Deicing Manual

Transcription

1 Version 2 Oct Deicing Manual VERSION 2 01 OCT 2017 Note This Manual is only to be used in absence of Carrier s Standard Operation Procedures Manual, And any specific instruction thereof. This Manual is in reference to ISO-11076:2006/AC B/AS-6285/AS-6286/SAE ARP4737H/ FAA NOTICE # Reference number: ISO-11076:2006/AC B/SAE ARP4737H/ ISO 2006 All rights reserved

2 Version 2 Oct2017 SUMMARY OF REVISION NO DATE CONTENT COLUMN /28/2011 FAA Ground Deicing Holdover Time Table and Guidance Update. (INFO 11008) Section /29/2011 FAA Ground Deicing Holdover Time Table and Guidance chart will come out in fall of 2011, the current hold over time table chart is good until Nov 01, 2011/ Or if changes are made by the FAA Sooner. Section /29/2011 FAA Ground Deicing Holdover Time Table (N ) Section /28/2012 FAA Ground Deicing Holdover Time table (N Section /10/2013 FAA Ground Deicing Holdover Time table (N8900.TBD* Section /11/2013 WARNING NOTES ADDED (FLUID HANDLING) Section /26/2013 FAA Ground Deicing Holdover Time table (N ) added from FSIMS. Section 17 Section Added Instructor Training Requirements Section 8, Removed notations for ph-value and Field Viscosity Checks and added different methods of testing for each Revised Laboratory Check procedure for discrepancies found Revised Refractive-Index Check procedure for discrepancies found /20/2014 -Revised Tactile/Clear Ice check procedures Section Revised Post-deicing/anti-icing treatment check procedures -Added Communication Levels section -Added Equipment/Staff Information Transmission section Section 13 Section /01/2014 FAA Ground Deicing Holdover Time table (N8900.TBD) added from FSIMS. Section /01/2014 (REV 1.9a) added (N ) FAA Holdover Time Table Section /01/2015 FAA Ground Deicing Holdover Time table (N8900.TBD) added from FSIMS. Section /01/2016 FAA Ground Deicing Holdover Time table (N8900.TBD) added from FSIMS. Section /01/2017 FAA Ground Deicing Holdover Time table (N8900.TBD) added from FSIMS Section /01/2017 AS-6285 Procedure Manual Added Section 17 NOTE: NO NEW REVISION AS OF Oct 01, ISO 2006 All rights reserved

3 Version 2 Oct2017 Contents Page Foreword... Introduction... Bibliography... 1 Scope... 2 Normative references... 3 Terms and definitions... 4 Symbols and abbreviated terms... 5 General requirements... 6 Quality assurance programme... 7 Requirements for staff training and qualifications Personnel qualifications Training for crews Subjects to be covered in training Records... 8 Requirements for fluid handling Environment Fluid acceptance Mixing of different products Storage Pumping Transfer lines Heating Application... 9 Contamination check Procedures Need for de-icing/anti-icing De-icing Anti-icing Local frost prevention in cold-soaked wing areas Limits and precautions Fluid-related limits Aircraft-related limits Procedure precautions Clear-ice precautions General aircraft requirements after de-icing/anti-icing General Wing, tail and control surfaces Pitot heads and static ports Engines Air-conditioning inlets and exits Landing gear and landing-gear doors Fuel-tank vents.... ISO 2006 All rights reserved

4 Version 2 Oct Fuselage Flight-control check Dried-fluid residues when the aircraft has not been flown after anti-icing Special maintenance considerations Post-de-icing/anti-icing-treatment check Pre-take-off check and pre-take-off contamination check Pre-take-off check Pre-take-off contamination check Communication procedures De-icing/anti-icing operation Anti-icing code Post-treatment check and transmission of the anti-icing code to the pilot-in-command All-clear signal Emergency procedures Aircraft movement Off-gate de-icing/anti-icing procedures Communications level Equipment/ Staff information transmission Communications Taxi Guidance General Instructions Responsibilities 16.7 Scripts Phraseology Deice work tickets 17 Limits.. 18 Ground Equipment. 19 Fluid 20 Root Cause Analysis Reporting Root Cause Analysis Risk Management Analysis/Assessment Risk Analysis and Assessment Acceptability of Risk Decision making process Limitations of the risk assessment process 21 Holdover time... Annex A (normative) Guidelines for the application of, and example of holdover times anticipated for, ISO type I fluid/water mixtures... Annex B (normative) Guidelines for the application of, and example of holdover times anticipated for, ISO type II, type III and type IV fluid/water mixtures.... ISO 2006 All rights reserved

5 Version 2 Oct2017 Foreword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2. The main task of technical committees is to prepare International Standards. Draft International Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO was prepared by Technical Committee ISO/TC 20, Aircraft and space vehicles, Subcommittee SC 9, Air cargo and ground equipment. This fourth edition cancels and replaces the third edition (ISO 11076:2000), which has been technically revised.. ISO 2006 All rights reserved

6 Version 2 Oct2017 Introduction Annexes A and B of this International Standard provide guidelines for the application of different types of deicing/anti-icing fluids as a function of outside air temperature and of weather conditions. These data require frequent updating. ISO/TC 20/SC 9 has agreed to delegating this task under its own guidance to the Association of European Airlines (AEA) and the Society of Automotive Engineers (SAE), which are organizations recognized as experts in the field of de-icing/anti-icing aircraft on the ground. Bibliography [1] ISO 9000:2000, Quality management systems Fundamentals and vocabulary [2] AS6286 recommended training and qualification requirements for ground based aircraft deicing/anti-icing methods and procedures. Latest issue 11/29/16 [3] AS6285, Aircraft Deicing/Anti-Icing Process, latest issued 08/19/16 [4] SAE AMS1424 8), Deicing/Anti-Icing Fluid, Aircraft, SAE Type I [5] SAE AMS1428 8), Fluid, Aircraft Deicing/Anti-Icing, Non-Newtonian, (Pseudoplastic), SAE Types II, III, and IV [6] SAE ARP1971 8), Aircraft Deicing Vehicle Self-Propelled, Large and Small Capacity [7] FSAT 9) (Flight Standards information bulletin for Air Transportation), FAA-Approved De-icing Program Updates (look for latest update) [8] FSAT ) and FSAW ), Approving infrared technology for aircraft ground de-icing/anti-icing facilities [9] Available from AEA (Association of European Airlines), Avenue Louise 350, B-1050, Brussels, Belgium. Website: [10] Available from SAE (Society of Automotive Engineers) Int'l, 400 Commonwealth Drive, Warren dale PA , USA. Website: [11] Available from FAA (Federal Aviation Administration, USA). Website: [12] FAA HOLDOVERTIMETABLE (AC B/ ). ISO 2006 All rights reserved

7 Version 2 Oct2017 Aircraft Ground-based de-icing/anti-icing methods with fluids 1 Scope 1.1 Field of Application This document establishes the minimum requirements for ground based aircraft deicing/anti-icing methods and procedures to ensure the safe operation of aircraft during icing conditions on the ground. This document does not specify the requirements for particular aircraft models. NOTE: Refer to particular aircraft operator or aircraft manufacturer's published manuals and procedures. The application of the procedures specified in this document are intended to effectively remove and/or prevent the accumulation of frost, snow, slush, or ice contamination which can seriously affect the aerodynamic performance and/or the controllability of an aircraft. The principal method of treatment employed is the use of fluids qualified to AMS1424 and AMS1428 (Type I, II, III, and IV fluids). All guidelines referred to herein are applicable only in conjunction with the applicable documents. Due to aerodynamic and other concerns, the application of deicing/anti-icing fluids shall be carried out in compliance with engine and aircraft manufacturer's recommendations. 1.2 Agreements and Contract This information is recommended as a basis for operations and service support agreements. 1.3 Hazardous Materials While the materials, methods, applications, and processes referenced to, or described in this specification may involve the use of hazardous materials, this standard does not address the hazards which may be involved in their use. It is the sole responsibility of the user to ensure their familiarity with the safe and proper use of any hazardous materials and processes and to take necessary precautionary measures to ensure the health and safety of all personnel involved. 2 Normative References 2.1 Applicable Documents. ISO 2006 All rights reserved

8 Version 2 Oct2017 The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. 2.2 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA , Tel: (inside USA and Canada) or (outside USA), AMS1424 Deicing/Anti-Icing Fluid, Aircraft SAE Type 1 AMS1428 Fluid, Aircraft Deicing/Anti-Icing, Non-Newtonian (Pseudoplastic), SAE Types II, III and 4 ARP1971 Aircraft Deicing Vehicle Self-Propelled ARP5058 Enclosed Operator s Cabin for Aircraft Ground Deicing Equipment AS5116 Minimum Operational Performance Specification for Ground Ice Detection Systems ARP5660 Deicing Facility Operational Procedures AS5681 Minimum Operational Performance Specification for Remote On-Ground Ice Detection Systems AS5900 Standard Test Method for Aerodynamic Acceptance of AMS1424 and AMS1428 Aircraft Deicing/Anti-Icing Fluids AIR6284 Forced Air or Forced Air/Fluid Equipment for Removal of Frozen Contaminants AS9968 Laboratory Viscosity Measurement of Thickened Aircraft Deicing/Anti-icing Fluids with the Brookfield LV Viscometer Aircraft Manufacturer Manuals Aircraft Operator Manuals 3 Abbreviations and Definitions For the purposes of this document, the following abbreviations and definitions apply. Abbreviations ACARS ATC APU CDF DDF Aircraft Communications Addressing and Reporting System Air Traffic Control Auxiliary Power Unit Central Deicing Facility Designated Deicing Facility C Degrees Celsius. ISO 2006 All rights reserved

9 Version 2 Oct2017 F Degrees Fahrenheit EFB EMB FAA FP h LOUT min OAT SDS TC Electronic Flight Bag Electronic Message Board Federal Aviation Administration Freezing Point Hours Lowest Operational Use Temperature Minutes Outside Air Temperature Safety Data Sheet Transport Canada Definitions a. Advisory word definitions: The following advisory words are to be used as defined: MAY: This is used to describe that the practice is encouraged and/or optional. SHALL: This will mean that the practice is mandatory. SHOULD: This means that the practice is recommended or strongly encouraged. b. Words and phrase definitions: The following words and phrases are to be used as defined: 3.1 active frost Active frost is a condition when frost is forming. Active frost occurs when aircraft surface temperature is at or below 0 C (32 F) when the humidity of the air is at or below dew point. 3.2 anti-icing Procedure by which fluid is applied to provide protection against the formation of frost or ice or the accumulation of snow or slush on treated surfaces of an aircraft for a limited period of time (Holdover Time). 3.3 anti-icing fluid (a) Mixture of water and Type I fluid; 3.4 anti-icing fluid (b) Premix Type I fluid; 3.5. ISO 2006 All rights reserved

10 Version 2 Oct2017 anti-icing fluid (c) Type II fluid, Type III fluid, or Type IV fluid; 3.6 anti-icing fluid (d) Mixture of water and Type II fluid, Type III fluid, or Type IV fluid. NOTE: Fluids in (b.1) and (b.2) shall be heated to ensure a temperature of 60 C (140 F) minimum at the nozzle. SAE Type II and IV fluids for anti-icing are normally applied unheated on clean aircraft surfaces but may be applied heated. SAE Type III fluids for anti-icing may be applied heated or unheated on clean aircraft surfaces. 3.7 anti-icing code This code is given to the flight crew/pilot in Command that deicing/anti-icing has been carried out and the details of the anti-icing treatment that was applied. 3.8 buffer (freeze point buffer) The difference between Outside Air Temperature (OAT) and the of the fluid used. 3.9 check examination of an aircraft item against a relevant standard by a trained and qualified person 4) Available from FAA (Federal Aviation Administration, USA). Website: 5) Available from Transport Canada. Website: 6) Available from SAE (Society of Automotive Engineers) Int'l, 400 Commonwealth Drive, Warrendale, PA , USA. Website: clear ice layer of pure, transparent, homogeneous, hard and smooth ice bonded to a surface 3.11 cold soaking Ice can form even when the outside air temperature (OAT) is well above 0 C (32 F). An aircraft equipped with wing fuel tanks may have fuel that is at a sufficiently low temperature such that it lowers the wing skin temperature to below the freezing point of water. If an aircraft has been at a high altitude, where cold temperature prevails, for a period of time, the aircrafts major structural components such as the wing, tail, and fuselage will assume the lower temperature, which will often be below the freezing point. This phenomenon is known as cold soaking. While on the ground, the cold soaked aircraft will cause ice to form when liquid water, either as condensation from the atmosphere or as rain, comes in contact with cold soaked surfaces cold soaked clear ice This is the formation of ice, normally in the area of the wing fuel tanks, caused by the cold soak effect. Clear ice is very difficult to be detected visually and may break loose during or after takeoff, and poses a hazard particularly to aircraft with rear fuselage mounted engines cold soaked fuel frost This is the formation of frost, normally in the area of the wing fuel tanks, caused by the cold soak effect ISO 2006 All rights reserved

