.CDF snow desk, s 4.c. at p i, s 2.1c.CDF superset of remote deicing facility, s 4. at p iCDF vehicle safety zone, s 4.d. at p ii, s 3.4c.CDF vehicle service roads, s 4.2CDF, design of, Title at p iCDF, multiple, s 2.4b.CDF, overview of, s 1.1CDF, role of, s 1.1a.CDF. See also deicing facilitycentralized aircraft deicing facility. See CDF



definition – aircraft parking area, deicing pad, s 1.2c.(1)definition – CDF, s 1.2b.definition – deicing facility, s 1.2a.definition – deicing pad aircraft parking area, s 1.2c.(1)definition – deicing pad maneuvering area for deicing units, s 1.2c.(2)definition – deicing pad, s 1.2c.definition – HOT, s 1.2d.deicing facility – capacity, s 2.3deicing facility – definition, s 1.2a.deicing facility – design of, Title at p ideicing facility safety risk management mandatory before construction (FAA), s 1.5deicing facility safety risk management, s 1.5deicing facility stakeholders – air taxis, s 1.3a.deicing facility stakeholders – air traffic control, s 1.3a.deicing facility stakeholders – aircraft rescue and firefighting chief, s 1.3a.deicing facility stakeholders – airport environmental manager, s 1.3a.deicing facility stakeholders – airport operations chief, s 1.3a.deicing facility stakeholders – engineering design contractor, s 1.3a.deicing facility stakeholders – general aviation, s 1.3a.deicing facility stakeholders – ground deicing managers, s 1.3a.deicing facility stakeholders – other authorities, s 1.3b.deicing facility stakeholders – pilot organizations, s 1.3a.deicing facility stakeholders – regulator, s 1.3a.deicing facility stakeholders – station managers of air carriers, s 1.3a.deicing facility, centralized aircraft. See CDFdeicing facility, infrared. See infrared deicing facilitydeicing facility, off-gate87 ss 1.1, 2.1deicing facility, off-gate. See also CDFdeicing facility, on-gate excludes CDF ss 1.1, 2.1deicing facility, remote aircraft. See CDFdeicing facility, remote subset of CDF88, s 4 at p ideicing facility, terminal gate – apron drainage, s 2.1a.deicing facility, terminal gate – capacity, s 2.3deicing facility, terminal gate – cost of glycol mitigation issues, s 2.1b.deicing facility, terminal gate – environmental issues, ss 1.1b(1), 2.1a.deicing facility, terminal gate – gate delays issues, s 2.1b.deicing facility, terminal gate – lack of gate for deicing issues, s 2.1b.deicing facility, terminal gate – spent ADF collection, s 2.1a.deicing facility, terminal gate – taxiing time issues, ss 1.1b.(1), 2.1a., 2.1b.deicing facility, terminal gate excludes CDF, ss 1.1, 2.1deicing pad – definition, s 1.2c.deicing pad – fixed deicing unit considerations, s 3.2deicing pad aircraft parking area – definition, s 1.2c.(1)deicing pad grouping, ss 3.4b.(2), 3.5a.(2)deicing pad layout, s 3.5deicing pad maneuvering area for deicing units – definition, s 1.2c.(2)deicing pad orientation – high winds, s 3.5b.deicing pad orientation – jet blast, s 3.5c.

87 AC 150/5300-14C defines all off-gate deicing facilities as centralized deicing facilities, see s 1.1.88 In AC 150/5300-14C, the term “centralized aircraft deicing facility” includes “remote aircraft deicing facility” andthe expression “remote deicing facility” was dropped from the definition (s 4a at p i). In the Guide, we abbreviatecentralized deicing facility as CDF.



deicing pad orientation – prevailing wind, s 3.5b.deicing pad orientation – visibility, s 3.5b.deicing pad orientation – with respect to taxiway, s 3.5b.deicing pad safety risk management mandatory before construction (FAA), s 1.5deicing pad separation standards, s 3.2, Table 3-1deicing pad surface markings – boundary markings, s 3.4b.deicing pad surface markings – pad grouping marking, s 3.4b.(2)deicing pad surface markings – taxiway centerline, ss 3.2, 3.4a.deicing pad surface markings – taxiway holding position marking, s 3.4b.(1)deicing pad surface markings – vehicle safety zone marking, s 3.4c.deicing pad surface markings, s 3.4deicing pad taxiway centerline requirement, s 3.2deicing pad vehicle safety zone, s 3.2, 3.4c.deicing pad, composite, ss 3.4b.(2), 3.5a.(2)deicing pad, number of, s 2.4deicing unit, fixed – gantry, s 2.5b.(2)deicing unit, fixed – telescopic boom, s 2.5b.(2)deicing unit, fixed, s 3.3FAA-approved Snow and Ice Control Plan, s 4b. at p igantry, s 2.5b.(2)HOT – definition, s 1.2d.HOT v taxiing time, s 2.1a.HOT v time from start of last step to takeoff clearance, s 2.5HOT, end of, s 1.2d.HOT, start of, s 1.2d.ice detection camera. See ROGIDSinfrared deicing facilities, list of. See footnote 85infrared deicing facility – ROGIDS recommended, s 4e. at p ii, s 5.9infrared deicing facility, design of, ss 5.1-5.18maneuvering area for deicing units – vehicle lane width, s 3.1b.maneuvering area for deicing units, s 1.2c.(2)message boards – use at CDF, s 3.6passenger facility charges (US), s 2. at p iPOTW (US), ss 6.1b., 6.3, 6.7RDP, spent ADF as, s 6.6a.remote aircraft deicing facility. See CDF; DDFROGIDS for infrared deicing facilities, s 4.e. at p iiSnow and Ice Control Plan, FAA-approved, s 4.b. at p isnow desk, s 2.1c.(4)takeoff clearance v HOT, s 2.5taxiing time v HOT, ss 2.1a., 2.5taxiing time, acceptable, ss 2.1a.taxiing time, slower in winter-contaminated conditions, s 2.5telescopic boom, fixed, d 2.5b.(2)vehicle safety zone, s 4.d. at p ii, s 5.9

Documents Issued by Transport Canada

Transport Canada Holdover Time Guidelines: Winter 2016-2017

Issued 2016-08-05 by Transport Canada.



This document, updated every year, provides the holdover time guidelines as published by

Transport Canada and changes to the Transport Canada Guidelines of Aircraft Ground-Icing

Operations TP 14052E89. The Transport Canada Holdover Time Guidelines are meant to be used

in conjunction with TP 14052E where additional guidance on aircraft ground deicing can be found.

Keywords:allowance time – temperature increasing, s 2.(b) at p 54, Tables 5–6 at pp 56–57adhesion, factors affecting ice crystals/dry snow. See dry snowaerodynamic acceptance test results – Type I Table 8-1 at pp 59–61aerodynamic acceptance test results – Type II Table 8-2 at pp 62–63aerodynamic acceptance test results – Type III Table 8-3 at p 64aerodynamic acceptance test results – Type IV Table 8-4 at pp 65–66aircraft configuration during deicing – flaps and slats, p 4, 15allowance time – EG v PG Type IV based fluids, pp 53, 57allowance time – precipitation stops, when, s 2.(b) at p 54, s 2.(c)8) at p 55, pp 56–57allowance time – rotation speed 100 knots minimum – Type III fluids, s 2.(c)4) at p 54, Table 5 at p 56allowance time – rotation speed 100 knots minimum – Type IV EG fluids, s 2.(c)4) at p 54, Table 6 at p 57allowance time – rotation speed 115 knots minimum – Type IV PG fluids, s 1 at p 53, s 2.(c)4) at p 54, Table 6

at p 57allowance time – temperature decreasing, s 2.(c)8) at p 55, Tables 5–6 at pp 56–57allowance time – temperature stable, s 2.(b) at p 54, Tables 5–6 at pp 56–57allowance time for METAR code GS. See METAR code GS; METAR code GS, interpretation ofallowance time guidance (TC), pp 3–4,11, 53–57allowance time precipitation type – ice pellets, light – with mixed precipitation, p 54, Tables 5–6 at pp 56–57allowance time precipitation type – ice pellets, light, p 54, Tables 5–6 at pp 56–57allowance time precipitation type – ice pellets, moderate – with mixed precipitation, p 54, Tables 5–6 at pp 56–

57allowance time precipitation type – ice pellets, moderate, p 54, Tables 5 and 6 at pp 56–57allowance time precipitation type – small hail, light – with mixed precipitation, p 54, Tables 5 and 6 at pp 56–

57allowance time precipitation type – small hail, light, p 54, Tables 5 and 6 at pp 56–57allowance time precipitation type – small hail, moderate – with mixed precipitation, p 54, Tables 5 and 6 at pp

56–57allowance time precipitation type – small hail, moderate, p 54, Tables 5 and 6 at pp 56–57allowance time, 90% adjusted – flaps and slats deployed, p 4, Table 5-90% at p 106, Table 6-90% at p 107allowance time, end of, p 51allowance time, extension with pretakeoff contamination inspection – none, p 55allowance time, start of, p 51allowance time, Type I – none, p 54allowance time, Type II – none, p 54allowance time, Type III neat, p 56allowance time, Type III unheated, s 2.(c)3) at p 54, Table 5 at p 56allowance time, Type IV neat, s 2.(c)2) at p 54, Table 6 at p 57anti-icing fluid – definition, p 5anti-icing fluid – protection time, limited, p 5Boeing B737 wingtip devices, p 11Boeing B747 wingtip devices, p 11Boeing B757 wingtip devices, p 11

89 Canada, Transport Canada, Guidelines for Aircraft Ground Icing Operations TP 14052E, 2nd ed, April 2005, online:< https://www.tc.gc.ca/eng/civilaviation/publications/tp14052-menu-314.htm >.



Boeing B767 wingtip devices, p 11Boeing MD11 wingtip devices, p 11brooms. See frozen contamination, removal of – with broomscheck, tactile – mandatory TC – removal of frozen contamination with brooms, p 6definition – anti-icing fluid, p 5definition – frost, active, p 12definition – LOUT, p 67definition – LOWV, p 15definition – MOWV, p 15dry snow – accumulation on wing – removal required p 11dry snow, adhesion of – effect of fuel tanks (heat releasing), p 11dry snow, adhesion of – effect of refueling, p 11dry snow, adhesion of – effect of weather, p 11dry snow, adhesion of – effect of wing temperature, p 11dry snow, non-adhesion of – non-use of fluids, p 11flaps and slats deployed – guidance, pp 4, 15, Tables 0-90% – 6-90% at pp 72–107flightcrew – HOT re-evaluation in improving weather condition – guidance (TC), p 9flightcrew – HOT re-evaluation in worsening weather conditions – guidance (TC), p 9flightcrew – HOT re-evaluation. See also pilot assessment of precipitation intensityfluid application – guidance (TC), p 5, 6fluid application – guidelines, Tables 9, 10, 11-H, 11-U at pp 68–71fluid application – in a hangar of T-tail aircraft, p 6fluid application – in a hangar, p 6fluid application – one-step, p 6, Tables 9, 10, 11-H, 11-U at pp 68–71fluid application – symmetrical, pp 5, 15fluid application – temperature limits, Tables 9, 10, 11-H, 11-U at pp 68–71fluid application – two-step, p 5–6, Tables 9, 10, 11-H, 11-U at pp 68–71fluid application – wing skin temperature lower than OAT see cautions, pp 68–71fluid application, anti-icing – clean aircraft, pp 69–71fluid application, anti-icing – insufficient amount, Tables 10, 11-H, 11-U at pp 69–71fluid application, deicing – temperature application minimum, Tables 9, 10, 11-H, 11-U at pp 68–71fluid application, deicing – temperature at nozzle, minimum 60°C, Tables 9, 10, 11-H, 11-U at pp 68–71fluid, acceptable – TC does not approve, p 5fluid, approval – guidance (TC), pp 5, 10fluid, qualified – TC does not qualify, p 5fog. See snowfall intensity overestimation due to obscurationfreezing fog. See snowfall intensity overestimation due to obscurationfreezing point above OAT. See freezing point buffer, negativefreezing point buffer, negative 90

frost – deceptively dangerous – drag increase, p 12frost – deceptively dangerous – lift degradation, p 12frost appearance, p 12frost formation – effect of surface composition, p 12frost formation – effect of surface finish, p 12frost formation conditions – cloudless nights, low wind (radiation cooling), pp 12–13frost formation conditions – cold-soaked fuel – risk of fluid below LOUT, pp 12–13frost formation conditions – cold-soaked fuel (conductive cooling), pp 12–13frost formation conditions – low light, shade, obscured sun, pp 12–13

90 Negative buffer. The Transport Canada Holdover Time Guidelines Winter 2015-2016 allowed for a negative bufferof 3°C in the first step of a two-step application procedure (Table 9 at p 63, Table 10 at p 64). The 2016-2017 versiononly allows for a 0°C buffer (Tables 9–11U at pp 69–71). This appears inconsistent with sub-paragraph 10.13.3 on p7 which refers to the negative buffer of Tables 9, 10, 11-H and 11-U.



frost formation conditions – surface below OAT and at or below frost point, pp 12–13frost formation conditions – clear sky, pp 12–13frost formation mechanism – conductive cooling, pp 12–13frost formation mechanism – radiation cooling, pp 12–13frost formation, pp 12–13frost on fuselage, p 14frost on lower wing surface, p 13frost on upper wing surface, p 12frost on wing underside. See frost on lower wing surface91

frost point and dew point table, p 12frost point higher than dew point, p 12frost point v dew point, p 12frost roughness, p 11frost, active – definition, p 12frost, active – guidance (TC), pp 5, 12–14frost, deicing in active, p 13frost. See also HOT, frostfrozen contamination, removal of – with brooms – mandatory tactile check (TC), p 6frozen contamination, removal of – with brooms, p 6frozen contamination, removal of – with hot water, p 6hail, small – equivalent to ice pellets, s 2.(c)9) at p 55, Tables 5 and 6 at pp 56–57hangar, fluid application in – T-tail aircraft, p 6hangar, fluid application in, p 6haze. See snowfall intensity overestimation due to obscurationhoarfrost on fuselage, p 14hoarfrost. See also frostHOT – decision making criterion (TC), p 9HOT – FAA/TC harmonization initiative, p 4HOT – weather conditions, in improving, p 9HOT – weather conditions, in worsening, p 9HOT guidance (TC) entire Transport Canada Holdover Time Guidelines documenthot water. See frozen contamination, removal of – with hot waterHOT, 90% adjusted – flaps and slats deployed, pp 4, 15, Table 0-90% to Table 4-90%-SC-CSIV at pp 72–105HOT, frost – guidance (TC), p 13HOT, frost, s Table 0 at, p 19HOT, no – freezing rain, heavy, p 9HOT, no – freezing rain, moderate, p 9HOT, no – hail, p 9HOT, no – hail, small – but see allowance timeHOT, no – ice pellets – but see allowance timeHOT, no – snow heavy, p 9HOT, TC – changes for winter 2016-2017, p 3–4HOT, TC, Title at p 1HOT, Type I – aluminum surface, p 10, Table A-1 at p 20HOT, Type I – aluminum v composite surface – how to select, p 10HOT, Type I – composite surface p 10, Table 1-C at, p 21HOT, Type II fluid-specific – reduction of HOT for snow at ≤ -14°C for winter 2016-2017, p 3 HOT, Type II fluid-specific, Tables 2-A-E26 to 2- NCY-2B+ at pp 23–32HOT, Type II generic – HOT minimum (worst case) values of all Type II and Type IV fluids, p 7HOT, Type II generic – reduction of HOT for snow at ≤ -14°C for winter 2016-2017, p 3 HOT, Type II generic – use fluid-specific LOWV, p 7

91 FAA uses the expression “lower wing surface”, Transport Canada “wing underside”.



HOT, Type II generic, pp 3–4, Table 2-Generic at p 22HOT, Type II/III/IV non-standard dilutions p 10HOT, Type III fluid-specific p 3, Tables 3LS-A-ACM to 3HS-C-2031 at pp 33-36HOT, Type III generic – not issued92

HOT, Type IV fluid-specific – reduction of HOT for snow at ≥ -14°C for winter 2016-2017, p 3 HOT, Type IV fluid-specific, Tables 4-A-E-AD49 to 4-SC-CISV at pp 38–52HOT, Type IV generic – HOT minimum (worst case) values of all Type IV fluids, p 7HOT, Type IV generic – reduction of HOT for snow at ≤ -14°C for winter 2016-2017, p 3 HOT, Type IV generic – use fluid-specific LOWV, p 7HOT, Type IV generic, p 7, Table 4-Generic at p 37ice crystals. See also dry snowice detection system, ground. See ROGIDSice pellets – equivalent to small hail, s 2.(c)9) at p 55, Tables 5 and 6 at pp 56–57inspection, tactile. See check, tactilelist of fluids (TC), p 10, Table 8 at pp 59–67LOUT – definition, p 67LOUT table (TC), p Table 8 at pp 59-67LOWV – definition, p 15LOWV – for Type II generic HOT, p 7LOWV – for Type IV generic HOT, p 7LOWV table (TC), Table 8 at pp 59–67METAR code GS – use of ice pellet and small hail allowance time outside Canada, p 14–15METAR code GS – use of snow HOT in Canada, p 14–15METAR code GS guidance (TC), pp 14–15METAR code GS means small hail or snow pellets outside Canada, pp 14–15METAR code GS means snow pellets in Canada, pp 14–15METAR code GS, interpretation of, pp 14–15METAR code SHGS means small hail in Canada, pp 14–15mist. See snowfall intensity overestimation due to obscurationMOWV – definition, p 15obscuration. See snowfall intensity overestimation due to obscurationpretakeoff contamination inspection (TC) – ice pellet and small hail, p 54–55pretakeoff inspection (TC) – winglet devices, p 11ROGIDS – guidance (TC), p 7runway visual range – do not use with snowfall visibility table, p 9smoke. See snowfall intensity overestimation due to obscurationsnowfall intensity as a function of prevailing visibility table. See snowfall visibility tablesnowfall intensity overestimation due to obscuration – dust, p 8snowfall intensity overestimation due to obscuration – fog, p 8snowfall intensity overestimation due to obscuration – freezing fog, p 8snowfall intensity overestimation due to obscuration – haze, p 8snowfall intensity overestimation due to obscuration – mist, p 8snowfall intensity overestimation due to obscuration – smoke, p 8snowfall intensity overestimation due to obscuration, p 8snowfall visibility table – guidance (TC), pp 8–9snowfall visibility table (TC), Table 7 at p 58three minute rule. p 6, Tables 9, 10, 11-H, 11-U at pp 68-71Type I/II/III/IV, use of – TC criterion – certificate of conformance, p 10Type I/II/III/IV, use of – TC criterion – conformance to AMS1424 and AMS1428, p 9–10

92 Transport Canada Holdover Time Guidelines Winter 2105-2016 spelled out clearly that there was no Type IIIgeneric HOT guidelines. There is no Type III generic HOT guideline in the 2016-2017 version but it is not specifiedas such.



Type I/II/III/IV, use of – TC criterion – independent laboratory confirmation of conformance, p 100viscosity measurement method – precedence of fluid manufacturer method over AS9968, p 67viscosity measurement method, fluid manufacturer, p 67visibility obscuration. See snowfall intensity overestimation due to obscurationvisibility, flightcrew observed, p 9visibility, METAR, pp 8–9visibility, METAR/SPECI, pp 8–9visibility, prevailing, pp 8–9visibility, reported, pp 8–9visibility, runway visual range, p 9visibility, RVR, p 9wingtip devices – Boeing B737, p 11wingtip devices – Boeing B747, p 11wingtip devices – Boeing B757, p 11wingtip devices – Boeing B767, p 11wingtip devices – Boeing MD11, p 11wingtip devices – raked wingtips, pp 5, 11wingtip devices – scimitar, pp 5, 11wingtip devices – scimitar, split – representative surface, use of – TC, p 11wingtip devices – scimitar, split, pp 5, 11wingtip devices – strakes, pp 5, 11wingtip devices – winglets, pp 5, 11

Transport Canada Guidelines for Aircraft Ground Icing Operations TP 14052E

Revised 2005-04.

This document provides guidance to those who are involved in aircraft ground deicing. It is meant

to be used in conjunction with the Transport Canada Holdover Time Guidelines which are issued

every year. Even though TP 14052E itself has not be reissued since April 2005, some of its sections

have revised and those revision are found in the current version of the Transport Canada Holdover

Time Guidelines.93

Keywords:ADF general description, s 8.1.2aerodynamic acceptance test – definition, s 18aerodynamic effect of asymmetrical contamination, s 12.6.8aerodynamic effect of contamination – guidance (TC), s 12.6.8aerodynamic effect of contamination. See also frozen contamination – effect onaerodynamic effect of leading edge roughness, s 12.6.8aerodynamic effect of roughness, s 12.6.8air heaters. See frozen contamination, removal of – with air heatersair operator (TC) – definition, s 18air operator certificate (TC) – definition, s 18

93 Here we index TP 14052E, not the revisions thereof. Its revised sections are indexed as part of the Transport CanadaHoldover Time Guidelines. The revisions of TP 14052E are extensive. Users should incorporate the revisions beforeattempting to rely on TP 14052E.



AMS1424 – TC recognized, s 8.1.3AMS1428 – TC recognized, s 8.1.3anti-icing – definition, ss 8.1.1, 18apron – definition, s 18APU fluid ingestion, ss 12.4, 12.6.11APU glycol ingestion, ss 12.4, 12.6.11biodegradation, effects of, s 13.5.1Brix, s 8.1.6.1 c)brooms. See frozen contamination, removal of – with broomsbrushes. See frozen contamination, removal of – with brushescabin windows. See windows, cabinCanada Labour Code – mandatory compliance, s 6, 6.1Canadian Aviation Regulations, list of, s 1.4CDF – definition, s 18CDF approval (TC), ss 14.2, 14.2.2.2CDF program (TC), s 14.2.3CDF requirements (TC), s 14.2.2CEPA guidelines, s 13.2.1check, tactile – clear ice detection, s 11.2.3.4check, tactile – symmetrical, s 11.2.3.4check, tactile – tactile wand, with, s 11.2.3.4clean aircraft concept – definition, s 18clear ice – definition, s 18clear ice, difficulty to detect, s 12.1.8.1clear ice, effect of, s 1.3clear ice, formation of, s 12.1.8.1cold soaking – definition, s 18cold soaking, s 1.3collision with aircraft, deicing unit, s 12.6.11communication methodology, s 7.3communication plan, s 7.1communication procedure, s 7.5communication responsibilities, s 7.4communication training, s 7.8communication training, ss 7.8–7.9communications – flightcrew/cabin crew, s 7.12communications – service provider responsibilities, s 7.10communications from passengers, s 7.11communications, DDF, ss 7.6–7.8contamination – definition, s 18control, aircraft lateral, s 12.6.8controllability, aircraft lateral – contamination effect on, s 12.6.7critical surface – definition, s 18critical surface inspection (TC) – definition, s 18DDF – communications with flightcrew, ss 12.6.1–12.6.6, 12.6.11DDF – emergency at, s 15DDF – emergency. See also emergencydefinition – aerodynamic acceptance test, s 18definition – air operator (TC), s 18definition – air operator certificate (TC), s 18definition – anti-icing, s 8.1.1, 18definition – apron, s 18definition – CDF, s 18



definition – clean aircraft concept, s 18definition – clear ice, s 18definition – cold soaking, s 18definition – contamination, s 18definition – critical surface inspection (TC), s 18definition – critical surface, s 18definition – defrosting, s 18definition – deicing facility, s 18definition – deicing pad, s 18definition – deicing, ss 8.1.1, 18definition – endurance time, s 18definition – flight time, s 18definition – fluid failure, s 18definition – forced air, s 18definition – freezing point buffer, s 8.1.6.1 c)definition – freezing point, s 18definition – freezing rain, s 18definition – ground icing conditions, s 18definition – ground icing operations program (TC), s 18definition – hail, s 18definition – HHET, s 18definition – hoarfrost, s 18definition – HOT guideline, s 18definition – HOT, s 18definition – ice house, s 18definition – ice pellets, s 18definition – ice, s 18definition – infrared heat deicing method, s 18definition – inspection, tactile (TC), s 18definition – maneuvering area, s 18definition – operations bulletins, s 18definition – pilot-in-command, s 18definition – precipitation rate, s 18definition – pretakeoff contamination inspection (TC), s 18definition – representative surface, s 18definition – service provider, s 18definition – snow grains, s 18definition – snow pellets, s 18definition – specimen sheet (training), s 18definition – staging bay, s 18definition – taxiway, s 18definition – terminal deicing facility, s 18definition – WSET, s 18defrosting – definition, s 18deicing – definition, ss 8.1.1, 18deicing configuration, aircraft, s 12.3deicing facility – definition, s 18deicing pad – definition, s 18deicing program – TC approved, s 8.1.5deicing unit – inspection – after maintenance, s 8.1.6.6 h)deicing unit – inspection – after modification, s 8.1.6.6 h)deicing unit – inspection – annual, s 8.1.6.6 h)deicing unit – inspection – hoses, s 8.1.6.6 h)



deicing unit – inspection – nozzles, s 8.1.6.6 h)deicing unit – inspection – pumps, s 8.1.6.6 h)deicing unit collision with aircraft, s 12.6.11due diligence, principle of, s 16effluent collection, s 13.6effluent containment, s 13.6effluent disposal, s 13.6emergency – bomb threat, s 15.13emergency – communications, s 15.3emergency – co-ordination, s 15.4emergency – exercises, s 15.6emergency – fire, aircraft, s 15.11emergency – fire, deicing facility, s 15.12emergency – fire, ground equipment, s 15.16emergency – first response, equipment for, s 15.7emergency – hijacking, s 15.14emergency – medical, s 15.15emergency – service provider role, ss 15.2, 15.8emergency – spill, fluid, s 15.9emergency – spill, jet fuel, s 15.10emergency exits, aircraft, s 12.2.2emergency, s 15endurance time – definition, s 18engines, aft-mounted – effect of clear ice, s 1.3engines-on deicing, s 10.13.6eye protection, s 6.1.2.2face protection, s 6.1.2.2fall protection systems, s 6.1.2.2first aid, s 6.1.2.8first response, s 15.7flaps and slats deployed – guidance (TC), ss 12.3, 12.6.8flaps. See flaps and slatsflight time – definition, s 18fluid certificate of conformance – fluid manufacturers to provide, s 8.1.3fluid dry-out. See Type II/III/IV residue; Type II/IV residuefluid environmental impact, s 13fluid failure – definition, s 18fluid shelf life, s 8.1.6.6 f)fluid slipperiness, s 8.1.6.6 g)fluid specifications, ISO – TC recognized, not, s 8.1.3fluid specifications, SAE – TC recognized, s 8.1.3fluid spills – emergency contact in Canada: CANUTEC, s 8.1.10fluid test frequency – bulk storage, s 8.1.6.6 a)fluid test frequency – deicing unit after maintenance, s 8.1.6.6 h)fluid test frequency – deicing unit after repair, s 8.1.6.6 h)fluid test frequency – deicing unit daily and when refilled, s 8.1.6.6 a)fluid test frequency – drums, s 8.1.6.6 a)fluid test frequency – totes, s 8.1.6.6 a)fluid test frequency – upon dilution, s 8.1.6.6 a)fluid test frequency – upon transfer, s 8.1.6.6 a)fluid, composition of, s 8.1.2fluids – guidance (TC), s 8footwear, s 6.1.2.2



forced air – definition, s 18forced air, s 10.13.4freezing drizzle – guidance (TC), s 12.1freezing point – definition, s 18freezing point buffer – definition, s 8.1.6.1 c)freezing point buffer – origin, s 8.1.6.1 c)freezing point buffer, reasons for – absorption of precipitation, s 8.1.6.1 c)freezing point buffer, reasons for – difference between OAT and aircraft surface temperature, s 8.1.6.1 c)freezing point buffer, reasons for – fluid application variation, s 8.1.6.1 c)freezing point buffer, reasons for – OAT changes after fluid application, s 8.1.6.1 c)freezing point buffer, reasons for – refractometer measurement variability94, 8.1.6.1 c)freezing point buffer, reasons for – weather changes after fluid application, s 8.1.6.1 c)freezing point depression, description of, s 8.1.6.1 a)freezing point determination – ASTM D 1177, s 8.1.6.1 a)freezing point determination – first ice crystal formation, s 8.1.6.1 a)freezing point determination – refraction, s 8.1.6.1 b)freezing point measurement. See freezing point determinationfreezing rain – definition, s 18freezing rain, operations in – guidance (TC), s 12.1.1freezing rain, safety considerations – guidance (TC), s 12.1.1frost polishing – unacceptable method, s 10.12.4frozen contamination – effect drag, s 12.6.7frozen contamination – effect on lateral controllability, s 12.6.7frozen contamination – effect on lift, asymmetrical, s 12.6.7frozen contamination – effect on lift, s 12.6.7frozen contamination – effect on propeller balance, s 12.6.7frozen contamination – effect on propeller efficiency, s 12.6.7frozen contamination – effect on stall angle, s 12.6.7frozen contamination – effect on stall pusher system, s 12.6.7frozen contamination – effect on stall speed, s 12.6.7frozen contamination – effect on stall warning system, s 12.6.7frozen contamination, removal of – by manual means, s 10.12frozen contamination, removal of – with air heaters, s 10.12.5frozen contamination, removal of – with brooms, s 10.12frozen contamination, removal of – with brushes, s 10.12frozen contamination, removal of – with ropes, s 10.12frozen contamination, removal of – with scrapers, s 10.12glycol discharge guidelines (Canada), s 13.2.1glycol management, s 13.7glycol mitigation, s 13.7ground ice detection system – definition, s 18ground ice detection system – definition, s 18ground icing conditions – definition, s 18ground icing program, approved (TC), ss 2.1, 3.1hail – definition s 18hangar, use of s 10.2.1harness, s 6.1.2.2hazards of ice, snow and frost ss 1.3, 12.6.8hazards of ice, snow and frost. See also frozen contamination – effect onheadsets, s 6.1.2.2

94 Refractometer measurement error can be introduced, for instance, by the imperfect temperature compensation ofanalog temperature-compensated refractometers.



headwear, protective, s 6.1.2.2heat loss, s 10.6.2.3helicopter issues, s 12.7HHET – definition, s 18hoarfrost – definition, s 18HOT – definition, s 18HOT guidance (TC), s 11HOT guideline – definition, s 18HOT, start of, s 12.6.10ice – definition, s 18ice house – definition, s 18ice pellets – definition, s 18infrared heat deicing method – definition, s 18infrared heat systems, s 10.13.1injury to deicing operator, s 12.6.11inspection, tactile (TC) – definition, s 18leading edge devices. See flaps and slatsLOUT – calculation examples, s 8.1.6.1 c)maneuvering area – definition, s 18masks, s 6.1.2.2message boards, s 7.13MSDS requirements (Canada), s 8.1.8occupational health and safety (Canada), s 6.1operations bulletins – definition, s 18passenger briefing, pre-deicing – TC regulation, s 12.6.9personal protective equipment, s 6.1.2.6pilot-in-command – definition, s 18pilot-in-command – duties, s 12.6polishing frost – unacceptable method, s 10.12.4precipitation rate – definition, s 18pretakeoff contamination inspection (TC) – definition, s 18pretakeoff contamination inspection (TC), s 11.2.4propeller balance, effect of contamination on, s 12.6.7propeller efficiency, effect of contamination on, s 12.6.7quality assurance system (TC), s 4rain on cold soaked wing – clear ice, difficulty to detect, s 12.1.8.1record keeping (TC) – minimum records, s 4.2.1record keeping (TC) – audit dates, results and actions, s 4.2.1record keeping (TC) – equipment log sheets, s 4.2.1record keeping (TC) – field test results, ss 4.2.1, 4.2.3.2, 4.2.3.3record keeping (TC) – fluid acceptance records, ss 4.2.1, 4.2.3record keeping (TC) – fluid application records, s 4.2.2record keeping (TC) – glycol mitigation plan, s 4.2.1record keeping (TC) – refractometer calibration, ss 4.2.1, 4.2.3.5record keeping (TC) – retention time, ss 4.2.3.1–4.2.3.5record keeping (TC) – test frequency, s 4.2.1record keeping (TC) – training records, s 4.2.1record keeping (TC), s 4refractometer calibration, ss 4.2.1 g), 4.2.3.5, 8.1.6.1refractometers, s 8.1.6.1regulations, Canada – guidance (TC), s 12.8representative surface – approval (TC), ss 11.2.5.1, 11.2.5.3representative surface – definition, s 18



representative surface – purpose, s 11.2.5.2representative surface – use of (TC), s 11.2.5.4respiratory protection, s 6.1.2.2ropes. See frozen contamination, removal of – with ropesrotorcraft issues, s 12.7roughness, effect of, s 12.6.8safety – accident investigation, s 6.1.2.7safety – aircraft movement, s 6.2.6safety – aircraft positioning, s 6.2.7safety – deicing unit movement, s 6.2.6safety – employee, role of (Canada), s 6.1.1safety – employer, role of (Canada), s 6.1.2safety – engine inlet, s 6.2.2safety – first aid, s 6.1.2.8safety – hazardous substances, s 6.1.2.3safety – jet blast, s 6.2.1safety – job analysis, s 6.1.2.5safety – personal protective equipment, s 6.1.2.2safety – personnel, s 6safety – procedures, s 6.2.8safety – safety zones, s 6.2.3safety – slipperiness, s 6.2.4safety – visibility, s 6.2.5safety – weather, s 6.2.5safety – wind, s 6.2.5safety – workplace inspections, s 6.1.2.6scrapers. See frozen contamination, removal of – with scrapersservice provider – definition, s 18slats. See flaps and slatsslush – definition, s 18SMS (TC), s 4snow – guidance (TC), s 12.1.3snow grains – definition, s 18snow pellets – definition, s 18snow, blowing – effect on aerodynamically quiet areas, s 12.1.4specimen sheet (training) – definition, s 18spray pattern, s 10.6.1spray pressure, s 10.6.1staging bay – definition s18stall, frozen contamination effect on. See frozen contamination – effect on stallstorage tank corrosion, s 8.1.6.6 h)storage tank inspection, s 8.1.6.6 h)tactile pole, s 11.2.3.4tactile wand, s 11.2.3.4taxiway – definition, s 18terminal deicing facility – definition, s 18training (TC), s 5Type I coverage, s 10.6.2.1Type I degradation – chemical contamination – corrosion in storage vessel, s 8.1.6 c)Type I degradation – chemical contamination – galvanic corrosion in storage vessel, s 8.1.6 c)Type I degradation – chemical contamination – leaky tank covers, s 8.1.6 c)Type I degradation – chemical contamination – mislabeled equipment, s 8.1.6 c)Type I degradation – chemical contamination – uncleaned new equipment, s 8.1.6 c)