11 Version 2 Oct2017 cold-soaked wing condition of the wings of aircraft when they have (partly) a very low temperature due to very cold fuel (below 0 C) in the wing tanks NOTE This condition can result from having just landed after a flight at high altitude or from having been refueled with very cold fuel. The following factors contribute to cold-soaking: temperature and quantity of fuel in fuel tanks, type and location of fuel cells, length of time at high altitude, temperature of refueling fuel and time since refueling cold-soaked wing ice/frost Water, visible moisture, or humidity forming ice or frost on the wing surface, when the temperature of the aircraft wing surface is at or below 0 C (32 F) contamination all forms of frozen or semi-frozen moisture deposits on an aircraft such as frost, snow, ice or slush 3.17 contamination check check of aircraft surfaces for contamination to establish the need for de-icing 3.18 de-icing procedure by which frost, ice, slush or snow is removed from an aircraft in order to provide clean surfaces 3.19 de-icing/anti-icing combination of the de-icing and anti-icing procedures NOTE It may be performed in one or two steps de-icing service provider The company responsible for the aircraft deicing/anti-icing operations on an airfield de-icing fluid (a) heated water 3.22 de-icing fluid (b) Heated mixture of water and Type I fluid; 3.23 de-icing fluid (c) Heated premix Type I fluid; 3.24 de-icing fluid (d) Heated Type II, Type III, or Type IV fluid; 3.25 de-icing fluid (e). ISO 2006 All rights reserved

12 Version 2 Oct2017 Heated mixture of water and Type II, Type III, or Type IV fluid. NOTE The effect of unheated deicing fluid is minimal freezing drizzle fairly uniform precipitation composed exclusively of fine drops [diameter less than 0,5 mm (0,02 in)] very close together which freezes upon impact with the ground or other exposed objects 3.27 freezing fog suspension of numerous minute water droplets which freezes upon impact with ground or other exposed objects. NOTE: Freezing fog generally reduces the horizontal visibility at the earth's surface to less than 1 km (0,62 mile) frost/hoarfrost ice crystals that form from ice-saturated air at temperatures below 0 C (32 F) by direct sublimation on the ground or other exposed objects 3.29 freezing rain (light) Precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects, either in the form of drops of more than 0.5 mm (0.02 inch) or smaller drops which, in contrast to drizzle, are widely separated. Measured intensity of liquid water particles is up to 2.5 mm/h (0.10 in/h) or 25 g/dm 2 /h with a maximum of 0.25 mm (0.01 inch) in 6 minutes hail precipitation of small balls or pieces of ice with a diameter ranging from 5 to 50 mm (0,2 to 2,0 in.) falling either separately or agglomerated 3.31 holdover time estimated time for which an anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of an aircraft, under weather conditions as specified in the holdover time guidelines NOTE See annexes ice pellets precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm (0,2 in.) or less. NOTE: The pellets of ice usually bounce when hitting hard ground 3.33 light freezing rain precipitation of liquid water particles, which freezes upon impact with the ground or other exposed objects, either in the form of drops of more than 0,5 mm (0,02 in) or smaller drops which, in contrast to drizzle, are widely separated. NOTE Measured intensity of liquid water particles is up to 2,5 mm/h (0,10 in/h) or 25 g/dm2/h with a maximum of 0,25 mm (0,010 in) in 6 min.. ISO 2006 All rights reserved

13 Version 2 Oct local frost build-up limited formation of frost in local wing areas sub-cooled by cold fuel or large masses of cold metal NOTE This type of frost does not cover the entire wing lowest operational use temperature (LOUT): the higher (warmer) of: The lowest temperature at which the fluid meets the aerodynamic acceptance test (according to AS5900) for a given type (high speed or low speed) of aircraft, or, The freezing point of the fluid plus the buffer of 10 C (18 F) for Type I fluid and 7 C (13 F) for Type II, III, or IV fluids For applicable values, refer to the fluid manufacturer s documentation moderate and heavy freezing rain precipitation of liquid water particles, either in the form of drops of more than 0,5 mm (0,02 inch) or smaller drops which (in contrast to drizzle) are widely separated, which freezes upon impact with the ground. NOTE Measured intensity of liquid water particles is more than 2,5 mm/h (0,10 in/h) or 25 g/dm2/h negative buffer A negative buffer exists when the freezing point of a deicing fluid is above the OAT (see Tables 1 or 2 for first step application limits) operator AOC-holder (Air Operator Certificate holder) in accordance with civil aviation regulations 3.39 proximity sensor A proximity sensor is a safety feature on some models of deicing equipment, that upon activation disengages relevant systems, preventing equipment movement and damage from occurring due to physical contact between equipment components (e.g., spray nozzle, forced air nozzle, operator basket, etc.) and aircraft surfaces. As a safety mechanism, the proximity sensor is designed to prevent damage from occurring to aircraft surfaces, normally while the equipment chassis is in a stationary position (not maneuvering). Where equipped, the type of sensor used may vary by design, and may activate either by physical contact (e.g., a proximity switch with contact mechanism), or by non-physical activation (e.g., infrared, radar, etc.) qualified staff Trained staff who have passed theoretical and practical training tests and have been certified for performing this type of job, see AS6286 training and qualification program rain or high humidity (on cold-soaked wing) water forming ice or frost on the wing surface, when the temperature of the aircraft wing surface is at or below 0 C (32 F) 3.42 rain and snow (mixture) precipitation in the form of a mixture of rain and snow. ISO 2006 All rights reserved

14 Version 2 Oct refractive index Refractive index is the comparative speed of light in different transparent media. The difference in this speed leads to refraction (bending of the light) which can be used to measure the composition of the media. In the case of water and glycol mixture, this refraction can be used to accurately determine the percentage of glycol in the water 3.44 refractometer An optical instrument designed to measure the refractive index of water soluble fluids residue/gel A buildup of dried out thickened fluids typically found in aerodynamically quiet areas of the aircraft rime ice Small, frozen, spherical water droplets, opaque/milky and granular in appearance, which looks similar to frost in a freezer; typically rime ice has low adhesion to the surface and its surrounding rime ice particles slush snow or ice that has been reduced to a soft watery mixture 3.48 snow precipitation of ice crystals, most of which are branched, star-shaped or mixed with unbranched crystals NOTE At temperatures higher than 5 C (23 F), the crystals are generally agglomerated into snowflakes snow grains precipitation of very small white and opaque particles of ice that are fairly flat or elongated with a diameter of less than 1 mm (0,04 in) NOTE 1 When snow grains hit hard ground, they do not bounce or shatter. NOTE 2 For holdover-time purposes, treat snow grains as snow snow pellets precipitation of white, opaque particles of ice, round or sometimes conical, with a diameter range from about 2 mm to 5 mm (0,08 in to 0,2 in) NOTE Snow pellets are brittle, easily crushed; they bounce and may break on hard ground storage tank A vessel for holding fluid that can be fixed, or mobile; includes rolling tanks (ISO tanks), totes, trailers, or drums tactile check A tactile check requires a person to touch specific aircraft surfaces. Tactile checks, under certain circumstances, may be the only way of confirming the critical surfaces of an aircraft are not contaminated. For some aircraft, tactile checks are mandatory as part of the deicing/anti-icing check process to ensure the critical surfaces are free of frozen contaminants. 4 Symbols and abbreviated terms OAT:outside air temperature. ISO 2006 All rights reserved

15 Version 2 Oct2017 FP: freezing point 5 General requirements Aircraft ground de-icing/anti-icing methods shall comply with this International Standard, the ICAO Manual of aircraft ground de-icing/anti-icing operations (Doc AN/940), the applicable national civil aviation regulations (CAR and , JAR-OPS and ACJ 1.345, FAR 14 CFR and (AC ) SAE ARP 4737H and any applicable local rules. The various local rules concerning aircraft cold-weather operations are very specific and shall be strictly adhered to. A pilot shall not take off in an aircraft that has: a) frost, snow, slush or ice present on any propeller, windscreen or power-plant installation or on airspeed, altimeter, rate of climb or flight-altitude instrument systems; b) snow, slush or ice adhering to the wings, stabilizers, control surfaces or fuselage, in gaps between the airframe and control surfaces or in gaps between control surfaces and control tabs, or any frost on the upper surfaces of wings, stabilizers or control surfaces. For this reason, a contamination check of the aircraft surfaces shall be performed prior to departure. 6 Quality assurance program All companies providing deicing/anti-icing services shall have a Quality Program. The purpose of the program is to ensure that deicing/anti-icing of aircraft on the ground is accomplished in accordance with regulatory requirements and guidance, industry standards and the operator s program. To verify effectiveness of the deicing/anti-icing of aircraft on the ground, the Quality Program should include both Quality Assurance (QA) and Quality Control (QC) processes and procedures. 6.1 Quality assurance To meet Quality Assurance (QA) requirements, a company must provide proof it follows the rules and instructions in any specific field correctly and that it has a proper and efficient Quality Control Program. Quality Assurance is confirmed by auditing. Sometimes Audit Pools are formed so that companies are not audited several times on the same process by different entities; for example: IATA s Deicing/Anti-icing Quality Control Pool (DAQCP). All companies should have a Quality Assurance Program in place. Quality assurance programs shall follow the standards published in AS Station Quality Control Program A Quality Control Program shall cover all aspects of aircraft ground deicing/anti-icing and shall include, but is not limited to, the following checks: procedure and instructions up-to-date responsibilities and tasks clearly defined and up-to-date communication procedures/protocols up-to-date all personnel trained and qualified the quality of deicing/anti-icing fluid from all storage tanks, all equipment tanks and all spray nozzles are within limits correct and safe functioning of deicing/anti-icing spray equipment correct and safe functioning of (remote/centralized) deicing/anti-icing facility if applicable reporting methods and reports up-to-date Note: prior to the start of each winter, perform all above listed checks. Note: during each winter season perform quality control checks on deicing/anti-icing fluids from all spray nozzles at operations settings on a regular basis and file test results till the start of the next winter period. 6.3 Fluid Quality Control Checks To ensure the necessary safety margins are maintained in the de-icing/anti-icing operation, the fluid used to both de-ice and anti-ice aircraft surfaces, must meet specification and be at the correct concentration. Factors like pumping, storing, heating, and spraying may cause degradation/contamination of de-icing/anti-icing fluids.. ISO 2006 All rights reserved

16 Version 2 Oct2017 To assure the correct quality of these fluids, follow fluid manufacturer s recommendations and perform the following checks. Results of all testing shall be recorded Fluid Delivery/Acceptance Check a. Check of documentation on each delivery Check that the fluid delivered corresponds to the fluid ordered. Make sure the brand name and concentration of the product specified in the delivery documents corresponds to the delivered fluid. Each container/tank truck shall be checked. Make sure that the brand name and the concentration of the delivered fluid corresponds to the brand name and the concentration of the storage or equipment tanks. Verify each delivery (container/tank truck) has an associated fluid certificate of conformity (C of C). The C of C, at a minimum shall include test results conforming to the three (four for thickened fluids) items listed directly below. Additionally, the fluid manufacturer shall give assurances on the condition of each container and/or bulk loaded delivery tanker trailer. This should be through cleaning certification documentation or previous load documentation. In the absence of these items (C of C and container/trailer status) the receiving organization shall perform the following checks. b. Fluid sample checks Before the first use of the delivered fluid for filling a storage tank or equipment tank, take a sample from the container/tank truck (each separate compartment if applicable) and perform the following checks: 1. Visual examination for color and foreign body contamination 2. Concentration by a Refractive Index check 3. ph (*) 4. Viscosity check for thickened (Type II, III, and IV) fluids All results shall be within the limits set by the applicable fluid manufacturer. * Perform this check if it is suitable to detect degradation of the fluid used Fluid Pre-Season and Within-Season (Mid-Season) Checks Note: Pre-Season must be completed by Sept 15 th and Mid-Season completed by January 15th Type I Fluid checks shall be performed: at the start of the deicing season and mid-season for each vehicle, at least one within-season nozzle sample check should be done on any vehicle or storage tank when fluid contamination or degradation is suspected Fluid samples shall be taken from all deicing/anti-icing fluid spray nozzles of all deicing/anti-icing spraying equipment in the most common concentrations used for deicing/anti-icing and from all storage tanks in use. For vehicles without a mixing system, the sample may be taken directly from the vehicle pre-mix tank after ensuring that the fluid is at a uniform mixture. Perform the following checks on the fluid samples: visual examination. ISO 2006 All rights reserved

17 Version 2 Oct2017 refractive index Ph (*) *perform this check if it is suitable to detect degradation of the fluid used Type II, Type III, and Type IV Fluids checks shall be performed: at the start of the deicing season and mid-season for each vehicle, at least one within-season nozzle sample check should be done on any vehicle or storage tank when fluid contamination or degradation is suspected after equipment maintenance on the fluid pump or spray system that has the potential to affect the quality of the pump (e.g., pumps, nozzles, etc.) Fluid samples shall be taken from all deicing/anti-icing fluid spray nozzles of all deicing/anti-icing spraying equipment for all of the concentrations used for anti-icing and from all storage tanks in use. Perform the following checks: visual examination refractive index Ph (*) Laboratory viscosity fluid sample check requirements Results of the visual, refractive index, and ph checks shall be within the limits set by the applicable fluid manufacturer. Results of viscosity checks on samples from spray nozzles shall be within the limits set for use of the applicable holdover time table and for aerodynamic acceptance (Lowest On-Wing Viscosity and Highest On-Wing Viscosity). Results of viscosity checks on samples from storage tanks shall be within the limits needed to ensure fluid viscosity will meet applicable holdover time table requirements taking into account any expected degradation during the use of fluid application equipment and to ensure aerodynamic acceptance (Lowest On-Wing Viscosity and Highest On-Wing Viscosity) daily concentration checks Fluids or fluid/water mixture samples shall be taken from the deicing/anti-icing equipment nozzles on a daily basis when the equipment is in use. Perform a refractive index check on the samples taken. The sample shall be protected against precipitation. Combustion heaters and trucks shall not be operated in confined or poorly ventilated areas to prevent asphyxiation. Requirements for suitable equipment are described in ARP1971. NOTE 1: Equipment without a mixing system: samples may be taken from the mix tank instead of the nozzle. Ensure the fluid is at a uniform mix.. ISO 2006 All rights reserved

18 Version 2 Oct2017 NOTE 2: Equipment with proportional mixing systems: operational setting for the flow and pressure shall be used. Allow the selected fluid concentration to stabilize before taking a sample. NOTE 3: Equipment with automated fluid mixture monitoring system: the interval for refractive index checks has to be determined by the handling company in accordance with the system design type I fluid from nozzle Maximum permitted concentration shall not be exceeded. For use in a 1-step method and in the 2nd step of a 2-step method, the concentration shall be such that the of the fluid is at least 10 C (18 F) below the OAT. For use in the first step of a two-step method, the concentration shall be such that the freezing point of the fluid is at the OAT or below type I fluid in tanks The concentration shall be within the in-service limits published by the manufacturer for fluid at the applicable concentration type II, III, and IV fluid for fluids from nozzles and in tanks, the concentration shall be within the in-service limits published by the manufacturer for fluid at the applicable concentration. For Type II, III, and IV fluid/water mixtures (50/50 or 75/25) a tolerance range of 0 to +7% from the setting may apply, depending on the product Check on Directly or Indirectly Heated Type II, III, or IV Fluids SAE Type II, III, and IV deicing/anti-icing fluids, if heated (directly or indirectly), shall be heated in a manner to preclude fluid degradation in storage or application. The integrity of the fluid following heating shall be checked periodically. Factors like heating rate and heating time cycles should be considered in determining the frequency of fluid inspections. Refer to the fluid manufacturer's recommendations Fluid Check Methods The following checks may be performed by any equivalent method. a) Visual contamination check Put fluid from the sample into a clean glass bottle. Check for any kind of contamination (e.g., rust particles, debris, rubber or discoloration, etc.). b) Refractive index check Perform a functionality test on the Refractometer. Put a fluid drop taken from the sample or from the nozzle onto the test screen of the refractometer and close the cover plate. Read the value on the internal scale and use the correction factor given by the manufacturer of the fluid in case the temperature of the Refractometer is not 20 C (68 F). Compare the value with the refractive index limits to determine concentration. Clean the Refractometer and return it into the protective cover. c) ph value check This check may be performed either with ph indicator paper (litmus paper) or with a calibrated or functionally tested ph meter. Read the value and compare with the limits for the fluid. Note: In the laboratory, the ph check shall be performed with a calibrated or functionally tested ph meter.. ISO 2006 All rights reserved

19 Version 2 Oct2017 d) Field viscosity check This check may be performed using the fluid manufacturer s recommended method, like a falling ball or the Stoneybrook device. Read the value and compare with the limits for the fluid. e) Laboratory viscosity test Perform the viscosity test using AS9968 Compare the viscosity values with the applicable limits Fluid sampling procedure of Type II, II, or IV Fluids To ensure that the necessary safety margins are maintained between the start of the deicing/anti-icing operation and takeoff, the fluid used to both de-ice and anti-ice aircraft surfaces must meet specification and be at the correct concentration. Due to the possible effect of vehicle/equipment heating and/or delivery system components on fluid condition, it is necessary for the sampling method to simulate typical aircraft application. This section describes some methods for collecting samples of Type II, III, and IV fluids, sprayed from operational aircraft deicing/anti-icing vehicles and equipment, prior to the necessary quality control checks being carried out. a. Method using a purpose built stand Spray the fluid onto a purpose built stand, consisting of a suitable plate (for application) and an associated fluid collection system. In the absence of such a stand, a suitable apparatus can be used. The distance between the spray nozzle and the surface shall be approximately 1 to 3 m, and the fluid shall be sprayed perpendicular to the surface. By following this simple procedure, a representative nozzle sample can be obtained. If there are any questions about the de-icing fluid, contact and consult the fluid manufacturer. If there are any questions about the de-icing vehicle or unit, pump, pump pressure, etc., consult the ground service equipment shop or the vehicle manufacturer. Select the required flow rate/spray pattern for the fluid to be sampled simulating routine operations. Spray the fluid to purge the lines and check the concentration of a sample, taken from the gun/nozzle after purging. Should the refractive index indicate that the lines have not been adequately purged, repeat the previous step until the concentration is correct for the fluid to be sampled (on certain vehicles it may be necessary to spray more than 50 L of fluid, before the lines are completely purged). Direct the fluid onto the sampling surface and spray an adequate amount of fluid to allow for a 1L sample to be taken. b. Trash can method: items required: Large garbage cans, buckets, or 55-gallon drums Large trash can liners Sample bottle that is clean and dry Procedure for nozzle sample: Set trash cans out and put two liners in each trash can. Weigh the trash can down with sand or blocks. Stand about +1 to 3 m or 4 to 10 feet away from the cans. Open the nozzle and spray into one of the trash cans so that the lines are purged of any old fluid. When the line has been purged, move the nozzle to the next trash can, keeping the nozzle open. Do not close the nozzle and restart as that will shear the fluid. Spray 2 to 3 gallons (8 to 12 L) into the second trash can. Pull the liner out and put a small hole in bottom of bag to fill the sample bottle. c. Sample identification Attach a label to each sample bottle providing the following data: Manufacturer's brand name and full name and type of the fluid (e.g., Kilfrost ABC- 3/Type II). ISO 2006 All rights reserved

20 Version 2 Oct2017 Identification of deicing/anti-icing equipment (e.g., Elephant Beta DT04, Fixed Rig R001, etc.) Detail where the sample was taken from (e.g., nozzle, storage tank, or equipment tank) Mixture strength (e.g., 100/0, 75/25, etc.) Station (e.g., BAK, etc.) Date sample was taken *Forced Air Deicing a.general. FAS are designed to remove frozen contamination by the use of forced airand/or forced air augmented with Type I fluid injected into or sprayed over a high-speed airstream, or to apply Types II, III, or IV fluids over the airstream as an anti-icing process. In the case of Type I fluids, aircraft surfaces must be anti-iced with heated Type I fluid without using forced air if Type I HOTs are to be used. Depending on the specific system, the operator may be able to select from several FAS modes, including: Forced air alone. Forced air augmented with Type I fluid. Types II, III, or IV fluids applied over the forced air stream. Note: Detailed Information on forced air is found in the QRH. ISO 2006 All rights reserved

21 Version 2 Oct Requirements for staff training and qualifications 7.1 Personnel qualifications De-icing/anti-icing procedures shall be carried out exclusively by personnel trained and qualified in this subject. Companies providing de-icing/anti-icing services shall have both a training/qualification program and a quality control program to monitor and maintain an acceptable level of competence. The position of the Director of Training and Quality Assurance will be appointed by the managing partner(s). Certification will be submitted upon request. Training programs shall follow the guidelines and recommendations published in AS Training for crews Both initial and annual recurrent training for flight crews and ground crews shall be conducted to ensure that all such crews obtain and retain a thorough knowledge of aircraft de-icing/anti-icing policies and procedures, Post De-icing/Anti-icing check, Anti-icing code and communication with flight crews including new procedures and lessons learned. Training success shall be proven by an examination/assessment which shall cover all training subjects listed in 7.3. The theoretical examination shall be in accordance with the latest local examination rules/requirements. The pass mark shall be 75 % and only persons passing this examination can be qualified. For personnel performing the actual de-icing/anti-icing treatment on aircraft, practical training with the deicing/ anti-icing equipment shall be included. 7.3 Subjects to be covered in training Training shall include the following items as a minimum: a) effects of frost, ice, slush, snow and fluids on aircraft performance; b) basic characteristics of aircraft de-icing/anti-icing fluids, including causes and consequences of fluid degradation and residues; c) general techniques for removing deposits of frost, ice, slush and snow from aircraft surfaces and for anti-icing; d) de-icing/anti-icing procedures in general and specific measures to be performed on different aircraft types; e) types of check required; Post De-icing/Anti-icing operation, Clear Ice/Tactical check. f) de-icing/anti-icing equipment and facilities operating procedures including actual operation; g) safety precautions; engine contamination check/removal; h) emergency procedures; i) fluid application and limitations of holdover-time tables; j) anti-icing codes and communication procedures; k) specific al provisions and procedures for contract de-icing/anti-icing (if applicable); l) environmental considerations, e.g. where to de-ice, spill reporting, hazardous-waste control; m) new procedures and development, lessons learned from previous winters. 7.4 Records Records of personnel training and qualifications shall be maintained for proof of qualification. All personnel training records are kept on file for a duration of one year.. ISO 2006 All rights reserved

22 Version 2 Oct2017 This figure is an example of a completion certificate NOTE: Upon completing deicing training, each personnel will receive a completion certificate based on the type of training they have conducted. Figure Instructor Training Requirements All personnel are required to have a minimum of 36 months of deicing/anti-icing practical experience. In addition, qualified personnel must have a minimum of 2 years of prior instructing experience/classroom training. Possession of an FAA Airframe & Powerplant, Commercial pilot/atp rating, and/or flight instructor license satisfies the minimum requirements. Instructors are required to be qualified annually by written examination with a minimum score of 75%. Personnel must fully comprehend the operational procedures governed by FAA AC120.60b, AC120.58, FAR , ISO 11076, SAE 4737H. In addition, trainers may be appointed train-the-trainer status by airline customers own training/qa department after successful completion of a written/oral examination. 8 Requirements for fluid handling 8.1 Environment De-icing/anti-icing fluid is a chemical product with environmental impact. During fluid handling, avoid any unnecessary spillage and comply with local environmental and health laws and the manufacturer's safety data sheet. 8.2 Fluid acceptance General Fluid acceptance will require the fluid manufacturer s release documentation (e.g. certificate of conformance, certificate of analysis) from the supplier, visual inspection and a verification to check if the correct fluid is delivered. It is recommended that the winter operations programme ensures and verifies that de-icing/anti-icing fluids are not degraded beyond the fluid manufacturer s limits Fluid sampling procedure for type II, type III, or type IV fluids Introduction To ensure that the necessary safety margins are maintained between the start of the de-icing/anti-icing operation and take-off, the fluid used to both de-ice and anti-ice aircraft surfaces, shall be in an ex-fluid manufacturer's condition and at the correct concentration. Due to the possible effect of vehicle/equipment heating and/or delivery-system components on fluid condition, it is necessary for the sampling method to simulate typical aircraft application.. ISO 2006 All rights reserved

23 Version 2 Oct2017 This section therefore describes the approved methods for collecting samples of type II, III, and IV fluids, sprayed from operational aircraft de-icing/anti-icing vehicles/equipment, prior to the necessary quality control checks (see 8.2.3) being carried out Method The application is made on a clean polythene sheet (approximately 2 m 2 m) laid directly on the ground, or on an aluminum plate with associated recovery system (an equivalent method may be used providing correlating spraying tests are done). Depending on wind speed/direction at the time of sampling the polythene sheet may require to be weighted down at the edges to prevent movement. The distance between the spray nozzle and the surface shall be approximately 3 m and the fluid shall be sprayed perpendicular to the surface. Where different spray patterns and flow rates are used during routine de-icing/anti-icing operations, samples shall be taken at typical nozzle settings (e.g. fine, medium or coarse) and flow rates for anti-icing Procedure Select the required flow rate/spray pattern for the fluid to be sampled. Spray the fluid to purge the lines and check the concentration of a sample, taken from the gun/nozzle after purging. Should the refractive index indicate that the lines have not been adequately purged, repeat previous step until the concentration is correct for the fluid to be sampled (on certain vehicles it may be necessary to spray more than 50/g of fluid before the lines are completely purged).direct the fluid on to the sampling surface and spray an adequate amount of fluid to allow for a 1 l sample to be taken Where a polythene sheet is used for sampling purposes, carefully lift the corners of the sheet and collect 1/g of the fluid in a clean and dry bottle. WARNING: THE USE OF ETHYLENE GLYCOL IS PROHIBITED AT ALL TIMES Reference fluid For reference purposes, take a 1 l sample of the base fluid from the storage facility and a 1 l sample from the fluid tank of the de-icing/anti-icing equipment/vehicle being sampled Identification of samples Attach to each sample a label carrying the following data: brand name and type of the fluid (e.g. Kilfrost ABC-3/Type II, Clariant MPII 1951/Type II, etc.); identification of de-icing/anti-icing equipment/vehicle (e.g. Elephant Beta DT04, Fixed Rig R001, etc.); indicate flow rate and spray pattern; detail where the sample was taken from (e.g. nozzle, storage tank or equipment/vehicle tank); mixture strength (e.g. 100/0, 75/25, etc.); station (e.g. BAK, etc.); date sample was taken Checking procedure for aircraft de-icing/anti-icing fluids Introduction This checking procedure for aircraft de-icing/anti-icing fluids ensures that the required safety standards concerning the de-icing/anti-icing fluids quality are maintained. When discrepancies are found, further investigation has to be conducted prior to use of the fluid Delivery check for fluids NOTE: Upon fluid delivery, use UAD Form Receiving Glycol Shipments Before filling the tank with the de-icing/anti-icing fluid it shall be established that the brand name and the concentration of the product mentioned in the packing list corresponds to the brand name and the concentration mentioned on the storage tank.. ISO 2006 All rights reserved