Type I degradation – chemical contamination – undedicated equipment, s 8.1.6 c)Type I degradation – chemical contamination – unintended transfer, s 8.1.6 c)Type I degradation – chemical contamination – unlabeled equipment, s 8.1.6 c)Type I degradation – exposure to UV light, s 8.1.6.6 c)Type I degradation – heating – oxidation, s 8.1.6 e)Type I degradation – heating – water loss, s 8.1.6 e)Type I heating issues – application temperature, s 8.1.6.6 d)Type I heating issues – evaporation, s 8.1.6.6 d)Type I heating issues – shelf life, s 8.1.6.6 f)Type I heating issues – standby heating, s 8.1.6.6 d)Type I heating issues – thermal degradation, s 8.1.6.6 d)Type I heating issues – water loss, s 8.1.6.6 d)Type I, unheated, s 12.5Type II/III/IV coverage, s 10.6.2.2Type II/III/IV degradation – chemical contamination – corrosion in storage vessel, s 8.1.6 c)Type II/III/IV degradation – chemical contamination – galvanic corrosion in storage vessel, s 8.1.6 c)Type II/III/IV degradation – chemical contamination – leaky tank covers, s 8.1.6 c)Type II/III/IV degradation – chemical contamination – mislabeled equipment, s 8.1.6 c)Type II/III/IV degradation – chemical contamination – uncleaned new equipment, s 8.1.6 c)Type II/III/IV degradation – chemical contamination – unintended transfer, s 8.1.6 c)Type II/III/IV degradation – chemical contamination – unlabeled equipment, s 8.1.6 c)Type II/III/IV degradation – chemical contamination – using undedicated equipment, s 8.1.6 c)Type II/III/IV degradation – excessive shearing – filters, s 8.1.6.6 d)Type II/III/IV degradation – excessive shearing – nozzles, s 8.1.6.6 h)Type II/III/IV degradation – excessive shearing – partially open valve, s 8.1.6.6 h)Type II/III/IV degradation – excessive shearing – pumps, s 8.1.6.6 d)Type II/III/IV degradation – exposure to UV light, s 8.1.6.6 c)Type II/III/IV degradation – heating – oxidation, s 8.1.6 e)Type II/III/IV degradation – heating – water loss, s 8.1.6 e)Type II/IV residue – guidance (TC), s 10.7Type II/IV residue cleaning with high pressure washing, s 10.7Type II/IV residue cleaning, s 10.7Type II/IV residue formation – conditions conducive to, s 10.7Type II/IV residue formation – diluted Type II/IV v neat Type II/IV, s 10.7Type II/IV residue formation – European practices conducive to, s 10.7Type II/IV residue formation – hot Type I or hot water to alleviate, s 10.7Type II/IV residue formation – North American practices preventing, s 10.7Type II/IV residue formation – use of Type II/IV without hot water or Type I, s 10.7Type II/IV residue in aerodynamically quiet areas, s 10.7Type II/IV residue in and around gaps between stabilizers, elevators, tabs, hinges, s 10.7Type II/IV residue in crevices, s 10.7Type II/IV residue in drain holes, s 10.7Type II/IV residue inspection between flaps and wing, s 10.7Type II/IV residue inspection frequency, s 10.7Type II/IV residue inspection of drain holes, s 10.7Type II/IV residue inspection of flight control bays, s 10.7Type II/IV residue inspection, s 10.7Type II/IV residue, effect of – on non-powered control surfaces, s 10.7Type II/IV residue, effect of – on powered control surfaces, s 10.7Type II/IV residue, effect of – restricted control surface movement, s 10.7Type II/IV residue, lubrication of areas affected by, s 10.7Type III residue – monitoring recommended, s 10.7windows, cabin, ss 12.2.1, 12.6.11



wing covers, use of, s 10.2.2WSET – definition, s 18

Aircraft Deicing Documents – Issued by EASA


Documents Issued by EASA

Guidance issued by EASA consists of three sections labeled GM1, GM2 and GM3 of the Annex

to Executive Director Decision ED 2012/018/R: Acceptable Means of compliance (AMC) and

Guidance Material (GM) to Part-CAT.

GM1 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures:Terminology

Issued 25 October 2012 by EASA

Keywordsaircraft icing, conditions conducive to, s (c) at 121anti-icing code, s (m) at p 122anti-icing fluid – definition, s (a) at p 121check, contamination – definition, s (a) at p 121check, post-treatment (EASA), s (j) at p 122check, pretakeoff (EASA). See pretakeoff check (EASA)check, pretakeoff contamination (EASA). See pretakeoff contamination check (EASA)clear ice – definition, s (b) at p 121clear ice, conditions conducive to formation of, s (b) at p 121contamination – definition, s (d) at p 121definition – anti-icing fluid, s (a) at p 121definition – check, contamination, s (a) at p 121definition – clear ice, s (b) at p 121definition – contamination, s (d) at p 121definition – deicing fluid, s (f) at p 121–122definition – deicing/anti-icing procedure, s (g) at p 122definition – GIDS, s (h) at p 122definition – LOUT, s (i) at p 122definition – pretakeoff contamination check (EASA), s (l) at p 122definition – ROGIDS, s (h) at p 12295

deicing fluid – definition, s (f) at p 121–122deicing/anti-icing procedure – definition, s (g) at p 122GIDS – definition, s (h) at p 122GIDS. See also ROGIDSground ice detection system. See also ROGIDSground ice detection system. See GIDSLOUT – definition, s (i) at p 122pretakeoff check (EASA), s (k) at p 122pretakeoff contamination check (EASA) – definition, s (l) at p 122ROGIDS – definition, s (h) at p 12296

95 EASA uses the term GIDS (ground ice detection system), SAE uses the term ROGIDS (remote on-ground icedetection system for what appears to be the same reality.96 EASA uses the term GIDS (ground ice detection system), SAE uses the term ROGIDS (remote on-ground icedetection system for what appears to be the same reality.



GM2 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures:Deicing/Anti-icing Procedures

Issued 25 October 2012 by EASA.

Keywordsanti-icing code, s (d) at p 125check, contamination, s (a) at p 123, s (b) at p 124check, post-treatment (EASA), s (a) at p 123, s (b) at p 124check, tactile, s (b) at p 124clear ice, detection of, s (a) at p 123commander. 97 See pilot-in-commanddefinition – deicing/anti-icing, one-step, s (b) at p 123definition – deicing/anti-icing, two-step, s (b) at p 123deicing/anti-icing, one-step – definition, s (b) at p 123deicing/anti-icing, two-step – definition, s (b) at p 123fluid application – guidance (EASA), pp 123–126fluid application – interruption of, s (a) at p 123fluid application – unsuccessful, s (a) at p 123frost on lower wing surface, s (a) at p 123frozen contamination, removal of – by manual means, s (b) at p 123frozen contamination, removal of – with forced air, s (b) at p 123frozen contamination, removal of – with hot water, s (b) at p 123frozen contamination, removal of – with infrared, s (b) at p 123HOT guidance (EASA), s (e) at p 125pilot-in-command – situational awareness, s (8) at p 124pretakeoff check (EASA), s (a) at p 123pretakeoff contamination check (EASA), s (a) at p 123record keeping (EASA) – deicing/anti-icing incidents, s (a) at p 123three minute rule, s (b) at p 123training, EASA requirements, ss (f–g) at p 125Type II/III/IV aircraft operational considerations – aircraft attitude, s (c) at p 124Type II/III/IV aircraft operational considerations – flightcrew briefing, s (c) at p 124Type II/III/IV aircraft operational considerations – increased takeoff speed, s (c) at p 124Type II/III/IV aircraft operational considerations – mass decrease, s (c) at p 124Type II/III/IV aircraft operational considerations – rotation speed and rate, s (c) at p 124Type II/III/IV aircraft operational considerations – stick force, s (c) at p 124Type II/III/IV aircraft operational considerations. See also aerodynamic effect of fluids – performance

adjustmentsType II/III/IV residue formation, ss (b) at p 123, (c) at p 124Type II/III/IV residue, dried, s (h) at p 126Type II/III/IV residue, effect of – aileron jamming, s (h) at p 126Type II/III/IV residue, effect of – drain hole clogging, s (h) at p 126Type II/III/IV residue, effect of – elevator jamming, s (h) at p 126Type II/III/IV residue, effect of – flap jamming, s (h) at p 126Type II/III/IV residue, effect of – flight control problems, s (h) at p 126Type II/III/IV residue, effect of – lift reduction, s (h) at p 126Type II/III/IV residue, effect of – stall speed increase, s (h) at p 126

97 EASA uses “commander”. FAA and Transport Canada tend to use the expression pilot-in-command or captain.Here we use pilot, pilot-in-command or flightcrew, as appropriate. Scripts in section 5.8 pf AS6285 states that pilot-i-command is a synonym of commander.

Aircraft Deicing Documents – Issued by EASA


Type II/III/IV residue, guidance, EASA, s (h) at pp 125–126Type II/III/IV residue, rehydrated, s (h) at p 126Type II/III/IV residue, s (h) at pp 125–126unthickened fluid. See Type Iwing temperature v OAT, s (2) at p 123

GM3 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures:Deicing/Anti-icing Background Information

Issued 25 October 2012 by EASA.

Keywords

frozen contamination – effect on APU, s (a) at pp 126–127frozen contamination – effect on control surfaces, s (a) at pp 126–127frozen contamination – effect on drag, s (a) at pp 126–127frozen contamination – effect on engine compressor, s (a) at pp 126–127frozen contamination – effect on engine stall, s (a) at pp 126–127frozen contamination – effect on engine, s (a) at pp 126–127frozen contamination – effect on lift, s (a) at pp 126–127frozen contamination – effect on propeller performance, s (a) at pp 126–127hazards of ice, snow and frost, s (a) at pp 126HOT (EASA) – AEA recommendation, s (a) at p 127HOT guidance (EASA), s (c) at p 128HOT, end of (EASA) – at fluid failure98, s (c) at p 128HOT, end of (EASA) – at the beginning of the takeoff roll (fluid shedding), s (c) at p 128HOT, no (EASA) – freezing precipitation with high water content, s (a) at p 127HOT, no (EASA) – freezing rain, s (a) at p 127HOT, no (EASA) – hail, s (a) at p 127HOT, no (EASA) – heavy snow, s (a) at p 127HOT, no (EASA) – high wind velocity, s (a) at p 127HOT, no (EASA) – ice pellets, s (a) at p 127HOT, start of, s (c) at p 128

98The expression “loss of fluid effectiveness” and “fluid failure” appears to be used interchangeably; however, thereis a distinction to be made between visual failure and aerodynamic failure.



PART TWO: THE RUNWAY DEICING DOCUMENTS

A chart with the aircraft deicing documents can be found in Figure 1.

Documents Issued by the SAE G-12 Runway Deicing Fluid Committee

AMS1431D Compound, Solid Runway and Taxiway Deicing/Anti-Icing

Revised 2012-06-08 by SAE G-12 RDF.

AMS1431D sets the technical requirements for runway deicing and anti-icing products in the form

of a solid.99 Runway deicing products (RDP) are used typically at airports on aircraft maneuvering

areas, such as aprons, runways, and taxiways, for the prevention and removal of frozen deposits

of snow, frost, and ice.

Keywords:aircraft maneuvering area deicing product. See RDPairfield deicing fluid. See RDPapron deicing product. See RDPcadmium plate corrosion – reporting requirement p 1, s 3.2.9.3.1carbon brake oxidation – reporting requirement, Rationale at p 1definition – RDP, solid – lot, s 4.3RDP nomenclature see footnote 99RDP, solid – acceptance tests, s 4.2.1RDP, solid – AIR6130 reporting, s 3.2.9.3.1RDP, solid – airfield use label, s 5.1.2RDP, solid – approval by purchaser, s 4.4RDP, solid – aquatic toxicity, s 3.1.1.4RDP, solid – asphalt concrete degradation resistance, s 3.8.2.2RDP, solid – biodegradation, s 3.1.1.3RDP, solid – BOD, s 3.1.1.1RDP, solid – chloride content, s 3.2.3RDP, solid – composition, s 3.1

99 Use of words to design runway deicing products in solid and liquid form is not systematic in the SAE documentsand even within a document. AMS1431D uses “Solid Runway and Taxiway Deicing/Anti-icing Compound” in itstitle. Section 1.3.1 refers to “deicers/anti-icers”, s 3.1 “product”, s. 3.1.1 “compound”, s 3.1.1.4 “formulatedcompound”. AMS1435C: title “Deicing/Anti-icing Runways (sic) and Taxiways (sic) Generic Fluid”, s 1.1 “deicingand anti-icing materials”, s 1.3.4 “fluid product”, s 1.4 “deicing anti-icing formulations”, s 3.1 “fluid”. AIR6130rationale section “runway deicing/anti-icing compounds”, “runway deicers”, “deicing compound”, s 1 “runwaydeicing compound”. AIR6170, AIR6172 and AIR6211 use in their titles “… Runways (sic) and Taxiways (sic)Deicing/Anti-icing Chemicals”. The following nouns are used almost interchangeably: fluid, compound, deicer,chemical, material and product. Fluid does not encompass solids and vice versa. Compound, in chemistry, is asubstance formed by a combination of elements in fixed proportions – not what we have here. Deicer can be achemical, a person or a vehicle – too imprecise. Material is usually referred to as a substance to make things. Chemical,unfortunately, is oft perceived negatively. For lack of a better term, in this document, the runway deicing fluid (RDF)and solids (no abbreviation) are indexed as runway deicing product (RDP): RDP, liquid and RDP, solid.



RDP, solid – ecological behavior, s 3.1.1.4RDP, solid – effect on aircraft materials, s 3.2.9RDP, solid – effect on painted surfaces, s 3.2.6RDP, solid – effect on transparent plastics, s 3.2.5RDP, solid – effect on unpainted surfaces, s 3.2.7RDP, solid – Federal (US) Supply Classification 6850, s 8.4RDP, solid – flash point, s 3.2.2RDP, solid – friction evaluation, s 1.3.2RDP, solid – hydrogen embrittlement, s 3.2.9.4RDP, solid – ice melting, s 3.2.10RDP, solid – ice penetration, s 3.1.10RDP, solid – ice undercutting, s 3.2.10RDP, solid – independent laboratory testing, s 4.1RDP, solid – labels, s 5RDP, solid – lot – definition, s 4.3RDP, solid – lot number, s 5.1.2RDP, solid – low embrittling cadmium plate, s 3.2.9.3RDP, solid – MSDS, s 4.5.1RDP, solid – periodic tests, s 4.2.2RDP, solid – pH, s 3.2.1RDP, solid – physical properties, s 3.2RDP, solid – preproduction tests, s 4.2.3RDP, solid – rejection, s 7RDP, solid – reports, s 4.5RDP, solid – resampling, s 4.6RDP, solid – runway concrete surface scaling resistance, s 3.2.8.1RDP, solid – sampling plan, s 4.3RDP, solid – sampling, s 4.3RDP, solid – sandwich corrosion, s 3.2.9.1RDP, solid – storage stability, s 3.2.4RDP, solid – stress corrosion resistance, s 3.2.9.5.1RDP, solid – TOD, s 3.1.1.2RDP, solid – total immersion corrosionRDP, solid – total water content, s 3.1.3RDP, solid – trace contaminants, s 3.1.2runway deicer. See RDPrunway deicing chemical. See RDPrunway deicing compound. See RDPrunway deicing fluid. See RDP, liquidrunway deicing product. See RDPrunway deicing solid. See RDP, solidrunway deicing/anti-icing compound. See RDPsolid runway and taxiway deicing/anti-icing compound. See RDP, solidtaxiway deicing compound. See RDPtaxiway deicing product. See RDP



AMS1435C Fluid, Generic, Deicing/Anti-Icing Runways and Taxiways

Revised 2012-06-07 by SAE G-12 RDF.

AMS1435C sets the technical requirements for runway deicing and anti-icing products in the form

of a liquid. Runway deicing products are used typically at airports on aircraft maneuvering areas,

such as aprons, runways, and taxiways, for the prevention and removal of frozen deposits of snow,

frost, and ice. Runway deicing products (RDP) in liquid form, also known as runway deicing

fluids, must never be used as aircraft deicing fluid.

Keywordsaircraft maneuvering area deicing product. See RDPairfield deicing fluid. See RDPapron deicing product. See RDPcadmium plate corrosion by RDP – reporting requirement, s 3.2.5.3.1cadmium plate corrosion by RDP, Rationale at p 1carbon brake oxidation by RDP, Rationale at p 1definition – RDP, liquid – lot, s 4.3fluid runway and taxiway deicing/anti-icing compound. See RDP. liquidliquid runway and taxiway deicing/anti-icing compound. See RDP, liquidRDF. See RDP, liquidRDP, fluid. See RDP, liquidRDP, liquid – acceptance tests, s 4.2RDP, liquid – acceptance tests, s 4.2.1RDP, liquid – AIR6130 reporting, s 3.2.5.3.1RDP, liquid – airfield use label, s 5.1.2RDP, liquid – appearance, s 3.1.2RDP, liquid – approval by purchaser, s 4.4.1RDP, liquid – aquatic toxicity, s 3.1.1.2RDP, liquid – asphalt concrete degradation resistance, s 3.2.10.2RDP, liquid – biodegradability, s 3.1.1.1RDP, liquid – BOD, s 3.1.1.1RDP, liquid – bulk shipments, s 4.3.2RDP, liquid – composition, s 3.1RDP, liquid – delivery, s 5RDP, liquid – drum shipments, s 4.3.1RDP, liquid – ecological behavior, s 3.1.1.2RDP, liquid – effect on aircraft materials, s 3.2.5RDP, liquid – effect on carbon brake systems, s 3.2.13RDP, liquid – effect on painted surfaces, s 3.2.7RDP, liquid – effect on runway pavement, s 3.2.10RDP, liquid – effect on transparent plastics, s 3.2.6RDP, liquid – effect on unpainted surface, s 3.2.8RDP, liquid – Federal (US) Supply Classification 6850, s 8.5RDP, liquid – flash point, s 3.2.1RDP, liquid – freezing point, s 3.2.4RDP, liquid – friction evaluation, s 1.3.2RDP, liquid – hydrogen embrittlement, s 3.2.5.4



RDP, liquid – ice melting, s 3.2.12RDP, liquid – ice penetration, s 3.1.12RDP, liquid – ice undercutting, s 3.2.12RDP, liquid – independent laboratory testing, s 4.1RDP, liquid – inspection, s 4.1RDP, liquid – labels, s 5RDP, liquid – licensees, s 4.4.3RDP, liquid – lot – definition, s 4.3RDP, liquid – lot number, s 5.1.2RDP, liquid – low embrittling cadmium plate, s 3.2.5.3RDP, liquid – MSDS, s 4.5.1RDP, liquid – packaging, s 5.1.5RDP, liquid – periodic tests, s 4.2.2RDP, liquid – pH, s 3.2.3RDP, liquid – physical properties, s 3.2RDP, liquid – preproduction tests, s 4.2.3RDP, liquid – rejection, s 7RDP, liquid – reports, s 4.5RDP, liquid – resampling, s 4.6RDP, liquid – rinsibility, s 3.2.9RDP, liquid – runway concrete surface scaling resistance, s 3.2.10.1RDP, liquid – sampling, s 4.3RDP, liquid – sandwich corrosion, s 3.2.5.1RDP, liquid – specific gravity, s 3.2.2RDP, liquid – storage stability, s 3.2.11RDP, liquid – stress corrosion resistance, s 3.2.5.5RDP, liquid – subcontractors, s 4.4.3RDP, liquid – test for Europe, s 3.2.10.2RDP, liquid – TOD, s 3.1.1.2RDP, liquid – total immersion corrosion, s 3.2.5.2RDP, liquid – trace contaminants, s 3.1.1.3runway deicer. See RDPrunway deicing chemical. See RDPrunway deicing compound. See RDPrunway deicing fluid. See RDP, liquidrunway deicing product. See RDPrunway deicing/anti-icing compound. See RDPtaxiway deicing compound. See RDPtaxiway deicing product. See RDP

AIR6130 Cadmium Plate Cyclic Corrosion Test

Issued 2011-05-20 by SAE G-12 RDF

AIR6130 describes a 14-day material test to determine the cyclic effects of runway deicing

products on aircraft cadmium plated parts. Some runway and taxiway deicing/anti-icing products,

have been found to cause severe corrosion on aircraft components with cadmium plating. There is

a need for users to understand the effect of these products on aircraft components when they are



exposed repeatedly in a normal winter operating environment. The existing test in the AMS1431D

and AMS1435C specifications for runway deicing products is a one-time 24 hour immersion test

for cadmium corrosion, which does not accurately reflect how aircraft and airport equipment are

affected by runway deicers. AIR6130 with its 14-day cyclic test is intended to provide better

information to the end user/purchaser of the deicing products regarding the cyclic effects on

cadmium plated aircraft parts or airport equipment. The document is intended to be referred to by

the AMS1431 and AMS1435 specifications, which will then provide more useful information to

the end-users in the test report.

Keywords:cadmium plate cyclic corrosion test – AMS1431 sample, s 3ccadmium plate cyclic corrosion test – AMS1435 sample, s 3bcadmium plate cyclic corrosion test – cleaning of test specimens, s 5bcadmium plate cyclic corrosion test – criterion for undesirable corrosion effects, s 6cadmium plate cyclic corrosion test – gravimetric results, ss 5i., 5l.cadmium plate cyclic corrosion test – procedure, s 5cadmium plate cyclic corrosion test – runway deicing compound sample, s 3cadmium plate cyclic corrosion test – sample preparation, s 4cadmium plate cyclic corrosion test – steel substrate, s 3cadmium plate cyclic corrosion test – test coupons, s 3cadmium plate cyclic corrosion test – test results, s 6cadmium plate cyclic corrosion test – test specimen, s 3cadmium plated aircraft parts – corrosion test – 14 day cyclic test, Rationale at p 1cadmium plated aircraft parts – corrosion test – 24 hour test, Rationale at p 1cadmium plated aircraft parts – RDP caused corrosion, Rationale at p 1cadmium plated aircraft parts corrosion test. See cadmium plate cyclic corrosion testcorrosion of cadmium plated aircraft parts – undesirable corrosion criterion, s 6corrosion of cadmium plated aircraft parts, Rationale at p 1corrosion, undesirable – criterion for, s 6RDP – cadmium plate cyclic corrosion test, Title at p 1, Rationale at p 1RDP – undesirable corrosion criterion, s 6RDP caused corrosion – undesirable corrosion criterion, s 6runway deicing fluid. See RDP, liquidrunway deicing/anti-icing compound. See RDPtaxiway deicing/anti-icing compound. See RDPundesirable corrosion criterion, s 6

AIR6170 Ice Melting Test Method for Runways and Taxiways Deicing/Anti-icingChemicals

Issued 2012-01-24 by SAE G-12 RDF.

AIR6170 describes a quantitative test method for liquid and solid deicing/anti-icing products, to

evaluate the amount of ice melted as a function of the time and temperature.



Keywords:AMS1431 RDP ice melting test. See RDP ice melting testAMS1435 RDP ice melting test. See RDP ice melting testice melting test for RDP. See RDP ice melting testice melting test, SHRP H-205.2, Rationale at p 1ice melting test. See RDP ice melting testRDP comparative melting capability, s 3.2RDP ice melting capability, comparative, s 3.2RDP ice melting relative capacity, s 1RDP ice melting test ice preparation, s 3.3.5RDP ice melting test reference control solution, s 3.5.3RDP ice melting test sample preparation, ss 3.5.1, 3.5.2RDP ice melting test temperatures s 3.6RDP ice melting test, Title at p 1RDP ice melting v temperature, ss 1, 3.8RDP ice melting v time, ss 1, 3.8RDP use on taxiways, s 1RDP, liquid – ice melting test. See RDP ice melting testRDP, solid – ice melting test. See RDP ice melting testSHRP H-205.2 ice melting test, Rationale at p 1

AIR6172 Ice Undercutting Test Method for Runways and Taxiways Deicing/Anti-icing Chemicals


AIR6172 describes a quantitative test method, for liquid and solid runway deicing/anti-icing

products (RDP), to evaluate the ice undercut as a function of the time and temperature.

Keywords:AMS1431 RDP ice undercutting test. See RDP ice undercutting testAMS1435 RDP ice undercutting test. See RDP ice undercutting testice undercutting test. See RDP ice undercutting testice undercutting test, RDP. See RDP ice undercutting test, Title at p 1ice undercutting test, SHRP H-205.6, Rationale at p 1RDP ice undercutting test description, s 3.1.1RDP ice undercutting test dye, s 3.4.2RDP ice undercutting test ice preparation, s 3.3.5RDP ice undercutting test reference control solution, s 3.4.1.3RDP ice undercutting test sample preparation, ss 3.4.1.1, 3.4.1.2RDP ice undercutting test temperature, s 3.6RDP ice undercutting test, Title at p 1RDP, liquid – ice undercutting test. See RDP ice undercutting testRDP, solid – ice undercutting test. See RDP ice undercutting testSHRP H-205.6 ice undercutting test, Rationale at p 1



AIR6211 Ice Penetration Test Method for Runways and Taxiways Deicing/Anti-icingChemicals


AIR6211 describes a quantitative method, for liquid and solid runway deicing/anti-icing products

(RDP), to evaluate the ice penetration as a function of the time and temperature.

AMS1431 RDP ice penetration test. See RDP ice penetration testAMS1435 RDP ice penetration test. See RDP ice penetration testice penetration test. See RDP ice penetration testice penetration test, SHRP H-205.4, Rationale at p 1

Keywords:RDP ice penetration test – description, s 3.1RDP ice penetration test dye, s 3.4.2RDP ice penetration test ice preparation, s 3.3.4RDP ice penetration test procedure, s 3.4RDP ice penetration test reference control solution, s 3.4.3.1RDP ice penetration test significance, s 3.2RDP ice penetration test temperature, ss 3.6, 3.7RDP ice penetration test time, s 3.7RDP ice penetration test, Title at p 1RDP, liquid – ice penetration test. See RDP ice penetration testRDP, solid – ice penetration test. See RDP ice penetration testSHRP H-205.4 ice penetration test method, Rationale at p 1

Documents Issued by the SAE A-5A Wheels, Brakes and Skid ControlCommittee

AIR5490A Carbon Brake Contamination and Oxidation

Revised 2016-04-12 by SAE A-5A.

This document provides information on the susceptibility of aircraft carbon brake discs to

contamination and oxidation. Carbon used in the manufacture of aircraft brake discs is porous,

and can absorb liquids and contaminants, such as runway deicing products (RDP), aircraft deicing

fluids (ADF), sea water, aircraft hydraulic fluid, aircraft wash fluids, sea water, cleaning solvents,

etc. Some of the contaminants can negatively impact the intended performance of the brakes,

particularly through catalytic oxidation of the carbon.

Although aircraft carbon brakes had been operating for many years with the occasional oxidative

degradation issues, the introduction of environmentally-friendly, low BOD, alkali organic salt

Documents Issued by the SAE A-5A Wheels, Brakes and Skid Control Committee


based runway deicing products in the 1990s resulted in significant increases in the frequency of

occurrences and severity of carbon brake disk degradation. The catalytic oxidative action is

attributed to the alkali moiety of the organic salts.