24 Version 2 Oct2017 A sample of the delivered product shall be taken and checked from each batch before the storage tank/vehicle is filled. Perform the delivery check for fluids as follows. Type I fluid: perform a visual contamination check according to ; perform a refractive-index check according to ; perform a ph-value check according to Type II, type III and type IV fluids: perform a visual contamination check according to ; perform a refractive index check according to ; perform a ph-value check according to ; perform a field viscosity check according to De-icing/anti-icing vehicle fluid checks Concentration checks Fluids or fluid/water mixture samples shall be taken from the de-icing/anti-icing vehicle nozzles on a daily basis when vehicles are in use. In addition, from trucks without a mixing system, mixture samples shall be taken (after sufficient mixing/stirring to ensure a uniform mixture) each time the tanks are (re)filled with water and/or de-icing/anti-icing fluid. The sample shall be protected against precipitation. Perform a refractive index check according to For trucks without a mixing system, samples may be taken from the truck tank instead of the nozzle. For trucks with proportional mixing systems, operational setting for flow and pressure shall be used. Allow the selected fluid concentration to stabilize before taking sample (see also ). For trucks with an automated fluid mixture monitoring system, the interval for refractive index checks shall be determined by the handling company in accordance with the system design Checks on (directly or indirectly) heated fluids Fluid or fluid/water mixture samples shall be taken from the de-icing/anti-icing vehicle tanks. As a guideline, the interval should not exceed two weeks, but it may be adjusted in accordance with local experience. Perform a refractive index check in accordance with Laboratory checks for fluids The laboratory checks shall be performed for the fluids at the start of the de-icing season and upon request by the airline. Fluid samples shall be taken from all de-icing/anti-icing vehicle spray nozzles of all vehicles and from all storage tanks in use. For thickened de-icing/anti-icing fluids, take the sample as described in fluid sampling procedure for type II,type III, and type IV fluids (see 8.2.2). Perform the laboratory check for fluids as follows. Type I fluid: perform a visual contamination check according to ; perform a refractive-index check according to ; perform a ph-value check according to Type II, type III and type IV fluids: perform a visual contamination check according to ; perform a refractive-index check according to ; perform a ph-value check according to ; perform a laboratory viscosity check according to (not applicable to samples taken from spray nozzle(s) used for de-icing exclusively). If a discrepancy is found during the laboratory check, the following procedures must be followed: 1. Confirm batch number on test report corresponds to the sample submitted 2. Sample findings and type of tests performed are compared to manufacturer s certificate of analysis 3. Confirm fluid tests are within the acceptable manufacturer s range to reconfirm the findings 4. Director of Quality Assurance is contacted to quarantine and identity the location of all fluids identified in the findings 5. The manufacturer is contacted and provided with a copy of the findings 6. Manufacturer and third party laboratory are sent samples for full fluid sampling. ISO 2006 All rights reserved

25 Version 2 Oct If findings are confirmed, fluid is reverted back to manufacturer and all equipment containing compromised fluid will be flushed in accordance with GSE maintenance schedule manual Field check for fluids A field check for fluids shall always be made when station inspection is made. The samples shall be taken from the storage tank and from the de-icing/anti-icing equipment nozzle. For thickened de-icing/anti-icing fluids, take the sample as described in the fluid-sampling procedure for type II, type III or type IV fluids (see 8.2.2). Perform the field test for fluids as follows. Type I fluid: perform a visual contamination check according to ; perform a refractive-index check according to ; perform a ph-value check according to Type II, type III and type IV fluids: perform a visual contamination check according to ; perform a refractive-index check according to ; perform a ph-value check according to ; perform a field viscosity check according to Fluid check methods Visual contamination check Put fluid from the sample into a clean glass bottle or equivalent; check for any kind of contamination (e.g. rust particles, metallic debris, rubber parts, etc.); the check can be made by any equivalent method Refractive-index check (Use form UAD to perform monthly refract check on storage tanker) Make sure the refractometer is calibrated and clean; (Note: Refractometer calibration is completed by an off-site laboratory) put a fluid drop taken from the sample or from the nozzle on to the test screen of the refractometer and close the prism; read the value on the internal scale and use the correction factor given by the manufacturer of the fluid in case the temperature of the refractometer is not 20 C; Note: All fluid checks are conducted in accordance with Fluid Mfg. Specifications Refractive-index check (cont d) compare the value with the figures from the fluid manufacturer; clean the refractometer and return it into the protective cover; the check can be made by any equivalent method. The refractive index check is performed upon receipt of fluid delivery from the manufacturer. If index readings are found to be outside of the manufacturer s acceptable range, the fluid shipment must not be accepted, and the fluid must be reverted to the manufacturer. Refractive-index checks are carried out prior to deicing. Samples are taken from vehicle nozzles and are recorded on the work order form. If the index falls outside of the manufacturer s range, an additional sample is taken from the truck s tank and is also compared to the manufacturer s range to isolate the cause of the refractive-index reading. If both location readings fall outside of the manufacturer s range, a different calibrated refractometer must be used to conduct both readings again. If all readings are found to be out of range, all the fluid must be flushed from the truck s system. The Director of Quality Assurance must be contacted and advised of findings to determine the root cause of findings. If a discrepancy is found during the refractive-index check, the following procedures must be followed: 1. Confirm batch number on test report corresponds to the sample submitted 2. Sample findings and type of tests performed are compared to manufacturer s certificate of analysis 3. Confirm fluid tests are within the acceptable manufacturer s refractive index range to reconfirm the findings. ISO 2006 All rights reserved

26 Version 2 Oct Director of Quality Assurance is contacted to quarantine and identity the location of all fluids identified in the findings 5. The manufacturer is contacted and provided with a copy of the findings 6. Manufacturer and third-party laboratory are sent samples for full fluid sampling 7. If findings are confirmed, fluid is reverted back to manufacturer and all equipment containing compromised fluid will be flushed in accordance with GSE maintenance schedule manual ph-value check The ph-value check is conducted using the OAK WD ph-value Meter 20c) Before measurement, rinse ph electrode and temperature probe with clean water to remove impurities stuck onto the bodies of probes; Power on the meter using ON/OFF key. Press MODE key to select your desired mode operation (Ph, Mv, Ion, or Temperature); Dip and stir both probes gently into an aqueous test sample, swirl gently and wait for the reading to stabilize. Note the reading. Freeze the displayed if desired; Rinse probes with clean water before taking next reading or storage; compare the ph-value with the figures from the fluid manufacturer; the check can be made by any equivalent method Field viscosity check The field viscosity check is conducted using the Needle Falling Method and performed with the PDVdi-120 Portable Field Viscometer: Unscrew the syringe cap if needed; Pull down the syringe plunger until it remains at the bottom of the syringe (25mL); Slide the syringe into the viscometer main body and then place it on the flat and level surface; Pour the sample into the syringe up to the top of the viscometer main body; Measure and record the sample temperature by using the digital thermometer supplied; Screw the extension bar into the needle; Insert the needle into the syringe until the top of the needle reaches the top of the syringe and then drop the needle. Note: In order to drop the needle, hold and release the tip of the extension bar attached to the top of the needle; Measure the falling time between two markings on the extension bar attached to the needle. Note: After dropping the needle, start and stop the stopwatch when the bottom and top markings on the extension bar meet the top of the syringe, respectively; If you miss the falling time measurement from the previous step, remove the sample from the syringe and repeat the second to the eighth steps. Note: In order to remove the sample or lift the needle, remove the syringe with the needle from the viscometer main body and then hold the top of the syringe plunger with one hand, and then slowly lift the needle with the other hand; Record the Needle Falling Time; Determine the viscosity by using the corresponding graph for the fluid being tested, as provided by the fluid manufacturer; Caution: -Use water or mild soap and water or alcohol to clean the viscometer main body, syringe and needle. -Dry the viscometer main body, syringe and needle after cleaning the check can be made by any equivalent method Laboratory viscosity check (Note: Only completed in off-site laboratory) Perform the viscosity check in accordance with SAE AIR 9968 or the fluid manufacturer s specific instructions, if different from AIR 9968; the measurements shall be carried out at rotation speeds of 0,005 s 1 (0,3 rpm); the temperatures at which the measurements are made and the spindle number shall be reported; compare the viscosity values with figures from the fluid manufacturer; the check can be made by any equivalent method.. ISO 2006 All rights reserved

27 Version 2 Oct2017 Note: All fluid analysis checks mentioned above are conducted by Kilfrost Inc., Clariant Corp & Laboratory Service Inc. 8.3 Mixing of different products Different products shall not be mixed without additional qualification testing. 8.4 Storage Tanks dedicated to the storage of de-icing/anti-icing fluids shall be used Storage tanks shall be of materials compatible with the de-icing/anti-icing fluids, as specified by the fluid manufacturer (corrosion-resistant steel, plastic, etc.). Care should be taken to avoid using dissimilar metals in contact with each other, as galvanic couples may form and degrade thickened fluids Tanks shall be conspicuously labeled to avoid contamination Tanks shall be inspected annually for corrosion and/or contamination. If corrosion or contamination is evident, tanks shall be maintained to standard or be replaced. To prevent corrosion at the liquid/vapour interface and in the vapour space, a high liquid level in the tanks is recommended. NOTE If the quality of the fluids is checked in accordance with 8.2.3, the inspection interval may be longer than one year. ( Use form UAD 8.4 for pre tank inspection prior to start of deicing season) The storage temperature limits shall comply with the manufacturer's guidelines The stored fluid shall be checked routinely to insure that no degradation/contamination has taken place. 8.5 Pumping De-icing/anti-icing fluids can show degradation caused by excessive mechanical shearing. Therefore, only compatible pumps and spraying nozzles shall be used. The design of the pumping systems shall be in accordance with the fluid manufacturer's recommendations. 8.6 Transfer lines Dedicated transfer lines shall be conspicuously labeled to prevent contamination and shall be compatible with the de-icing/anti-icing fluids to be transferred. 8.7 Heating De-icing/anti-icing fluids shall be heated according to the fluid manufacturer's guidelines. For type I fluids, water loss may cause undesirable aerodynamic effects. For type II, III and IV fluids thermal exposure and/or water loss may cause a reduction in fluid viscosity leading to lower holdover times. The fluids shall be checked periodically in accordance with CAUTION Avoid unnecessary heating of fluid in vehicle tanks. Prolonged or repeated heating of fluids (directly or indirectly) may result in loss of water which can lead to performance degradation of the fluid. Any of the following situations or a combination of them can accelerate the fluid performance degradation: a) low fluid consumption; b) trucks being in standby mode with heating system on for extended periods of time; c) high temperatures in fluid tanks; d) high temperatures in water tanks that are in direct contact with the fluid tanks (no insulation between tanks). 8.8 Application Application equipment shall meet the requirements of ISO and be cleaned thoroughly before being initially filled with a de-icing/anti-icing fluid in order to prevent fluid contamination De-icing/anti-icing fluid in trucks shall not be heated in confined or poorly ventilated areas The quality of the fluid at the spray nozzle shall be checked periodically.. ISO 2006 All rights reserved

28 Version 2 Oct Contamination check This is a check for the need to de-ice. This check shall include the areas mentioned in 12.1 to 12.8 and any other as recommended by the aircraft manufacturer. It shall be performed from points offering sufficient visibility of these parts (e.g. from the de-icing vehicle itself or any other suitable piece of equipment). Any contamination found, except frost mentioned in 12.2 and 12.8, shall be removed by a de-icing treatment. If anti-icing is also required, this treatment may be performed as a one-step or two-step de-icing/anti-icing of the relevant surfaces. 9.1 Engine Contamination check Engine inlets and fan blades, aeroplane probes and sensors and other external aeroplane instruments need deicing in some cases (based on the aeroplane operators instructions). Engine inlets can generally be cleaned with a brush or manually by hand. Engine covers may be installed after engine shut down in order to minimise engine ice build up (refer to airline operator and engine manufacturer instructions). Fan blades and the bottom of the engine air inlet needs to be de-iced with hot air (noting manufacturer recommended temperature limits), or other means recommended by the engine manufacturer. No de-icing fluid is to be sprayed into engines. Propellers may have ice along the leading edges and/or may collect snow/slush along the side during a ground stop. This contamination can be removed manually with a soft cloth or by hand. Some manufacturers allow the propellers to be sprayed but some forbid the use of glycol. Hot air, or other means recommended by the engine manufacturer, can be used for de-icing propellers (composite propellers have temperature limits that must be noted). Aeroplane external instruments, probes and sensors may need de-icing and this should be performed using aeroplane operators procedures in accordance with the aeroplane manufacturer (e.g. aeroplanes own deicing system, manually or hot air). This task shall only be performed or supervised by properly trained and qualified (as applicable) personnel. 9.2 Engine Contamination Removal Deposits of snow should be mechanically removed from engine intakes prior to departure. Any frozen deposits that may have bonded to either the lower surface of the intake or the fan blades may be removed by hot air or other means recommended by the engine manufacturer. If use of deicing fluid is permitted, do not spray directly into engine core. If using deicing fluid the spray pattern has to be in a mist form and not more than psi from nozzle. This has to be supervised and authorized by a certified aircraft maintenance representative from the respective carrier. 10 Procedures 10.1 Need for de-icing/anti-icing The following procedures specify the recommended methods for de-icing and anti-icing of aircraft on the ground to provide an aerodynamically clean aircraft. When aircraft surfaces are contaminated by frozen moisture, they shall be de-iced prior to dispatch. When freezing precipitation exists and there is a risk of contamination adhering to the surfaces at the time of dispatch, aircraft surfaces shall be anti-iced. If both de-icing and anti-icing are required, the procedure may be performed in one or two steps (see 3.13). The selection of a one- or two-step process depends upon weather conditions, available equipment, available fluids and the holdover time to be achieved. If a one-step procedure is used, then both 10.2 and 10.3 apply. De-icing/anti-icing location: de-icing/anti-icing as close as possible to the beginning of the departure runway provides the minimum interval between de-icing/anti-icing and take-off. NOTE 1 Slippery conditions can exist on the ground or equipment following the de-icing/anti-icing procedures. For guidance regarding fluid limitations, see NOTE 2 Where holdover time is critical, a two-step procedure using undiluted type II, III or IV fluid for the second step should always be considered De-icing General Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids, mechanical methods,. ISO 2006 All rights reserved

29 Version 2 Oct2017 alternate technologies or combinations thereof. The following procedures shall be used for their removal when using fluids and/or infrared de-icing. NOTE 1 Alternate technology can be used to accomplish the de-icing process, provided that the requirements in Clause 12 be accomplished. NOTE 2 A pre-step process can be done prior to de-icing/anti-icing. If agreed to by the aircraft operator, a pre-step process prior to the de-icing process, in order to remove large amounts of frozen contamination (e.g. snow, slush or ice), can be considered to reduce the quantity of glycol-based de-icing fluid needed. This pre-step process can be performed with various means (e.g. brooms, forced air, heat, heated water, heated fluids with negative buffer freezing point). If the pre-step procedure is used, make sure that the subsequent de-icing process removes all frozen contamination including the contamination that may have formed on surfaces and or in cavities due to the pre-step process Requirements Ice, snow, slush and frost shall be removed from aircraft surfaces prior to dispatch or prior to anti-icing De-icing with fluids General This section establishes the procedures for removal of frozen contamination by fluids. For maximum effect, fluids should be applied close to the surface of the aircraft skin to minimize heat loss. NOTE: The heat in the fluid effectively melts any frost, as well as light deposits of snow, slush and ice. Heavier accumulations require the heat to break the bond between the frozen deposits and the structure; the hydraulic force of the fluid spray is then used to flush off the residue. The de-icing fluid will prevent refreezing for a period of time depending on aircraft-skin and ambient temperature, the fluid used, the mixture strength and the weather Removal of frost and light ice A nozzle setting giving a solid cone (fan) spray should be used. NOTE This ensures the largest droplet pattern available, thus retaining the maximum heat in the fluid. Providing the hot fluid is applied close to the aircraft skin, a minimal amount of fluid will be required to melt the deposit Removal of snow A nozzle setting sufficient to flush off deposits and minimize foam production is recommended. Foam could be confused as snow. The procedure adopted will depend on the equipment available and the depth and type of snow, i.e. light and dry or wet and heavy. In general, the heavier the deposits the heavier the fluid flow that will be required to remove it effectively and efficiently from the aircraft surfaces. For light deposits of both wet and dry snow, similar procedures as for frost removal may be adopted. Wet snow is more difficult to remove than dry snow and unless deposits are relatively light, selection of high fluid flow will be found to be more effective. Under certain conditions it will be possible to use the heat, combined with the hydraulic force of the fluid spray to melt and subsequently flush off frozen deposits. However, where snow has bonded to the aircraft skin, the procedures detailed in should be utilized. Heavy accumulation of snow will always be difficult to remove from aircraft surfaces and vast quantities of fluid will invariably be consumed in the attempt. Under these conditions, serious consideration should be given to removing the worst of the snow manually before attempting a normal de-icing procedure Mechanical Method: The removal of snow and ice from an aircraft using equipment such as a snowbroom, squeegee, rope or other approved economical method a Engine Contamination Removal: Deposits of snow should be mechanically removed from engine intakes prior to departure. Any frozen deposits that may have bonded to either the lower surface of the intake or the fan blades may be removed by hot air (150 F max) or other means recommended by the engine manufacturer. If use of deicing fluid is permitted, do not spray directly into engine core. If using deicing fluid, the spray pattern has to be in a mist form and not more than psi from nozzle. This has to be supervised and authorized by a certified aircraft maintenance representative from the respective carrier.. ISO 2006 All rights reserved

30 Version 2 Oct Removal of ice Heated fluid shall be used to break the ice bond. The method makes use of the high thermal conductivity of the metal skin. A stream of hot fluid is directed at close range on to one spot at an angle of less than 90, until the aircraft skin is just exposed. The aircraft skin will then transmit the heat laterally in all directions raising the temperature above the freezing point thereby breaking the adhesion of the frozen mass to the aircraft surface. By repeating this procedure a number of times, the adhesion of a large area of frozen snow or glazed ice can be broken. The deposits can then be flushed off with either a low or high flow, depending on the amount of the deposit De-icing fluid application strategy General For effective removal of snow and ice, the following techniques shall be adopted. NOTE Ice, snow or frost dilutes the fluid. Apply enough hot de-icing fluid to ensure that re-freezing does not occur and all contaminated fluid is driven off Aircraft-unique procedures Certain aircraft can require unique procedures to accommodate design differences. See the aircraft manufacturer's instructions Wings/tailplane Spray from the tip inboard to the root from the highest point of the surface camber to the lowest. However, aircraft configurations and local conditions may dictate a different procedure Vertical surfaces Start at the top and work down Fuselage Spray along the top centre-line and then outboard. Ensure that it is clear of ice and snow in accordance with the aircraft manufacturer s manuals. Hoarfrost may be allowed Landing gear and wheel bays The application of de-icing fluid in this area shall be kept to a minimum. De-icing fluid shall neither be sprayed directly on to wheels and brakes, nor on towbarless tractor cradles. Accumulations such as blown snow may be removed by other means than fluid (mechanically, forced air, etc.). However, where deposits have bonded to surfaces, they can be removed by the application of hot air or by spraying with hot de-icing fluids Engines Deposits of snow shall be removed mechanically from engine intakes prior to departure utilizing soft bristle brush or squeegee. Any frozen deposits that have bonded to either the lower surface of the intake, the fan blades (including the rear-side) or propellers, shall be removed by hot air or other means recommended by the engine manufacturer. The hot air temperature should not exceed more than 150 F at low air pressure De-icing by infrared technology This section establishes the procedures for removal of frozen contamination by using infrared de-icing technology. NOTE Specific information on facility requirements, as well as their inclusion in aircraft ground de-icing programmes, can be found in publications FSAT and FSAW listed in the bibliography section of this document General requirements: Ice, slush, snow and frost shall be removed from aircraft surfaces prior to dispatch from the facility and/or prior to anti-icing.. ISO 2006 All rights reserved

31 Version 2 Oct De-icing using infrared energy is accomplished through heat that breaks the bond of adhering frozen contamination. The application of infrared energy may be continued to melt and evaporate frozen contaminants. Wet surfaces require an application of heated de-icing fluids to preclude refreezing after removal of the infrared energy source. When required, for operations other than frost or leading edge ice removal and when OAT is at or below 0 C (32 F), an additional treatment with hot de-icing fluid shall be performed within the facility to prevent re-freezing of water which may remain in hidden areas. CAUTION If the aircraft requires additional de-icing and de-icing/anti-icing fluids have been applied before flight, conventional de-icing/anti-icing with fluids shall be performed The aircraft shall be inspected in accordance with the requirements in Clause 12 (general aircraft requirements after de-icing/anti-icing) If anti-icing is required, it shall be accomplished in accordance with section If anti-icing is performed inside the facility, infrared power levels shall be adjusted as required during the anti-icing process to prevent the re-accumulation of frozen contamination due to the effect of blowing snow through the facility and to maintain fluid integrity for the time the aircraft is in the facility. Dehydration of the fluid can negatively impact the fluid performance Anti-icing General Ice, snow, slush or frost will, for a period of time, be prevented from adhering to, or accumulating on, aircraft surfaces by the application of anti-icing fluids. The following procedures shall be adopted when using anti-icing fluids. For effective anti-icing, an even layer of fluid of sufficient thickness is required over the prescribed aircraft surfaces that are clean (free of frozen deposits). For maximum anti-icing protection, undiluted, ISO type II, III or IV fluids should be used. The high fluid pressures and flow rates normally associated with de-icing are not required for this operation and, where possible, pump speeds should be reduced accordingly. The nozzle of the spray gun should be adjusted to provide a medium spray. NOTE ISO type I fluids provide limited holdover effectiveness when used for anti-icing purposes. Little benefit is gained from the minimal holdover time generated Required usage Anti-icing fluid shall be applied to the aircraft surfaces when freezing rain, snow or other freezing precipitation may adhere to the aircraft at the time of aircraft dispatch Optional usage Anti-icing fluid may be applied to aircraft surfaces at the time of arrival (preferably before unloading begins), on short turnarounds during freezing precipitation and on overnight parked aircraft. NOTE: This will minimize ice accumulation prior to departure and often makes subsequent de-icing easier. On receipt of a warning of frost, snow, freezing drizzle, freezing rain or freezing fog from the local meteorological service, anti-icing fluid may be applied to clean aircraft surfaces prior to the start of freezing precipitation. NOTE 2 This will minimize the possibility of snow and ice bonding or reduce the accumulation of frozen precipitation on aircraft surfaces and facilitate subsequent de-icing Anti-icing fluid application strategy CAUTION Anti-icing fluids may not flow evenly over wing leading edges, horizontal and vertical stabilizers. These surfaces should be checked to ensure that they are properly coated with fluid. The process should be continuous and as short as possible. Anti-icing should be carried out as near to the departure time as operationally possible in order to utilize maximum holdover time. The anti-icing fluid shall be distributed uniformly and with sufficient thickness over all surfaces to which it is applied. In order to control the uniformity, all horizontal aircraft surfaces shall be visually checked during application of the fluid. The correct amount is indicated by fluid just beginning to run off the leading and trailing edges.. ISO 2006 All rights reserved

32 Version 2 Oct2017 NOTE: For guidance on the amount of fluid, refer to the SAE publication[3]. The most effective results are obtained by commencing on the highest part of the wing section and covering from there towards the leading and trailing edges. On vertical surfaces, start at the top and work down. The following surfaces shall be treated: a) wing upper surface and leading edges; b) horizontal stabilizer upper surface including leading edges and elevator upper surface; c) vertical stabilizer and rudder; d) fuselage upper surfaces depending upon the amount and type of precipitation (especially important on centre-line engine aircrafts) Local frost prevention in cold-soaked wing areas Introduction Wing surface temperatures can be considerably below ambient due to contact with cold fuel and/or close proximity to large masses of cold-soaked metal. In these areas, frost can build up on wing surfaces and may result in the entire wing being de-iced/anti-iced prior to the subsequent departure. This procedure provides recommendations for the prevention of local frost formation in cold-soaked-wing tank areas during transit stops in order to make de-icing/anti-icing of the entire wings unnecessary under such circumstances. This procedure does, however, not supersede standard de-icing/anti-icing procedures and has to fulfil the requirements of Clause 12. This procedure also does not obviate any requirements for treatment and inspections in accordance with aircraft-manufacturer manuals Procedure Using suitable spray equipment, apply a proper coating of undiluted type II or IV anti-icing fluid on the wings in the limited cold-soaked areas where formation of frost may be expected due to contact of the wing skin with sub-cooled fuel or masses of cold metal. A proper coating completely covers the treated area with visible fluid. NOTE: For limitations see Limits and precautions This local frost prevention procedure does not substitute standard de-icing/anti-icing procedures in accordance with 10.1 to 10.3, clear-ice checks or any other aircraft-manufacturer requirements, nor the requirement that aircraft surfaces are clear of frost, slush, snow and ice accumulation. This local frost prevention procedure shall only be carried out if approved by the operator of the aircraft to be treated, and it shall only be carried out by properly qualified and trained personnel. This local frost prevention procedure shall be applied on clean wings immediately following arrival of the aircraft. Application is acceptable at the latest when frost is just starting to build up, but in this case the fluid shall be applied at a minimum temperature of 50 C. If precipitation occurs between application of the fluid and dispatch of the aircraft and/or if precipitation is expected before take-off, a standard deicing/ anti-icing treatment shall be performed in accordance with 10.1 to The wings shall receive the same and symmetrical treatment, i.e. the same area in the same location shall be sprayed, also when conditions would not require the treatment of both wings. CAUTION Aerodynamic problems could result if this requirement is not met. A holdover time shall not be assigned to a local frost prevention treatment since the treatment does not cover the entire aircraft or wing surface Final check A tactile check of the treated areas and a visual check of the untreated areas of both wings shall be performed immediately before the aircraft leaves the parking position. These checks are conducted to ensure that both wings are clean and free of frost. The applied de-icing/anti-icing fluid shall still be liquid and shall show no indication of failure, such as colour turning to white, loss of gloss, becoming viscous, showing ice crystals, etc Cockpit crew information The following information shall be provided to the cockpit crew: "Local frost prevention was accomplished".. ISO 2006 All rights reserved