This document intends to raise awareness of the effects of carbon brake contamination and present

information on the chemicals promoting catalytic oxidation, the mechanism of oxidation, and

inspection technique on and off the aircraft.100

Keywords:ADF – definition, s 2.2aircraft carbon brake. See carbon brakeaircraft hydraulic fluid – definition, s 2.2aircraft lubricant – definition, s 2.2airplane. See aircraftantioxidant (AO) treatments, s 2.2carbon brake – definition, s 2.2carbon brake antioxidant treatment – barrier coating, s 5.2.4acarbon brake antioxidant treatment – barrier coating, self-healing, s 5.2.4acarbon brake antioxidant treatment – chemical vapor infiltration, s 5.2.5carbon brake antioxidant treatment – densification of the polyacrylonitrile fibers, s 5.2.5carbon brake antioxidant treatment – disk soaking, s 5.2.4acarbon brake antioxidant treatment – oxidation inhibitor, phosphate based, s 5.2.4bcarbon brake antioxidant treatment – oxidation inhibitor, s 5.2.4bcarbon brake antioxidant treatment – oxidation resistance of the carbon, s 5.2.5carbon brake antioxidant treatment – phosphate solution, s 5.2.4bcarbon brake antioxidant treatment – porosity of the carbon, s 5.2.5carbon brake catalytic oxidation, Rationale at p 1carbon brake contamination – decontamination method, s 8carbon brake contamination – effects of humidity on friction coefficient of contaminated brakes, s 6.2carbon brake contamination – prevention – phosphate solutions101, s 5.2.4bcarbon brake contamination, detection of – chromatography, s 5.4carbon brake contamination, detection of – conductivity measurement, s 5.4carbon brake contamination, detection of – discoloration, s 5.4.1carbon brake contamination, detection of – hardness probes, with, s 5.4carbon brake contamination, detection of – odor, s 5.4carbon brake contamination, detection of – off-aircraft inspection, s 5.4.4carbon brake contamination, detection of – on-aircraft inspection, s 5.4.3carbon brake contamination, detection of – smoke, s 5.4carbon brake contamination, detection of – spectrometry, s 5.4carbon brake contamination, detection of – staining, s 5.4carbon brake contamination, detection of – visual means, by, ss 5.4, 5.4.1, 5.4.2, 5.4.3.1

100 SAE Committee A-5A appears to use the word airplane rather than aircraft in the following expressions: airplaneanti-icing/deicing fluids, airplane hydraulic fluids, airplane lubricants, and airplane wash fluids. In this Guide toAircraft Ground Deicing, we index the word “aircraft” rather than the word “airplane”. Specifically, Committee A-5A refers to airplane anti-icing/deicing fluids. SAE G-12 refers to them as aircraft deicing/anti-icing fluids. Here wefollow SAE G-12 usage.101 Section 8 of AIR5490 stated that brake manufacturers had used phosphate or boron solutions to protect againstoxidation. Boron solution was deleted from AIR5490A; no explanation was given.



carbon brake contamination, effects of – aircraft runway over-runs, s 6.2carbon brake contamination, effects of – brake disk lug rupture, s 5.3.1carbon brake contamination, effects of – brake disk rupture, s 6.1carbon brake contamination, effects of – brake overheating, s 6.2carbon brake contamination, effects of – brake torque, s 4.2.2carbon brake contamination, effects of – brake vibrations, ss 4.2.2, 6.1carbon brake contamination, effects of – brake wear, s 4.2.2carbon brake contamination, effects of – brake wear, ss 3b, 6.3carbon brake contamination, effects of – catalytic oxidation, s 3acarbon brake contamination, effects of – complete loss of braking capability, s 5.3.1carbon brake contamination, effects of – friction coefficient, increase and decrease, s 6.2carbon brake contamination, effects of – increased aircraft braking distance in rejected takeoff, s 5.3.1carbon brake contamination, effects of – loss in braking performance, ss 3a, 5.3.1carbon brake contamination, effects of – loss of brake disk reuse capability, s 5.3.3carbon brake contamination, effects of – loss of friction area, s 3acarbon brake contamination, effects of – loss of mechanical strength, s 3acarbon brake contamination, effects of – loss of rubbed area, s 3acarbon brake contamination, effects of – mass loss, s 5.1.2carbon brake contamination, effects of – over heating of other brakes, s 6.2carbon brake contamination, effects of p 1carbon brake contamination, effects of – partial loss of braking capability, s 5.3.1carbon brake contamination, effects of – premature brake removal, s 5.3.2carbon brake contamination, effects of – runway over-runs, s 6.2carbon brake contamination, effects of – structural brake disc failure, ss 3a, 5.3carbon brake contamination, effects of – temporary or permanent change in friction level, ss 3b, 6.2carbon brake contamination, effects of – torque reduction, s 3carbon brake contamination, effects of – uneven braking, s 6.2carbon brake contamination, effects of – vibration, squeal, s 6.1carbon brake contamination, effects of – vibration, whirl, s 6.1carbon brake contamination, prevention of – use of wheel covers, s 7carbon brake degradation, Rationale at p 1carbon brake friction and wear modifier – definition, s 4.2.2carbon brake inspection, Rationale at p 1carbon brake operating temperature vs steel brake operating temperature, s 3acarbon brake oxidation – oxidation effects v cumulative thermal load, s 5.3carbon brake oxidation temperature in absence of contamination [ca 400 °C], s 5.1.1carbon brake oxidation, effect of. See also carbon brake contamination, effects ofcarbon brake oxidation, factors influencing – aircraft deicing fluids, s 5.2.7carbon brake oxidation, factors influencing – airline route structure, s 5.2.6carbon brake oxidation, factors influencing – airport selection of RDP, s 5.2.6carbon brake oxidation, factors influencing – alcohols based RDP, s 5.2.6carbon brake oxidation, factors influencing – alkali metal acetate based RDP, s 5.2.6

carbon brake oxidation, factors influencing – alkali metal formate based RDP, s 5.2.6carbon brake oxidation, factors influencing – ambient temperature, s 5.2.1carbon brake oxidation, factors influencing – antioxidant coatings, s 5.2.4carbon brake oxidation, factors influencing – antioxidant treatment, s 5.2.4carbon brake oxidation, factors influencing – brake wear, s 5.2.1carbon brake oxidation, factors influencing – cleaners, s 5.2.8carbon brake oxidation, factors influencing – cooling air, s 5.2.2carbon brake oxidation, factors influencing – cooling ducts in wheel bay, s 5.2.2carbon brake oxidation, factors influencing – cooling fans, s 5.2.2carbon brake oxidation, factors influencing – energy absorbed during braking, s 5.2.1carbon brake oxidation, factors influencing – length of winter, s 5.2.6



carbon brake oxidation, factors influencing – mass of carbon heat sink, s 5.2.1carbon brake oxidation, factors influencing – number of landings per overhaul, s 5.2.3carbon brake oxidation, factors influencing – number of thermal cycles, s 5.2.3carbon brake oxidation, factors influencing – peak temperature ss 5.1.1, 5.2.1carbon brake oxidation, factors influencing – peak temperature, time at ss 5.1.1, 5.2.1carbon brake oxidation, factors influencing – ram air cooling, s 5.2.2carbon brake oxidation, factors influencing – time of exposure to contaminant, s 5.2.10carbon brake oxidation, factors influencing – urea based RDP, s 5.2.6carbon brake oxidation, factors influencing – wheel brake structure, s 5.2.1carbon brake oxidation, factors influencing – wind, s 5.2.1carbon brake oxidation, Rationale at p 1carbon brake removal criteria, s 5.4.3.2carbon brake return-to-service criteria, s 5.4.4.2carbon brake, smoke from, s 4.2.1 notecarbon brake, sources of contamination – acetate v formate, s 4.2.1bcarbon brake, sources of contamination – aircraft deicing fluids, s 4.1bcarbon brake, sources of contamination – aircraft hydraulic fluids, s 4.1ecarbon brake, sources of contamination – aircraft hydraulic fluids, phosphate ester based, s 4.1ecarbon brake, sources of contamination – aircraft lubricants, s 4.1dcarbon brake, sources of contamination – aircraft wash fluids, s 4.1ccarbon brake, sources of contamination – alkali metal organic salts, s 4.2.1bcarbon brake, sources of contamination – alkali metal salts, s 4.2.1bcarbon brake, sources of contamination – automatic aircraft washing systems, s 7carbon brake, sources of contamination – calcium salts, s 4.2.1ccarbon brake, sources of contamination – catalyst – alkali metal based RDP, s 4.2.1bcarbon brake, sources of contamination – catalyst – anti-viral agent, s 4.2.1fcarbon brake, sources of contamination – catalyst – calcium from cleaning agents, s 4.2.1ccarbon brake, sources of contamination – catalyst – disinfectants, ss 4.2.1f, 5.2.9carbon brake, sources of contamination – catalyst – potassium acetate, s 4.2.1bcarbon brake, sources of contamination – catalyst – potassium formate, s 4.2.1bcarbon brake, sources of contamination – catalyst – potassium from cleaning agents, s 4.2.1ccarbon brake, sources of contamination – catalyst – potassium in Purple K fire extinguishers, s 4.2.1kcarbon brake, sources of contamination – catalyst – RDP, s 4.2.1bcarbon brake, sources of contamination – catalyst – sodium acetate, s 4.2.1bcarbon brake, sources of contamination – catalyst – sodium formate, s 4.2.1bcarbon brake, sources of contamination – catalyst – sodium from cleaning agents, ss 4.2.1a, 4.2.1ccarbon brake, sources of contamination – catalyst – sodium from sea water, s 4.2.1acarbon brake, sources of contamination – catalyst – sodium hypochlorite, ss 4.2.1f, 5.2.9carbon brake, sources of contamination – catalyst – temperature indicating crayon marks, s 4.2.1ecarbon brake, sources of contamination – catalyst, s 4.2.1carbon brake, sources of contamination – cleaning solvents, ss 4.1g, 5.2.8carbon brake, sources of contamination – disinfectants, bleach containing, ss 4.1h, 5.2.9carbon brake, sources of contamination – disinfectants, calcium containing, s 4.1hcarbon brake, sources of contamination – disinfectants, chlorine102 containing, ss 4.1h, 5.2.9carbon brake, sources of contamination – disinfectants, citric acid containing, s 4.1hcarbon brake, sources of contamination – disinfectants, hypochlorite containing, ss 4.1h, 5.2.9carbon brake, sources of contamination – disinfectants, potassium containing, s 4.1hcarbon brake, sources of contamination – disinfectants, sodium containing, s 4.1hcarbon brake, sources of contamination – disinfectants, ss 4.1h, 5.2.9carbon brake, sources of contamination – fire extinguishing agent, ss 4.1f, 4.2.2

102 ARP5490A in section 4.1h lists chlorine containing disinfectants as potential source of carbon brake contamination.Chlorine is meant to include hypochlorite and bleach (see section 5.2.9).



carbon brake, sources of contamination – formate v acetate, s 4.2.1bcarbon brake, sources of contamination – hydraulic fluid leaks, s 4.2.2carbon brake, sources of contamination – hydraulic system servicing, s 4.2.2carbon brake, sources of contamination – RDP, s 4.1acarbon brake, sources of contamination – sea water, s 4.1jcarbon brake, sources of contamination – solvents, cleaning, ss 4.1g. 5.2.8carbon brake, sources of contamination – temperature indicator crayon marks, s 4.1icarbon friction material, s 3catalytic oxidation – definition, s 2.2cleaning solvent – definition, s 2.2definition – ADF, s 2.2definition – aircraft hydraulic fluid, s 2.2definition – aircraft lubricant, s 2.2definition – carbon brake friction and wear modifier, s 4.2.2definition – carbon brake, s 2.2definition – catalytic oxidation, s 2.2definition – cleaning solvent, s 2.2definition – disinfectant, s 2.2definition – fire extinguishing agent, s 2.2definition – hygroscopic, s 2.2definition – oxidation [of carbon], s 2.2definition – runway anti-icing/deicing solids and fluids, s 2.2definition – temperature indication markers, s 2.2definition – thermal oxidation, s 2.2.definition – thermal oxidation, s 2.2.definition – tribology, s 2.2disinfectant – definition, s 2.2fire extinguishing agent – definition, s 2.2hydraulic fluid – effect on carbon brake, s 4.2.1 notehygroscopic103 – definition, s 2.2oxidation [of carbon] – definition, s 2.2oxidation, thermal, s 2.2RDP – catalytic oxidation of carbon brakes, Rationale at p 1, s 1RDP – effect on carbon brakes, Rationale at p 1RDP – market introduction history, Rationale at p 1, s 5.2.6RDP – oxidation of carbon brakes, Rationale at p 1, s 1,runway anti-icing/deicing solids and fluids – definition, s 2.2

AIR5567A Test Method for Catalytic Brake Oxidation

Issued 2015-08-17 by SAE A-5A.

This test method provides stakeholders including fluid manufacturers, brake manufacturers,

aircraft constructors, aircraft operators and airworthiness authorities with a relative assessment of

the effect of runway deicing products on carbon brake oxidation. This simple test is only designed

103 AIR5490A in section 2.2 defines hygroscopic as absorbs liquid. Hygroscopic is usually defined as the property ofa substance that takes up and retains moisture.



to assess the relative effects of runway deicing products by measuring mass change of

contaminated and bare carbon samples tested under the same conditions. It is not possible to set a

general acceptance threshold oxidation limit based on this test method because carbon brake

oxidation is a function of heat sink design and the operating environment

Keywords:aircraft carbon brake. See carbon brakealkali metal salts, catalyst for carbon brake oxidation, p 1alkali metal salts, effect on carbon brakes, p 1carbon brake antioxidant treatment, generic, s 3.2carbon brake oxidation – catalysis by alkali salts, s 1carbon brake oxidation – catalysis by RDP, s 1carbon brake oxidation test method – antioxidant formulation, generic, s 3.2carbon brake oxidation test method – antioxidant, application of, s 3.3carbon brake oxidation test method – carbon coupon selection, s 3.1carbon brake oxidation test method – coupon oxidation procedure, s 3.5carbon brake oxidation test method – history 2005-2008, ss B, B.3carbon brake oxidation test method – mean normalized carbon weight loss %, s 4.2carbon brake oxidation test method – potassium acetate normalized results, s B.3carbon brake oxidation test method – potassium formate normalized results, s B.3carbon brake oxidation test method – RDP application to coupon, s 3.4carbon brake oxidation test method – round robin testing, s B.3carbon brake oxidation test method – sodium acetate normalized results, s B.3carbon brake oxidation test method – test result for liquid RDP, s 4.2carbon brake oxidation test method – test result for solid RDP, s 4.2carbon brake oxidation test method – test results, s 4carbon brake oxidation test method – test temperature (550 °C), s 3.5d.carbon brake oxidation test method – test time (24 h), s 3.5 e.carbon brake oxidation test method – urea normalized results, s B.3carbon brake oxidation test method – weight loss %, mean normalized, s 4.2carbon brake oxidation test method, Title at p 1carbon brake oxidation threshold limit – not possible to measure, s 1carbon brake oxidation, effect of – mass change, s 1carbon brake oxidation, effect of – weight loss, s 1RDP – carbon brake oxidation test method, p 1RDP – catalysis of carbon brakes, p 1RDP – effect on carbon brakes p 1, s 1

Figures


AS5900BAerodynamicAcceptance

AS5901CWSET-HHET

AMS1424MAMS1424/1AMS1424/2

Type I

AMS1428HType II, III, IV

AIR5704Field Testing

AS9968Laboratory

Viscosity Testing

ARP5718AQualificationType II, III, IV

HOT, List of Fluidspublished by FAA/Transport Canada

ARP4737HAS6285

Methods

HOT, List of Fluidspublished by FAA/Transport Canada

ARP5485Endurance Time Testing

Type II, III, IV

ARP5945Endurance TimeTesting Type I

ARP5149B(AS6286)Training

ARP5646(AS6332)Quality

Program

ARP5058AEnclosed

OperationCabin

ARP1971CAircraft Deicing

Vehicles

AIR1335Ramp Deicing

AS5681BIce Detection

AS5635MessageBoards

AS5537WeatherSupport

TestingProcedures

MaterialSpecification

Viscosity Testing

Field Testing(Viscosity)

QualificationProcess

Endurance TimeTesting

List of Fluidspublishedby FAA &Transport Canada

Methods of Deicingand Anti-icing

ARPXXXXQualificationType I Fluids

Aircraft SurfaceCoatings

AIR6232Aircraft Surface Coating Interaction

with Fluids

Training

Quality Control

ARP6852AEvaluation ofAerodynamic

Effect

(AS6257)Phraseology

ARP5660ADeicing Facility

OperationalProcedure

ARP4902BDesign and

Operation ofAircraft Facilities

© 2016 Jacques Leroux

AIR6284Forced Air

Guidancedocuments by

FAA, TC and EASA

Figure 1 Aircraft Deicing Documents



Figure 2 Runway Deicing Documents

AIR6130Cadmium PlateCorrosion Test

AIR6170Ice Melting

Method

AMS1431DFluid RDF

AMS1435CSolid RDF

TestingProcedures

RelatedSpecification

AIR6172Ice Undercutting

Method

AIR6211Ice Penetration

Method

AIR5490ACarbon Brake

Contamination

AIR5567ATest Methodfor Catalytic

BrakeOxidation

TestingProcedures

MaterialSpecification

Copyright © 2016 Jacques Leroux

List of Indexed Documents


Table 2 List of Indexed Documents

EASA GM1 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures: TerminologyEASA GM2 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures: Deicing/Anti-icing

ProceduresEASA GM3 CAT.OP.MPA.250 Ice and Other Contaminants – Ground Procedures: Deicing/Anti-icing

Background InformationFAA Advisory Circular AC 120-112 Use of Liquid Water Equivalent System to Determine Holdover

Times or Check times of Anti-icing FluidsFAA Advisory Circular AC 120-60B Ground Deicing and Anti-icing ProgramFAA Advisory Circular AC 150/5300-14C Design of Aircraft Deicing FacilitiesFAA Holdover Time Guidelines: Winter 2016-2017 Original Issue, August 5, 2016FAA Notice N 8900.374 Revised FAA–Approved Deicing Program Updates, Winter 2016–2017SAE AIR5490A Carbon Brake ContaminationSAE AIR5567A Test Method for Catalytic Brake OxidationSAE AIR5704 Field Viscosity Test for Thickened Aircraft Anti-Icing FluidsSAE AIR6130 Cadmium Plate Cyclic Corrosion TestSAE AIR6170 Ice Melting Test Method for Runways and Taxiways Deicing/Anti-icing ChemicalsSAE AIR6172 Ice Undercutting Test Method for Runways and Taxiways Deicing/Anti-icing ChemicalsSAE AIR6211 Ice Penetration Test Method for Runways and Taxiways Deicing/Anti-icing ChemicalsSAE AIR6232 Aircraft Surface Coating Interaction with Aircraft Deicing/Anti-Icing FluidsSAE AIR6284 Forced Air or Forced Air/Fluid Equipment for Removal of Frozen ContaminantsSAE AMS1424/1 Deicing/Anti-Icing Fluid, Aircraft SAE Type I Glycol (Conventional and Non-

conventional) BasedSAE AMS1424/2 Deicing/Anti-Icing Fluid, Aircraft SAE Type I Non-glycol BasedSAE AMS1424M Deicing/Anti-Icing Fluid, Aircraft, SAE Type ISAE AMS1428H Fluid, Aircraft Deicing/Anti-Icing, Non-Newtonian (Pseudoplastic), SAE Types II, III,

and IVSAE AMS1431D Compound, Solid Runway and Taxiway Deicing/Anti-IcingSAE AMS1435C Fluid, Generic, Deicing/Anti-Icing Runways and TaxiwaysSAE ARP1971C Aircraft Deicing Vehicle - Self-PropelledSAE ARP4737H Aircraft Deicing/Anti-Icing MethodsSAE ARP4902B Design of Aircraft Deicing FacilitiesSAE ARP5058A Enclosed Operator’s Cabin for Aircraft Ground Deicing EquipmentSAE ARP5149B Training Program Guidelines for Deicing/Anti-Icing of Aircraft on GroundSAE ARP5149BDA Digital AnnexSAE ARP5485A Endurance Time Tests for Aircraft Deicing/Anti-icing Fluids SAE Type II, III, and IVSAE ARP5646 Quality Program Guidelines for Deicing/Anti-Icing of Aircraft on the GroundSAE ARP5660A Deicing Facility Operational ProceduresSAE ARP5718A Process to Obtain Holdover Times for Aircraft Deicing/Anti-Icing Fluids, SAE

AMS1428 Types II, III, and IVSAE ARP5945 Endurance Time Tests for Aircraft Deicing/Anti-icing Fluids SAE Type ISAE ARP6852A Methods and Processes for Evaluation of Aerodynamic Effects of SAE-Qualified

Aircraft Ground Deicing/Anti-icing FluidsSAE AS5537 Weather Support to Deicing Decision Making (WSDMM) Winter Weather Nowcasting

SystemSAE AS5635 Message Boards (Deicing Facilities)SAE AS5681B Minimum Operational Performance Specification for Remote On-Ground Ice Detection

Systems



SAE AS5900B Standard Test Method for Aerodynamic Acceptance of SAE AMS1424 and SAEAMS1428 Aircraft Deicing/Anti-icing Fluids

SAE AS5901C Water Spray and High Humidity Endurance Test Methods for SAE AMS1424 and SAEAMS1428 Aircraft Deicing/Anti-icing Fluids

SAE AS6285 Aircraft Ground Deicing/Anti-Icing ProcessesSAE AS9968 Laboratory Viscosity Measurement of Thickened Aircraft Deicing/Anti-icing Fluids with

the Brookfield LV ViscometerTransport Canada Holdover Time Guidelines: Winter 2016-2017, Original Issue, August 5, 2016Transport Canada, Guidelines for Aircraft Ground Icing Operations TP 14052E, 2nd ed, April 2005

Index


Index

References are to page numbers.

1,3-propanediol. See Glycol, Non-conventional – 1,3-propanediol

14 CFR § 121.629, 95, 10614 CFR § 139, 110abbreviations, 9AC 120-112, 108AC 120-60B, 106AC 150/5300-14C, 109, 110ACARS – definition, 76accident rate, aircraft ground icing catastrophic, 73accidents, aircraft ground icing – categories – detected

frozen contamination but ignored, 73accidents, aircraft ground icing – categories – fluid failure

after deicing, 73accidents, aircraft ground icing – categories – undetected

frozen contamination, 73accidents, aircraft ground icing – categories – undetected

frozen contamination after deicing, 73accidents, aircraft ground icing – historical data, 73active frost. See frost, activeADF general description, 118ADF, spent. See also deicing facility – spent ADF; deicing

facility, terminal gate – spent ADF collection; CDF –runoff mitigation – spent ADF;

ADF, spent – use as RDP, 110adhesion, factors affecting ice crystals/dry snow. See dry

snowadvancing contact angle. See contact angle, advancingAEA, 16AEA recommendations, 91aerodynamic acceptance, 27aerodynamic acceptance – definition, 47aerodynamic acceptance test, 28aerodynamic acceptance test – maximum acceptable lift

loss for commuter type aircraft with wing mountedpropellers (8%), 24

aerodynamic acceptance test – Boeing history, 24aerodynamic acceptance test – Bombardier (de Havilland)

history, 24aerodynamic acceptance test – commuter aircraft, 27aerodynamic acceptance test – continued acceptance, 27aerodynamic acceptance test – definition, 118aerodynamic acceptance test – description of test, 27aerodynamic acceptance test – development by Boeing, 24aerodynamic acceptance test – development by de

Havilland, 24aerodynamic acceptance test – facility/site autonomy, 27aerodynamic acceptance test – facility/site qualification, 27aerodynamic acceptance test – fluid formulation change, 28aerodynamic acceptance test – fluid from licensee, 28aerodynamic acceptance test – fluid property change, 28aerodynamic acceptance test – general description, 24aerodynamic acceptance test – high and low speed ramp on

Type I and Type III, 24aerodynamic acceptance test – high speed ramp, 28

aerodynamic acceptance test – high speed ramp on Type IIand Type IV, 24

aerodynamic acceptance test – initial testing, 28aerodynamic acceptance test – large transport jet aircraft,

28aerodynamic acceptance test – licensee fluid, 28aerodynamic acceptance test – low speed ramp, 28aerodynamic acceptance test – maximum acceptable lift

loss for large transport jet aircraft (5.24%), 24aerodynamic acceptance test – production sample, 28aerodynamic acceptance test – report, 28aerodynamic acceptance test – retesting, 28aerodynamic acceptance test – site qualification, 28aerodynamic acceptance test – test facility autonomy, 28aerodynamic acceptance test – test facility qualification, 28aerodynamic acceptance test – test facility qualification

frequency, 28aerodynamic acceptance test – test facility requirements, 28aerodynamic acceptance test – test fluid HHET, 28aerodynamic acceptance test – test fluid pH, 28aerodynamic acceptance test – test fluid refractive index,

28aerodynamic acceptance test – test fluid requirements, 28aerodynamic acceptance test – test fluid surface tension, 28aerodynamic acceptance test – test fluid viscosity, 28aerodynamic acceptance test – test fluid WSET

(unsheared), 28aerodynamic acceptance test – test method, 28aerodynamic acceptance test – test procedure, 28aerodynamic acceptance test – test results, 28aerodynamic acceptance test – third party reviewer, 28aerodynamic acceptance test – Type I, 28aerodynamic acceptance test – Type II/III/IV, 28aerodynamic acceptance test – unsheared sample, 28aerodynamic acceptance test – V2 at least 1.10VS1g, 24aerodynamic acceptance test (AS5900B) subset of

aerodynamic effect of fluids, 24aerodynamic acceptance test results – high speed ramp, 103aerodynamic acceptance test results – low speed ramp, 103aerodynamic acceptance test results – Type III, 114aerodynamic acceptance test results – Type IV, 114aerodynamic acceptance test results – Type I, 114aerodynamic acceptance test results – Type II, 114aerodynamic clean surface, description of, 25aerodynamic effect of asymmetrical contamination, 118aerodynamic effect of contamination. See also frozen

contamination – effect onaerodynamic effect of contamination – guidance (TC), 118aerodynamic effect of fluids – bibliography, 25aerodynamic effect of fluids – compensating measures. See

aerodynamic effect of fluids – performance adjustmentsaerodynamic effect of fluids – critical point at maximum

angle of attack, 25aerodynamic effect of fluids – critical point during takeoff,

25



aerodynamic effect of fluids – decrease of during groundroll, rotation and climb, 25

aerodynamic effect of fluids – effect of angle of attack, 25aerodynamic effect of fluids – effect of fuselage geometry,

25aerodynamic effect of fluids – effect of geometry-limited

aircraft, 25aerodynamic effect of fluids – effect of high lift

configuration, 25aerodynamic effect of fluids – effect of initial climb speed,

25aerodynamic effect of fluids – effect of leading-edge stall v

trailing-edge stall, 25aerodynamic effect of fluids – effect of OAT on fluid flow-

off, 25aerodynamic effect of fluids – effect of OAT on fluid

viscosity, 25aerodynamic effect of fluids – effect of rotation speed, 25aerodynamic effect of fluids – effect of speed and time to

accelerate to rotation speed, 25aerodynamic effect of fluids – effect of time to accelerate to

climb speed, 25aerodynamic effect of fluids – effect of wing stall

characteristics, 25aerodynamic effect of fluids – evaluation by Bombardier,

25aerodynamic effect of fluids – evaluation by Cessna, 25aerodynamic effect of fluids – evaluation by de Havilland,

25aerodynamic effect of fluids – evaluation by SAAB, 25aerodynamic effect of fluids – evaluation methods, 25aerodynamic effect of fluids – evaluation methods – flight

tests, 25aerodynamic effect of fluids – evaluation methods –

methodologies pros and cons, 25aerodynamic effect of fluids – evaluation methods –

process flow chart, 25aerodynamic effect of fluids – evaluation methods –

similarity analysis, 25aerodynamic effect of fluids – evaluation methods – wind

tunnel tests, 25aerodynamic effect of fluids – fluid freezing in flight,

residual, 95aerodynamic effect of fluids – fluid presence at time of

rotation, 25, 95aerodynamic effect of fluids – on aircraft aerodynamic

performance, 25aerodynamic effect of fluids – on aircraft with non-powered

flight controls – failure to rotate, 95aerodynamic effect of fluids – on CLmax, 25aerodynamic effect of fluids – on corporate jet, small –

failure to rotate, 95aerodynamic effect of fluids – on drag, 25aerodynamic effect of fluids – on elevator control force, 25,

95aerodynamic effect of fluids – on elevator effectiveness, 25,

95aerodynamic effect of fluids – on handling qualities, 25aerodynamic effect of fluids – on hinge moment, 25aerodynamic effect of fluids – on lateral control, 25aerodynamic effect of fluids – on lift decrease, 25aerodynamic effect of fluids – on Mitsubishi YS-11, 25

aerodynamic effect of fluids – on stick/column forces, 25,95

aerodynamic effect of fluids – on tab effectiveness, 25, 95aerodynamic effect of fluids – on tail surfaces, 95aerodynamic effect of fluids – on turbo-prop aircraft, slow

rotation speed – failure to rotate, 95aerodynamic effect of fluids – performance adjustments,

26, See also Type II/III/IV aircraft operationalconsiderations

aerodynamic effect of fluids – performance adjustments –attitude, 25

aerodynamic effect of fluids – performance adjustments –braking energy, 25

aerodynamic effect of fluids – performance adjustments –pitch rate, 25

aerodynamic effect of fluids – performance adjustments –takeoff distance, 25

aerodynamic effect of fluids – performance adjustments –takeoff flap settings, 25

aerodynamic effect of fluids – performance adjustments –takeoff speeds, 25

aerodynamic effect of fluids – performance adjustments –takeoff technique, 25

aerodynamic effect of fluids – performance adjustments –takeoff weight, 25

aerodynamic effect of fluids – performance adjustments toensure adequate safety margins, 25

aerodynamic effect of fluids – rotation difficulties onaircraft with unpowered pitch control surfaces, 26

aerodynamic effect of fluids – transitory nature of, 26aerodynamic effect of fluids – wave roughness introduced

by flow-off, 26aerodynamic effect of fluids on specific aircraft, 26aerodynamic effect of fluids on specific aircraft (AS6852A)

subset of aerodynamic effect of fluids, 26aerodynamic effect of fluids on specific aircraft, reasons to

evaluate – additional requirements beyond AAT, 26aerodynamic effect of fluids on specific aircraft, reasons to

evaluate – different from Boeing 737-200ADV, 26aerodynamic effect of fluids on specific aircraft, reasons to

evaluate – report of high stick forces during rotation, 26aerodynamic effect of fluids on specific aircraft, reasons to

evaluate – report of high wheel forces during rotation,26

aerodynamic effect of fluids on specific aircraft, reasons toevaluate – rotation speed different from AAT, 26

aerodynamic effect of fluids on specific aircraft, reasons toevaluate – takeoff acceleration different from AAT, 26

aerodynamic effect of fluids on specific aircraft, reasons toevaluate – takeoff speed corrections to compensate forlift loss caused by fluids, 26

aerodynamic effect of fluids on specific aircraft, reasons toevaluate – variation in wing design, 26

aerodynamic effect of fluids superset of aerodynamicacceptance test [AS5900B], 26

aerodynamic effect of fluids superset of aerodynamic effectof fluids on specific aircraft [AS6852A, 26

aerodynamic effect of leading edge roughness, 118aerodynamic effect of roughness, 118aerodynamic effect on specific aircraft – Boeing 737-

200ADV, 26aerodynamic flow-off characteristics, acceptability of, 28

Index


aerodynamic flow-off requirement, 28Aerospace Information Report. See AIRAerospace Material Specification. See AMSAerospace Recommended Practice. See ARPAerospace Standard. See ASAIR, 17air bubble removal by centrifugation, 44Air Florida accident, 13Air Florida Flight 90, 13air heaters. See frozen contamination, removal of – with air

heatersAir Ontario Flight 1363, 14air operator (TC) – definition, 118air operator certificate (TC) – definition, 118air stream. See forced airAIR1335A [to be cancelled], 73AIR5490A, 136AIR5567A, 140AIR5704, 44, 145AIR6130, 133AIR6170, 134AIR6172, 135AIR6211, 136AIR6232, 21AIR6284, 83Airbus, 16Airbus A300 spray area diagram, 85Airbus A310 spray area diagram, 85Airbus A318/319 spray area diagram, 85Airbus A320 spray area diagram, 85Airbus A321 spray area diagram, 85Airbus A330 spray area diagram, 85Airbus A340 spray area diagram, 85Airbus A350 spray area diagram, 85Airbus A380 spray area diagram, 85Airbus A400M spray area diagram, 85Airbus AIMS 09-00-002, 21aircraft anti-icing fluid. See AAFaircraft carbon brake. See carbon brakeaircraft coating. See aircraft surface coatingaircraft configuration during deicing – flaps and slats, 114aircraft deicing facility. See deicing facilityaircraft deicing fluid. See ADFaircraft deicing fluid – definition, 137aircraft deicing pad. See deicing padaircraft deicing standards, globalized, 17aircraft deicing vehicle – self-propelled. See deicing unitaircraft deicing/anti-icing methods, 53, 61aircraft ground deicing methods, 53, 61aircraft ground deicing program audit, 92aircraft ground deicing research reports, 19aircraft hydraulic fluid – definition, 137aircraft icing, conditions conducive to, 127aircraft lubricant – definition, 137aircraft maneuvering area deicing product. See RDPaircraft manufacturers – responsibility – list fluid types

allowed on aircraft, 47aircraft operating manual, 9aircraft operator – responsibilities, 61aircraft operator – responsibility for aircraft ground deicing

programs, 61

aircraft operator – responsibility for correct deicing/anti-icing procedures, 61

aircraft operator – responsibility for managementresponsibilities, 61

aircraft operator – responsibility for pilot-in-command, 61aircraft parking area length, 110aircraft parking area width, 110aircraft parking area, deicing pad – definition, 110aircraft skin temperature lower than OAT, 53, See wing

temperature lower than OATaircraft surface coating, 22aircraft surface coating – AMS3090 weathering, 21aircraft surface coating – comparative endurance time test,

21aircraft surface coating – compatibility with aircraft

surfaces, 21aircraft surface coating – compatibility with cleaners, 21aircraft surface coating – compatibility with polishes, 21aircraft surface coating – compatibility with waxes, 21aircraft surface coating – definition, 21aircraft surface coating – durability, 21aircraft surface coating – effect on aerodynamic drag, 21aircraft surface coating – effect on aerodynamic

performance, 21aircraft surface coating – effect on drag, 21aircraft surface coating – effect on endurance time, 21aircraft surface coating – effect on frost formation, 21aircraft surface coating – effect on HOT, 22aircraft surface coating – effect on ice adhesion, 22aircraft surface coating – effect on inflight ice accretion, 22aircraft surface coating – effect on thermal conductivity, 22aircraft surface coating – effect on Type I, 22aircraft surface coating – effect on Type II/III/IV, 22aircraft surface coating – hardness, 22aircraft surface coating – immersion tests, 22aircraft surface coating – thickness 1–2 mils, 22aircraft surface coating – thickness test for Type II/III/IV,

22aircraft surface coating – wetting test for Type I, 22aircraft surface coating, after-market, 22aircraft surface coating, durability of, 22aircraft surface coating, effect of acid rain on, 22aircraft surface coating, effect of detergents on, 22aircraft surface coating, effect of hydraulic fluid on, 22aircraft surface coating, effect of jet fuel on, 22aircraft surface coating, effect of oxidation on, 22aircraft surface coating, effect of ozone on, 22aircraft surface coating, effect of Type I/II/III/IV on, 22aircraft surface coating, hardness of, 22aircraft surface coating, super-hydrophobic – limitation in

frost, 22aircraft surface coating, weathering of, 22aircraft, turbo-prop high wing – inspection, 96airfield deicing fluid. See RDPairplane. See aircraftairport – responsibilities, 61airport – responsibility for DDF operability, 61airport – responsibility for fluid logistics airside, 61airport – responsibility for health and safety, 61airport – responsibility for message boards, 61airport – responsibility for weather support, 61Airport Certification Manual (US), 110



Airport Improvement Program (US), 110airport, certificated (FAA), 110alkali metal salts. See also Non-glycolalkali metal salts, catalyst for carbon brake oxidation, 141alkali metal salts, effect on carbon brakes, 141allowance time, 96allowance time – EG v PG Type IV based fluids, 103, 114allowance time – precipitation stops, when, 103, 114allowance time – rotation speed 100 knots minimum –

Type III fluids, 103, 114allowance time – rotation speed 100 knots minimum –

Type IV EG fluids, 104, 114allowance time – rotation speed 115 knots minimum –

Type IV PG fluids, 104, 114allowance time – temperature decreasing, 104, 114allowance time – temperature increasing, 104, 114allowance time – temperature stable, 104, 114allowance time (FAA), 104allowance time for METAR code GS. See METAR Code

GS; METAR code GS, interpretation ofallowance time for METAR code SHGS in Canada, 96allowance time guidance (FAA), 104allowance time guidance (TC), 114allowance time precipitation type – ice pellets, light, 104,

114allowance time precipitation type – ice pellets, light – with

mixed precipitation, 104, 114allowance time precipitation type – ice pellets, moderate,

104, 114allowance time precipitation type – ice pellets, moderate –

with mixed precipitation, 104, 114allowance time precipitation type – small hail, light, 104,

114allowance time precipitation type – small hail, light – with

mixed precipitation, 104, 114allowance time precipitation type – small hail, moderate,

104, 114allowance time precipitation type – small hail, moderate –

with mixed precipitation, 104, 114allowance time, 90 % adjusted – guidance (FAA), 96allowance time, 90% adjusted – flaps and slats deployed,

96, 104, 114allowance time, end of, 104, 114allowance time, extension of – none, 114allowance time, extension with pretakeoff contamination

check – none, 104allowance time, standard v 90% adjusted. See flaps and

slats deployed – guidanceallowance time, start of, 104, 114allowance time, Type I – none, 104, 114allowance time, Type II – none, 104, 114allowance time, Type III neat, 104, 114allowance time, Type III unheated, 104, 114allowance time, Type IV neat, 104, 114AMIL, 47AMIL anti-icing fluid gel residue table, 47AMIL fluid residue table, 48AMS, 17AMS1424 – TC recognized, 119AMS1424/1, 31, 36, 37AMS1424/2, 31, 37AMS1424M, 30

AMS1428 – TC recognized, 119AMS1428H, 38AMS1431 RDP ice melting test. See RDP ice melting testAMS1431 RDP ice penetration test. See RDP ice

penetration testAMS1431 RDP ice undercutting test. See RDP ice

undercutting testAMS1431D, 130AMS1435 RDP ice melting test. See RDP ice melting testAMS1435 RDP ice penetration test. See RDP ice

penetration testAMS1435 RDP ice undercutting test. See RDP ice

undercutting testAMS1435C, 132analyses, 25angle, contact. See contact angleangle, roll-off. See roll-off angleangle, sliding. See sliding angleanti-icing, 61anti-icing – definition, 53, 61, 73, 85, 106, 119anti-icing [process], 53anti-icing code, 53, 61, 106, 127, 128anti-icing code – definition, 61anti-icing fluid – definition, 53, 61, 85, 108, 114, 127anti-icing fluid – protection time, limited, 114anti-icing performance – HHET and WSET, 29anti-icing procedure. See fluid application; fluid

application, anti-icinganti-icing truck. See deicing unitantioxidant (AO) treatments, 137application equipment. See deicing unit, See deicing unitapproved laboratory, 48apron – definition, 119apron deicing product. See RDPAPS Aviation, 19, 48APU fluid ingestion, 119APU glycol ingestion, 119ARP, 17ARP1971C, 81ARP4737H, 53ARP4902B, 78ARP5058A, 84ARP5149B, 85ARP5149BDA, 90ARP5485A, 51ARP5646, 91ARP5660A, 76ARP5718A, 47ARP5945, 45ARP6852A, 24AS, 17AS5537, 72AS5635, 80AS5681B, 73AS5900B, 27AS5901C, 29AS6257 [to be issued], 72AS6285, 60AS9968, 43Association of European Airlines. See AEAATC – responsibilities, 61ATOS, 96

Index


ATR AT42/AT72 spray area diagram, 85audit – definition, 92audit checklist, 92audit checklist – airline personnel access to deicing site, 92audit checklist – availability of ground deicing program

manuals, 92audit checklist – availability of the latest version of the

deicing standards, 92audit checklist – deicing unit – fixed, 92audit checklist – deicing unit – forced air, 92audit checklist – deicing unit – infrared, 92audit checklist – deicing unit – mobile, 92audit checklist – deicing unit – other, 92audit checklist – deicing unit anomalies, 92audit checklist – deicing unit communication systems, 92audit checklist – deicing unit labelling, 92audit checklist – deicing unit maintenance, 92audit checklist – deicing unit, compliance with current

standards, 92audit checklist – deicing unit, in-unit fluid mixing, 92audit checklist – fluid check documentation, 92audit checklist – fluid delivery documentation, 92audit checklist – fluid temperature, verification of

maximum, 92audit checklist – fluid transfer system, compliance with

fluid manufacturer recommendation, 92audit checklist – identification of the deicing standards, 92audit checklist – list of available fluids, 92audit checklist – responsibility access to current manuals,

92audit checklist – responsibility for adequate facilities and

equipment, 92audit checklist – responsibility for availability of Type

I/II/III/IV fluids, 92audit checklist – responsibility for coordination with ATC,

92audit checklist – responsibility for duties, instructions and

procedures, 92audit checklist – responsibility for ground crew

management plan, 92audit checklist – responsibility for ground operations

management plan, 92audit checklist – responsibility for storage and handling, 92audit checklist – responsibility for sufficiency of ground

crews, 92audit checklist – sampling procedure, 92audit checklist – sampling procedure for nozzle samples, 92audit checklist – storage capacity, 92audit checklist – storage compliance with fluid

manufacturer recommendations, 92audit checklist – storage labelling, 92audit checklist – storage periodic checks, 92audit checklist – training manuals, 92audit checklist – training manuals, compliance with current

regulations, 92audit checklist – training manuals, compliance with current

standards, 92audit checklist – training practical assessment, 92audit checklist – training program, 92audit checklist – training programs revisions,

documentation of, 92audit checklist – training records verification, 92

audit checklist – training standards, identification of, 92audit checklist – training success standard, 92audit checklist – training test, 92audit checklist – training, recurrent, 92audit checklist – train-the-trainer program, 92audit comments, 92audit corrective action, 92audit data, 92audit findings, 93audit findings – minor, 93audit findings – safety, 93audit interval, 93audit of airline, 93audit of airport, 93audit of ground handling provider, 93audit of service provider, 93audit pool, 61audit results, 93audit standard – AEA Recommendations, 93audit standard – ARP4737, 93audit standard – ISO11076, 93audit standard – other, 93auditor, 93automated surface observing system. See ASOSBAE 146/Avro RJ spray area diagram, 85BAE Jetstream JS31/JS41 spray area diagram, 85basket. See deicing unit – basketBeechcraft B1900 spray area diagram, 85biochemical oxygen demand. See BODbiodegradation, effects of, 119BLDT – Bernoulli equation, 28BLDT – calculation, 28bleed-through. See color bleed-throughBoeing, 16Boeing – aerodynamic acceptance test history, 26Boeing B717 spray area diagram, 85Boeing B727 spray area diagram, 85Boeing B737 spray area diagram, 85Boeing B737 wingtip devices, 96, 114Boeing B737-200 ADV – aerodynamic acceptance test, 26Boeing B737-600/-700/-800/-900 – cold soaked fuel frost –

exemption process (FAA), 96Boeing B747 spray area diagram, 85Boeing B747 wingtip devices, 96, 114Boeing B757 spray area diagram, 85Boeing B757 wingtip devices, 96, 114Boeing B767 spray area diagram, 85Boeing B767 wingtip devices, 96, 115Boeing B777 spray area diagram, 85Boeing B787 spray area diagram, 85Boeing C-17 spray area diagram, 85Boeing D6-17487, 22Boeing MD11 wingtip devices, 96, 115Bombardier. See also aerodynamic effect of fluids –

evaluation by BombardierBombardier (de Havilland) – aerodynamic acceptance test

history, 26Bombardier DHC-8, 26Bombardier Global Express spray area diagram, 85boom. See deicing unit – boomboundary layer displacement thickness. See BLDTBrix, 31, 38, 119



Brookfield LV viscometer. See viscometer, Brookfield LVbrooms. See frozen contamination, removal of – with

broomsbrushes. See frozen contamination, removal of – with

brushesBuehler test, 38buffer. See freezing point buffer, See freezing point buffercabin windows. See windows, cabincadmium plate corrosion – reporting requirement, 130cadmium plate corrosion by RDP, 132cadmium plate corrosion by RDP – reporting requirement,

132cadmium plate cyclic corrosion test, 133cadmium plate cyclic corrosion test – AMS1431 sample,

134cadmium plate cyclic corrosion test – AMS1435 sample,

134cadmium plate cyclic corrosion test – cleaning of test

specimens, 134cadmium plate cyclic corrosion test – criterion for

undesirable corrosion effects, 134cadmium plate cyclic corrosion test – gravimetric results,

134cadmium plate cyclic corrosion test – procedure, 134cadmium plate cyclic corrosion test – RDP sample, 134cadmium plate cyclic corrosion test – sample preparation,

134cadmium plate cyclic corrosion test – test coupons, 134cadmium plate cyclic corrosion test – test results, 134cadmium plate cyclic corrosion test – test specimen, 134cadmium plated aircraft parts – corrosion test – 14 day

cyclic test, 134cadmium plated aircraft parts – corrosion test – 24 hour

test, 134cadmium plated aircraft parts – RDP caused corrosion, 134cadmium plated aircraft parts corrosion test. See cadmium

plate cyclic corrosion testCanada Labour Code – mandatory compliance, 119Canadair RJ100/200 spray area diagram, 85Canadair RJ700/900/1000 spray area diagram, 86Canadian Aviation Regulations, 119carbon brake – definition, 137carbon brake antioxidant treatment – barrier coating, 137carbon brake antioxidant treatment – barrier coating, self-

healing, 137carbon brake antioxidant treatment – chemical vapor

infiltration, 137carbon brake antioxidant treatment – densification of the

polyacrylonitrile fibers, 137carbon brake antioxidant treatment – disk soaking, 137carbon brake antioxidant treatment – oxidation inhibitor,

137carbon brake antioxidant treatment – oxidation inhibitor,

phosphate based, 137carbon brake antioxidant treatment – oxidation resistance

of the carbon, 137carbon brake antioxidant treatment – phosphate solution,

137carbon brake antioxidant treatment – porosity of the

carbon, 137carbon brake antioxidant treatment, generic, 141carbon brake catalytic oxidation, 137

carbon brake contamination – decontamination method,137

carbon brake contamination – prevention – phosphatesolutions, 137

carbon brake contamination and oxidation, 136carbon brake contamination– effects of humidity on friction

coefficient of contaminated brakes, 137carbon brake contamination, detection of –

chromatography, 137carbon brake contamination, detection of – conductivity

measurement, 137carbon brake contamination, detection of – discoloration,

137carbon brake contamination, detection of – hardness

probes, with, 137carbon brake contamination, detection of – odor, 137carbon brake contamination, detection of – off-aircraft

inspection, 137carbon brake contamination, detection of – on-aircraft

inspection, 137carbon brake contamination, detection of – smoke, 137carbon brake contamination, detection of – spectrometry,

137carbon brake contamination, detection of – staining, 137carbon brake contamination, detection of – visual means,

137carbon brake contamination, effects of, 138carbon brake contamination, effects of – aircraft runway

over-runs, 138carbon brake contamination, effects of – brake disk lug

rupture, 138carbon brake contamination, effects of – brake overheating,

138carbon brake contamination, effects of – brake wear, 138carbon brake contamination, effects of – catalytic

oxidation, 138carbon brake contamination, effects of – complete loss of

braking capability, 138carbon brake contamination, effects of – friction

coefficient, increase and decrease, 138carbon brake contamination, effects of – increased aircraft

braking distance in rejected takeoff, 138carbon brake contamination, effects of – loss in braking

performance, 138carbon brake contamination, effects of – loss of brake disk

reuse capability, 138carbon brake contamination, effects of – loss of friction

area, 138carbon brake contamination, effects of – loss of mechanical

strength, 138carbon brake contamination, effects of – loss of rubbed

area, 138carbon brake contamination, effects of – mass loss, 138carbon brake contamination, effects of – over heating of

other brakes, 138carbon brake contamination, effects of – partial loss of

braking capability, 138carbon brake contamination, effects of – premature brake

removal, 138carbon brake contamination, effects of – runway over-runs,

138

Index


carbon brake contamination, effects of – structural brakedisc failure, 138

carbon brake contamination, effects of – temporary orpermanent change in friction level, 138

carbon brake contamination, effects of – uneven braking,138

carbon brake contamination, effects of – vibration, squeal,138

carbon brake contamination, effects of – vibration, whirl,138

carbon brake contamination, effects of – vibrations, 138carbon brake contamination, prevention of – use of wheel

covers, 138carbon brake degradation, 138carbon brake friction and wear modifier – definition, 138carbon brake inspection, 138carbon brake operating temperature vs steel brake operating

temperature, 138carbon brake oxidation, 139carbon brake oxidation – catalysis by alkali salts, 141carbon brake oxidation – catalysis by RDP, 141carbon brake oxidation – oxidation effects v cumulative

thermal load, 138carbon brake oxidation – reporting requirement, 130carbon brake oxidation by RDP, 132carbon brake oxidation temperature in absence of

contamination [ca 400 °C], 138carbon brake oxidation test method, 141carbon brake oxidation test method – antioxidant

formulation, generic, 141carbon brake oxidation test method – antioxidant,

application of, 141carbon brake oxidation test method – carbon coupon

selection, 141carbon brake oxidation test method – coupon oxidation

procedure, 141carbon brake oxidation test method – history 2005-2008,

141carbon brake oxidation test method – mean normalized

carbon weight loss %, 141carbon brake oxidation test method – potassium acetate

normalized results, 141carbon brake oxidation test method – potassium formate

normalized results, 141carbon brake oxidation test method – RDP application to

coupon, 141carbon brake oxidation test method – round robin testing,

141carbon brake oxidation test method – sodium acetate

normalized results, 141carbon brake oxidation test method – test result for liquid

RDP, 141carbon brake oxidation test method – test result for solid

RDP, 141carbon brake oxidation test method – test results, 141carbon brake oxidation test method – test temperature (550

°C), 141carbon brake oxidation test method – test time (24 h), 141carbon brake oxidation test method – urea normalized

results, 141carbon brake oxidation test method – weight loss %, mean

normalized, 141

carbon brake oxidation threshold limit – not possible tomeasure, 141

carbon brake oxidation, effect of. See also carbon brakecontamination, effects of

carbon brake oxidation, effect of – mass change, 141carbon brake oxidation, effect of – weight loss, 141carbon brake oxidation, factors influencing – aircraft

deicing fluids, 138carbon brake oxidation, factors influencing – airline route

structure, 138carbon brake oxidation, factors influencing – airport

selection of RDP, 138carbon brake oxidation, factors influencing – alcohols

based RDP, 138carbon brake oxidation, factors influencing – alkali metal

acetate based RDP, 138carbon brake oxidation, factors influencing – alkali metal

formate based RDP, 138carbon brake oxidation, factors influencing – ambient

temperature, 138carbon brake oxidation, factors influencing – antioxidant

coatings, 138carbon brake oxidation, factors influencing – antioxidant

treatment, 138carbon brake oxidation, factors influencing – brake wear,

138carbon brake oxidation, factors influencing – cleaners, 138carbon brake oxidation, factors influencing – cooling air,

138carbon brake oxidation, factors influencing – cooling ducts

in wheel bay, 138carbon brake oxidation, factors influencing – cooling fans,

138carbon brake oxidation, factors influencing – energy

absorbed during braking, 138carbon brake oxidation, factors influencing – length of

winter, 138carbon brake oxidation, factors influencing – mass of

carbon heat sink, 139carbon brake oxidation, factors influencing – number of

landings per overhaul, 139carbon brake oxidation, factors influencing – number of

thermal cycles, 139carbon brake oxidation, factors influencing – peak

temperature, 139carbon brake oxidation, factors influencing – peak

temperature, time at, 139carbon brake oxidation, factors influencing – ram air

cooling, 139carbon brake oxidation, factors influencing – time of

exposure to contaminant, 139carbon brake oxidation, factors influencing – urea based

RDP, 139carbon brake oxidation, factors influencing – wheel brake

structure, 139carbon brake oxidation, factors influencing – wind, 139carbon brake removal criteria, 139carbon brake return-to-service criteria, 139carbon brake, smoke from, 139carbon brake, sources of contamination – acetate v formate,

139



carbon brake, sources of contamination – aircraft deicingfluids, 139

carbon brake, sources of contamination – aircraft hydraulicfluids, 139

carbon brake, sources of contamination – aircraft hydraulicfluids, phosphate ester based, 139

carbon brake, sources of contamination – aircraftlubricants, 139

carbon brake, sources of contamination – aircraft washfluids, 139

carbon brake, sources of contamination – alkali metalorganic salts, 139

carbon brake, sources of contamination – alkali metal salts,139

carbon brake, sources of contamination – automatic aircraftwashing systems, 139

carbon brake, sources of contamination – calcium salts, 139carbon brake, sources of contamination – catalyst – alkali

metal based RDP, 139carbon brake, sources of contamination – catalyst – anti-

viral agent, 139carbon brake, sources of contamination – catalyst – calcium

from cleaning agents, 139carbon brake, sources of contamination – catalyst –

disinfectants, 139carbon brake, sources of contamination – catalyst –

potassium acetate, 139carbon brake, sources of contamination – catalyst –

potassium formate, 139carbon brake, sources of contamination – catalyst –

potassium from cleaning agents, 139carbon brake, sources of contamination – catalyst –

potassium in Purple K fire extinguishers, 139carbon brake, sources of contamination – catalyst – RDP,

139carbon brake, sources of contamination – catalyst – sodium

acetate, 139carbon brake, sources of contamination – catalyst – sodium

formate, 139carbon brake, sources of contamination – catalyst – sodium

from cleaning agent, 139carbon brake, sources of contamination – catalyst – sodium

from sea water, 139carbon brake, sources of contamination – catalyst – sodium

hypochlorite, 139carbon brake, sources of contamination – catalyst –

temperature indicating crayon marks, 139carbon brake, sources of contamination – catalytic agents,

139carbon brake, sources of contamination – cleaning solvents,

139, 140carbon brake, sources of contamination – disinfectants, 139carbon brake, sources of contamination – fire extinguishing

agent, 139carbon brake, sources of contamination – formate v acetate,

140carbon brake, sources of contamination – hydraulic fluid

leaks, 140carbon brake, sources of contamination – hydraulic system

servicing, 140carbon brake, sources of contamination – RDP, 140carbon brake, sources of contamination – sea water, 140

carbon brake, sources of contamination – temperatureindicator crayon marks, 140

carbon friction material, 140Cassie state. See state, Cassiecatalytic oxidation – definition, 140category specification, 37CBT. See training, computer basedCDF. See also deicing facility, See also DDFCDF – common deicing procedures for all users, 110CDF – common deicing procedures– safety benefits, 110CDF – definition, 76, 110, 119CDF air traffic control tower line-of-sight, 110CDF aircraft access routes, 110CDF approval (TC), 119CDF benefits – avoiding changing weather along long

taxiing routes, 110CDF benefits – improved airfield flow, 110CDF benefits – reduced taxiing time, 110CDF benefits – retreatment near departure runway, 110CDF capacity, 110CDF components – bypass taxiing capability for aircraft

not needing deicing, 110CDF components – control enter, 110CDF components – crew shelter, 110CDF components – deicing pads, 110CDF components – deicing unit, 110CDF components – environmental runoff mitigation, 110CDF components – fluid storage and handling, 110CDF components – lighting system, 110CDF control center, 110CDF deicing pad, factors affecting number of, 110CDF deicing pad, factors affecting number of – deicing

procedure, 110CDF deicing pad, factors affecting number of – peak hour

departure rate, 110CDF deicing pad, factors affecting number of – preflight

inspection, 110CDF deicing pad, factors affecting number of – type of

aircraft, 110CDF deicing pad, factors affecting number of – type of

deicing units, 110CDF deicing pad, factors affecting number of – variation in

meteorological conditions, 110CDF environmental considerations. See also CDF runoff

mitigationCDF environmental considerations – receiving water

aquatic communities quality, 110CDF environmental considerations – receiving water

quality, 110CDF holding bays, 110CDF location and sizing, factors affecting, 111CDF location and sizing, factors affecting – aircraft type

fleet mix, 110CDF location and sizing, factors affecting – airport layout,

111CDF location and sizing, factors affecting – airport safety

programs, 111CDF location and sizing, factors affecting – deicing queues,

111CDF location and sizing, factors affecting – environmental

considerations, 111

Index


CDF location and sizing, factors affecting – HOT and timeto takeoff clearance time, 111

CDF location and sizing, factors affecting – lighting, 111CDF location and sizing, factors affecting – restriction of

type of deicing fluid, 111CDF location and sizing, factors affecting – taxiing times

and routes, 111CDF location and sizing, factors affecting – topography,

111CDF location and sizing, factors affecting – type of deicing

fluids used, 111CDF location and sizing, factors affecting – type of deicing

unit, 111CDF location and sizing, factors affecting – utilities, 111CDF operational issues, 111CDF pavement requirements, 111CDF program (TC), 119CDF requirements (TC), 119CDF runoff mitigation, 111CDF runoff mitigation – anaerobic biochemical reactor,

111CDF runoff mitigation – biomass, 111CDF runoff mitigation – BOD, 111CDF runoff mitigation – COD, 111CDF runoff mitigation – diversion boxes, 111CDF runoff mitigation – flow rate limits, 111CDF runoff mitigation – lifecycle cost, 111CDF runoff mitigation – oil and grease, 111CDF runoff mitigation – pH, 111CDF runoff mitigation – POTW (US), 111CDF runoff mitigation – recycled water, 111CDF runoff mitigation – recycling system, 111CDF runoff mitigation – runoff control at the source, 111CDF runoff mitigation – spent ADF detention basins, 111CDF runoff mitigation – spent ADF storage tanks, 111CDF runoff mitigation – TOC, 111CDF runoff mitigation – total suspended solids, 111CDF runoff mitigation – urea algae blooms, 111CDF runoff mitigation – wildlife management, 111CDF safety risk management mandatory before

construction (FAA), 111CDF separation standards, 111CDF service provider, single, 111CDF siting, 111CDF snow desk, 111CDF subset of DDF, 76CDF superset of remote deicing facility, 111CDF vehicle safety zone, 111CDF vehicle service roads, 111CDF, design of, 111CDF, multiple, 111CDF, overview of, 111CDF, role of, 111central deicing facility. See CDFcentralized deicing facility. See CDFCEPA guidelines, 119Cessna. See also aerodynamic effect of fluids – evaluation

by CessnaCessna Caravan C208 spray area diagram, 86check – definition, 53, 61, 86check time, 72, 96check time – definition, 108

check time determination system, 96check time determination system – definition, 108check time determination system – guidance (FAA), 108check time determination system subset of LWES, 108check, alternative pretakeoff contamination. See pretakeoff

contamination check, alternativecheck, clear ice, 61check, contamination, 128, See contamination check, See

contamination checkcheck, contamination – definition, 127check, flight control, 86, See flight control check, See flight

control checkcheck, fluid concentration, 53check, icing. See preflight check; post deicing/anti-icing

check; pretakeoff check; pretakeoff contamination checkcheck, post application. See post deicing/anti-icing checkcheck, post deicing/anti-icing. See post deicing/anti-icing

checkcheck, post deicing/anti-icing check. See post deicing/anti-

icing checkcheck, post-deicing – definition, 73, 86check, post-treatment (EASA), 127, 128check, preflight. See preflight checkcheck, pretakeoff. See pretakeoff check, See pretakeoff

checkcheck, pretakeoff (EASA). See pretakeoff check (EASA)check, pretakeoff contamination. See pretakeoff

contamination checkcheck, pretakeoff contamination (EASA). See pretakeoff

contamination check (EASA)check, pretakeoff contamination (FAA). See pretakeoff

contamination check (FAA)check, tactile, 54, 61, 128check, tactile – aircraft manufacturer requirements, 61check, tactile – clear ice detection, 61, 119check, tactile – definition, 61check, tactile – detection of clear ice in engine inlets, 96check, tactile – hard wing aircraft with aft-mounted jet

engine, 96check, tactile – mandatory – removal of frozen

contamination with brooms, 115check, tactile – symmetrical, 119check, tactile – tactile wand, with, 119Civil Aviation Administration of China, 16clean aircraft concept, 61clean aircraft concept – definition, 119clean condition, 62clean condition – air conditioning inlets and outlets, 54, 61clean condition – air conditioning pressure-release valves,

61clean condition – airstream direction probes, 54clean condition – angle of attack sensors, 54, 61clean condition – control surfaces, 54, 61clean condition – critical surfaces, 61clean condition – engine control system probes, 61clean condition – engine cooling intakes, 61clean condition – engine exhaust, 61clean condition – engine fan blades, 61clean condition – engine inlets, 54, 61clean condition – engine intake, 61clean condition – engine leading edge, 61clean condition – engine ports, 61



clean condition – engine spinner cones, 62clean condition – flight deck windows, 62clean condition – fuel tank vents, 54, 62clean condition – fuselage, 54, 62clean condition – fuselage – presence of frost, 62clean condition – horizontal stabilizer, 62clean condition – landing gear, 54, 62clean condition – landing gear doors, 54, 62clean condition – nose, 62clean condition – outflow valves, 62clean condition – pitot heads, 54clean condition – pitot tubes, 62clean condition – propellers, 62clean condition – radome, 62clean condition – rudder, 62clean condition – sensor, 62clean condition – sensor – angle of attack, 62clean condition – sensor – temperature, 62clean condition – sensors near heated windows, 62clean condition – static ports, 54, 62clean condition – tail, 54, 62clean condition – vertical stabilizer, 62clean condition – wheel bays, 62clean condition – window caution, heated, 62clean condition – window, flight deck, 62clean condition – wings, 54, 62clean condition – wingtip devices, 62cleaning solvent – definition, 140clear ice – definition, 73, 86, 119, 127clear ice occurrence – inflight, 73clear ice occurrence – on the ground, 73clear ice, cold soaked – definition, 62clear ice, conditions conducive to formation of, 54, 62, 86,

127clear ice, detection of, 54, 62, 86, 128clear ice, detection of – in engine inlets, 96clear ice, detection of – in engine inlets by ROGIDS, 96clear ice, detection of – ROGIDS, 74clear ice, detection of – ROGIDS as supplement to tactile

pre-deicing check, 74clear ice, detection of – ROGIDS as supplement to visual

pre-deicing check, 74clear ice, detection of – ROGIDS detection threshold, 74clear ice, detection of – ROGIDS v tactile check, 74clear ice, detection of – ROGIDS v visual check, 74clear ice, difficulty to detect, 54, 62, 74, 119clear ice, effect of, 119clear ice, effect of cold soaking on formation of, 54clear ice, formation of, 54, 119clear ice, undetected – probability estimate, 74coating, aircraft surface. See aircraft surface coatingcold soaked clear ice – definition, 62cold soaked effect – definition, 62cold soaked fuel frost. See frost, cold soaked fuelcold soaked fuel frost – definition, 62cold soaked stabilizer, 62cold soaked wing, 62cold soaked wing – definition, 54, 86cold soaked wing ice/frost – definition, 62cold soaking, 54, 119cold soaking – definition, 62, 119cold soaking – fuel caused, 62

cold soaking, fueling, 54cold soaking, refueling, 54collision with aircraft, deicing unit, 119color bleed-through, evaluation of, 48color intensity, evaluation of – field spray test, 48color uniformity, 31color, Type I – orange, 31color, Type II – yellow, 38color, Type III – bright yellow, 38color, Type IV – green, 38colorless. See Type II/III/IV – colorless, See also Type I –

colorlesscombustion heaters, 54combustion heaters – asphyxiation danger in poorly

ventilated areas, 62commander. See pilot-in-commandcommon fluid, 78communication methodology, 119communication plan, 119communication procedure, 119communication responsibilities, 119communication training, 119communication with flightcrew – absence of flightcrew at

time of deicing, 62, 96communication with flightcrew – ACARS, 62communication with flightcrew – after deicing/anti-icing,

62communication with flightcrew – all clear signal, 62communication with flightcrew – anti-icing code, 62communication with flightcrew – before starting

deicing/anti-icing, 62communication with flightcrew – CDF, 62communication with flightcrew – contamination check

reporting to flightcrew, 62communication with flightcrew – DDF, 62communication with flightcrew – deicing unit proximity

sensor activation, 62communication with flightcrew – electronic flight bag, 63communication with flightcrew – engines-on, 63communication with flightcrew – English language, 63communication with flightcrew – flight interphone, 63communication with flightcrew – frost removal with Type I

in non-active frost, 63communication with flightcrew – frost, local, 63communication with flightcrew – hand signals, 63communication with flightcrew – interruption of

deicing/anti-icing, 63communication with flightcrew – message boards, 63communication with flightcrew – off-gate, 63communication with flightcrew – phraseology, 63communication with flightcrew – post deicing/anti-icing

check completion, 63communication with flightcrew – printed forms, 63communication with flightcrew – proximity sensor

activation, 63communication with flightcrew – scripts, 63communication with flightcrew – verbal, precedence of, 63communication with flightcrew – VHF, 63communications, 54, 63, 119, See also anti-icing code;

phraseologycommunications – flightcrew/cabin crew, 119communications – service provider responsibilities, 119

Index


communications from passengers, 119commuter aircraft, 28compatibility, fluid. See fluid compatibility – Type I with

Type II/III/IVcomputer based deicing simulators. See training, computer

based deicing simulatorcomputer based training. See training, computer basedcontact angle, 22contact angle – definition, 22contact angle hysteresis – definition, 22contact angle, advancing, 22contact angle, advancing – definition, 22contact angle, measurement, 22contact angle, receding, 22contact angle, receding – definition, 22contaminant, frozen. See frozen contaminationcontamination – definition, 119, 127contamination [frozen] – definition, 63contamination check – definition, 54, 63contamination check – establishes need for deicing, 63contamination check – performance of, 54, 63contamination check – to establish need for deicing, 54contamination check – verification of all areas needing

clean condition, 63contamination check– definition, 63contamination check excludes clear ice check, 63contamination check– responsibility of qualified personnel,

63contamination, frozen. See frozen contaminationcontrol point – definition, 76control point. See also transfer point, 76control, aircraft lateral, 119controllability, aircraft lateral – contamination effect on,

119Conventional Glycol. See Glycol, Conventionalcorrosion of cadmium plated aircraft parts, 134corrosion of cadmium plated aircraft parts – undesirable

corrosion criterion, 134critical aircraft surfaces. See critical surfacecritical component – definition, 54, 63critical ice contamination – definition, 74critical ice contamination rate, 74critical surface – airframe manufacturer defined, 106critical surface – control surface, 106critical surface – definition, 63, 86, 119critical surface – empennage, 106critical surface – engine inlets, 106critical surface – fuel vents, 106critical surface – fuselage on aircraft with center mounted

engine, 106critical surface – instrument sensor pick up points, 106critical surface – pitot heads, 106critical surface – ram-air intakes, 106critical surface – static ports, 106critical surface – wings, 106critical surface inspection (TC) – definition, 119crystallization, delayed, 46, 51CSFF. See frost, cold soaked fuelDAQCP, 63DDF – approval, 76DDF – communications with flightcrew, 119DDF – control boundaries, 76

DDF – definition, 76DDF – design of, 76DDF – documentation, 76DDF – emergency. See emergencyDDF – emergency action plans, 76DDF – emergency communications protocol, 76DDF – engines-on deicing, 76DDF – environmental considerations, 76DDF – fluid acceptance, 76DDF – fluid management, 76DDF – fluid testing, 76DDF – operational procedure, 76DDF – phraseology, 76DDF – pilot brief sheet, 76DDF – pre-storm planning, 76DDF – quality control, 76DDF – safety, 76DDF – service provider, single, 76DDF – service providers, several, 76DDF – snow removal, 76DDF – spent fluid, 76DDF superset of centralized deicing facility, 76DDF superset of remote deicing facility, 77de Havilland. See also aerodynamic effect of fluids –

evaluation by de Havillandde Havilland DASH-8 100/200/300 spray area diagram, 86de Havilland DHC-8, 26definition – ACARS, 77definition – ADF, 140definition – aerodynamic acceptance, 48definition – aerodynamic acceptance test, 119definition – air operator (TC), 119definition – air operator certificate (TC), 119definition – aircraft hydraulic fluid, 140definition – aircraft lubricant, 140definition – aircraft parking area, deicing pad, 112definition – aircraft surface coating, 22definition – anti-icing, 54, 63, 74, 86, 119definition – anti-icing code, 63definition – anti-icing fluid, 54, 63, 86, 106, 108, 115, 127definition – apron, 119definition – audit, 93definition – buffer. See definition – freezing point bufferdefinition – carbon brake, 140definition – carbon brake friction and wear modifier, 140definition – catalytic oxidation, 140definition – CDF, 77, 112, 119definition – check, 54, 63, 86definition – check time, 108definition – check time determination system, 108definition – check, contamination, 63, 127definition – check, post-deicing. See definition – post

deicing/anti-icing checkdefinition – check, pre-deicing, 74definition – check, preflight. See definition – preflight

checkdefinition – check, tactile, 63definition – clean aircraft concept, 120definition – cleaning solvent, 140definition – clear ice, 74, 120, 127definition – clear ice, cold soaked, 63definition – cold soaked clear ice, 63



definition – cold soaked effect, 63definition – cold soaked fuel frost, 63definition – cold soaked wing, 54, 86definition – cold soaked wing ice/frost, 63definition – cold soaking, 63, 120definition – contact angle, 22definition – contact angle hysteresis, 22definition – contact angle, advancing, 22definition – contact angle, receding, 22definition – contamination, 120, 127definition – contamination [frozen], 63definition – contamination check, 54, 63definition – control point, 77definition – critical component, 54, 63definition – critical ice contamination, 74definition – critical surface, 63, 120definition – critical surface inspection (TC), 120definition – DDF, 77definition – defrosting, 120definition – deicing, 54, 63, 74, 86, 106, 120definition – deicing bay, 77definition – deicing coordinator, 77definition – deicing crew, 77definition – deicing event, 74definition – deicing facility, 77, 78, 112, 120definition – deicing facility, remote, 78definition – deicing facility, terminal, 78definition – deicing fluid, 54, 63, 86, 106, 108, 127definition – deicing lead, 77definition – deicing pad, 77, 112, 120definition – deicing pad aircraft parking area, 112definition – deicing pad maneuvering area for deicing units,