33 Version 2 Oct2017 Note: latest guideline on De/Anti-icing procedure for local station can be found inside the QRH. 11 Limits and precautions 11.1 Fluid-related limits Temperature limits Two-step de-icing/anti-icing When performing two-step de-icing/anti-icing, the freezing point of the fluid used for the first step shall not be more than 3 C (5 F) above ambient temperature (see also Tables A.1 and B.1) ISO type I fluid ( Type I fluid is diluted to 50/50 or 40/60 mix between glycol and water) CAUTION ISO type I fluid supplied as a concentrate for dilution with water prior to use shall not be used undiluted. For exceptions, refer to the fluid manufacturer s documentation. The freezing point of the ISO type I fluid mixture used for either one-step de-icing/anti-icing or as a second ISO type II, III and IV fluids ISO type II, III and IV fluids used as de-icing/anti-icing agents have a lower temperature application limit of 25 C (13 F). These fluids may be used below this temperature provided that the freezing point of the fluid is at least 7 C below the actual outside air temperature and the aerodynamic acceptance criteria are met. For this lowest operational use temperature, refer to the fluid manufacturer s documentation Application limits Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the contaminated fluid. If an additional treatment is required before flight, a complete de-icing/anti-icing shall be performed (see application guidelines in Tables A1 and B1). Ensure that any residues from previous treatments are flushed off. Anti-icing only is not permitted. CAUTION The repeated application of type II, III or IV fluid may cause residues to collect in aerodynamically quiet areas, cavities and gaps. Dried residues may rehydrate and freeze following a period of high humidity and/or rain conditions. This may impede flight control systems. These residues may require removal. Consult the aircraft manufacturer with regard to inspection methods and frequency, related maintenance requirements and aircraft washing recommendations. The use of hot water or heated type I fluid/water mix for the first step of a two-step de-icing/anti-icing process may minimize the formation of residues. NOTE: When checking for residues, their visibility may be facilitated by misting with water Aircraft-related limits The application of de-icing/anti-icing fluid shall be in accordance with the requirements of the airframe/engine manufacturers Procedure precautions One-step de-icing/anti-icing is performed with a heated anti-icing fluid. The fluid used to de-ice the aircraft remains on aircraft surfaces to provide limited anti-icing capability. The correct fluid concentration shall be chosen with regard to desired holdover time and is dictated by outside air temperature and weather conditions. See Tables A.1 and B.1. CAUTION Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger mix (more glycol) may need to be used to ensure a sufficient freezing-point buffer In two-step de-icing/anti-icing the first step is performed with de-icing fluid. The correct fluid shall be chosen with regard to ambient temperature. After de-icing, a separate overspray of anti-icing fluid shall be. ISO 2006 All rights reserved

34 Version 2 Oct2017 applied to protect the relevant surfaces, thus providing maximum possible anti-icing capability. The second step is performed with anti-icing fluid. The correct fluid concentration shall be chosen with regard to desired holdover time and is dictated by outside air temperature and weather conditions. (See Tables A.1 and B.1.) The second step shall be performed before the first-step fluid freezes (typically within 3 min), if necessary area by area. When applying the second-step fluid, use a spraying technique that completely covers the first-step fluid (for example using the method described in ) and that provides a sufficient amount of second-step fluid. For guidance on the amount of fluid, refer to the AEA publication[3]. Where re-freezing occurs following the initial treatment, both the first and the second step shall be repeated. CAUTION Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger mix (more glycol) may need to be used to ensure a sufficient freezing-point buffer With regard to holdover time provided by the applied fluid, the objective is that it be equal to, or greater than, the estimated time from start of anti-icing to start of take-off based on existing weather conditions Aircraft shall be treated symmetrically, that is, left-hand and right-hand side shall receive the same treatment, even when only one side of the aircraft is contaminated. If the wing and/or the horizontal stabilizer/elevator is to be treated, the treatment shall always cover the entire wing and/or the entire horizontal stabilizer/elevator on both sides of the aircraft. CAUTION Aerodynamic problems could result if this requirement is not met During de-icing and/or anti-icing, the moveable surfaces shall be in a position as specified by the aircraft manufacturer Engines are normally shut down but may remain running at idle during de-icing/anti-icing operations. Airconditioning and/or APU air shall be selected OFF or as recommended by the airframe and engine manufacturer De-icing/anti-icing fluids shall not be sprayed directly on to wiring harnesses and electrical components (receptacles, junction boxes, etc.), brakes, wheels, exhausts or thrust reversers De-icing/anti-icing fluids shall not be directed into the orifices of pitot heads, static ports or directly on to air-stream direction detector probes/angle of attack airflow sensors All reasonable precautions shall be taken to minimize fluid entry into engines, other intakes/outlets and control-surface cavities Fluids shall not be directed on to flight deck or cabin windows as this can cause crazing of acrylics or penetration of the window seals Prior to the application of de-icing/anti-icing fluids, all doors and windows should be closed to prevent: a) galley floor areas from being contaminated with slippery de-icing fluids; b) upholstery from becoming soiled. Doors shall not be closed until all ice or snow has been removed from the surrounding area Any forward area from which fluid can blow back on to windscreens during taxiing or subsequent take-off shall be free of fluid residues prior to departure If ISO type II, III or IV fluids are used, all traces of the fluid on flight-deck windows should be removed prior to departure. Pay particular attention to windows fitted with wipers. De-icing/anti-icing fluids may be removed with an approved cleaner and a soft cloth or by flushing with type I fluid Landing gear and wheel bays shall be kept free from build-up of slush, ice or accumulations of blown snow.. ISO 2006 All rights reserved

35 Version 2 Oct When removing ice, snow, frost or slush from aircraft surfaces, care shall be taken to prevent it entering and accumulating in auxiliary intakes or control-surface hinge areas, i.e. remove snow from wings and stabilizer surfaces forward towards the leading edge and remove from ailerons and elevators back towards the trailing edge Ice can build up on aircraft surfaces when descending through dense clouds or precipitation during an approach. When ground temperatures at the destination are low, it is possible for flaps to be retracted and for accumulations of ice to remain undetected between stationary and moveable surfaces. It is therefore important that these areas be checked prior to departure and any frozen deposits removed Under freezing-fog conditions, the rear side of the fan blades shall be checked for ice build-up prior to start-up. Any deposits discovered shall be removed by directing air from a low-flow, hot-air source, such as a cabin heater, on to the affected areas A flight-control check should be considered according to aircraft type (see relevant manuals). This check should be performed after de-icing/anti-icing After frequent applications of de-icing/anti-icing it is advisable to inspect aerodynamically quiet areas and cavities for residues of thickened de-icing/anti-icing fluid. For these inspections it may be necessary to open access panels. Consult airframe manufacturers for details and procedures Clear-ice precautions Clear ice can form on aircraft surfaces below a layer of snow or slush. It is therefore important that surfaces be closely examined following each de-icing operation in order to ensure that all deposits have been removed Significant deposits of clear ice can form in the vicinity of the fuel tanks, on wing upper surfaces as well as under wings. Aircraft are most vulnerable to this type of build-up when: a) wing temperatures remain well below 0 C (32 F) during the turnaround/transit; b) ambient air temperatures between 2 C and 15 C (28 F and 59 F) are experienced; NOTE 1 Clear ice can form at other temperatures if conditions a), c) and d) exist. c) precipitation occurs while the aircraft is on the ground; d) frost or ice is present on the lower surface of either wing. The formation of clear ice is extremely difficult to detect. Therefore, when the above conditions prevail, or when there is otherwise any doubt as to whether clear ice has formed, a close examination shall be made immediately prior to departure in order to ensure that all frozen deposits have in fact been removed. Qualified personnel must refer to the tactical/clear ice check section NOTE: This type of build-up normally occurs at low wing temperatures and when large quantities of cold fuel remaining wing tanks during the turnaround/transit and any subsequent refueling is insufficient to cause a significant increase in fuel temperature. NOTE 2: When frozen precipitation, such as snow or sleet, covers existing clear ice, the potential exists for deicing crews to overlook or not see the clear ice that remains after the aircraft has been de-iced. Once the snow has been removed, the residual deicing fluid may camouflage the clear ice by leaving a shiny surface that gives the appearance of deicing fluid on a clean metal surface. The inboard wing root area presents a particular problem because it is difficult to view from the ground or inside the aircraft. Ice breaking loose from this area poses the particular risk of ice ingestion on aircraft with rear fuselage mounted engines A tactile/clear ice check is a visually and physical (hands-on) check of the wing surfaces to verify that the wing is clear of ice accumulation. The following are examples of when a tactile check may be required: At the request of the pilot to perform an inspection only Before deicing. ISO 2006 All rights reserved

36 Version 2 Oct2017 After deicing Before anti-icing At the gate Preferably after aircraft fueling Clear ice formation The tactile/clear ice check is performed by physically touching the wing of the aircraft. Starting at the root of the wing and around the entire wing with both hands extended, one on top and the other on the bottom of the wing, move your hand in a forward and back motion. Seams and rivets should be felt with your hands. If not, most likely there are contaminants adhering to the wing. CAUTION: IF THE ENGINE IS RUNNING WHILE TACTILE/CLEAR ICE INSPECTION IS PERFORMED, ONLY VISUALLY INSPECT INBOARD FLAPS. THE INBOARD MUST BE VISUALLY INSPECTED FROM THE FRONT OF THE WING AND FROM THE BACK OF THE WING. NOTE: The use of any type of gloves, hand warmers, or hand protection while performing a tactile check is not permitted. 12 General aircraft requirements after de-icing/anti-icing 12.1 General Following the de-icing/anti-icing procedures and prior to take-off, the critical aircraft surfaces shall be clean of all frost, ice, slush and snow accumulations in accordance with the following requirements Wing, tail and control surfaces Wing, tail and control surfaces shall be free of ice, snow, slush and frost except that a coating of frost may be present on wing lower surfaces in areas cold-soaked by fuel between forward and aft spars in accordance with the aircraft manufacturer's published manuals Pitot heads and static ports Pitot heads and static ports shall be clear of ice, frost, snow and fluid residues Engines Engine inlets, exhaust nozzles, cooling intakes, control system probes and ports shall be clear of ice and snow. Engine fan blades or propellers (as appropriate) shall be clear of ice, frost and snow, and shall be free to rotate Air-conditioning inlets and exits Air-conditioning inlets and exits shall be clear of ice, frost and snow. Outflow valves shall be clear and unobstructed Landing gear and landing-gear doors Landing gear and landing-gear doors shall be unobstructed and clear of ice, frost and snow Fuel-tank vents Fuel-tank vents shall be clear of ice, frost and snow Fuselage The fuselage shall be clear of ice and snow. Frost may be present in accordance with the aircraft manufacturer's manuals Flight-control check A functional flight-control check using an external observer may be required after de-icing/anti-icing depending upon aircraft type (see relevant manuals). This is particularly important in the case of an aircraft that has been subjected to an extreme ice or snow covering.. ISO 2006 All rights reserved

37 Version 2 Oct Dried-fluid residues when the aircraft has not been flown after anti-icing Dried fluid residue could occur when surfaces have been treated but the aircraft has not subsequently been flown and not been subject to any precipitation. The fluid may then have dried on the surfaces. In such situations the aircraft shall be checked for residues from de-icing/anti-icing fluids and cleaned as necessary Special maintenance considerations Proper account should be taken of the possible side-effects of fluid use. Such effects may include, but are not necessarily limited to, dried and/or rehydrated residues, corrosion and the removal of lubricants 13 Post-de-icing/anti-icing-treatment check An aircraft shall not be dispatched after a de-icing/anti-icing treatment until the aircraft has received a final check by a trained and qualified person. This check, in accordance with Operating Procedure Manual shall visually cover all critical parts of the aircraft and be performed from points offering sufficient higher visibility of these parts (for example from the deicer itself or another elevated piece of equipment) in other words the coordinator will conduct a check by viewing the entire aircraft. Any contamination found shall be removed by further de-icing/anti-icing treatment and the check repeated. The anti-icing code according to 15.2 shall not be transmitted before the post de-icing/anti-icing treatment check is completed. This check shall cover wings, horizontal stabilizer, vertical stabilizer and fuselage. This check shall also include any other parts of the airplane on which a de-icing/anti-icing treatment was performed according to the requirements identified during the contamination check. The check shall be performed from points offering sufficient visibility of all prescribed surfaces (e.g. from the deicer itself or other equipment suitable for gaining access). Any contamination found, shall be removed by further de-icing/anti-icing treatment and the check repeated. Before take-off the Commander must ensure that he has received confirmation that this Post De-icing/Anti-icing Check has been accomplished. NOTE: For specific airplane types, additional requirements exist e.g. special clear ice checks, such as tactile checks on wings. These special checks are not covered by the Post De- icing/anti-icing Check. Airplane operators shall make arrangements for suitably qualified personnel to meet these requirements. Where the de-icing provider is carrying out the de-icing/anti-icing process and also the Post De-icing/ Anti-icing Check, it may either be performed as a separate check or incorporated into the de-icing operation as defined below. The de-icing provider shall specify the actual method adopted, where necessary by customer, in his winter procedures: a) As the de-icing/anti-icing operation progresses the De-icing Operator will closely monitor the surfaces receiving treatment, in order to ensure that all forms of frost, ice, slush or snow are removed and that, on completion of the treatment, these surfaces are fully covered with an adequate layer of anti-icing fluid.. b) Once the operation has been completed, the De-icing Operator will carry out a close visual check of the surface where treatment commenced, in order to ensure it has remained free of contamination (this procedure is not required under frost only conditions). c) Where the request for de-icing/anti-icing did not specify the fuselage, it shall also receive a visual check at this time, in order to confirm that it has remained free of contamination d) Any evidence of contamination that is outside the defined limits shall be reported to the PIC immediately. *It shall be clearly defined by the aeroplane operator which company is responsible for carrying out the post deicing/anti-icing check and providing the Commander with the Anti-icing Code. *If two different companies are involved in the de-icing/anti-icing treatment and post de-icing/anti-icing check, it must be ensured that the Anti-icing Code is not given before the post de-icing/anti-icing check is completed.. ISO 2006 All rights reserved

38 Version 2 Oct2017 *The company carrying out the de-icing/anti-icing treatment shall be responsible for the treatment and pass all information about the treatment to the company carrying out the post de-icing/anti-icing check 14 Pre-take-off check and pre-take-off contamination check 14.1 Pre-take-off check The commander shall continually monitor the environmental situation after the performed de-icing/anti-icing treatment. Prior to take-off he shall assess whether the applied holdover time is still appropriate. This check is normally performed from inside the flight deck Pre-take-off contamination check A check of the critical surfaces for contamination shall be performed when the condition of the critical surfaces of the aircraft cannot be effectively assessed by a pre-take-off check or when the applied holdover time has been exceeded. This check is normally accomplished from outside the aircraft. The alternate means of compliance to a pre-take-off contamination check is a complete de-icing/anti-icing retreatment of the aircraft. 15 Communication procedures Persons communicating with the flight crew shall have a basic knowledge of the English language (operational level or equivalent according to the current version of the Training Document AS6286). For local flights involving local flight and ground crews, local language may be used by them (see the current version of training document AS6286). Communication between the flight crew and the deicing crew will usually be achieved using a combination of printed forms and verbal communication. For treatments carried out after aircraft doors are closed, the use of flight interphone (headset) or VHF radio will usually be required. Electronic message boards may also be used in off stand situations. Use of hand signals is not recommended except for the final all clear signal. NOTE: No flight crew communication is required and no holdover time applies if the aircraft is deiced using Type I for overnight frost in the absence of further precipitation or active frost Communication Prior to Starting Deicing/Anit-Icing Treatment a. Before starting deicing/anti-icing, the flight crew shall be requested to confirm the treatment required (i.e., surfaces and components to be de-iced, anti-icing requirements, plus any special deicing procedures). b. Before fluid treatment starts, the flight crew shall be requested to configure the aircraft for deicing/anti-icing (surfaces, controls, and systems as per aircraft type requirements or recommended procedures). The deicing crew shall wait for confirmation that this has been completed before commencing the treatment. c. For treatments conducted without the flight crew present, suitably Qualified Staff shall be nominated by the aircraft operator to confirm the treatment required (when applicable) and to confirm the correct configuration of the aircraft De-icing/anti-icing operation An aircraft shall not be dispatched for departure after a de-icing/anti-icing operation until the pilot-in-command (PIC) has been notified of the type of de-icing/anti-icing operation performed. The standardized notification performed by qualified personnel indicates that the aircraft critical parts are checked free of ice, frost, snow and slush and, in addition, includes the necessary anti-icing code as specified in 15.2 to allow the PIC to estimate the holdover time to be expected under the prevailing weather conditions with reference to Clause 17.. ISO 2006 All rights reserved

39 Version 2 Oct2017 In a remote (away from the gate) de-icing/anti-icing operation, a ground de-icing/anti-icing crew member shall be designated to maintain a positive communication link with the aircraft cockpit crew throughout the total deicing/ anti-icing process. When a treatment is interrupted for a significant period of time (e.g., truck runs out of fluid) the flight crew shall be informed stating the reason, the action to be taken and the estimated time delay. When continuing the treatment, the previously treated surfaces must be fully de-iced and anti-iced again, when the holdover time of the treatment from before the interruption is not sufficient Anti-icing code The following information shall be recorded and communicated to the pilot-in-command by referring to the last step of the procedure and in the sequence provided below: NOTE: This information shall not be communicated in circumstances where anti-icing holdover times do not apply, e.g., local frost prevention in cold-soaked wing areas, symmetrical local area deicing, or deicing of specific surfaces only (such as leading edges for removal of impact ice), etc. In these circumstances, upon completion of the treatment, the flight crew shall be provided with the deicing fluid type applied (e.g., Type I ); a statement that holdover time does not apply (e.g., no holdover time applies ); and confirmation that the post-deicing check has been completed (e.g., post deicing check completed ). a. the ISO/SAE fluid type, i.e. type I for ISO/SAE type I, type II, for ISO/SAE type II, type III for ISO/SAE type III and type IV for ISO/SAE type IV; b. the complete product name of the anti-icing fluid (so-called brand name ), optional for type II and IV fluids only [the complete product name (brand name) shall only be given when the product (brand name) holdover-time table for that specific product may be used]; NOTE: Communication of this element is not required for Type I fluid. c. The concentration of the fluid (except for type I fluid) within the fluid/water mixture, expressed as a percentage by volume; NOTE: Communication of this element is not required for Type I fluid. d. The local time (hours/minutes) at the beginning of the final de-icing/anti-icing step; For the one-step deicing/anti-icing operation: at the start of the final treatment; or For a two-step deicing/anti-icing operation: at the start of the second step (anti-icing) e. The date (written day, month, year/date required for record keeping, optional for crew notification). NOTE: This element is required for record keeping and is optional for flight crew notification. EXAMPLE A de-icing/anti-icing treatment whose last step is the use of a mixture of 75 % of the ISO type II fluid with product name Dexo, ADF XY-100" and 25 % water commencing at 13:35 local time on 20 April 2004 is recorded as follows: Type II/Dexo ADF XY-100/75 %/13:35 (20 April 2004) It is orally transmitted to the pilot-in-command as follows: Your anti-icing code is: Type II, product Dexo ADF XY-100, concentration 75 %, 13 h 35, local time. The word concentration shall be used orally to avoid any confusion between product name (which may contain a number) and concentration. f. The statement, Post-deicing/anti-icing check completed. NOTE: For specific aircraft types, additional requirements exist, e.g., tactile checks for clear ice on wing surfaces. Additional confirmation for these checks may be required.. ISO 2006 All rights reserved

40 Version 2 Oct2017 EXAMPLE: The last step of a deicing/anti-icing procedure is the application of a mixture of 75% Type II fluid and 25% water, made by the Manufacturer as Brand X, commencing at 13:35 local time on 20 February 2016, is reported and recorded as follows: TYPE II / 75% / MANUFACTURER, BRAND X / 1335 / 20FEB16 / POST DEICING/ANTI- ICING CHECK COMPLETED NOTE: An alternative means of visual communication of the anti-icing code to the flight crew can be used (e.g., written on paper, EMBs, ACARS, EFBs, etc.) Post-treatment check and transmission of the anti-icing code to the pilot-in-command It shall be clearly defined by the aircraft operator which company is responsible for carrying out the post-treatment check and providing the pilot-in-command with the anti-icing code. If two different companies are involved in the de-icing/anti-icing treatment and post-treatment check, it shall be ensured that the anti-icing code is not given before the post-treatment check is completed. The company carrying out the de-icing/anti-icing treatment shall be responsible for the treatment and pass all information about the treatment to the company carrying out the post-treatment check. Transmission of elements a), b), c) and d) of 15.2 to the pilot-in-command confirms that a post-de-icing/antiicing check was completed and the aircraft is clean (see Clause 12) All-clear signal The pilot-in-command shall receive a confirmation from the ground crew that all de-icing/anti-icing operations are complete and that all personnel and equipment are clear before reconfiguring or moving the aircraft Emergency procedures When conducting de-icing/anti-icing treatments at either a remote de-icing/anti-icing location or a centralized de-icing/anti-icing facility, local procedures shall be established to ensure that either aircraft or ground emergencies are handled safely and expeditiously and are coordinated with the airport operations emergency plan Aircraft movement When de-icing/anti-icing is to be accomplished at either a remote de-icing/anti-icing location or a centralized deicing/anti-icing facility, local procedures shall be established to ensure that the aircraft enters and exits the deicing/anti-icing position in a safe coordinated manner. Note: JFK only- All VIP and Other aircraft deicing in bldg 20(VIP Tent Area). Deicing Coordinators must get with Pad Commander for the VIP Tent area to coordinate entry of VIP and or other aircraft requiring deicing service. The following must be accomplished prior to deicing in VIP TENT area. Contact Contego Pad Command to arrange deicing service in the VIP area Ensure aircraft entering the VIP tent area they must contact Pad Commander at Aircraft must enter via Papa Bravo and exit Quebec Charlie using the proper communication channel ( ) If Papa Bravo is congested then aircraft must enter via Quebec Charlie and exit Quebec Bravo. The above VIP area entries and exit must be coordinated to Contego Pad Command before any deicing is commenced. Once deicing is commenced follow normal procedures on communicating with flight crew or maint. Personnel on cleanliness of aircraft and giving anti-icing start time and fluid information.. ISO 2006 All rights reserved

41 Version 2 Oct Off-gate de-icing/anti-icing procedures During deicing/anti-icing, a two-way communication between the flight crew and the deicing/anti-icing operator/supervisor must be established prior to the deicing/anti-icing treatment. This may be done either by interphone or by VHF radio. Alternate means of communication may be the use of ACARS, EFBs, and EMBs. In the event of conflict, verbal communication shall take precedence. During treatment, all necessary information must be transmitted to the flight crew, including the beginning of treatment, treatment of the sections requiring de-activation of aircraft systems, the Anti-Icing Code, etc. (using standardized deicing/anti-icing phraseology). Communication contact with the flight crew may be concluded after transmission of the Anti-Icing Code and readiness for taxi-out has been announced. During deicing/anti-icing operations with engines running, both verbal and visual communications shall be utilized and positive control maintained during the deicing/anti-icing operation in accordance with ARP5660. a. General instructions: The deicing/anti-icing operator and/or airport authority must ensure that all necessary information regarding operation of the off-gate/cdf/ddf site is published and available to flight crews. This information shall be included within the deicing/anti-icing operator s and/or airport authority s local procedures documentation and be made available to air operators and flight crews (e.g., it can be included as part of flight release documentation, etc.). This information should also be published in applicable state aeronautical navigation documents/publications. This information shall include, at a minimum: The location of and standard taxi routing to, within, and from the deicing/anti-icing site; The means by which to coordinate the deicing/anti-icing operation; The means by which to communicate before, during, and after the deicing/anti-icing operation; The means by which taxi-and-stop guidance is provided to the flight crew (e.g., VHF, EMBs, etc.); and, Any unique requirements or procedural differences affecting the flight crew and/or flight crew/ground crew interface. b. Responsibilities: The responsibility to conduct a Contamination Check before dispatch rests with trained and qualified personnel. The results of the Contamination Check must be provided to the flight crew via verbal or visual (written or electronic) means. Subsequently, the flight crew is responsible for acquiring the proper treatment. After treatment, the treated surfaces and components must be checked by a trained and Qualified Staff (see Section 11) and the Anti-Icing Code must be given to the flight crew (see 5.4). Subsequently, the flight crew is responsible for the airworthiness of the aircraft Communication Levels There are four levels of communication between the staff performing the Deicing/Anti-icing and the staff performing the Post Deicing/Anti-icing staff: The deicing vehicle intercom system is used between the vehicle driver and boom operator Two-way communication between multiple vehicle drivers must be performed via VHF radio Two-way communication between vehicle driver and deicing/anti-icing coordinator must be performed via VHF radio for the Post deicing/anti-icing check. The aircraft s intercom system is used between the deicing/anti-icing coordinator and flight crew 16.2 Equipment/Staff Information Transmission Communication between staff includes: Fluid type Start time. ISO 2006 All rights reserved

42 Version 2 Oct2017 End Time Cleanliness of the aircraft Upon completion, all vehicles and personnel clear of aircraft 16.3 Communications During off-gate de-icing/anti-icing a two-way communication between flight crew and de-icing/anti-icing operator/supervisor shall be established prior to the de-icing/anti-icing treatment. This may be done either by intercom or by VHF radio. In case VHF is used, the register or tail number of the aircraft instead of flight number shall be used during all communications. An alternate means of communication may be the use of electronic message boards. In the event of conflict, verbal communication shall take precedence. Before and after the treatment, all necessary information to the cockpit shall be given by this means (beginning of treatment, treatment of sections requiring de-activation of aircraft systems, anti-icing code, etc.). Contact with flight crew may be closed after anti-icing code and readiness for taxi-out has been announced. For standard phrases see Taxi guidance When an off-gate de-icing/anti-icing area is entered by taxiing, a sufficient taxi and stopping guidance shall be arranged, or marshaller assistance shall be given. In case radio contact is established before entering the deicing/ anti-icing area, the signs with clearly marked operation frequency shall be visible from the cockpit before entering this area General instructions The de-icing/anti-icing operator together with the airport authorities shall publish all necessary information about how to operate on the off-gate site by NOTAM (Notices for Airman) or in local AIP (Aerodrome Information Publication). This information shall include at least the location of, and standard taxi routing to, the de-icing/anti-icing area, means to coordinate the de-icing/anti-icing operation, means to communicate before and during the de-icing/anti-icing operation and information about taxi and stopping guidance Responsibilities pilot in command The pilot in command has the ultimate responsibility for the aircraft and shall not commence take-off unless the external surfaces are clear of any deposit which might adversely affect performance and/or controllability except as permitted in the Operations Manuals the aircraft operator shall have responsibility for: aircraft ground deicing programs the pilot in command management responsibilities the deicing service provider shall have the responsibility for: the safety and operability of the designated deicing facilities aircraft ground deicing/anti-icing procedures A Deicing Service Provider shall have aircraft deicing/anti-icing procedures, including a quality control program. These procedures, which ensure compliance with the relevant regulations, shall cover all aspects of the aircraft ground deicing/anti-icing process including (but not limited to) instructions, tasks, responsibilities, authorizations, and infra-structure for the deicing/anti-icing process as follows: use of suitable deicing/anti-icing treatment method according to this aerospace standard remote deicing/anti-icing instructions (when applicable) sufficient number of trained and qualified deicing/anti-icing personnel. ISO 2006 All rights reserved