112definition – deicing service provider, 63definition – deicing vehicle operator, primary, 77definition – deicing/anti-icing, 54, 63, 86definition – deicing/anti-icing procedure, 127definition – deicing/anti-icing, one-step, 54, 128definition – deicing/anti-icing, two-step, 54, 128definition – diamond dust, 54definition – disinfectant, 140definition – endurance time, 22, 46, 48, 51, 108, 120definition – endurance time regression analysis, 108definition – failure, latent, 74definition – fire extinguishing agent, 140definition – flight time, 120definition – fluid failure, 74, 120definition – fluid, Newtonian, 54, 86definition – fluid, non-Newtonian, 38, 54, 86definition – fluid, pseudoplastic, 38, 54definition – fluid, qualified, 26definition – fluid, thickened, 26definition – forced air, 120definition – freezing drizzle, 54, 63, 86definition – freezing fog, 54, 63, 86definition – freezing point, 86, 120definition – freezing point buffer, 54, 86, 120definition – freezing point buffer, negative, 63definition – freezing rain, 120definition – freezing rain, heavy, 54definition – freezing rain, light, 54, 64, 86definition – freezing rain, moderate, 54

definition – freezing rain, moderate and heavy, 54definition – frost, 55, 64, 86definition – frost buildup, local, 54definition – frost point, 96definition – frost, active, 54, 64, 86, 96, 115definition – frost, local, 55, 64definition – frozen contaminants, 106definition – frozen contamination, 74definition – GIDS, 127definition – Glycol, 31definition – glycol pan measurement, 108definition – Glycol, Conventional, 31definition – Glycol, Conventional and Non-conventional,

31definition – Glycol, Non-conventional, 31definition – grains of ice, 55definition – ground coordinator, 77definition – ground icing conditions, 120definition – ground icing operations program (TC), 120definition – hail, 55, 64, 86, 120definition – hail, small, 55definition – hard wing, 96, 106definition – HHET, 120definition – high humidity, 86definition – high humidity on cold soaked wing, 55, 86definition – high speed ramp, 28definition – hoarfrost, 55, 64, 86, 120definition – HOT, 26, 48, 55, 64, 106, 108, 112, 120definition – HOT guideline, 48, 120definition – HOT guideline, fluid-specific, 48definition – HOT guideline, generic, 48definition – HOT range, 106definition – hydrophilic surface, 22definition – hydrophobic surface, 22definition – ice, 120definition – ice contamination, critical, 74definition – ice crystals, 86definition – ice crystals/diamond dust, 55definition – ice house, 77, 120definition – ice pellets, 55, 64, 86, 120definition – ice, grains of, 55definition – iceman, 77definition – icephobic surface, 22definition – illuminance, 74definition – infrared heat deicing method, 120definition – inspection, tactile (TC), 120definition – LOUT, 26, 48, 55, 64, 96, 104, 115, 127definition – LOUT, Type I, 32definition – LOUT, Type II/III/IV, 38definition – low speed ramp, 28definition – LOWV, 48, 115definition – LWE rate, 108definition – LWE sampling time, 108definition – LWES, 108definition – maneuvering area, 120definition – may (SAE), 64definition – MOWV, 115definition – Non-glycol, 32definition – one-step deicing/anti-icing, 55definition – operations bulletins s 18, 120definition – oxidation [of carbon], 140definition – pad control, 77

Index


definition – pad control point, 77definition – pad leadership, 77definition – pilot-in-command, 120definition – pink snow, 77definition – post deicing/anti-icing check, 55, 86definition – post deicing/anti-icing check (FAA), 106definition – precipitation rate, 120definition – pre-deicing-step, 86definition – preflight check, 86definition – pretakeoff check, 86definition – pretakeoff check (FAA), 107definition – pretakeoff contamination check (EASA), 127definition – pretakeoff contamination check (FAA), 107definition – pretakeoff contamination inspection (TC), 120definition – primary deicing vehicle operator, 77definition – proximity sensor, 64definition – pseudoplastic, 86definition – rain, 86definition – rain and snow, 55definition – rain on cold soaked wing, 55, 86definition – RDP, liquid – lot, 132definition – RDP, solid – lot, 130definition – refractive index, 64definition – refractometer, 64definition – regression analysis, endurance time, 108definition – remote deicing facility, 77, 78definition – representative surface, 55, 120definition – residue/gel, 64definition – rime, 87definition – rime ice, 64definition – ROGIDS, 74, 127definition – ROGIDS detection angle, maximum, 74definition – ROGIDS detection angle, minimum, 74definition – ROGIDS detection distance, maximum, 74definition – ROGIDS detection distance, minimum, 74definition – ROGIDS false negative, 74definition – ROGIDS false positive, 74definition – roll-off angle, 22definition – runway anti-icing/deicing solids and fluids, 140definition – service provider, 120definition – shall (SAE), 64definition – shear force, 87definition – should (SAE), 64definition – sliding angle, 22definition – slot management, 77definition – slush, 55, 64, 87definition – snow, 55, 64, 87definition – snow desk, 77definition – snow grains, 55, 64, 120definition – snow pellets, 55, 64, 120definition – snow, pink, 77definition – snowflake, 55definition – specimen sheet (training), 120definition – staff, qualified, 64definition – staging area, 77definition – staging bay, 120definition – state, Cassie, 22definition – state, Wenzel, 22definition – storage tank, 64definition – super-hydrophobic surface, 22definition – surface, treated, 23definition – taxiway, 120

definition – temperature indication markers, 140definition – terminal deicing facility, 120definition – thermal oxidation, 140definition – transfer point, 77definition – tribology, 140definition – two-step deicing/anti-icing, 55definition – Type I, 96definition – Type I – lot, 32definition – Type II/III/IV, 96definition – Type II/III/IV – lot, 38definition – Type II/III/IV – LOUT, 38definition – Type II/III/IV – maximum on-wing viscosity,

38definition – Type II/III/IV – pseudoplastic, 38definition – windrows, 77definition – WSET, 120definition– anti-icing, 106defrosting – definition, 120deice/anti-ice, decision to – aircraft deicing or anti-iced

before flightcrew arrival, 64deice/anti-ice, decision to – aircraft subject to snow or ice

conditions, 64deice/anti-ice, decision to – aircraft subject to snow or ice

conditions during taxi, 64deice/anti-ice, decision to – aircraft was subjected to ice or

snow conditions while parked, 64deice/anti-ice, decision to – cold soaked aircraft with ice or

frost, 64deice/anti-ice, decision to – following contamination check

by flightcrew, 64deice/anti-ice, decision to – following contamination check

by ground brew, 64deice/anti-ice, decision to – ice accretion in flight, 64deicing, 55, 64, See also fluid application, deicing/anti-

icingdeicing – definition, 55, 64, 74, 87, 107, 120deicing – pre-deicing process, 55deicing – pre-deicing-step, 55deicing bay – definition, 77deicing boom, 84deicing boom – variable height, 84deicing configuration, aircraft, 120deicing coordinator – definition, 77deicing crew – definition, 77deicing event – definition, 74deicing events – historical data 1985-2005, 74deicing events – worldwide estimate 1985-2005, 74deicing facility – aircraft failure, 78deicing facility – aircraft marshaling plan, 78deicing facility – aircraft parking area, 78deicing facility – apron perimeter, 78deicing facility – ATC, coordination with, 78deicing facility – BOD, 78deicing facility – capacity, 112deicing facility – COD, 78deicing facility – common fluid, 78deicing facility – construction, 78deicing facility – definition, 77, 78, 112, 120deicing facility – deicing pad safety, 78deicing facility – deicing vehicle maneuvering area, 78deicing facility – design, 78deicing facility – design of, 112



deicing facility – disabled aircraft, 79deicing facility – drainage, 79deicing facility – drainage and collection, 79deicing facility – effect on water quality, 79deicing facility – emergency evacuation, 79deicing facility – emergency response, 79deicing facility – engine shutdown/restart, 79deicing facility – environmental considerations, 79deicing facility – environmental reporting, 79deicing facility – equipment failures, 79deicing facility – facility activation, 79deicing facility – FBO, 79deicing facility – fluid segregation, 79deicing facility – gate hold procedure, 79deicing facility – glycol – oxygen depleting potential, 79deicing facility – glycol recovery vehicle, 79deicing facility – grooved pavements, 79deicing facility – ground power unit, 79deicing facility – ground water protection, 79deicing facility – GRV, 79deicing facility – jet blast, 79deicing facility – location considerations, 79deicing facility – message boards, 80deicing facility – nighttime lighting systems, 79deicing facility – oil/water separator, 79deicing facility – operational procedure, 77deicing facility – pad configuration, 79deicing facility – passenger emergency, 79deicing facility – pavement lighting, 79deicing facility – pavement markings, 79deicing facility – pavement system, 79deicing facility – pH, 79deicing facility – piping, 79deicing facility – planning, 79deicing facility – prevailing winds, 79deicing facility – recycling ADF, 79deicing facility – secondary containment, 79deicing facility – security requirements, 79deicing facility – signage, 79deicing facility – spent ADF – above ground storage tanks,

79deicing facility – spent ADF – biological degradation, 79deicing facility – spent ADF – detention pond, 79deicing facility – spent ADF – disposal, 79deicing facility – spent ADF – photochemical oxidation, 79deicing facility – spent ADF – recycling, 79deicing facility – spent ADF – storage size, 79deicing facility – spent ADF – underground storage tanks,

79deicing facility – spent ADF – waste water treatment plant,

79deicing facility – storage, 79deicing facility – storm drain system, 79deicing facility – storm water, 79deicing facility – surface water, 79deicing facility – taxi routes, 79deicing facility – throughput demand, 79deicing facility – TOC, 80deicing facility – total suspended solids, 80deicing facility – valve types, 80deicing facility – vehicle staging, 80deicing facility – wingtip separation, 80

deicing facility safety risk management, 112deicing facility safety risk management mandatory before

construction, 112deicing facility stakeholders – air taxis, 112deicing facility stakeholders – air traffic control, 112deicing facility stakeholders – aircraft rescue and

firefighting chief, 112deicing facility stakeholders – airport environmental

manager, 112deicing facility stakeholders – airport operations chief, 112deicing facility stakeholders – engineering design

contractor, 112deicing facility stakeholders – general aviation, 112deicing facility stakeholders – ground deicing managers,

112deicing facility stakeholders – other authorities, 112deicing facility stakeholders – pilot organizations, 112deicing facility stakeholders – regulator, 112deicing facility stakeholders – station managers of air

carriers, 112deicing facility, centralized aircraft. See CDFdeicing facility, infrared. See infrared deicing facility, See

infrared deicing facilitydeicing facility, off-gate, 112, See also CDFdeicing facility, on-gate excludes CDF, 112deicing facility, remote – definition, 80deicing facility, remote aircraft. See CDFdeicing facility, remote subset of CDF, 112deicing facility, remote subset of DDF, 77deicing facility, terminal – definition, 80deicing facility, terminal gate – apron drainage, 112deicing facility, terminal gate – capacity, 112deicing facility, terminal gate – cost of glycol mitigation

issues, 112deicing facility, terminal gate – environmental issues, 112deicing facility, terminal gate – gate delays issues, 112deicing facility, terminal gate – lack of gate for deicing

issues, 112deicing facility, terminal gate – spent ADF collection, 112deicing facility, terminal gate – taxiing time issues, 112deicing facility, terminal gate excludes CDF, 112deicing fluid – definition, 55, 64, 87, 107, 108, 127deicing fluid application, 56deicing fluid v anti-icing fluid, 96deicing lead – definition, 77deicing operator – definition, 77deicing pad – definition, 77, 80, 112, 120deicing pad – fixed deicing unit considerations, 112deicing pad aircraft parking area – definition, 112deicing pad grouping, 112deicing pad layout, 112deicing pad maneuvering area for deicing units – definition,

112deicing pad orientation – high winds, 112deicing pad orientation – jet blast, 112deicing pad orientation – prevailing wind, 113deicing pad orientation – visibility, 113deicing pad orientation – with respect to taxiway, 113deicing pad separation standards, 113deicing pad surface markings, 113deicing pad surface markings – boundary markings, 113deicing pad surface markings – pad grouping marking, 113

Index


deicing pad surface markings – taxiway centerline, 113deicing pad surface markings – taxiway holding position

marking, 113deicing pad surface markings – vehicle safety zone

marking, 113deicing pad taxiway centerline requirement, 113deicing pad vehicle safety zone, 113deicing pad, composite, 113deicing pad, number of, 113deicing program – air traffic control tower, 87deicing program – ATC, 87deicing program – FAA approved, 96deicing program – flight operations plan, 87deicing program – ground operations plan, 87deicing program – inclusion in aircraft operator manual for

flightcrews, 87deicing program – management plan, 87deicing program – manager responsibilities, 87deicing program – TC approved, 120deicing provider – responsibilities, 64deicing service provider, 80, See service providerdeicing service provider – definition, 64deicing truck. See deicing unitdeicing unit – acceptance, 81deicing unit – aerial basket, 81deicing unit – aerial device, 81deicing unit – aircraft inspection, use for, 81deicing unit – aircraft maintenance, use for, 81deicing unit – asphyxiation danger in poorly ventilated

areas, 64deicing unit – basket, 81deicing unit – basket capacity, 81deicing unit – blower, 81deicing unit – boom, 81deicing unit – cabin design requirements, 84deicing unit – chassis, 81deicing unit – cleanliness, 55deicing unit – combustion heaters, 81deicing unit – controls and instrumentation, 81deicing unit – enclosed cabin. See enclosed cabindeicing unit – fast heating system, 81deicing unit – fill ports, 81deicing unit – fill ports – different sizes, 81deicing unit – fluid contamination, 81deicing unit – fluid delivery pressure, 81deicing unit – fluid delivery rate, 81deicing unit – fluid delivery temperatures, 81deicing unit – fluid fill couplings, 81deicing unit – fluid fill ports, 81deicing unit – fluid heating system, 81deicing unit – fluid heating system, electric, 81deicing unit – fluid labeling, 81deicing unit – fluid level gauges, 81deicing unit – fluid mixing system, 81deicing unit – fluid pressure gauge, 81deicing unit – fluid proportioning system, 81deicing unit – fluid pumps, 82deicing unit – fluid pumps – circulating/mixing, 81deicing unit – fluid pumps – on demand, 81deicing unit – fluid pumps – positive displacement, 82deicing unit – fluid pumps – rotary diaphragm, 82deicing unit – fluid pumps – test for degradation, 82

deicing unit – fluid pumps – Type II/III/IV, 82deicing unit – fluid spray pattern, 82deicing unit – fluid system, 82deicing unit – fluid tank, 82deicing unit – fluid tank capacity, 82deicing unit – fluid tank fittings, 82deicing unit – forced air. See forced air, 83deicing unit – fuel capacity, 82deicing unit – hose couplings, 82deicing unit – hot water deicing system, 82deicing unit – inspection – after maintenance, 120deicing unit – inspection – after modification, 120deicing unit – inspection – annual, 120deicing unit – inspection – hoses, 120deicing unit – inspection – nozzle, 121deicing unit – inspection – pumps, 121deicing unit – inspection of aircraft, 82deicing unit – labeling of, 82deicing unit – maintenance manuals, 82deicing unit – markings on, 82deicing unit – mixing system. See deicing unit – fluid

mixing systemdeicing unit – modifications, 82deicing unit – nozzle, 82deicing unit – nozzle – ground level – Type I only, 82deicing unit – nozzle – pressure gauge, 82deicing unit – nozzle – rate of flow adjustment, 82deicing unit – nozzle – spray patterns, 82deicing unit – nozzle – test for degradation, 82deicing unit – nozzle – Type II/III/IV, 82deicing unit – nozzle, adjustable, 82deicing unit – on-board fluid mixing system, 82deicing unit – operation in closed areas, 55, 64deicing unit – operation in poorly ventilated areas, 55, 64deicing unit – parts, 82deicing unit – personnel basket. See deicing unit – basketdeicing unit – product support, 82deicing unit – proportioning mix system, 82deicing unit – pumps. See deicing unit- fluid pumpsdeicing unit – speed, 82deicing unit – speed control device, 82deicing unit – spray nozzle. See deicing unit – nozzledeicing unit – tank capacity, 82deicing unit – tank covers, 82deicing unit – tank rain entry prevention, 82deicing unit – technical requirements, 82deicing unit – training by manufacturer, 82deicing unit – Type II, II and IV system, 82deicing unit – use for aircraft maintenance, 82deicing unit – use for inspection, 82deicing unit collision with aircraft, 121deicing unit, fixed, 113deicing unit, fixed – gantry, 113deicing unit, fixed – telescopic boom, 113deicing vehicle operator, primary – definition, 77deicing, general strategy for, 55, 64deicing, local area, 64deicing, local area – symmetrical fluid application, 64deicing/anti-icing. See also fluid applicationdeicing/anti-icing – absence of flightcrew at the time of, 64,

96deicing/anti-icing – definition, 64



deicing/anti-icing – flightcrew awareness, 96deicing/anti-icing contracts, 64deicing/anti-icing initiation conditions – after flightcrew is

on board, 87deicing/anti-icing initiation conditions – flightcrew check,

87deicing/anti-icing initiation conditions – overnight aircraft

prior to flightcrew arrival, 87deicing/anti-icing initiation conditions – preflight check by

flightcrew, 87deicing/anti-icing initiation conditions – preflight check by

ground crew, 87deicing/anti-icing methods, 55, 64deicing/anti-icing procedure – definition, 55, 127deicing/anti-icing truck. See deicing unitdeicing/anti-icing, aircraft requirements after. See clean

conditiondeicing/anti-icing, interruption of, 65deicing/anti-icing, one-step, 55, 65deicing/anti-icing, one-step – definition, 55, 128deicing/anti-icing, two-step, 55, 65deicing/anti-icing, two-step – definition, 55, 128designated deicing facility. See DDFdetail specification, 37dewpoint, 96diamond dust – definition, 55diethylene glycol, 45, See also Glycol, Conventional –

diethylene glycoldiethylene glycol based Type I – endurance time tests not

required, 46disinfectant – definition, 140distant learning. See training, computer based deicingdrop impact resistance, 23dry snow, 96dry snow – accumulation on wing – removal required, 115dry snow, adhesion of – effect of aircraft parking location,

96dry snow, adhesion of – effect of fuel tanks (heat

releasing), 96, 115dry snow, adhesion of – effect of hydraulic fluid heat

exchangers, 96dry snow, adhesion of – effect of OAT, 96dry snow, adhesion of – effect of refueling, 96, 115dry snow, adhesion of – effect of weather, 96, 115dry snow, adhesion of – effect of wing in the sun, 96dry snow, adhesion of – effect of wing temperature, 96, 115dry snow, adhesion of – regulations (US), 96dry snow, non-adhesion of – non-use of fluids, 115Dryden accident, 14dry-out, Type II/IV. See Type II/III/IV residue; Type II/IV

residuedue diligence, principle of, 121EASA, 1, 16EASA icing research, 16edge effect. See also WSET – failure zone;effluent collection, 121effluent containment, 121effluent disposal, 121EG v PG Type IV based fluids – allowance time. See

allowance time – EG v PG based fluidseHot, 96e-learning. See training, computer based deicing

Embraer E120 spray area diagram, 87Embraer E135/E140/E145 spray area diagram, 87Embraer E170/175 spray area diagram, 87Embraer E190/E195 spray area diagram, 87emergency, 121emergency – bomb threat, 121emergency – communications, 121emergency – co-ordination, 121emergency – exercises, 121emergency – fire, aircraft, 121emergency – fire, deicing facility, 121emergency – fire, ground equipment, 121emergency – first response, equipment for, 121emergency – hijacking, 121emergency – medical, 121emergency – service provider role, 121emergency – spill, fluid, 121emergency – spill, jet fuel, 121emergency exits, aircraft, 121enclosed cabin, 84enclosed cabin – acceptance, 84enclosed cabin – controls, 84enclosed cabin – design requirements, 84enclosed cabin – dual operator weight capacity, 84enclosed cabin – general description, 84enclosed cabin – guidelines, 84enclosed cabin – ice detection system, 84enclosed cabin – nozzle for Type II/III/IV, 84enclosed cabin – nozzle requirements, 84enclosed cabin – safety devices, 84enclosed cabin – single operator weight capacity, 84enclosed cabin – stability, 84enclosed cabin v open basket, 84enclosed operator’s cabin. See enclosed cabin, 84endurance time – definition, 23, 46, 48, 51, 108, 121endurance time regression analysis – definition, 108endurance time regression equations, 108endurance time tests, 51endurance time tests, Type I, 47endurance time tests, Type I – snow, natural, 46endurance time tests, Type I – crystallization, delayed, 46endurance time tests, Type I – data examination by SAE G-

12 HOT, 46endurance time tests, Type I – data validation by SAE G-12

HOT, 46endurance time tests, Type I – delayed crystallization, 46endurance time tests, Type I – diethylene glycol based fluid

– test not required, 46endurance time tests, Type I – ethylene glycol based fluid –

test not required, 46endurance time tests, Type I – failure mode, snow –

dilution, 46endurance time tests, Type I – failure mode, snow – snow-

bridging, 46endurance time tests, Type I – failure, frozen contamination

– 30% area, 46endurance time tests, Type I – failure, snow – 30% area or

non-absorption over 5 crosshairs, 46endurance time tests, Type I – fog, freezing, 46endurance time tests, Type I – freezing drizzle, 46endurance time tests, Type I – freezing fog, 46endurance time tests, Type I – frost, 46

Index


endurance time tests, Type I – glycol based fluid, other, 46endurance time tests, Type I – HOT history before year

2000, 46endurance time tests, Type I – ice crystal seeding, 46endurance time tests, Type I – icing intensity

measurements, 46endurance time tests, Type I – icing intensity measurements

by regression analysis, 46endurance time tests, Type I – icing intensity measurements

with reference ice-catch plates, 46endurance time tests, Type I – laboratory snow, 46endurance time tests, Type I – light freezing rain, 46endurance time tests, Type I – manufacturer’s authorization

to proceed, 46endurance time tests, Type I – manufacturer’s mandatory

documentation, 46endurance time tests, Type I – non-glycol based fluid – test

required, 46endurance time tests, Type I – propylene glycol based fluid

– test not required, 46endurance time tests, Type I – purpose, 46endurance time tests, Type I – rain on cold soaked wing, 46endurance time tests, Type I – regression analysis, 46endurance time tests, Type I – relation to HOT, 46endurance time tests, Type I – role of testing agent, 46endurance time tests, Type I – sample selection, 46endurance time tests, Type I – sample, sheared, 46endurance time tests, Type I – snow grains, 46endurance time tests, Type I – temperature, lowest test, 46endurance time tests, Type I – test facility, 46endurance time tests, Type I – test facility/site –

independence from fluid manufacturer, 46endurance time tests, Type I – test facility/site, role of, 46endurance time tests, Type I – test plate cleanliness, 46endurance time tests, Type I – testing agent – independence

from fluid manufacturer, 46endurance time tests, Type I – testing agent, role of, 46endurance time tests, Type I – variability across test plates,

46endurance time tests, Type I – water hardness, 46endurance time tests, Type I – WSET check on sheared

sample, 47endurance time tests, Type II/III/IV, 52endurance time tests, Type II/III/IV – data examination by

SAE G-12 HOT, 51endurance time tests, Type II/III/IV – data validation by

SAE G-12 HOT, 51endurance time tests, Type II/III/IV – delayed

crystallization, 51endurance time tests, Type II/III/IV – failure mode, snow –

dilution, 51endurance time tests, Type II/III/IV – failure mode, snow –

snow-bridging, 51endurance time tests, Type II/III/IV – failure, frozen

contamination – 30% area, 51endurance time tests, Type II/III/IV – failure, frozen

contamination – appearance, 51endurance time tests, Type II/III/IV – failure, snow – 30%

area or non-absorption over 5 crosshairs, 51endurance time tests, Type II/III/IV – fog, freezing, 51endurance time tests, Type II/III/IV – freezing drizzle, 51endurance time tests, Type II/III/IV – freezing fog, 51

endurance time tests, Type II/III/IV – frost, 51endurance time tests, Type II/III/IV – ice crystal seeding,

51endurance time tests, Type II/III/IV – icing intensity

measurements, 51endurance time tests, Type II/III/IV – icing intensity

measurements by regression analysis, 51endurance time tests, Type II/III/IV – icing intensity

measurements with reference ice-catch plates, 51endurance time tests, Type II/III/IV – light freezing rain, 51endurance time tests, Type II/III/IV – manufacturer’s

authorization to proceed, 51endurance time tests, Type II/III/IV – manufacturer’s

mandatory documentation, 51endurance time tests, Type II/III/IV – purpose, 51endurance time tests, Type II/III/IV – rain on cold soaked

wing, 51endurance time tests, Type II/III/IV – regression analysis,

51endurance time tests, Type II/III/IV – relation to HOT, 51endurance time tests, Type II/III/IV – sample – viscosity

reduced subsequent to manufacturing, 51endurance time tests, Type II/III/IV – sample – without

shearing, 51endurance time tests, Type II/III/IV – sample selection, 48,

51endurance time tests, Type II/III/IV – sample selection –

viscosity reduction by manufacturer, 51endurance time tests, Type II/III/IV – snow, 51endurance time tests, Type II/III/IV – snow form excludes:

graupel (soft hail), 52endurance time tests, Type II/III/IV – snow form excludes:

hail, 52endurance time tests, Type II/III/IV – snow form excludes:

ice pellets, 52endurance time tests, Type II/III/IV – snow form excludes:

soft hail (graupel), 52endurance time tests, Type II/III/IV – snow form includes:

capped columns, 52endurance time tests, Type II/III/IV – snow form includes:

columns, 52endurance time tests, Type II/III/IV – snow form includes:

irregular particles, 52endurance time tests, Type II/III/IV – snow form includes:

needles, 52endurance time tests, Type II/III/IV – snow form includes:

plates, 52endurance time tests, Type II/III/IV – snow form includes:

snow grains, 52endurance time tests, Type II/III/IV – snow form includes:

spatial dendrites, 52endurance time tests, Type II/III/IV – snow form includes:

stellar crystals, 52endurance time tests, Type II/III/IV – snow grains, 52endurance time tests, Type II/III/IV – snow test history, 52endurance time tests, Type II/III/IV – snow, artificial –

made by shaving ice cores, 52endurance time tests, Type II/III/IV – snow, artificial –

made by spraying water in a cold chamber, 52endurance time tests, Type II/III/IV – snow, artificial – test,

indoor – with storage and distribution, 52



endurance time tests, Type II/III/IV – snow, artificial – test,indoor – without storage, 52

endurance time tests, Type II/III/IV – snow, natural – test,indoor – with storage and distribution, 52

endurance time tests, Type II/III/IV – snow, natural – test,outdoor, 52

endurance time tests, Type II/III/IV – test facility/site, 52endurance time tests, Type II/III/IV – test facility/site –

independence from fluid manufacturer, 52endurance time tests, Type II/III/IV – test facility/site, role

of, 52endurance time tests, Type II/III/IV – test plate cleanliness,

52endurance time tests, Type II/III/IV – testing agent –

independence from fluid manufacturer, 52endurance time tests, Type II/III/IV – testing agent

role/duties, 52endurance time tests, Type II/III/IV – variability across test

plates, 52endurance time tests, Type II/III/IV – viscosity check on

unsheared sample, 52endurance time tests, Type II/III/IV – viscosity reduction

by manufacturer, 52endurance time tests, Type II/III/IV – water droplet size –

dye stain method, 52endurance time tests, Type II/III/IV – water droplet size –

laser diffraction method, 52endurance time tests, Type II/III/IV – water droplet size –

slide impact method with colloidal silver, 52endurance time tests, Type II/III/IV – water droplet size –

slide impact method with oil, 52endurance time tests, Type II/III/IV – water hardness,

nozzles, 52endurance time tests, Type II/III/IV – WSET check on

unsheared sample, 52engine deicing, 55, 65engine icing, conditions conducive to – freezing fog, 65engine icing, conditions conducive to – freezing

precipitation, 65engines, aft-mounted – effect of clear ice, 121engines-on deicing, 77, 121ethylene glycol, 45, See also Glycol, Conventional –

ethylene glycol; EG v PGethylene glycol based Type I – endurance time tests not

required, 47European Aviation Safety Agency. See EASAeye protection, 121FAA, 1, 15FAA AC 120-60B Ground Deicing and Anti-icing

Program, 106FAA Advisory Circular AC 120-112, 108FAA Engine and Propeller Directorate – engine run-ups in

heavy snow, 96FAA Holdover Time Guidelines: Winter 2016-2017

Original Issue, 103FAA icing research, 16FAA Notice N 8900.326, 95FAA Notice N 8900.374, 96FAA/TC list of fluids. See list of fluids, FAA/TCFAA–Approved Deicing Program Updates, Winter 2015–

2016, 95FAA-approved Snow and Ice Control Plan, 113

face protection, 121failed fluid. See fluid failurefailure criteria, 47, 52failure, deicing/anti-icing fluid. See fluid failurefailure, fluid. See fluid failurefailure, latent, 74failure, latent – definition, 74failure, undetected. See failure, latentFairchild Dornier D328 Propeller spray area diagram, 87Fairchild Dornier J328 Jet spray area diagram, 87Fairchild Metro/Merlin spray area diagram, 87fall protection systems, 121FBO, 80, See also service providerFederal Aviation Administration. See FAAfield spray test. See spray test, fieldfire extinguishing agent – definition, 140first aid, 121first response, 121fixed base operator. See FBOfixed deicing equipment – enclosed cabin, 84flaps and slats contamination – blowing snow, 65flaps and slats contamination – in flight-ice accretion, 65flaps and slats contamination – not visible when retracted,

65flaps and slats contamination – splash up during taxi, 65flaps and slats deployed – guidance, 115flaps and slats deployed – guidance (FAA), 96flaps and slats deployed – guidance (TC), 121flight control, 65flight control check, 55, 65flight personnel. See flightcrewflight time – definition, 121flightcrew – HOT re-evaluation. See also pilot assessment

of precipitation intensityflightcrew – HOT re-evaluation in improving weather

condition – guidance (TC), 115flightcrew – HOT re-evaluation in worsening weather

conditions – guidance (TC), 115flightcrew absence during deicing/anti-icing, 96flightcrew awareness – deicing/anti-icing, 97fluid acceptance, 55, 65fluid acceptance – certificate of analysis, 55fluid acceptance – certificate of conformance, 55fluid acceptance – certificate of conformity, 65fluid acceptance – cleaning certificate, 65fluid acceptance – color, 65fluid acceptance – concentration [by refraction], 65fluid acceptance – DDF, 77fluid acceptance – foreign body contamination [aka

suspended matter], 65fluid acceptance – label check, 65fluid acceptance – pH, 65fluid acceptance – previous load documentation, 65fluid acceptance – refractive index, 55, 65fluid acceptance – suspended matter [aka foreign body

contamination], 65fluid acceptance – viscosity, 65fluid acceptance – visual inspection, 55, 65fluid application, 56fluid application – air conditioning off, 56, 65fluid application – aircraft configuration, 65

Index


fluid application – airframe manufacturer requirement, 56,65

fluid application – APU bleed air off, 65fluid application – APU off, 56fluid application – composite surfaces, 65fluid application – elevator, 65fluid application – engine, 65fluid application – engine manufacturer requirements, 65fluid application – engines, 56fluid application – flaps and slats, 65fluid application – flight deck windows, 65fluid application – fuselage, 56, 65fluid application – guidance (EASA), 128fluid application – guidance (TC), 115fluid application – guidelines, 56, 65, 104, 115fluid application – heat loss, 56, 65fluid application – horizontal stabilizer, 65fluid application – in a hangar, 97, 115fluid application – in a hangar of T-tail aircraft, 97, 115fluid application – interruption, 65fluid application – interruption – communication with

flightcrew, 65fluid application – interruption of, 128fluid application – landing gear and wheel bays, 56, 65fluid application – maximum temperature – training, 87fluid application – minimize dilution with the first step

fluid, 56, 65fluid application – one-step, 56, 65, 104, 115fluid application – re-deicing, 56, 65fluid application – removal of all frozen contamination, 56,

65fluid application – removal of diluted fluid, 65fluid application – rudder, 65fluid application – steering system, 65fluid application – symmetrical, 56, 66, 115fluid application – temperature limits, 56, 66, 104, 115fluid application – three minute rule. See three minute rule,

See three minute rulefluid application – two-step, 56, 66, 104, 115fluid application – two-step – compatibility of Type I with

Type II/III/IV, 56, 66fluid application – unsuccessful, 128fluid application – vertical stabilizer, 66fluid application – vertical surfaces, 56fluid application – wheel bays, 66fluid application – windscreens, 56, 66fluid application – wing, 66fluid application – wing skin temperature lower than OAT,

56, 66, 104, 115fluid application – wings/tail plane, 56fluid application issues – diluted fluid remaining on aircraft

surface, 97fluid application issues – incomplete removal of

contamination, 97fluid application issues – insufficient amount of Type II/IV,

97fluid application issues – insufficient freezing point buffer,

97fluid application issues – loss of fluid heat during

application, 97fluid application issues – relying on fluid flow-back over

contaminated areas, 97

fluid application issues – reverse order – e.g. wing tip towing root, 97

fluid application issues – uneven application of Type II/IV,97

fluid application, anti-icing – amount required, 56, 66fluid application, anti-icing – before first step fluid freezes,

66fluid application, anti-icing – clean aircraft, on, 56, 66, 104,

115fluid application, anti-icing – insufficient amount, 56, 66,

104, 115fluid application, anti-icing – maximum protection, 56, 66fluid application, anti-icing – not on top of contamination,

56, 66fluid application, anti-icing – one-step application of Type

II/III/IV – residue formation, 56, 66fluid application, anti-icing – overnight aircraft, 56, 66fluid application, anti-icing – uniformity, 56, 66fluid application, deicing – quantity, minimum, 56, 66fluid application, deicing – quantity, minimum – 1 liter/m2,

56, 66fluid application, deicing – temperature application limits,

56, 66fluid application, deicing – temperature application

minimum, 97, 104, 115fluid application, deicing – temperature at nozzle,

minimum 60°C, 56, 66, 97, 104, 115fluid application, two-step – Type I compatibility with

Type II/III/IV, 32fluid certificate of conformance – fluid manufacturers to

provide, 121fluid check, 56, 66fluid check – daily, 66fluid check – frequency, 66fluid check – pre-season, 66fluid check – records, 66fluid check – within-season, 66fluid commingling. See Type I – commingling; Type

II/III/IV comminglingfluid compatibility – Type I with Type II/III/IV, 32, 56, 66fluid dry-out. See Type II/III/IV residue; Type II/IV residuefluid elimination – Type I – no requirement, 28fluid elimination – Type II/III/IV, 28fluid environmental impact, 121fluid failure – definition, 74, 121fluid failure description, 74fluid failure description – adherence of frozen

contamination, 74fluid failure description – color change to white, 56, 66fluid failure description – dulling of surface reflectivity, 74fluid failure description – ice pellets in fluid adhering to

aircraft surface, 97fluid failure description – ice pellets in fluid forming a

slushy consistency, 97fluid failure description – ice pellets in fluid forming a

slushy consistency v visible individual ice pellets influid, 97

fluid failure description – loss of gloss, 56, 66fluid failure description – no absorption of precipitation, 74fluid failure description – presence of frozen contamination

in the fluid, 74



fluid failure description – presence of frozen contaminationon the fluid, 74

fluid failure description – presence of ice crystals in thefluid, 56, 66

fluid failure description – random snow accumulation, 74fluid failure description – snow accumulation, 74fluid failure description – surface freezing, 74fluid failure recognition training for persons conducting

pretakeoff contamination checks (FAA), 97fluid failure recognition training for pilots (FAA), 97fluid failure, deicing/anti-icing anew upon, 56, 66fluid failure, early – flaps and slats deployed. See flaps and

slats deployedfluid flow-off, 28fluid flow-off – incomplete, 26fluid flow-off – speed and time dependence, 26fluid manufacturer – obligation to provide to FAA/TC

additional requested data, 48fluid manufacturer – obligation to provide to FAA/TC list

of products to be commercialized, 48fluid manufacturer – obligation to provide to FAA/TC test

data for new fluids, 48fluid manufacturer – obligation to provide to FAA/TC test

data for retested fluids, 48fluid manufacturer – option not to publish fluid-specific

HOT, 48fluid manufacturer licensee – fluid-specific HOT guideline,

48fluid manufacturers – obligation to provide to FAA/TC

information – date due, 48fluid manufacturers – obligation to provide to FAA/TC

multiple location information, 48fluid manufacturers – obligation to provide to FAA/TC

periodic AMS1428 information, 48fluid mixing from different manufacturers, no, 56, 66fluid mixing of different types, no, 56, 66fluid name – change, 50fluid name – final commercial name, 48fluid name – formulation change, upon, 48fluid name – new unique name, 48fluid name – reformulation, 48fluid name upon formulation change, 48fluid residue table, 48fluid retesting, 48fluid runway and taxiway deicing/anti-icing compound. See

RDP. liquidfluid sampling procedure, 66fluid sampling, nozzle – collection with stand, 66fluid sampling, nozzle – collection with trash cans, 66fluid shelf life, 121fluid slipperiness, 121fluid specifications, SAE – TC recognized, 121fluid spills – emergency contact in Canada: CANUTEC,

121fluid storage. See storage, See storagefluid test frequency – bulk storage, 121fluid test frequency – deicing unit after maintenance, 121fluid test frequency – deicing unit after repair, 121fluid test frequency – deicing unit daily and when refilled,

121fluid test frequency – drums, 121fluid test frequency – totes, 121

fluid test frequency – upon dilution, 121fluid test frequency – upon transfer, 121fluid transfer system – chemical contamination, 56, 66fluid transfer system – dedicated, 56, 66fluid transfer system – design, 56, 66fluid transfer system – fluid manufacturer’s

recommendation, 56, 66fluid transfer system – hoses, 67fluid transfer system – labeling, 56, 67fluid transfer system – labeling of discharge points, 56, 67fluid transfer system – labeling of fill ports, 56, 67fluid transfer system – no inadvertent mixing, 56, 67fluid transfer system – no mixing with fluid of different

manufacturer, 56, 67fluid transfer system – no mixing with fluid of different

Types of fluids, 57, 67fluid transfer system – nozzle, 67fluid transfer system – piping, 57, 67fluid transfer system – pumps, 57, 67fluid transfer system – shearing, 57, 67fluid transfer system – valves, 57, 67fluid, acceptable – TC does not approve, 115fluid, approval – guidance (TC), 115fluid, common, 80fluid, composition of, 121fluid, neat, 102, See footnote 61, See also Type II/III/IV –

neatfluid, new – development of fluid-specific HOT, 48fluid, new – new unique name, mandatory, 48fluid, new – obligation to provide information to FAA/TC,

48fluid, Newtonian – definition, 54, 57, 87fluid, Newtonian – Type I, 57fluid, non-Newtonian – definition, 39, 57, 87fluid, non-Newtonian – Type II/III/IV, 57fluid, pseudoplastic, 39fluid, pseudoplastic – definition, 39, 57, 67fluid, qualified – TC does not qualify, 115fluid, residual – on trailing edge, 97fluid, supercooled. See crystallization, delayedfluid, thickened. See Type II/III/IVfluid, thickened – definition, 26fluids – guidance (TC), 121foam – forced air application of Type II/III/IV, 83foam confused as snow – training, 87fog. See snowfall intensity overestimation due to

obscurationFokker F-28, 14, 15Fokker F70/F100 spray area diagram, 87footwear, 121forced air, 57, 67, 83, 122forced air – air pressure at nozzle, 83forced air – air pressure, maximum, 83forced air – air velocity, 83forced air – air velocity v distance, 83forced air – air volumes, 83forced air – aircraft safety – debris, 83forced air – concerns – inadequate application of Type

II/III/IV fluids, 97forced air – concerns – other, 97forced air – concerns – over aerated Type II/IV – foamy

appearance, 97

Index


forced air – concerns – over aerated Type II/IV – frothyappearance, 97

forced air – concerns – unduly aerated Type II/IV – milkywhite appearances, 97

forced air – debris as projectiles, 83forced air – definition, 122forced air – foam formation, 83forced air – guidance (FAA), 97forced air – incomplete removal of contaminants, 83forced air – injected fluid quantity, 83forced air – mandatory field test (FAA), 97forced air – modes – alone, 97forced air – modes – Type II/II/IV applied over the air

stream, 97forced air – modes – with Type I, 97forced air – noise levels, 83forced air – personnel safety – noise, 83forced air – personnel safety – projectiles, 83forced air – post application check, 83forced air – potential accumulation of contamination in

control areas, 83forced air – potential damage to landing gear, 83forced air – potential damage to wheel well components, 83forced air – precautions, 97forced air – pressure distribution, 83forced air – pressure loads, average, 83forced air – pressure loads, peak, 83forced air – pressure, average, 83forced air – pressure, peak, 83forced air – projectile formation, 83forced air – removal of frozen contamination, 83forced air – safety trials, 83forced air – sound level, 83forced air – with fluid, 83forced air – with fluid – no HOT, 83forced air – with heated fluid, 83forced air – with unheated fluid, 83forced air – without fluid, 83formulation change – name change, 48foundation specification, 37freezing drizzle – definition, 57, 67, 87freezing drizzle – guidance (TC), 122freezing drizzle subset of supercooled large droplets, 108freezing fog. See snowfall intensity overestimation due to

obscuration, See also HOT precipitation ratefreezing fog – definition, 57, 67, 87freezing point – definition, 87, 122freezing point buffer, 122freezing point buffer – definition, 57, 67, 87, 122freezing point buffer – Type I, 57, 67freezing point buffer – Type II/III/IV, 57, 67freezing point buffer, negative, 57, 115freezing point buffer, negative – definition, 67freezing point buffer, reasons for – absorption of

precipitation, 122freezing point buffer, reasons for – difference between

OAT and aircraft surface temperature, 97, 122freezing point buffer, reasons for – differences in aircraft

surface materials, 97freezing point buffer, reasons for – fluid application

variation, 122

freezing point buffer, reasons for – inaccuracies influid/water mixture volumes, 97

freezing point buffer, reasons for – OAT changes after fluidapplication, 97, 122

freezing point buffer, reasons for – refractometermeasurement variability, 97, 122

freezing point buffer, reasons for – solar radiation, 97freezing point buffer, reasons for – variability in

temperature of applied fluid, 97freezing point buffer, reasons for – weather changes after

fluid application, 122freezing point buffer, reasons for – wind effects, 97freezing point depressant – Glycol, 37freezing point depressant – Glycol, Conventional, 37freezing point depressant – Glycol, Non-conventional, 37freezing point depressant – Non-glycol, 37freezing point depressant in Type I, 32freezing point depressant, Glycol, Conventional, 32freezing point depressant, Glycol, Conventional and Non-

Conventional, 32freezing point depressant, Glycol, Non-conventional, 32freezing point depressant, Non-glycol, 32freezing point depression, description of, 122freezing point determination – ASTM D 1177, 122freezing point determination – first ice crystal formation,

122freezing point determination – refraction, 122freezing point measurement. See freezing point

determinationfreezing rain. See also HOT precipitation ratefreezing rain – definition, 122freezing rain subset of supercooled large droplets, 108freezing rain, heavy – definition, 57freezing rain, light – definition, 57, 67, 87freezing rain, moderate – definition, 57freezing rain, operations in – guidance (TC), 122freezing rain, safety considerations – guidance (TC), 122frost. See also HOT precipitation rate, See also frost,

active; HOT, frostfrost – deceptively dangerous – drag increase, 97, 115frost – deceptively dangerous – lift degradation, 97, 115frost – definition, 57, 67, 87frost appearance, 97, 115frost detection – ROGIDS v visual check, 74frost endurance test, 23frost formation, 23, 116frost formation – effect of surface composition, 115frost formation – effect of surface finish, 115frost formation conditions, 116frost formation conditions – cloudless nights, low wind

(radiation cooling), 97, 115frost formation conditions – cold-soaked fuel – risk of fluid

below LOUT, 115frost formation conditions – cold-soaked fuel (conductive

cooling), 98, 115frost formation conditions – low light, shade, obscured sun,

115frost formation conditions – surface below OAT and at or

below frost point, 98, 116frost formation mechanism – conductive cooling, 98, 116frost formation mechanism – radiation cooling, 98, 116frost growth, 23



frost nucleation, 23frost on fuselage, 116frost on lower wing surface, 98, 116, 128frost on upper wing surface, 98, 116frost on wing underside. See frost on lower wing surfacefrost point – definition, 98frost point and dew point table, 98, 116frost point higher than dew point, 116frost point v dew point, 98, 116frost polishing – unacceptable method, 122frost roughness, 98, 116frost, acceptable amount underwing (FAA), 107frost, active – definition, 57, 67, 87, 98, 116frost, active – formation conditions, 67, 87frost, active – guidance (TC), 116frost, cold soaked fuel – exemption process (FAA), 98frost, deicing in active, 116frost, local, 57, 67frost, local – definition, 57, 67frost, local – flightcrew communications, 67frost, local – fluid application (≥ 50°C) when frost starts to

form, 67frost, local – fluid application and coverage, 67frost, local – fluid application to clean surface, 67frost, local – prevention, 57frost, local – prevention – no HOT, 57frost, local – prevention – trained personnel, 67frost, local – removal, 67frost, local – symmetrical treatment, 57, 67frost, removal of, 57, 67frost. See also frost, local, 57, 67frost/hoarfrost – definition, 67frozen contaminants – definition, 107frozen contamination – definition, 75frozen contamination – effect drag, 122frozen contamination – effect on (rapid) pitch up and roll-

off during rotation, 107frozen contamination – effect on APU, 129frozen contamination – effect on buffet or stall before

activation of stall warning, 107frozen contamination – effect on control, 107frozen contamination – effect on control surfaces, 129frozen contamination – effect on drag, 107, 129frozen contamination – effect on engine, 129frozen contamination – effect on engine compressor, 129frozen contamination – effect on engine foreign object

damage, 107frozen contamination – effect on engine stall, 129frozen contamination – effect on hard wing aircraft

(without leading edge device), 107frozen contamination – effect on instrument pick up points,

107frozen contamination – effect on lateral controllability, 122frozen contamination – effect on lift, 107, 122, 129frozen contamination – effect on lift, asymmetrical, 122frozen contamination – effect on propeller balance, 122frozen contamination – effect on propeller efficiency, 122frozen contamination – effect on propeller performance,

129frozen contamination – effect on ram air intakes, 107frozen contamination – effect on stall angle, 122

frozen contamination – effect on stall at lower-than-normalangle of attack, 107

frozen contamination – effect on stall pusher system, 122frozen contamination – effect on stall speed, 122frozen contamination – effect on stall warning system, 122frozen contamination – effect on weight, 107frozen contamination – effect on winglets, 107frozen contamination, removal of – by manual means, 122,

128frozen contamination, removal of – from elevator, 67frozen contamination, removal of – from engine fan blades,

67frozen contamination, removal of – from engines, 57, 67frozen contamination, removal of – from flaps, 67frozen contamination, removal of – from flight deck

windows, 67frozen contamination, removal of – from fuselage, 57, 67frozen contamination, removal of – from hard wing aircraft,

67frozen contamination, removal of – from horizontal

stabilizer, 67frozen contamination, removal of – from landing gear, 57,

67frozen contamination, removal of – from lower wing

surface, 67frozen contamination, removal of – from nose, 67frozen contamination, removal of – from propeller driven

aircraft, 67frozen contamination, removal of – from radome, 67frozen contamination, removal of – from tail plane, 57frozen contamination, removal of – from underwing

surface, 67frozen contamination, removal of – from vertical surfaces,

57, 68frozen contamination, removal of – from wheel bays, 57,

68frozen contamination, removal of – from wings, 57, 68frozen contamination, removal of – general strategy, 57, 68frozen contamination, removal of – with air heaters, 122frozen contamination, removal of – with brooms, 57, 68,

116, 122frozen contamination, removal of – with brooms –

mandatory tactile check (TC), 116frozen contamination, removal of – with brushes, 122frozen contamination, removal of – with fluid, 68frozen contamination, removal of – with fluid injected into

forced air, 68frozen contamination, removal of – with forced air, 57, 68,

83, 128frozen contamination, removal of – with forced air and

fluid, 83frozen contamination, removal of – with forced air at DDF,

77frozen contamination, removal of – with frozen

contamination, removal of – with negative freezingpoint buffer hot fluids, 57, 68

frozen contamination, removal of – with heat, 57, 68frozen contamination, removal of – with hot water, 57, 68,

116, 128frozen contamination, removal of – with infrared, 68, 128frozen contamination, removal of – with infrared at DDF,

77

Index


frozen contamination, removal of – with ropes, 122frozen contamination, removal of – with scrapers, 122frozen contamination, removal of – with steam at DDF, 77fuel savings, 23fueling, effect of – adhesion of dry snow, 98gantry, 113gate hold procedure, 80gel residue table, AMIL, 48generic HOT guidelines. See HOT, genericGIDS. See also ROGIDSGIDS – definition, 127glycerine. See Glycol, Non-conventional – glycerineGlycol – definition, 32glycol discharge guidelines (Canada), 122glycol management, 122glycol mitigation, 77, 122glycol pan measurement – definition, 108glycol recovery vehicle. See GRVGlycol, Conventional, 37Glycol, Conventional – definition, 32Glycol, Conventional – diethylene glycol, 32Glycol, Conventional – ethylene glycol, 32Glycol, Conventional – propylene glycol, 32Glycol, Conventional and Non-conventional – definition,

32glycol, Non-. See Non-glycolGlycol, Non-conventional, 37Glycol, Non-conventional – 1,3-propanediol, 32Glycol, Non-conventional – definition, 32Glycol, Non-conventional – glycerine, 32Glycol, Non-conventional – organic non-ionic diols and

triols, 32Glycol, Non-conventional – organic non-ionic diols and

triols, mixtures of, 32Glycol, Non-conventional – organic non-ionic diols and

triols, mixtures with Conventional Glycol, 32glycol, recycled. See Type I – recycled glycolgrains of ice – definition, 57ground coordinator – definition, 77ground deicing and anti-icing program, 68ground deicing/anti-icing program (FAA) – approval, FAA,

107ground deicing/anti-icing program (FAA) – program

elements, 107ground deicing/anti-icing program (FAA), FAA approved –

operations in lieu of, 107ground ice detection system. See GIDS, See also ROGIDSground ice detection system – definition, 122ground icing conditions – definition, 122ground icing program, approved (TC), 122GRV, 80hail – definition, 57, 68, 87, 122hail intensity, small v ice pellet intensity, 98hail, small – definition, 57hail, small – equivalent to ice pellets, 116hail, small – intensity, 98hail, small – operations in, 98hand signals, 77hangar, fluid application in, 98, 116hangar, fluid application in – start of HOT, 98hangar, fluid application in – T-tail aircraft, 98, 116hangar, use of, 98, 122

hard wing – definition, 98, 107hard wing – tactile check and visual check with pretakeoff

contamination check when HOT exceeded, 98hard wing – tactile check when temperature at or below

10°C and high humidity, 98hard wing – tactile check with cold soaked wings, 98hard wing – visual and tactile check after post deicing

check, 98harness, 122Hawker Siddeley HS 748 spray area diagram, 87hazards of ice, snow and frost, 122, 129, See also frozen

contamination – effect onhaze. See snowfall intensity overestimation due to

obscurationheadsets, 122headwear, protective, 123heat loss, 123helicopter issues, 123HHET – air temperature, 29HHET – calibration, 29HHET – definition, 123HHET – description, 29HHET – failure criteria, 29HHET – failure zone, 29HHET – fluid preparation, 29HHET – fluid sheared, 29HHET – fluid temperature, 29HHET – humidity generator, 29HHET – relative humidity, 29HHET – report, 29HHET – reproducibility – Type I (20%), 29HHET – reproducibility – Type II/III/IV (10%), 29HHET – spray equipment, 29HHET – test chamber, 29HHET – test description, 29HHET – test method, 29HHET – test plate, 29HHET – test plate cleanliness, 29HHET – test plate temperature, 29HHET – water droplet size, 29HHET, Type I – 20 minutes minimum, 32HHET, Type II 50/50 – 0.5 hours minimum, 39HHET, Type II 75/25 – 5 hours minimum, 39HHET, Type II neat – 4 hours minimum, 39HHET, Type III 75/25 – determine and report, 39HHET, Type III 50/50 – determine and report, 39HHET, Type III neat – 2 hours minimum, 39HHET, Type IV 50/50t – 0.5 hours minimum, 39HHET, Type IV 75/25 – 2 hours minimum, 39HHET, Type IV neat – 8 hours minimum, 39high humidity – definition, 87high humidity endurance test. See HHEThigh humidity on cold soaked wing – definition, 57, 87high speed ramp, 28high speed ramp – acceptance criteria, 28high speed ramp – background information, 28high speed ramp – definition, 28high speed ramp – description, 26high speed ramp – reference fluid, 28high viscosity pre-production sample – MOWV, 48hoarfrost, 98, See also frosthoarfrost – definition, 57, 68, 87, 123



hoarfrost on fuselage, 116holdover time. See HOT, See HOTholdover time determination system. See HOTDSHOT, 58, 68HOT – decision making criterion (TC), 116HOT – definition, 26, 48, 57, 68, 107, 108, 113, 123HOT – effect of aircraft surface coating, 68HOT – estimated time of protection, 68HOT – FAA/TC harmonization initiative, 116HOT – history before year 2000, 47HOT – publication by FAA and Transport Canada, 68HOT – responsibility of HOT guideline data remains with

user, 68HOT – Type I/II/III/IV frost, 105HOT – weather conditions, in improving, 116HOT – weather conditions, in worsening, 116HOT (EASA) – AEA recommendation, 129hot air, 57HOT for METAR code GS. See METAR GS, interpretation

ofHOT from electronic hand-held devices. See eHOTHOT guidance (EASA), 128, 129HOT guidance (FAA), 98, 104HOT guidance (TC), 116, 123HOT guideline – definition, 123HOT guideline – validity – LOWV, 48HOT guideline, fluid-specific – definition, 48HOT guideline, generic – definition, 49HOT precipitation categories – freezing fog, 98HOT precipitation categories – frost, 98HOT precipitation categories – snow, 98HOT precipitation rate – freezing fog, 98HOT precipitation rate – freezing rain, light – less or equal

to 2.5 mm/h, 98HOT precipitation rate – frost – low but not quantified, 98HOT precipitation rate – snow, light – 0.4–1.0 mm/h, 4–10

g/dm2/h, 98HOT precipitation rate – snow, moderate – 1.0–2.5 mm/h

[10–25 g/dm2/h], 98HOT precipitation rate – snow, very light – 0.3–0.4 mm/h,

3–4 g/dm2/h, 98HOT range – definition, 107HOT reduction – flaps and slats deployed. See HOT, 90%

adjusted – flaps and slats deployedHOT table synonym for HOT guideline, 49HOT v taxiing time, 113HOT v time from start of last step to takeoff clearance, 113HOT values, capping of. See HOT, preparation of Type

II/III/IV – HOT values, capping ofHOT values, rounding of. See HOT, preparation of Type

II/III/IV – HOT values, roundinghot water. See frozen contamination, removal of – with hot

waterhot water deicing. See deicing unit – hot water deicingHOT, 90% adjusted – flaps and slats deployed, 98, 104HOT, 90% adjusted v standard [unadjusted]. See flaps and

slats deployed – guidanceHOT, effect of wind on, 98HOT, end of, 57, 68, 107, 113HOT, end of (EASA) – at fluid failure, 129HOT, end of (EASA) – at the beginning of the takeoff roll

(fluid shedding), 129

HOT, FAA, 104HOT, FAA – changes for winter 2016-2017, 104HOT, flaps and slats deployed. See HOT, 90% adjusted –

flaps and slats deployedHOT, frost, 98, 105, 116HOT, frost – guidance (TC), 116HOT, maximum – neat heated or unheated, 57HOT, maximum – neat unheated Type II/IV, 58, 68HOT, no – freezing rain, 99HOT, no – freezing rain, heavy, 99, 116HOT, no – freezing rain, moderate, 99, 116HOT, no – hail, 99, 116HOT, no – hail, small. But see allowance time, 99HOT, no – ice pellets. But see allowance timeHOT, no – ice pellets mixed with other precipitation. But

see allowance time, 99HOT, no – ice pellets, light. But see allowance time, 99HOT, no – ice pellets, moderate. But see allowance time,

99HOT, no – METAR code GR, 99HOT, no – snow heavy, 116HOT, no – snow, heavy – takeoff under special dispatch

procedures (FAA), 99HOT, no – Type I applied with forced air, 83HOT, no – Type I unheated, 99HOT, no (EASA) – freezing precipitation with high water

content, 129HOT, no (EASA) – freezing rain, 129HOT, no (EASA) – hail, 129HOT, no (EASA) – heavy snow, 129HOT, no (EASA) – high wind velocity, 129HOT, no (EASA) – ice pellets, 129HOT, no v no takeoff, 99HOT, preparation of Type II/III/IV – cautions, 49HOT, preparation of Type II/III/IV – date, 49HOT, preparation of Type II/III/IV – fluid product names,

49HOT, preparation of Type II/III/IV – fluid retesting, 49HOT, preparation of Type II/III/IV – fluid-specific –

manufacturer option not to publish, 49HOT, preparation of Type II/III/IV – format, 49HOT, preparation of Type II/III/IV – generic, 49HOT, preparation of Type II/III/IV – HOT values from

endurance time data, 49HOT, preparation of Type II/III/IV – HOT values range, 49HOT, preparation of Type II/III/IV – HOT values, capping

of, 49HOT, preparation of Type II/III/IV – HOT values, rounding

of, 49HOT, preparation of Type II/III/IV – new fluids, 49HOT, preparation of Type II/III/IV – notes, 49HOT, preparation of Type II/III/IV – precipitation

categories, 49HOT, preparation of Type II/III/IV – precipitation

categories – freezing drizzle, 49HOT, preparation of Type II/III/IV – precipitation

categories – freezing fog, 49HOT, preparation of Type II/III/IV – precipitation

categories – frost, 49HOT, preparation of Type II/III/IV – precipitation

categories – rain on cold soaked wing, 49

Index


HOT, preparation of Type II/III/IV – precipitationcategories – snow, snow grains or snow pellets, 49

HOT, preparation of Type II/III/IV – removal of obsoletedata, 49

HOT, preparation of Type II/III/IV – sample selection, 49HOT, preparation of Type II/III/IV – sample selection –

fluid manufacturer considerations, 49HOT, preparation of Type II/III/IV – temperature ranges,

49HOT, preparation of Type II/III/IV – testing laboratories,

49HOT, preparation of Type II/III/IV – testing laboratories –

AMIL, 49HOT, preparation of Type II/III/IV – testing laboratories –

SMI, 49HOT, preparation of Type II/III/IV – timeline, 49HOT, reduction of – heavy precipitation rates, 68HOT, reduction of – high moisture content precipitation, 68HOT, reduction of – high wind velocity, 68HOT, reduction of – jet blast, 68HOT, reduction of – wing skin temperature lower than

OAT, 68HOT, start of, 58, 68, 107, 113, 123, 129HOT, start of – for fluid application in a hangar, 99HOT, TC, 116HOT, TC – changes for winter 2016-2017, 116HOT, Type I – aluminum surface, 105, 116HOT, Type I – aluminum v composite surface – how to

select, 99, 116HOT, Type I – composite surface, 105, 116HOT, Type I – guidance (FAA), 99HOT, Type I – metal surface, 99HOT, Type I – titanium surface, 99HOT, Type II fluid-specific, 105, 116HOT, Type II fluid-specific – reduction of HOT for snow

at ≤ -14°C for winter 2016-2017, 105, 116 HOT, Type II generic, 105, 117HOT, Type II generic – fluid-specific LOUT, mandatory

use of, 99HOT, Type II generic – HOT minimum (worst case) values

of all Type II and Type IV fluids, 99, 116HOT, Type II generic – reduction of HOT for snow at ≤ -

14°C for winter 2016-2017, 105HOT, Type II generic – reduction of HOT for snow at ≥ -

14°C for winter 2016-2017, 116HOT, Type II generic – use fluid-specific LOWV, 116HOT, Type II/II/IV non-standard dilutions, 105HOT, Type II/III/IV – guidance, general, 99HOT, Type II/III/IV – process to obtain, 49HOT, Type II/IV – heated v unheated fluid, 99HOT, Type III – temperature specific, 105HOT, Type III fluid-specific, 105, 117HOT, Type III generic – none, 105HOT, Type III generic – not issued, 99, 117HOT, Type IV fluid-specific, 105, 117HOT, Type IV fluid-specific – reduction of HOT for snow

at ≤ -14°C for winter 2016-2017, 105, 117 HOT, Type IV generic, 105, 117HOT, Type IV generic – fluid-specific LOUT, mandatory

use of, 99HOT, Type IV generic – HOT minimum (worst case)

values of all Type IV fluids, 99, 117

HOT, Type IV generic – LOWV, fluid-specific, 117HOT, Type IV generic – reduction of HOT for snow at ≤ -

14°C for winter 2016-2017, 105, 117HOT, Type IV generic – use fluid-specific LOWV, 117HOT, validity of, 49HOT, variables affecting, 107HOTDS, 99HOTDS – guidance (FAA), 108HOTDS – WSDMM, 72HOTDS subset of LWES, 108hydraulic fluid – effect on carbon brake, 140hydrophilic surface – definition, 23hydrophobic surface – definition, 23hydrophobic surface – icephobic properties, does not

imply, 23hygroscopic – definition, 140IATA, 16ICAO, 16ICAO language proficiency rating scale, 87ice – definition, 123ice accretion – water droplet impact resistance, 23ice accretion, in-flight, 23, 68, 107ice accumulation test, static, 23ice adhesion test – centrifuge ice adhesion test, 23ice adhesion test – zero degree cone test, 23ice contamination, critical – definition, 75ice contamination, critical – probability estimate, 75ice crystals. See also dry snowice crystals – definition, 87ice crystals/diamond dust, 58ice detection, 73ice detection camera. See ROGIDSice detection system – enclosed cabin, optional equipment

for, 84ice detection system, ground. See ROGIDSice detection system, remote on-ground. See ROGIDSice house – definition, 77, 123ice melting test. See RDP ice melting testice melting test for RDP. See RDP ice melting testice melting test, SHRP H-205.2, 135ice pellet intensity v small hail intensity, 99ice pellets – definition, 58, 68, 87, 123ice pellets – equivalent to small hail, 117ice pellets on cold dry aircraft. See also dry snowice penetration test. See RDP ice penetration testice penetration test, SHRP H-205.4, 136ice shedding, 23ice undercutting test. See RDP ice undercutting testice undercutting test, RDP. See RDP ice undercutting testice undercutting test, SHRP H-205.6, 135ice, clear. See clear iceice, grains of – definition, 58ice, impact. See ice accretion, in-flightice, light, removal of, 58, 68ice, removal of, 58, 68ice, removal of – training, 87iceman – definition, 77icing research, 16illuminance – definition, 75Ilyushin IL62 spray area diagram, 87Ilyushin IL76 spray area diagram, 87Ilyushin IL96 spray area diagram, 88



impact ice. See ice accretion, in-flightinfrared deicing, 68infrared deicing – functional description, 68infrared deicing facilities, 110infrared deicing facility – general requirements, 68infrared deicing facility – procedure for aircraft inspection,

58, 68infrared deicing facility – procedure for anti-icing aircraft,

58, 68infrared deicing facility – procedure for deicing aircraft, 58,

68infrared deicing facility – procedure for removal of frozen

contamination, 58infrared deicing facility – ROGIDS recommended, 113infrared deicing facility, design of, 113infrared facility. See infrared deicing facility, See infrared

deicing facilityinfrared heat deicing method – definition, 123infrared heat systems, 123injury to deicing operator, 123inspection, tactile. See also check, tactileinspection, tactile (TC) – definition, 123Kuopio Finland tests, 26labeling, 58LaGuardia Airport, 15language proficiency, ICAO, 88large transport jet aircraft, 28leading edge devices, 123leading edge thermal anti-icing system – dehydration of

Type II/III/IV, 26leading edge, heated, 26Learjet spray area diagram, 88liquid runway and taxiway deicing/anti-icing compound.

See RDP, liquidliquid water equivalent. See LWElist of fluids (FAA, 105list of fluids (FAA) – use of, 99list of fluids (TC), 117list of fluids, FAA/TC – addition of new fluid, 49list of fluids, FAA/TC – definition, 49list of fluids, FAA/TC – publication process, 49list of fluids, FAA/TC – publication timeline, 49list of fluids, FAA/TC – removal of obsolete data, 49local frost. See frost, locallocal frost prevention, 67local frost prevention – no HOT, 67Lockheed C-130 spray area diagram, 88Lockheed L1011 spray area diagram, 88lot acceptance – Type II/III/IV, 41LOUT – calculation examples, 99, 123LOUT – definition, 27, 49, 58, 68, 99, 105, 117, 127LOUT – wing temperature lower than OAT, 58, 68LOUT table (FAA), 105LOUT table (TC), 117low speed ramp, 29low speed ramp – acceptance criteria, 28low speed ramp – definition, 28low speed ramp – description, 27lower sales specification viscosity limit – definition, 49lower sales viscosity specification – higher than LOWV, 49lowest on-wing viscosity. See LOWVlowest operational use temperature. See LOUT

LOWV – definition, 49, 117LOWV – for Type II generic HOT, 117LOWV – for Type IV generic HOT, 117LOWV – higher than lower sales specification viscosity

limit, 49LOWV – HOT validity, 49LOWV table (FAA), 105LOWV table (TC), 117LWE rate – definition, 108LWE sampling time – definition, 108LWE system, 99LWES, 72LWES – authorization for freezing drizzle (FAA), 108LWES – authorization for freezing rain (FAA), 108LWES – authorization for snow (FAA), 108LWES – authorization for supercooled large droplets

(FAA), 109LWES – authorization process (FAA), 109LWES – check time, 109LWES – definition, 109LWES – endurance time regression equation, use of, 109LWES – guidance (FAA), 109LWES – HOT, 109LWES – maintenance log – guidance (FAA), 109LWES – maintenance manual – guidance (FAA), 109LWES – performance specification (FAA), 109LWES – performance testing – guidance (FAA), 109LWES – quality assurance – guidance (FAA), 109LWES – system description – guidance (FAA), 109LWES – testing specification (FAA), 109LWES – training manual – guidance (FAA), 109LWES – ultrasonic wind sensor performance standards

(FAA), 109LWES – user manual – guidance (FAA), 109LWES – verification of CT – guidance (FAA), 109LWES – verification of HOT – guidance (FAA), 109LWES – wind speed sensor performance standard, FAA,

109LWES superset of CTDS, 109LWES superset of HOTDS, 109LWES, activation of – guidance (FAA), 109LWES, construction of – guidance (FAA), 109LWES, design of – guidance (FAA), 109LWES, installation of – guidance (FAA), 109LWES, maintenance of – guidance (FAA), 109LWES, procurement of – guidance (FAA), 109LWES, siting of – guidance (FAA), 109maneuvering area – definition, 123maneuvering area for deicing units, 113masks, 123maximum on-wing viscosity. See MOWVMcDonnell Douglas DC-10/MD-10/MD-11 spray area

diagram, 88McDonnell Douglas DC-8 spray area diagram, 88McDonnell Douglas DC-9 spray area diagram, 88McDonnell Douglas MD-80/MD-90 spray area diagram, 88message boards, 80, 123message boards – aircraft entry, 80message boards – aircraft exit, 80message boards – aircraft positioning, 80message boards – deicing/anti-icing information, 80message boards – design requirements, 80

Index


message boards – inspection and testing, 80message boards – minimum design requirement, 80message boards – precedence of verbal communications, 80message boards – purpose, 80message boards – safety requirements, 80message boards – system malfunction, 80message boards – technical requirements, 80message boards – use at CDF, 113message boards – use at DDF, 77METAR code GR – is not small hail, 99METAR code GR – means hail, 99METAR code GR – no allowance time, 99METAR code GR – no HOT, 99METAR code GS – guidance (FAA), 99METAR code GS – use of ice pellet and small hail

allowance time outside Canada, 117METAR code GS – use of snow HOT in Canada, 117METAR code GS (WMO) – means small hail or snow

pellets, 99METAR code GS guidance (TC), 117METAR code GS in Canada – means snow pellets, 99METAR code GS in Canada – use of snow HOT, 99METAR code GS in US – if small hail, use of ice pellet and

small hail allowance times, 100METAR code GS in US – if snow pellets, use snow HOT,

100METAR code GS in US – if unknown, use of ice pellet and

small hail allowance times, 100METAR code GS in US – means small hail or snow pellets,

100METAR code GS means small hail or snow pellets outside

Canada, 117METAR code GS means snow pellets in Canada, 117METAR code GS, interpretation of, 100, 117METAR code SHGS in Canada – means small hail, 100METAR code SHGS in Canada – use of ice pellet and

small hail allowance times, 100METAR code SHGS means small hail in Canada, 117METAR snowfall intensity underestimation. See snowfall

intensity, METAR – underestimationmeteorological terminal aviation routine weather report.

See METARmist. See snowfall intensity overestimation due to

obscurationMitsubishi YS-11, 27mobile deicing equipment – enclosed cabin, 84Moshansky, Virgil P., 14, 15MOWV – definition, 39, 117MOWV – relation to high viscosity pre-production sample,

49MOWV – SAE Type II/III/IV – definition, 49MSDS requirements (Canada), 123name. See fluid nameNational Transportation Safety Board, 13, 15neat. See Type II/III/IV – neat fluidneat, Scotch, 102negative buffer, 58, 68negative freezing point buffer. See freezing point buffer,

negative, See freezing point buffer, negativenew fluid. See fluid, newNewtonian fluid. See fluid, Newtonianno HOT. See HOT, no

no spray – air stream direction detectors, 69no spray – angle of attach airflow sensors, 69no spray – brakes, 69no spray – control surface cavities, 58, 68no spray – engines, 58no spray – exhausts, 68no spray – intakes and outlets, 58, 69no spray directly – air stream direction detectors, 58no spray directly – angle of attack airflow sensors, 58no spray directly – brakes, 58no spray directly – cabin windows, 58, 69no spray directly – electrical components, 69no spray directly – engine, 69no spray directly – engine core, 69no spray directly – engine probes, 69no spray directly – exhausts, 58no spray directly – flight deck windows, 58, 69no spray directly – pitot heads, 58, 69no spray directly – static ports, 69no spray directly – static vents, 58no spray directly – thrust reversers, 58, 69no spray directly – wheels, 58, 69no spray directly – wing openings, 69no spray directly – wire harness, 69no spray zones, 88Non-conventional Glycol. See Glycol, Non-conventionalNon-glycol – definition, 32Non-glycol – organic salts mixtures with Glycol, 32Non-glycol – organic salts, mixtures of, 32Non-glycol – potassium acetate, 32Non-glycol – potassium formate, 32Non-glycol – sodium acetate, 32Non-glycol – sodium formate, 32non-glycol based Type I – endurance time tests required, 47non-Newtonian fluid. See fluid, non-NewtonianNotice N 8900.335, 100Notice N 8900.374, 100nowcasting, 72nozzle. See also deicing unit – nozzlenozzle requirements– enclosed cabin, 84nozzle samples. See fluid sampling, nozzleOAT, wing temperature lower than, 69obscuration. See snowfall intensity overestimation due to

obscurationobscuration, snowfall intensity overestimation due to. See

snowfall intensity overestimation due to obscurationoccupational health and safety (Canada), 123one-step deicing/anti-icing, 58, 69operations bulletins – definition, 123oxidation [of carbon] – definition, 140pad control – definition, 77pad control point – definition, 78pad leadership – definition, 78paint protectants, 23paint sealants, 23passenger briefing, pre-deicing – TC regulation, 123passenger facility charges (US), 113performance adjustments, aircraft. See aerodynamic effect

of fluids – performance adjustmentspersonal protective equipment, 88, 123phraseology, 72phraseology, use of standard, 107



pilot assessment of precipitation intensity – company(airline) coordination (FAA), 100

pilot assessment of precipitation intensity – company(airline) reporting after the fact (FAA), 100

pilot assessment of precipitation intensity – flightcrewabsence during deicing/anti-icing, 100

pilot assessment of precipitation intensity – guidance(FAA), 100

pilot assessment of precipitation intensity – mandatorypretakeoff contamination check (FAA), 100

pilot assessment of precipitation intensity – pilot intensityassessment greater than reported (FAA), 100

pilot assessment of precipitation intensity – pilot intensityassessment grossly different than reported (FAA), 100

pilot assessment of precipitation intensity – pilot intensityassessment less than reported (FAA), 100

pilot assessment of precipitation intensity – pilot request ofnew weather observation (FAA), 100

pilot assessment of precipitation intensity – snowfallvisibility table, 100

pilot assessment of precipitation intensity – trainingrequirement (FAA), 100

pilot-in-command, 58pilot-in-command – definition, 123pilot-in-command – duties, 123pilot-in-command – responsibility for clean aircraft, 69pilot-in-command – situational awareness, 128pink snow – definition, 78POI – aircraft, turbo-prop high wing – inspection, 100POI – approval of deicing program (FAA), 100POI – ATOS and SAS, 100POI – distribution of HOT, 100POI – operations during light freezing rain/freezing drizzle,

100POI – program tracking and reporting, 100polishing frost – unacceptable method, 123post application check. See post deicing/anti-icing checkpost deicing check. See post deicing/anti-icing checkpost deicing/anti-icing check, 69, 100post deicing/anti-icing check – before aircraft dispatch, 58,

69post deicing/anti-icing check – by qualified personnel, 58post deicing/anti-icing check – by qualified staff, 69post deicing/anti-icing check – definition, 58, 88post deicing/anti-icing check – elements of, 69post deicing/anti-icing check – from points offering

visibility of all treated surfaces, 69post deicing/anti-icing check – incorporated in deicing/anti-

icing operation or as separate check, 69post deicing/anti-icing check – integral part of deicing/anti-

icing process, 58, 88post deicing/anti-icing check – repetition, 69post deicing/anti-icing check – responsibility to conduct, 69post deicing/anti-icing check (FAA), 107post deicing/anti-icing check (FAA) – integral part of

deicing/anti-icing process, 107post deicing/anti-icing check (FAA) – recordkeeping

mandatory, 107post deicing/anti-icing check excludes clear ice check, 69POTW (US), 113pre3flight check – by ground crew, 88

precipitation intensity assessment by pilot. See pilotassessment of precipitation intensity

precipitation rate – definition, 123pre-deicing process, 58, 69pre-deicing process – brooms, 58, 69pre-deicing process – forced air, 58, 69pre-deicing process – forced air with fluid, 69pre-deicing process – heat, 69pre-deicing process – heavy frozen contaminant

accumulation, 69pre-deicing process – hot air, 58, 69pre-deicing process – hot water, 58, 69pre-deicing process – infrared, 69pre-deicing process – negative freezing point buffer heated

fluid, 58pre-deicing process – negative freezing point buffer hot

fluid, 69pre-deicing-step – definition, 88preflight check, 59preflight check – by flightcrew, 58, 69, 88preflight check – by ground crew, 58, 69preflight check – definition, 88preflight check – walk around, 59, 88pre-step process. See pre-deicing processpretakeoff check, 59, 69pretakeoff check – assessment by flightcrew if HOT is still

appropriate, 69pretakeoff check – definition, 88pretakeoff check – factor in selection of categories of snow

precipitation, 100pretakeoff check – single engine high wing turboprop, 100pretakeoff check – wing tip devices, 100pretakeoff check (EASA), 127, 128pretakeoff check (FAA) – by flightcrew, 107pretakeoff check (FAA) – definition, 107pretakeoff check (FAA) – flightcrew situational awareness,

107pretakeoff check (FAA) – guidance, 107pretakeoff check (FAA) – regulaiton 14 CFR §

121.629(c)(3), 107pretakeoff check (FAA) – within HOT, 107pretakeoff contamination check, 59, 69, 88pretakeoff contamination check – alternative is re-deicing,

69pretakeoff contamination check – by flightcrew, 59pretakeoff contamination check – when critical surface

conditions cannot be determined by flightcrew, 69pretakeoff contamination check – when HOT exceeded, 59,

69pretakeoff contamination check – within 5 minutes of

takeoff, 59pretakeoff contamination check (EASA), 128pretakeoff contamination check (EASA) – definition, 127pretakeoff contamination check (FAA) – definition, 107pretakeoff contamination check (FAA) – fluid failure

recognition training for persons conducting, 100pretakeoff contamination check (FAA) – fluid failure

recognition training for pilots, 100pretakeoff contamination check (FAA) – guidance, 107pretakeoff contamination check (FAA) – hard wing aircraft

with aft mounted engines, 100

Index


pretakeoff contamination check (FAA) – ice pellets notvisible, 105

pretakeoff contamination check (FAA) – regulation 14CFR § 121.629(c)(3)(i), 107

pretakeoff contamination check (FAA) – when HOT hasbeen exceeded, 107

pretakeoff contamination check (FAA) – within 5 minutesof takeoff, 107

pretakeoff contamination check (FAA), external – lightfreezing rain and freezing drizzle, 100

pretakeoff contamination check, alternative, 59pretakeoff contamination inspection (TC), 123pretakeoff contamination inspection (TC) – definition, 123pretakeoff contamination inspection (TC) – ice pellet and

small hail, 117pretakeoff inspection (TC) – winglet devices, 117primary deicing vehicle operator – definition, 78product name, 50, See fluid nameprogram, ground deicing and anti-icing, 69propeller balance, effect of contamination on, 123propeller efficiency, effect of contamination on, 123propylene glycol, 45, See also Glycol, Conventional –

propylene glycol; EG v PGpropylene glycol based Type I – endurance time tests not

required, 47protective equipment, personal, 88proximity sensor – definition, 69proximity sensor activation – communications with

flightcrew, 69proximity sensor activation – reporting procedure, 69proximity sensor activation, deicing unit, 69pseudoplastic – definition, 88pseudoplastic fluid. See fluid, pseudoplasticpump. See deicing unit – fluid pumpquality assurance, 70quality assurance – audit, 69quality assurance subset of quality program, 70quality assurance system (TC), 123quality control program, 70quality control subset of quality program, 70Quality Program Guidelines for Deicing/Anti-Icing of

Aircraft on the Ground, 91quality program superset of quality assurance and quality

control, 70rain – definition, 88rain and snow – definition, 59rain on cold soaked wing – clear ice, difficulty to detect,

123rain on cold soaked wing – definition, 59, 88ramp, high speed. See high speed rampramp, low speed. See low speed rampRDF. See RDP, liquidRDP – cadmium plate cyclic corrosion test, 134RDP – carbon brake oxidation test method, 141RDP – catalysis of carbon brakes, 141RDP – catalytic oxidation of carbon brakes, 140RDP – effect on carbon brakes, 140, 141RDP – market introduction history, 140RDP – oxidation of carbon brakes, 140RDP – undesirable corrosion criterion, 134RDP comparative melting capability, 135RDP ice melting capability, comparative, 135

RDP ice melting relative capacity, 135RDP ice melting test, 135RDP ice melting test ice preparation, 135RDP ice melting test reference control solution, 135RDP ice melting test sample preparation, 135RDP ice melting test temperatures, 135RDP ice melting v temperature, 135RDP ice melting v time, 135RDP ice penetration test, 136RDP ice penetration test description, 136RDP ice penetration test dye, 136RDP ice penetration test ice preparation, 136RDP ice penetration test procedure, 136RDP ice penetration test reference control solution, 136RDP ice penetration test significance, 136RDP ice penetration test temperature, 136RDP ice penetration test time, 136RDP ice undercutting test, 135RDP ice undercutting test description, 135RDP ice undercutting test dye, 135RDP ice undercutting test ice preparation, 135RDP ice undercutting test reference control solution, 135RDP ice undercutting test sample preparation, 135RDP ice undercutting test temperature, 135RDP nomenclature, 130RDP use on taxiways, 135RDP, fluid. See RDP, liquidRDP, liquid – acceptance tests, 132RDP, liquid – AIR6130 reporting, 132RDP, liquid – airfield use label, 132RDP, liquid – appearance, 132RDP, liquid – approval by vendor, 132RDP, liquid – aquatic toxicity, 132RDP, liquid – asphalt concrete degradation resistance, 132RDP, liquid – biodegradation, 132RDP, liquid – BOD, 132RDP, liquid – bulk shipments, 132RDP, liquid – composition, 132RDP, liquid – delivery, 132RDP, liquid – drum shipments, 132RDP, liquid – effect on aircraft materials, 132RDP, liquid – effect on carbon brake systems, 132RDP, liquid – effect on painted surfaces, 132RDP, liquid – effect on runway pavement, 132RDP, liquid – effect on transparent plastics, 132RDP, liquid – effect on unpainted surface, 132RDP, liquid – Federal (US) Supply Classification 6850,

132RDP, liquid – flash point, 132RDP, liquid – freezing point, 132RDP, liquid – friction evaluation, 132RDP, liquid – hydrogen embrittlement, 132RDP, liquid – ice melting, 133RDP, liquid – ice melting test. See RDP ice melting testRDP, liquid – ice penetration, 133RDP, liquid – ice penetration test. See RDP ice penetration

testRDP, liquid – ice undercutting, 133RDP, liquid – ice undercutting test. See RDP ice

undercutting testRDP, liquid – independent laboratory testing, 133RDP, liquid – inspection, 133



RDP, liquid – labels, 133RDP, liquid – licensees, 133RDP, liquid – lot – definition, 133RDP, liquid – lot number, 133RDP, liquid – low embrittling cadmium plate, 133RDP, liquid – MSDS, 133RDP, liquid – packaging, 133RDP, liquid – periodic tests, 133RDP, liquid – pH, 133RDP, liquid – physical properties, 133RDP, liquid – preproduction tests, 133RDP, liquid – rejection, 133RDP, liquid – reports, 133RDP, liquid – resampling, 133RDP, liquid – rinsibility, 133RDP, liquid – runway concrete surface scaling resistance,

133RDP, liquid – sampling, 133RDP, liquid – sandwich corrosion, 133RDP, liquid – specific gravity, 133RDP, liquid – storage stability, 133RDP, liquid – stress corrosion resistance, 133RDP, liquid – subcontractors, 133RDP, liquid – test for Europe, 133RDP, liquid – TOD, 133RDP, liquid – total immersion corrosion, 133RDP, liquid – trace contaminants, 133RDP, solid – acceptance tests, 130RDP, solid – AIR6130 reporting, 130RDP, solid – airfield use label, 130RDP, solid – approval by purchaser, 130RDP, solid – aquatic toxicity, 130RDP, solid – asphalt concrete degradation resistance, 130RDP, solid – biodegradation, 130RDP, solid – BOD, 130RDP, solid – chloride content, 130RDP, solid – composition, 130RDP, solid – ecological behavior, 131RDP, solid – effect on aircraft materials, 131RDP, solid – effect on painted surfaces, 131RDP, solid – effect on transparent plastics, 131RDP, solid – effect on unpainted surfaces, 131RDP, solid – Federal (US) Supply Classification 6850, 131RDP, solid – flash point, 131RDP, solid – friction evaluation, 131RDP, solid – hydrogen embrittlement, 131RDP, solid – ice melting, 131RDP, solid – ice melting test. See RDP ice melting testRDP, solid – ice penetration, 131RDP, solid – ice penetration test. See RDP ice penetration

testRDP, solid – ice undercutting, 131RDP, solid – ice undercutting test. See RDP ice

undercutting testRDP, solid – independent laboratory testing, 131RDP, solid – labels, 131RDP, solid – lot – definition, 131RDP, solid – lot number, 131RDP, solid – low embrittling cadmium plate, 131RDP, solid – MSDS, 131RDP, solid – periodic tests, 131RDP, solid – pH, 131

RDP, solid – physical properties, 131RDP, solid – preproduction tests, 131RDP, solid – rejection, 131RDP, solid – reports, 131RDP, solid – resampling, 131RDP, solid – runway concrete surface scaling resistance,

131RDP, solid – sampling, 131RDP, solid – sampling plan, 131RDP, solid – sandwich corrosion, 131RDP, solid – storage stability, 131RDP, solid – stress corrosion resistance, 131RDP, solid – TOD, 131RDP, solid – total immersion corrosion, 131RDP, solid – total water content, 131RDP, solid – trace contaminants, 131RDP, spent ADF as, 113receding contact angle. See contact angle, recedingrecord keeping (EASA) – deicing/anti-icing incidents, 128record keeping (TC), 123record keeping (TC) – minimum records, 123record keeping (TC) – audit dates, results and actions, 123record keeping (TC) – equipment log sheets, 123record keeping (TC) – field test results, 123record keeping (TC) – fluid acceptance records, 123record keeping (TC) – fluid application records, 123record keeping (TC) – glycol mitigation plan, 123record keeping (TC) – refractometer calibration, 123record keeping (TC) – retention time, 123record keeping (TC) – test frequency, 123record keeping (TC) – training records, 123recycled glycol. See Type I – recycled glycolrefractive index – definition, 70refractometer – definition, 70refractometer – dual scale caution, 88refractometer calibration, 123refractometer temperature compensation, 97, 122refractometer, use of, 88refractometers, 123refueling, effect of. See fueling, effect ofregression analysis method – icing intensity, 47, 52regression analysis method for icing intensity

measurement, Type I, 47regression analysis method for icing intensity

measurements, Type II/III/IV, 52regression analysis, endurance time – definition, 109regression equation, use of endurance time – for LWES,

109regulations, 15regulations, Canada – guidance (TC), 123regulations, US, 100regulations, US – guidance (FAA), 100regulator – responsibility for regulations and guidance

material, 70regulator – responsibility for airline operator ground

deicing and anti-icing programs, 70regulator – responsibility for policies and standards

supporting the clean aircraft concept, 70regulator – responsibility for regulations and guidance

material on clean aircraft concept, 70regulatory authority – responsibilities, 70remote aircraft deicing facility. See CDF; DDF

Index


remote deicing facility. See also DDFremote deicing facility – definition, 78, 80remote deicing facility subset of DDF, 78remote deicing facility subset of deicing facility, 80remote on-ground ice detection systems. See ROGIDSremoval of frozen contamination with forced air, 83removal of ice – forced air, 84removal of snow – forced air v fluid comparison, 84representative surface, 59, 100, 107representative surface – approval (TC), 123representative surface – definition, 59, 123representative surface – fluid failure, indication of first, 100representative surface – inclusion of wing leading edge,

100representative surface – purpose, 124representative surface – use for situational awareness, 59representative surface – use of (TC), 124representative surface – visibility from within the aircraft,

100resampling and retesting– Type I, 42residue. See Type II/III/IV residue, See Type II/III/IV

residue, See also Type II//IV residueresidue/gel – definition, 70residues, presence of – field spray test, 50respiratory protection, 124rheological properties – Type II/III/IV, 42rime – definition, 88rime ice – definition, 70ROGIDS, 75ROGIDS – definition, 75, 127ROGIDS – enclosed cabin, optional equipment for, 84ROGIDS – false negative – definition, 75ROGIDS – false positive – definition, 75ROGIDS – guidance (TC), 117ROGIDS – monitored surface – definition, 75ROGIDS alternative to tactile post-deicing check, 75ROGIDS alternative to visual post-deicing check, 75ROGIDS approval by regulator, 75ROGIDS approval for post-deicing check, 75ROGIDS approval for pre-deicing checks, 75ROGIDS clear ice detection v tactile check, 75ROGIDS design requirement, 75ROGIDS detection angle, maximum – definition, 75ROGIDS detection angle, minimum – definition, 75ROGIDS detection distance, maximum – definition, 75ROGIDS detection distance, minimum – definition, 75ROGIDS detection of clear ice pre-deicing, 75ROGIDS detection of frost – below reliable detection

threshold, 75ROGIDS detection of frost – undefined, 75ROGIDS detection of residual clear ice post-deicing, 75ROGIDS detection of residual clear ice post-deicing during

precipitation, 75ROGIDS detection of slush – undefined, 75ROGIDS detection of snow – undefined, 75ROGIDS detection threshold, 75ROGIDS for infrared deicing facilities, 113ROGIDS frost detection v visual check, 75ROGIDS functional description – clear ice detection, 75ROGIDS human factors tests, 75ROGIDS latent failure rate, 75

ROGIDS minimum operational performance specification,75

ROGIDS MOPS, 75ROGIDS performance specification in environmental test

conditions, minimum, 75ROGIDS performance specification, minimum, 75ROGIDS performance, minimum operational, 75ROGIDS regulatory requirements, 75ROGIDS v human inspection, 75ROGIDS, hand held, 75ROGIDS, pedestal mounted, 75ROGIDS, vehicle mounted, 75roll-off angle, 23roll-off angle – definition, 23ropes. See frozen contamination, removal of – with ropesrotorcraft issues, 124roughness, effect of, 124roughness, wave, 27runway anti-icing/deicing solids and fluids – definition, 140runway deicer. See RDPrunway deicing chemical. See RDPrunway deicing compound. See RDPrunway deicing fluid. See RDP, liquidrunway deicing product. See RDPrunway deicing solid. See RDP, solidrunway deicing/anti-icing compound. See RDPrunway visual range – do not use with snowfall visibility

table, 117SAAB. See also aerodynamic effect of fluids – evaluation

by SAABSAAB 340/2000 spray area diagram, 88SAE A-5A, Wheels, Brakes and Skid Control Committee, 1SAE AMS1424 Type I. See Type ISAE AMS1428 Type II. See Type IISAE AMS1428 Type III. See Type IIISAE AMS1428 Type IV. See Type IVSAE documents, categories of, 17SAE G-12 ADF Committee, role of, 50SAE G-12 Aircraft Ground Deicing Committee, 1SAE G-12 Committees, list of, 16SAE G-12 HOT Committee co-chairs, 50SAE G-12 HOT Committee, role of, 50SAE G-12 meetings, 17safety – accident investigation, 124safety – aircraft movement, 124safety – aircraft positioning, 124safety – deicing unit movement, 124safety – employee, role of (Canada), 124safety – employer, role of (Canada), 124safety – engine inlet, 124safety – first aid, 124safety – hazardous substances, 124safety – jet blast, 124safety – job analysis, 124safety – personal protective equipment, 124safety – personnel, 124safety – procedures, 124safety – safety zones, 124safety – slipperiness, 124safety – visibility, 124safety – weather, 124safety – wind, 124



safety – workplace inspections, 124sample bottle label – concentration, 70sample bottle label – date sample taken, 70sample bottle label – hazard category, 70sample bottle label – name of firm sending the sample, 70sample bottle label – name of vessel, 70sample bottle label – origin, 70sample bottle label – product name, 70sample bottle label – where the sample was taken from, 70sampling frequency, 59, 70sampling, nozzle. See fluid sampling, nozzlescimitar. See wingtip devicesscimitar, split. See wingtip devicesscrapers. See frozen contamination, removal of – with

scrapersservice provider, 80service provider – definition, 124service provider – responsibilities, 70service provider, deicing/anti-icing. See service providershall (SAE) – definition, 70sharklets. See wingtip devicesshear force – definition, 88shear thinning. See Type II/III/IV – shear thinningShort 360 spray area diagram, 88should (SAE) – definition, 70SHRP H-205.2 ice melting test, 135SHRP H-205.4 ice penetration test method, 136SHRP H-205.6 ice undercutting test, 135simulator, deicing. See training, computer based deicing

simulatorslats. See flaps and slatssliding angle – definition, 23slipperiness, 59, 70slot management – definition, 78slush – definition, 59, 70, 88, 124small hail. See hail, smallSMI, 50smoke. See snowfall intensity overestimation due to

obscurationSMS (TC), 124snow. See also HOT precipitation categories; HOT

precipitation ratesnow – definition, 59, 70, 88snow – guidance (TC), 124Snow and Ice Control Plan, FAA-approved, 113snow desk, 113snow desk – definition, 78snow gauge, 72snow gauge – GEONOR, 72snow gauge – hotplate, 72snow gauge – precipitation, 72snow grains – definition, 59, 70, 124snow grains subset of snow, 59, 70snow occurrence, 101snow pellets – definition, 59, 70, 124snow pellets on cold dry aircraft. See also dry snowsnow removal, 80snow removal – DDF, 78snow removal, manual – training, 88snow test history before year 2004, 52snow tests, 51snow, blowing, 88

snow, blowing – effect on aerodynamically quiet areas, 124snow, cold dry. See dry snowsnow, dry. See dry snowsnow, foam confused as – training, 88snow, heavy – engine power run-ups, 101snow, heavy – precipitation rate greater than 2.5 mm/h, 101snow, light. See also HOT precipitation ratesnow, moderate. See also HOT precipitation ratesnow, pink – definition, 78snow, removal of, 59, 70snow, very light. See also HOT precipitation ratesnowfall intensity. See also HOT precipitation ratesnowfall intensity – heavy, 105snowfall intensity – light, 105snowfall intensity – moderate, 105snowfall intensity – very light, 105snowfall intensity as a function of prevailing visibility

table. See snowfall visibility tablesnowfall intensity overestimation due to obscuration, 101,

105, 117snowfall intensity overestimation due to obscuration – dust,

117snowfall intensity overestimation due to obscuration – fog,

101, 105, 117snowfall intensity overestimation due to obscuration –

freezing fog, 117snowfall intensity overestimation due to obscuration –

haze, 101, 105, 117snowfall intensity overestimation due to obscuration – mist,

117snowfall intensity overestimation due to obscuration –

smoke, 105, 117snowfall intensity v snowfall rate. See footnote 80snowfall intensity visibility table. See snowfall visibility

tablesnowfall intensity, METAR – underestimation in heavily

rimed snow, 72snowfall intensity, METAR – underestimation in snow

containing single crystals of compact shape, 72snowfall intensity, METAR – underestimation in wet snow,

73snowfall rate – liquid water equivalent, 73snowfall visibility table – guidance (FAA), 101snowfall visibility table – guidance (TC), 117snowfall visibility table – use of prevailing visibility, 101snowfall visibility table (FAA), 105snowfall visibility table (TC), 117snowflake – definition, 59snowflake, formation of, 59, 70snowmaker, 51Society of Automotive Engineers. See SAEsolid runway and taxiway deicing/anti-icing compound. See

RDP, solid, 131specification, category, 37specification, detail, 32, 37specification, foundation, 32, 37specimen sheet (training) – definition, 124spray pattern, 124spray pressure, 124spray test, field, 50spray test, field – color bleed-through, evaluation of, 50spray test, field – color intensity, evaluation of, 50

Index


spray test, field – foam, tendency to, 50spray test, field – protocol, 50spray test, field – reason for, 50spray test, field – residues, presence of, 50spray test, field – tendency to foam, evaluation of, 50spray trial, field. See spray test, fieldstaff, qualified – definition, 70staging areas – definition, 78staging bay – definition, 124Standardized International Aircraft Ground Deicing

Program. See SIAGDPstate, Cassie, 23state, Cassie – definition, 23state, Cassie to Wenzel, 23state, non-wetting, 23state, Wenzel, 23state, Wenzel – definition, 23state, wetting, 23Stony Brook apparatus for viscosity field check, 44storage – annual inspection, 59, 70storage – contamination check, 59, 70storage – contamination check – frequency, 59storage – corrosion at liquid vapor interface, 59, 70storage – corrosion check, 59, 70storage – corrosion in vapor space, 59, 70storage – dedicated, 59, 70storage – degradation check, 59, 70storage – degradation check – frequency, 59, 70storage – dissimilar metals, 59, 70storage – effect of prolonged heating, 59, 70storage – galvanic couple, 59, 70storage – label, 70storage – labeling, 59, 71storage – prolonged heating, 59, 71storage – sampling frequency, 59, 71storage – temperature, 59, 71storage – viscosity test, 71storage – water loss, 59, 71storage tank – definition, 71storage tank corrosion, 124storage tank inspection, 124strakes. See wingtip devicesStrategic Highway Research Program. See SHRPsublimation (vapor phase to solid phase), 23sublimation, frost formation by, 59, 71supercooled fluid. See crystallization, delayedsupercooled large droplets superset of freezing drizzle, 109supercooled large droplets superset of freezing rain, 109super-hydrophobic surface – definition, 23surface, clean – description of, 27surface, hydrophilic. See hydrophilic surfacesurface, hydrophobic. See hydrophobic surfacesurface, icephobic. See icephobic surfacesurface, super-hydrophobic. See super-hydrophobic surfacesurface, treated – definition, 23surface, untreated – definition, 23system – definition, 74, 75tactile inspection. See check, tactiletactile pole, 124tactile wand, 124takeoff clearance v HOT, 113takeoff rotation speed – commuter type aircraft, 29

takeoff rotation speed – high speed aircraft, 29takeoff rotation speed – large transport type jet aircraft, 29takeoff rotation speed – low speed aircraft, 29takeoff run time – commuter type aircraft, 29takeoff run time – large transport type jet aircraft, 29takeoff time. See takeoff run timetakeoff, no – freezing rain, heavy – guidance (FAA), 101takeoff, no – freezing rain, moderate – guidance (FAA),

101takeoff, no – hail – guidance (FAA), 101takeoff, no – ice pellets, heavy – guidance (FAA), 101taxi routes, 80taxiing time v HOT, 113taxiing time, acceptable, 113taxiing time, slower in winter-contaminated conditions, 113taxiway – definition, 124taxiway deicing compound. See RDPtaxiway deicing product. See RDPTC/FAA list of fluids. See list of fluids, FAA/TCtelescopic boom, fixed, 113temperature at nozzle, 59, 71terminal aerodrome forecast. See TAFterminal deicing facility – definition, 124terminal deicing facility subset of deicing facility, 80testing laboratories – Anti-icing Materials International

Laboratory (AMIL), 50testing laboratories – APS Aviation, 50testing laboratories – Scientific Material International

(SMI), 50thermal conductivity, 23thickeners, 38three minute rule, 59, 105, 117, 128three minute rule, reason for, 59time to takeoff. See takeoff run timetotal oxygen demand. See TODTP 14052E, 118trainer qualification, 88training, 71, 89Training, 85training – ADF/AAF handling/performance implications,

60training – air conditioning, 88training – aircraft surface contamination, 60training – airframe manufacturer requirements, 88training – all clear signal, 88training – anti-icing code, 88training – approval, 88training – APU bleed air, 88training – by trained and qualified personnel, 88training – clean aircraft concept, 88training – clear ice, 88training – communications, 88training – communications with flightcrew, 88training – computer based, 89training – computer based – minimum requirements, 88training – computer based – oversight, 88training – computer based simulator, 89training – computer based simulator – oversight, 89training – contamination recognition, 89training – contractor deicing, 60training – critical surface – air conditioning inlets/outlets,

89



training – critical surface – airstream direction detectorprobes, 89

training – critical surface – angle of attack sensors, 89training – critical surface – engine inlets, 89training – critical surface – fuel tank vents, 89training – critical surface – fuselage, 89training – critical surface – landing gear, 89training – critical surface – landing gear doors, 89training – critical surface – pitot heads, 89training – critical surface – static ports, 89training – critical surface – wing, tail and control surfaces,

89training – critical surface inspection, 89training – deicing facilities, 89training – deicing log, 89training – deicing procedures, 89training – deicing report, 89training – deicing technology, alternate, 89training – deicing unit, 89training – deicing unit procedure, 89training – deicing/anti-icing initiation conditions – after

flightcrew is on board, 89training – deicing/anti-icing initiation conditions –

flightcrew check, 89training – deicing/anti-icing initiation conditions –

overnight aircraft prior to flightcrew arrival, 89training – deicing/anti-icing initiation conditions – preflight

check by flightcrew, 89training – deicing/anti-icing initiation conditions – preflight

check by ground crew, 89training – deicing/anti-icing procedures, 60training – dispatch, 89training – dispatchers, 60training – effects of snow, frost and ice, 60training – emergency procedures, 89training – engine manufacturer requirements, 89training – engines-on deicing, 89training – engines-on deicing – center mounted engine

aircraft, 89training – engines-on deicing – jet aircraft, 89training – engines-on deicing – propeller aircraft, 89training – engines-on deicing – wing mounted aircraft, 89training – environmental impact, 89training – environmental protection, 89training – environmental regulations, 89training – equipment and facilities, 60training – examination, 89training – examination – computer based training, 89training – fall protection, 89training – first aid, 89training – flight control check, 89training – flightcrew, 89training – flightcrews, 60training – fluid application temperature, 89training – fluid application, symmetrical, 89training – fluid blending, 89training – fluid concentration check, 89training – fluid failure recognition, 89training – fluid failure recognition for persons conducting

pretakeoff contamination checks (FAA), 101training – fluid failure recognition training for pilots

(FAA), 101

training – fluid heating, 89training – fluid maximum pressure, 90training – fluid residues, 90training – fluid sampling, 90training – fluid selection, 90training – fluid storage and handling, 90training – fluid transfer systems, 90training – footwear, safety, 90training – freezing point depressant, identity of, 90training – gloves, 90training – ground crew, 90training – ground crew initial, 90training – ground crew recurrent, 90training – ground crews, 60training – ground icing conditions, 90training – hazards of ice, snow and frost, 90training – health and safety, 90training – hearing protection, 90training – HOT, use of, 60, 90training – human factors, 90training – ice removal, 90training – initial, 60training – landing gear, deicing of, 90training – no spray zones, 90training – personal protective equipment, 90training – personnel to be trained – dispatch, 90training – personnel to be trained – flightcrew, 90training – personnel to be trained – ground crew, 90training – personnel to be trained – service provider, 90training – pilot assessment of precipitation intensity (FAA),

101training – post deicing/anti-icing check, 90training – practical evaluation, 90training – pretakeoff checks, 90training – procedure before departing gate, 90training – recurrent, 60training – refractometer, use of, 90training – representative surfaces, 90training – respiratory protection, 90training – safety equipment, 90training – sample labelling, 90training – sample lable, 90training – samples, care of, 90training – seat belt, use of, 90training – service providers, 90training – slipperiness, 90training – train-the-trainer, 90training – weather, 90training – weatherproof clothing, 90training – windscreens, care of, 90training (TC), 124training and qualification, 60training records, 60training success, 60training, EASA requirements, 128training, examination – plagiarism, 90transfer point – definition, 78Transport Canada, 1, 15Transport Canada Guidelines for Aircraft Ground Icing

Operations TP 14052E, 118Transport Canada Holdover Time Guidelines: Winter 2016-

2017, 113

Index


Transport Canada icing research, 16Tupolev T204 spray area diagram, 90two-step deicing/anti-icing, 60, 71Type I – acetate based, 71Type I – acrylic plastics, effect on, 32Type I – aerodynamic acceptance – 50/50, 32Type I – aerodynamic acceptance – concentrate form, 32Type I – aerodynamic acceptance – concentrations to test,

32Type I – aerodynamic acceptance – fluid thickness, final,

32Type I – aerodynamic acceptance – fluid thickness, initial,

33Type I – aerodynamic acceptance – high speed ramp, 33Type I – aerodynamic acceptance – highest concentration,

33Type I – aerodynamic acceptance – low speed ramp, 33Type I – aerodynamic acceptance – ready-to-use, 33Type I – aging, accelerated, 33Type I – aircraft manufacturer maintenance manual, 33Type I – aircraft manufacturer service letters, 33Type I – aircraft type and model restrictions, 33Type I – anti-icing performance – HHET, 33Type I – anti-icing performance – sample sheared, 33Type I – anti-icing performance – WSET, 33Type I – appearance, 33Type I – application guidelines. See fluid applicationType I – application rate, minimum (1 l/m2), 101Type I – approval by purchaser, 33Type I – aquatic toxicity, 33Type I – biodegradability, 33Type I – BOD, 33Type I – Brix, 33Type I – cadmium as contaminant, 33Type I – carbon brake compatibility, 33Type I – certificate of analysis, 33Type I – chromium as contaminant, 33Type I – COD, 33Type I – color uniformity, 33Type I – color, orange, 33Type I – colorless – mitigating procedures, 33Type I – colorless – risk assessment, 33Type I – colorless – special training, 33Type I – commingling, 33Type I – compatibility with Type II/III/IV, 30, 33, 60, 71Type I – composition, 33Type I – composition – fire hazard inhibitor, 33Type I – composition – thickeners, free of, 33Type I – consistency, 33Type I – containers, 33Type I – contaminants – other fluids, 33Type I – contaminants, trace, 33Type I – corrosion – recycled glycol, 33Type I – corrosion, low embrittling cadmium plate, 33Type I – corrosion, sandwich, 33Type I – corrosion, stress-, 33Type I – crawling, 33Type I – definition, 101Type I – drums, 33Type I – effect on aircraft materials, 33Type I – environmental information, 33Type I – exposure, human, 33

Type I – field test with deicing unit, 33Type I – film breaks, 33Type I – fire hazard – circuit breakers, 33Type I – fire hazard – direct current, 33Type I – fire hazard – glycol, 33Type I – fire hazard – inhibitor, 33Type I – fire hazard – noble metal coated wiring, 34Type I – fire hazard – silver coated wiring, 34Type I – fire hazard – switches, electrical, 34Type I – fisheyes, 34Type I – flash point, 34Type I – flash point, minimum, 34Type I – fluid manufacturer to report – all technical

requirement results, 34Type I – fluid manufacturer to report – recycled glycol,

presence of, 34Type I – fluid manufacturer to report – recycled glycol,

source of, 34Type I – foam, tendency to, 34Type I – forced air – no HOT, 84Type I – foreign matter, free from, 34Type I – formatted based, 71Type I – freezing point buffer, 34Type I – freezing point curve, 34Type I – freezing point depressant, non-glycol, 34Type I – freezing point of 50/50 dilution, 34Type I – freezing point of concentrate form, 34Type I – freezing point of ready-to-use form, 34Type I – functional description, 27, 71Type I – halogens as contaminant, 34Type I – hard water stability, 34Type I – heat contribution to HOT, 101Type I – heating requirements, 101Type I – HHET, 34Type I – HHET – sample sheared, 34Type I – hydrogen embrittlement, 34Type I – label, 34Type I – label – AMS1424/1 or AMS142/2, 34Type I – label – lot number, 34Type I – label – manufacturer’s identification, 34Type I – label – purchase order number, 34Type I – label – quantity, 34Type I – lead as contaminant, 34Type I – lot – definition, 34Type I – lot acceptance tests, 34Type I – lot number, 34Type I – lot rejection, 34Type I – LOUT, 60, 71Type I – LOUT – definition, 34Type I – LOUT of dilutions, 34Type I – LOUT reporting requirement, 34Type I – LOUT, manufacturer obligation to report, 34Type I – lumps, free from, 34Type I – matter, free from foreign, 34Type I – maximum concentration, 71Type I – mercury as contaminant, 34Type I – mixing of fluids from different manufacturers, 34Type I – mold growth, 34Type I – MSDS, 34Type I – nitrate as contaminant, 34Type I – nitrogen as contaminant, total, 34Type I – painted surface, effect on, 34



Type I – particulate contamination, 34Type I – performance properties, 34Type I – pH, 34Type I – phosphorus as contaminant, 34Type I – physical properties, 34Type I – polycarbonate, effect on, 34Type I – precautions, 34Type I – qualification results, initial – comparison to

subsequent results, 35Type I – qualification, initial, 35Type I – qualification, initial – what: all technical

requirement, 35Type I – qualification, initial – when: change in

ingredients, 35Type I – qualification, initial – when: change in processes,

35Type I – qualification, initial – when: change in processing,

35Type I – qualification, initial – when: confirmatory testing,

35Type I – qualification, multiple location, 35Type I – qualification, multiple location – different from

original location, 35Type I – qualification, multiple location – same as original

location, 35Type I – qualification, multiple location – when: once, 35Type I – qualification, periodic, 35Type I – qualification, periodic re- – what: aerodynamic

acceptance, 35Type I – qualification, periodic re- – what: WSET and

HHET, 35Type I – qualification, periodic re- – when: 2 years and 4

years thereafter, 35Type I – qualification, periodic re- – when: recycled glycol,

every 2 years, 35Type I – quality assurance, 35Type I – recycled glycol – obligation to report presence of,

35Type I – recycled glycol – obligation to report source of, 35Type I – recycled glycol – quality assurance s, 35Type I – recycled glycol contaminants, 35Type I – recycled glycol, source of, 35Type I – refraction, 35Type I – refractive index, 35Type I – rejection by purchaser, 35Type I – reports by independent facilities, 35Type I – Right to Know Regulation (US), 35Type I – runway concrete resistance, 35Type I – safety data sheet, 35Type I – same ingredients, 35Type I – same manufacturing procedures, 35Type I – same methods of inspection, 35Type I – sampling, bulk shipments, 35Type I – sampling, drum shipments, 35Type I – sampling, statistical, 35Type I – sampling, tote shipments, 35Type I – shear, resistance to, 35Type I – skins, free from, 35Type I – slipperiness, 36Type I – specific gravity, 36Type I – stability, hard water, 36Type I – stability, storage, 36

Type I – stability, thermal, 36Type I – storage stability, 36Type I – sulfur as contaminant, 36Type I – surface tension, 36Type I – suspended matter, 36Type I – temperature at nozzle, 101Type I – temperature, minimum application, 101Type I – testing, autonomous facilities, 36Type I – testing, confirmatory, 36Type I – testing, independent facilities, 36Type I – testing, independent laboratories, 36Type I – thermal stability, 36Type I – thickeners, free from, 36Type I – three minute rule. See three minute ruleType I – totes, 36Type I – transparent plastics, effect on, 36Type I – unpainted surface, effect on, 36Type I – use of concentrate form, 36Type I – use of concentrate form, no, 60, 71Type I – use of dilution, 36Type I – water, composition of hard, 36Type I – water, soft, 36Type I – wetting, 36Type I – WSET – 3 minutes minimum, 36Type I – WSET – sample sheared, 36Type I AMS1424/1, 37Type I AMS1424/2, 37Type I coverage, 124Type I degradation – chemical contamination, 101Type I degradation – chemical contamination – corrosion in

storage vessel, 124Type I degradation – chemical contamination – galvanic

corrosion in storage vessel, 124Type I degradation – chemical contamination – leaky tank

covers, 124Type I degradation – chemical contamination – mislabeled

equipment, 124Type I degradation – chemical contamination – uncleaned

new equipment, 124Type I degradation – chemical contamination –

undedicated equipment, 125Type I degradation – chemical contamination – unintended

transfer, 125Type I degradation – chemical contamination – unlabeled

equipment, 125Type I degradation – exposure to UV light, 125Type I degradation – heating – oxidation, 125Type I degradation – heating – oxidation glycol, 101Type I degradation – heating – water loss, 125Type I degradation – heating – water loss/increase in glycol

concentration, 101Type I Glycol (Conventional and Non-conventional) based

fluid, 36, 37Type I Glycol (Conventional and Non-conventional) based

fluid – technical requirements, 36Type I Glycol (Conventional) based fluid, 36, 37Type I Glycol (Conventional) based fluid – technical

requirements, 36Type I Glycol (Non-conventional) based fluid, 37Type I Glycol (Non-conventional) based fluid – technical

requirements, 36Type I Glycol based fluid, 36

Index


Type I heating issues – application temperature, 125Type I heating issues – evaporation, 125Type I heating issues – shelf life, 125Type I heating issues – standby heating, 125Type I heating issues – thermal degradation, 125Type I heating issues – water loss, 125Type I Non-glycol based fluid, 36, 37Type I Non-glycol based fluid – technical requirement,

additional, 36Type I Non-glycol based fluid – technical requirements, 36Type I wetting test s, 23Type I wetting v time test, 23Type I, failure of – leading edge, 101Type I, failure of – structurally thin areas, 101Type I, failure of – trailing edge, 101Type I, failure of – wing tips, 101Type I, unheated, 125Type I, unheated – HOT not approved, 101Type I/II/III/IV – no protection for airborne aircraft, 101Type I/II/III/IV quality control – appearance:

contamination, separation, 101Type I/II/III/IV quality control – pH, 101Type I/II/III/IV quality control – refractive index, 102Type I/II/III/IV, use of – TC criterion – certificate of

conformance, 117Type I/II/III/IV, use of – TC criterion – conformance to

AMS1424 and AMS1428, 117Type I/II/III/IV, use of – TC criterion – independent

laboratory confirmation of conformance, 118Type II. See also Type II/III/IV; Type II/IVType II 50/50 – HHET 0.5 hours minimum, 39Type II 50/50 – WSET 5 minutes minimum, 39Type II 75/25 – HHET 2 hours minimum, 39Type II 75/25 – WSET 20 minutes minimum, 39Type II color – yellow, 39Type II neat – HHET 4 hours minimum, 39Type II neat – WSET 30 minutes minimum, 39Type II/III/IV – aerodynamic acceptance, 39Type II/III/IV – aerodynamic acceptance of sheared

sample, 39Type II/III/IV – aerodynamic acceptance of unsheared

sample, 39Type II/III/IV – aerodynamic performance of highest

viscosity dilution sample, 39Type II/III/IV – aluminum alloy, 40Type II/III/IV – anti-icing performance, 39Type II/III/IV – apparent viscosity, 39Type II/III/IV – appearance, 39Type II/III/IV – application, 39Type II/III/IV – application – biodegradability, 39Type II/III/IV – application guideline. See fluid applicationType II/III/IV – application with forced air – foam, 84Type II/III/IV – application with forced air – thickness, 84Type II/III/IV – application with forced air – viscosity

check required, 84Type II/III/IV – approval by purchaser, 39Type II/III/IV – approval, re-, 39Type II/III/IV – aquatic toxicity, 39Type II/III/IV – BOD, 39Type II/III/IV – Brix, 39Type II/III/IV – Brookfield LV viscometer, 39Type II/III/IV – cadmium reporting requirement, 39

Type II/III/IV – carbon brake compatibility, 39Type II/III/IV – certificate of analysis, 39Type II/III/IV – change in formulation, 39Type II/III/IV – change in ingredients, 39Type II/III/IV – change in production method, 39Type II/III/IV – chromium reporting requirement, 39Type II/III/IV – circuit breakers, defective, 39Type II/III/IV – classification, 39Type II/III/IV – COD, 40Type II/III/IV – cold storage stability, 40Type II/III/IV – color, 40Type II/III/IV – colorless, 40Type II/III/IV – colorless fluid risk assessment, 40Type II/III/IV – colorless fluid safety issues, 40Type II/III/IV – commingling, 40Type II/III/IV – compatibility with brake material, 40Type II/III/IV – compatibility with Type I, 36Type II/III/IV – composition, 40Type II/III/IV – concentration, 102Type II/III/IV – contaminants, 40Type II/III/IV – corrosion, total immersion, 40Type II/III/IV – corrosion, low embrittling cadmium plate,

40Type II/III/IV – corrosion, sandwich, 40Type II/III/IV – corrosion, stress, 40Type II/III/IV – definition, 102Type II/III/IV – direct current hazard, 40Type II/III/IV – dry-out exposure to cold dry air, 40Type II/III/IV – dry-out exposure to dry air, 40Type II/III/IV – dry-out, heated leading edge, 40Type II/III/IV – dry-out, successive. See Type II/III/IV

residue; Type II/IV residueType II/III/IV – dry-out, successive test. See Type II/III/IV

– successive dry-out and rehydration testType II/III/IV – effect on acrylic plastics, 40Type II/III/IV – effect on aircraft materials, 40Type II/III/IV – effect on painted surfaces, 40Type II/III/IV – effect on transparent plastics, 40Type II/III/IV – effect on unpainted surfaces, 40Type II/III/IV – electrochemical dehydrolysis, 40Type II/III/IV – environmental information, 40Type II/III/IV – exposure to cold dry air, 40Type II/III/IV – exposure to dry air, 40Type II/III/IV – exposure, human, 40Type II/III/IV – FAA/TC list of fluids, 40Type II/III/IV – field spray test, 50Type II/III/IV – fire hazard, 40Type II/III/IV – fire hazard inhibitor, 40Type II/III/IV – flash point, 40Type II/III/IV – fluid elimination, 40Type II/III/IV – fluid residue table, AMIL, 50Type II/III/IV – fluid transfer system, 60, 71Type II/III/IV – fluid transfer system – dedicated, 71Type II/III/IV – fluid transfer system – labeling, 71Type II/III/IV – foam, tendency to, 40Type II/III/IV – freezing point, 40Type II/III/IV – freezing point buffer, 40Type II/III/IV – friction, 40Type II/III/IV – functional description, 27, 71Type II/III/IV – gel residue table, AMIL, 50Type II/III/IV – glycol dehydrolysis, 40Type II/III/IV – halogen reporting requirement, 40



Type II/III/IV – hard water composition, 40Type II/III/IV – hard water stability, 40Type II/III/IV – heated leading edge dry-out, 41Type II/III/IV – HHET requirements, 40Type II/III/IV – high viscosity pre-production sample, 41Type II/III/IV – highest viscosity dilution, 41Type II/III/IV – HOWV, 41Type II/III/IV – hydrogen embrittlement, 41Type II/III/IV – lead reporting requirement, 41Type II/III/IV – licensee manufacturing, 41Type II/III/IV – list of fluids, FAA/TC, 41, See list of

fluids, FAA/TC; list of fluids (FAA); list of fluids (TC)Type II/III/IV – list of qualified fluids, 41Type II/III/IV – lot – definition, 41Type II/III/IV – LOUT – definition, 41Type II/III/IV – LOUT differs for dilutions, 71Type II/III/IV – LOUT, obligation to report, 41Type II/III/IV – low embrittling cadmium plate, 41Type II/III/IV – Low Viscosity sample, 41Type II/III/IV – LOWV, 102Type II/III/IV – magnesium alloy, corrosion of, 41Type II/III/IV – materials compatibility, 41Type II/III/IV – maximum on-wing viscosity – definition,

41Type II/III/IV – mercury reporting requirement, 41Type II/III/IV – minimum quantity (1 liter/m2), 71Type II/III/IV – mixing with fluid from different

manufacturers, 41Type II/III/IV – mixture with other fluids, 41Type II/III/IV – MOWW, 41Type II/III/IV – multiple location manufacturing, 41Type II/III/IV – neat, 41, 102Type II/III/IV – nitrate reporting requirement, 41Type II/III/IV – noble metal coated wiring, 41Type II/III/IV – non-glycol based fluids, 41Type II/III/IV – non-Newtonian, 41, 60Type II/III/IV – overnight exposure to dry air. See Type

II/III/IV – exposure to dry airType II/III/IV – packaging, 41Type II/III/IV – pavement compatibility, 41Type II/III/IV – periodic tests, 41Type II/III/IV – pH, 41Type II/III/IV – phosphate reporting requirement, 41Type II/III/IV – polycarbonate, effect on. See Type II/III/IV

– effect on transparent plasticsType II/III/IV – preproduction tests, 41Type II/III/IV – pseudoplastic – definition, 41Type II/III/IV – qualification reports, 41Type II/III/IV – qualification, initial, 41Type II/III/IV – qualification, periodic re-, 41Type II/III/IV – quality assurance, 41Type II/III/IV – reaction, exothermic, 41Type II/III/IV – re-approval, 41Type II/III/IV – refractive index, 42Type II/III/IV – rejection, 42Type II/III/IV – removal from flight deck windows, 71Type II/III/IV – resampling, 42Type II/III/IV – residue. See Type II/III/IV residue; Type

II/IV residueType II/III/IV – runway concrete scaling, 42Type II/III/IV – same ingredients, 42

Type II/III/IV – sample selection, 42, See also HOT,process to obtain – sample selection

Type II/III/IV – shear stability, 42Type II/III/IV – shear stress, effect on apparent viscosity,

42Type II/III/IV – shear thinning, 42Type II/III/IV – silver coated wiring, 42Type II/III/IV – slipperiness, 42Type II/III/IV – specific gravity, 42Type II/III/IV – specification, 42Type II/III/IV – storage stability, 42Type II/III/IV – storage stability waived, 42Type II/III/IV – storage stability, cold, 42Type II/III/IV – storage, long term, 42Type II/III/IV – stress-corrosion resistance, 42Type II/III/IV – subcontractor manufacturing, 42Type II/III/IV – successive dry out and rehydration test, 42Type II/III/IV – sulfur reporting requirement, 42Type II/III/IV – surface tension, 42Type II/III/IV – switches, defective, 42Type II/III/IV – technical requirements, 42Type II/III/IV – temperature cycling, 42Type II/III/IV – thermal stability, accelerated aging, 42Type II/III/IV – thermal stability, thin film, 42Type II/III/IV – thickened fluid, 42Type II/III/IV – thickness application, sufficient, 71Type II/III/IV – titanium corrosion resistance, 42Type II/III/IV – TOD, 42Type II/III/IV – toxicity, 42Type II/III/IV – trace contaminants, 42Type II/III/IV – U.S Military procurement, 42Type II/III/IV – uncolored, 42Type II/III/IV – undiluted fluid, 42Type II/III/IV – use as deicing fluid – residue inspection

and cleaning program required, 71Type II/III/IV – use in first-step of two-step process –

residue inspection and cleaning program required, 71Type II/III/IV – use in one-step deicing – residue

inspection and cleaning program required, 71Type II/III/IV – use on aircraft. See Type II/III/IV

commercialization conditionType II/III/IV – viscosity limits, 42Type II/III/IV – viscosity measurement, 42Type II/III/IV – water loss, 60, 71Type II/III/IV – wiring, defective, 42Type II/III/IV – WSET limits, 42Type II/III/IV 50/50 – cold soaked wing, do not used for,

71Type II/III/IV 50/50 – tolerance on fluid/water mixtures, 71Type II/III/IV 75/25 – tolerance on fluid/water mixtures, 71Type II/III/IV aircraft operational considerations. See

aerodynamic effect of fluids – performance adjustmentsType II/III/IV aircraft operational considerations – aircraft

attitude, 128Type II/III/IV aircraft operational considerations –

flightcrew briefing, 128Type II/III/IV aircraft operational considerations –

increased takeoff speed, 128Type II/III/IV aircraft operational considerations – mass

decrease, 128Type II/III/IV aircraft operational considerations – rotation

speed and rate, 128

Index


Type II/III/IV aircraft operational considerations – stickforce, 128

Type II/III/IV commercialization condition –FAA/Transport Canada list of fluids, 50

Type II/III/IV commercialization condition – field spraytest, 50

Type II/III/IV commercialization condition – HOTguideline, have a, 50

Type II/III/IV contamination by RDP on aircraft, 102Type II/III/IV contamination by RDP on aircraft by jet

blast, 102Type II/III/IV contamination by RDP on aircraft during

taxi, 102Type II/III/IV contamination by RDP on aircraft while

landing, 102Type II/III/IV coverage, 125Type II/III/IV degradation – chemical contamination, 102Type II/III/IV degradation – chemical contamination –

corrosion in storage vessel, 125Type II/III/IV degradation – chemical contamination –

galvanic corrosion in storage vessel, 125Type II/III/IV degradation – chemical contamination –

leaky tank covers, 125Type II/III/IV degradation – chemical contamination –

mislabeled equipment, 125Type II/III/IV degradation – chemical contamination –

uncleaned new equipment, 125Type II/III/IV degradation – chemical contamination –

unintended transfer, 125Type II/III/IV degradation – chemical contamination –

unlabeled equipment, 125Type II/III/IV degradation – chemical contamination –

using undedicated equipment, 125Type II/III/IV degradation – excessive shearing – control

valves, 102Type II/III/IV degradation – excessive shearing – filters,

125Type II/III/IV degradation – excessive shearing – nozzles,

125Type II/III/IV degradation – excessive shearing – partially

open valve, 125Type II/III/IV degradation – excessive shearing – pumps,

102, 125Type II/III/IV degradation – excessive shearing – sharp

bends in piping, 102Type II/III/IV degradation – exposure to RDP, 102Type II/III/IV degradation – exposure to UV light, 125Type II/III/IV degradation – forced air, 84Type II/III/IV degradation – heating, 71Type II/III/IV degradation – heating – oxidation, 102, 125Type II/III/IV degradation – heating – water loss, 102, 125Type II/III/IV degradation – water loss, 71Type II/III/IV degradation upon heating, 60Type II/III/IV degradation upon water loss, 60Type II/III/IV dehydration. See Type II/II/IV – water lossType II/III/IV fluid concentration, 102Type II/III/IV forced air application, 102Type II/III/IV nozzle sample procedure, 102Type II/III/IV quality control – viscosity, 102Type II/III/IV residue, 60, 72, 129Type II/III/IV residue cleaning, 60, 71Type II/III/IV residue cleaning program, 71

Type II/III/IV residue detection, 60, 71Type II/III/IV residue formation, 42, 128, See Type II/IV

residue formationType II/III/IV residue formation – conditions conducive to,

60, 71Type II/III/IV residue formation – first step application of

Type II/III/IV in two-step application, 42Type II/III/IV residue formation – no takeoff and no

precipitation after fluid application, 71Type II/III/IV residue formation – one-step application of

Type II/III/IV, 42Type II/III/IV residue formation – Type I to alleviate, 71Type II/III/IV residue formation – use of Type II/III/IV

without Type I, 71Type II/III/IV residue formation test. See Type II/III/IV –

successive dry out and rehydration testType II/III/IV residue in aerodynamically quiet areas, 42Type II/III/IV residue in cavities, 43Type II/III/IV residue in gaps, 43Type II/III/IV residue inspection, 60, 71Type II/III/IV residue table, AMIL, 50Type II/III/IV residue, dried, 128Type II/III/IV residue, effect of – aileron jamming, 128Type II/III/IV residue, effect of – drain hole clogging, 128Type II/III/IV residue, effect of – elevator jamming, 128Type II/III/IV residue, effect of – flap jamming, 128Type II/III/IV residue, effect of – flight control problems,

60, 71Type II/III/IV residue, effect of – lift reduction, 128Type II/III/IV residue, effect of – restricted control surface

movement, 128Type II/III/IV residue, effect of – stall speed increase, 128Type II/III/IV residue, guidance, EASA, 129Type II/III/IV residue, rehydrated, 129Type II/III/IV sampling procedure, 102Type II/III/IV thickness v time test, 23Type II/III/IV viscosity measurement method, 44Type II/III/IV viscosity, fluid manufacturer methods, 105Type II/IV residue – guidance, 102Type II/IV residue – guidance (TC), 125Type II/IV residue cleaning, 102, 125Type II/IV residue cleaning with aircraft manufacturer

recommended cleaning agent, 102Type II/IV residue cleaning with high pressure washing,

125Type II/IV residue cleaning with hot Type I and or water

mix, 102Type II/IV residue detection, 102Type II/IV residue formation. See Type II/III/IV residue

formationType II/IV residue formation – conditions conducive to,

125Type II/IV residue formation – diluted Type II/IV v neat

Type II/IV, 102, 125Type II/IV residue formation – European practices

conducive to, 102, 125Type II/IV residue formation – hot Type I or hot water to

alleviate, 125Type II/IV residue formation – North American practices

preventing, 102, 125Type II/IV residue formation – Type II v Type IV, 102



Type II/IV residue formation – Type II/IV without hotwater or Type I, 102

Type II/IV residue formation – use of Type II/IV withouthot water or Type I, 125

Type II/IV residue in aerodynamically quiet areas, 103, 125Type II/IV residue in and around gaps between stabilizers,

elevators, tabs, hinges, 103, 125Type II/IV residue in crevices, 103, 125Type II/IV residue in drain holes, 125Type II/IV residue inspection, 103, 125Type II/IV residue inspection between flaps and wing, 125Type II/IV residue inspection frequency, 103, 125Type II/IV residue inspection of actuators, 103Type II/IV residue inspection of drain holes, 125Type II/IV residue inspection of flight control bays, 103,

125Type II/IV residue, effect of – on non-powered control

surfaces, 103, 125Type II/IV residue, effect of – on powered control surfaces,

103, 125Type II/IV residue, effect of – restricted control surface

movement, 103, 125Type II/IV residue, lubrication of areas affected by, 103,

125Type II/IV, heated – no reduction in HOT, 102Type III. See also Type II/III/IVType III 50/50 – HHET determine and report, 43Type III 50/50 – WSET determine and report, 43Type III 75/25 – HHET determine and report, 43Type III 75/25 – WSET determine and report, 43Type III color – bright yellow, 43Type III neat – HHET 2 hours minimum, 43Type III neat – WSET 20 minutes minimum, 43Type III residue – monitoring recommended, 125Type IV. See also Type II/III/IV; Type II/IVType IV 50/50 – HHET 0.5 hours minimum, 43Type IV 50/50 – WSET 5 minutes minimum, 43Type IV 75/25 – HHET 2 hours minimum, 43Type IV 75/25 – WSET 20 minutes minimum, 43Type IV color – green, 43Type IV neat – HHET 8 hours minimum, 43Type IV neat – WSET 80 minutes minimum, 43undesirable corrosion criterion, 134United States Department of Transportation, Federal

Aviation Administration. See FAAupper sales specification viscosity limit – definition, 50USAir Flight 405, 15vehicle safety zone, 113viscometer, Brookfield LV – cold storage stability, 43viscometer, Brookfield LV – highest viscosity dilution, 43viscometer, Brookfield LV – small sample adapter, 43viscometer, Brookfield LV – Type II/III/IV viscosity

measurement, 43viscosity field check, 44viscosity field check – air bubble removal by

centrifugation, 44viscosity field check – air bubbles, 44viscosity field check – screening method, 44viscosity field check – Stony Brook apparatus, 44viscosity field check for Type II/III/IV, 44viscosity field check v fluid manufacturer method, 44viscosity field test. See viscosity field check

viscosity limit, lower sales specification – definition, 50viscosity limit, lower sales specification – higher than

LOWV, 50viscosity limit, upper sales specification – definition, 50viscosity limit, upper sales specification – lower than

MOWV, 50viscosity limits – sales specification – Type II/III/IV, 42viscosity measurement method – air bubble free sample, 44viscosity measurement method – air bubble removal by

centrifugation, 44viscosity measurement method – Brookfield LV

viscometer, 44viscosity measurement method – precedence of fluid

manufacturer method over AS9968, 44, 105, 118viscosity measurement method – report, 44viscosity measurement method – Type II/III/IV, 44viscosity measurement method v field check, 44viscosity measurement method, AS9968, 44viscosity measurement method, AS9968 v fluid

manufacturer, 44viscosity measurement method, fluid manufacturer, 44,

105, 118visibility. See also snowfall visibilityvisibility obscuration. See snowfall intensity overestimation

due to obscurationvisibility, flightcrew observed, 118visibility, METAR, 103, 105, 118visibility, METAR/SPECI, 118visibility, prevailing, 103, 105, 118visibility, prevailing – snowfall intensity as a function of.

See snowfall visibility tablevisibility, reported, 118visibility, rounding of, 105visibility, runway visual range, 118visibility, RVR, 103, 105, 118visibility, surface, 103, 105visibility, surface v tower, 103, 105visibility, tower, 103, 105von Karman Institute for Fluid Dynamics, 27water droplet size – dye stain method, 46, 47, 52water droplet size – laser diffraction method, 29, 46, 47, 52water droplet size – slide impact method with colloidal

silver, 46, 47, 52water droplet size – slide impact method with oil, 30, 46,

47, 52water loss – Type I – undesirable aerodynamic effects, 60,

72water loss – Type II/III/IV – degradation and lower HOT,

60, 72water loss due to heating, 60, 72water spray endurance test. See WSETwave roughness, 27weather support to deicing decision making, 73Wenzel state. See state, Wenzelwettability. See also contact anglewettability, quantification of, 23wetting – water droplet impact resistance, 23wetting test, Type I, 23wind shield – single alter, 73windows with wipers, flight deck – removal of Type

II/III/IV, 72windows, cabin, 125

Index


windows, flight deck – removal of Type II/III/IV, 72windrows – definition, 78wing covers, use of, 126wing skin temperature lower than OAT, 60, 72wing stall characteristics, 27wing temperature v OAT, 129winglets. See wingtip deviceswingtip devices – Boeing B737, 103, 118wingtip devices – Boeing B747, 103, 118wingtip devices – Boeing B757, 103, 118wingtip devices – Boeing B767, 103, 118wingtip devices – Boeing MD11, 103, 118wingtip devices – raked wingtips, 103, 118wingtip devices – representative surface, use of, 103wingtip devices – scimitar, 103, 118wingtip devices – scimitar, split, 118wingtip devices – scimitar, split – representative surface,

use of, 118wingtip devices – sharklets, 103wingtip devices – split scimitar, 103wingtip devices – strakes, 103, 118wingtip devices – winglets, 103, 118Winter Weather Nowcasting System, 72WSDMM, 73WSET – air temperature, 30WSET – calibration, 30WSET – definition, 50, 126

WSET – description, 30WSET – failure criterion, 30WSET – failure zone, 30WSET – fluid preparation, 30WSET – fluid sheared, 30WSET – fluid temperature, 30WSET – report, 30WSET – reproducibility, 30WSET – reproducibility – Type I (20%), 30WSET – reproducibility – Type II/III/IV (10%), 30WSET – spray equipment, 30WSET – test chamber, 30WSET – test description, 30WSET – test plate, 30WSET – test plate cleanliness, 30WSET – Type I compatibility with Type II/III/IV, 60WSET – water droplet size, 30WSET, Type I – 3 minutes minimum, 36WSET, Type II 50/50 – 5 minutes minimum, 43WSET, Type II 75/25 – 20 minutes minimum, 43WSET, Type II neat – 30 minutes minimum, 43WSET, Type III 50/50 – determine and report, 43WSET, Type III 75/25 – determine and report, 43WSET, Type III neat – 20 minutes minimum, 43WSET, Type IV 50/50 – 5 minutes minimum, 43WSET, Type IV 75/25 – 20 minutes minimum, 43WSET, Type IV neat – 80 minutes minimum, 43



The information in this document is not to be taken as a warranty or representation for which Jacques Leroux, TheDow Chemical Company and its subsidiaries assume legal responsibility nor as a permission to practice any patentedinvention without a license. It is offered solely for your consideration, investigation and verification.

This Guide to Aircraft Ground Deicing (Issue 2 – September 2016) replaces all previously issued versions of theGuide to Aircraft Ground Deicing. Please destroy all previously issued versions.

© 2016 Jacques Leroux