43 Version 2 Oct2017 qualified staff to co-ordinate and supervise the deicing/anti-icing treatments use of suitable deicing/anti-icing equipment meeting specification APR1971 and/or ISO special handling procedures for Type II, III and IV deicing/anti-icing fluids to maintain quality post treatment check (when applicable) protocol for communications with cockpit crew for both gate and remote locations (when applicable) reporting the anti-icing code to the cockpit crew (when applicable) documentation of all deicing/anti-icing treatments personnel safety arrangements provisions for tools and clothing for deicing/anti-icing personnel environmental arrangements a quality control program airports shall have the responsibility for: following local environmental regulations the logistics of bringing fluid onto a field the operability of the dedicated deicing facilitates message boards weather support health and safety the regulatory authority has the responsibility for: regulatory and guidance material, plus the operation of the clean air concept the policies and standards that support the operability of the clean air concept airline operator ground deicing programs air traffic control has the responsibility for: the flow of aircraft through the regional system 16.7 Scripts Following standard communication terminology is recommended during off-gate deicing/anti-icing procedures: (DIS = Deicing/anti-icing supervisor). ISO 2006 All rights reserved

44 Version 2 Oct2017 (COMMANDER = Pilot in command) DIS: Set parking-brake, confirm the airplane is ready for treatment, inform on any special requests. After the airplane is configured for treatment: COMMANDER: Parking brake rakes is set, you may begin treatment and observe (any special requests like: ice under wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear, anti-ice with Type IV fluid, etc.). DIS: The treatment will begin now (special request given, like ice under wing, etc.) I will call you back when ready. Only after all equipment is cleared from the airplane and all checks are completed: DIS: Deicing/anti-icing completed, Anti-icing Code is:.. (plus any additional info needed). I am disconnecting. Standby for clear signal at right/left and/or contact ground/tower for taxi clearance. COMMANDER: Deicing/anti-icing completed, Anti-icing code is Phraseology Guidelines for establishing clear concise standardized communication and phraseology between aircraft flight and ground crews during aircraft deicing operations is contained in ARP6257. It is very important that both parties communicate fully about contact requirements, aircraft configuration, de/anti-icing treatment needed, and post deicing reporting requirements Communication for Proximity Sensor Activation by Physical Contact For equipment types furnished with a proximity sensor requiring physical contact in order to activate (refer to for further information), and, in the event of sensor contact, the Pilot in Command shall be informed using the following phraseology: Ground Crew to Flight Crew: A safety proximity sensor (identify location on the deicing equipment) has been activated on the (specify specific location on the aircraft). (Name third party title that performed inspection) has performed a visual inspection on the affected area. Provide results of the third party inspection (e.g., there is no visual damage detected or damage is suspected or present). Advise your intentions Aircraft Requirements After Deicing/Anti-Icing Following the deicing/anti-icing procedures and prior to takeoff, the critical aircraft surfaces shall be free of all frost, snow, slush, or ice accumulations in accordance with the following requirements. a) Wings, Tails, and Control Surfaces Wings, tails, and control surfaces shall be free of frost, snow, slush, or ice unless the aircraft manufacturer and state regulatory authority permits that a coating of frost may be present on wing lower surfaces in areas cold soaked by fuel between forward and aft spars; and/or on upper wing surfaces within defined areas, in accordance with the aircraft manufacturer s published documentation. NOTE: Except for frost due to cold-soaked fuel as mentioned above, and unless otherwise specified in the Aircraft Flight Manual or other aircraft manufacturer's documentation, contamination is not acceptable on: the upper or lower surfaces of the horizontal stabilizer and elevator/tab; strakes; inboard, outboard, upper, and lower surfaces of the wing and wing tip devices; and either side of the vertical stabilizer and rudder.. ISO 2006 All rights reserved

45 Version 2 Oct2017 b) Pitot Tubes, Static Ports, and All Other Air Data Sensing Devices Pitot tubes, static ports, and other air data sensing devices shall be free of frost, snow, slush, ice and fluid. c) Engines Engine inlets (including the leading edge), exhaust, cooling intakes, control system probes, and port shall be free of frost, snow, slush, or ice. Engine fan blades, propellers (as appropriate), and spinner cones shall be free of frost, snow, slush, or ice, and shall be free to rotate. d) Air Conditioning Inlets and Outlets Air inlets, outlets, pressure-release valves, and outflow valves shall be free of frost, snow, slush, or ice and shall be unobstructed. e) Landing Gear and Landing Gear Doors Landing gear and landing gear doors shall be unobstructed and free of frost, snow, slush or ice. Do not spray deicing/anti-icing fluids directly onto wiring harnesses and electrical components (receptacles, junction boxes, etc.) brakes, wheels, exhausts, or thrust reversers. f) Fuel Tank Vents Fuel tank vents shall be free of frost, snow, slush, or ice. g) Fuselage The fuselage shall be free of ice, slush, and snow. In accordance with the aircraft manufacturer s documentation, frost may be present on the fuselage for take-off within specified amounts provided that no other forms of contamination are present, and inlets, outlets, and other devices (as identified by the aircraft manufacturer) are free of contamination. h) Flight Deck Windows and Nose or Radome Area Any significant deposits of frost, snow, slush, or ice on the windscreens or on areas forward of the windscreens shall be removed prior to departure. Heated flight deck windows will not normally require deicing. Any forward area from which fluid may flow back onto windscreens during taxi or subsequent takeoff shall be free of fluid prior to departure. If SAE Type II, III, or IV fluid has been used, all traces of the fluid on flight deck windows shall be removed prior to departure, with particular attention paid to windows fitted with wipers. Thickened-fluid (SAE Type II, III, or IV) can be removed by using a diluted Type I mixture, water (where it has been determined that refreezing will not occur), a manual method (ensuring that windscreen heat is turned off), or another cleaner as approved by the aircraft manufacturer. NOTE: During falling precipitation, heated windows may cause liquid runoff to freeze near sensors, requiring deicing. i) Dried Thickened Fluid Residues when the Aircraft Has Not Been Flown after Anti-Icing Dried thickened-fluid (SAE Type II, III, or IV) residues can occur when surfaces have been deiced/antiiced but the aircraft has not imminently been flown and has not been subject to precipitation. The fluid may then have dried on the surfaces. In such situations, the aircraft must be checked for dried residues from thickened fluids and cleaned as necessary. j) Special Maintenance Considerations Proper account should be taken of the possible side-effects of fluid use. Such effects may include, but are not necessarily limited to, dried and/or rehydrated residues and the removal of lubricants Deice Work Ticket The following must be completed on the deice work order ticket. Customer Name Date deice commenced. ISO 2006 All rights reserved

46 Version 2 Oct2017 Location of deice Aircraft Number Airport Station Flight Number (Not required if Aircraft Registration is indicated) Type I fluid name/ Type I fluid mixture (50/50 mixture of Propylene Glycol/Water) Type IV fluid Name/ Type IV fluid Mixture (100%) Type of Weather Conditions OAT Fahrenheit ( Outside Air Temperature) Refractometer Reading for both Type I and IV Truck Number Deicing Agent Names Type I and IV amount start/ amount end Type I start time ( only put start time if used as second step procedure) Type IV start time ( only put start time if used as second step procedure) Local Time Procedure Deicing/Anti-Icing initiated ( same as above only applies as second step procedure) Type I total amount ( calculate each truck amount) Type IV total amount ( calculate each truck amount) Deicing Coordinator Name/Signature Customer Representative Name/Signature NOTE: The above work order is for billing and record keeping purposes, please be very thorough when completing the work order. Please ensure the customer representative checks the work order and verifies the information and signs it. Figure Limits 17.1 Fluid Related Limits Temperature Limits (see appropriate tables): When performing two-step deicing/anti-icing, the freeze point (FP) of the fluid used for the first step shall be at or below the OAT. SAE Type I Fluids: The FP of the SAE Type I fluid mixture used for either one-step deicing/anti-icing or as a second step in the two-step operation shall be at least 10 C (18 F) below the OAT. In no case shall this temperature be lower than the LOUT. CAUTION: All Type I fluids supplied as concentrates for dilution with water prior to use shall not be used undiluted. For exceptions, refer to fluid manufacturer's documentation. CAUTION: All Type I fluids have a maximum concentration mix related to the aerodynamic acceptability. Refer to fluid manufacturer s documentation.. ISO 2006 All rights reserved

47 Version 2 Oct2017 SAE Type II, III, and IV Fluids: The freeze point of SAE Type II, III, IV fluids used for either one-step deicing/antiicing or as the second step in a two-step treatment shall be at least 7 C (13 F) below OAT and not lower than the aerodynamic acceptability lower limit of the fluid. NOTE: These fluids shall not be used below -25 C (-13 F) in active frost conditions. Frost, snow, slush, or ice dilutes the fluid. Apply enough hot deicing fluid to ensure that refreezing does not occur and all contaminated fluid is driven off Application Limits (see also the Application Tables1 and 2 in 8.8) Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the contaminated film. If an additional treatment is required before flight, a complete deicing/anti-icing shall be performed (see Application Tables 1 and 2). Ensure that any remaining fluid from any previous treatment is flushed off. Anti-icing only is not permitted. CAUTION: The application of Type II, III, and IV fluid, especially when used in a one-step process or in the first step of a two-step process, may cause fluid to collect in aerodynamically quiet areas, cavities, and gaps which can dry out and leave dried residues. Dried residues may rehydrate and freeze following a period of high humidity and/or rain conditions. This may cause flight control problems. These dried residues may require removal. Consult the aircraft manufacturer with regard to inspection methods and frequency, related maintenance requirements and aircraft washing recommendations. The application of hot water or heated Type I fluid in the first step of a two-step process will minimize the formation of residues. Dried residues may rehydrate and freeze under certain temperature, high humidity and/or rain conditions and may block or impede critical flight control systems. If a Type II, III, or IV fluid is used in a one-step process or in the first step of a two-step process, then an appropriate inspection and cleaning program shall be established dependent on the operator s experience and fleet type. Whenever suitable, deice and anti-ice with only Type I to help avoid these residue issues. Flight control problems associated with frozen or unfrozen residues have been observed to be particularly prevalent when thickened fluids are used to remove frost during a period of dry weather followed by hydration of the dried residues by water from rain, condensation, cleaning, or wet snow in flight. NOTE: In order to detect dried residues, it may help to spray a water mist onto the affected surfaces. This causes the dried residues to rehydrate and swell into a gel. NOTE: If removal of contamination is required on the lower side of the wings and the horizontal stabilizer and elevator, deicing/anti-icing fluid shall be applied sparingly to minimize fluid flow into drain holes. Whenever possible, use Type I only. Consult the aircraft manufacturer's documentation Aircraft Related Limits The application of deicing/anti-icing fluid shall be in accordance with the requirements of the airframe/engine manufacturers and local procedures Procedure Precautions One-Step Deicing/Anti-Icing This is performed using heated deicing/anti-icing fluids (see 8.4.1). The correct fluid concentration is chosen with regard to desired holdover time, dictated by OAT and weather conditions (see Application Tables 1 and 2). The fluid used to de-ice the aircraft remains on the aircraft surfaces to provide limited anti-ice capability. CAUTION: Wing skin temperature may differ and in some cases may be lower than OAT. A mix with higher glycol concentration can be used under the latter condition to ensure a sufficient buffer.. ISO 2006 All rights reserved

48 Version 2 Oct2017 CAUTION: The application of Type II, III, or IV fluid, especially when used in a one-step process, may cause fluid to collect in aerodynamically quiet areas, cavities and gaps which can dry out and leave dried residues. Dried residues may rehydrate and freeze following a period of high humidity and/or rain conditions. This may impede flight control systems. These dried residues may require removal. Consult the aircraft manufacturer with regard to inspection methods and frequency, related maintenance requirements and aircraft washing recommendations. NOTE: If a Type II, III, or IV fluid is used in a one-step process, then an appropriate inspection and cleaning program shall be established. Whenever suitable, de-ice and anti-ice with only Type I. NOTE: In order to detect dried residues, it may help to spray a water mist onto the affected surfaces. This causes the dried residues to rehydrate and swell into a gel. NOTE: If removal of contamination is required on the lower side of the wings and the horizontal stabilizer and elevator, deicing/anti-icing fluid shall be applied sparingly to minimize fluid flow into drain holes. Whenever possible, use Type I only. Consult the aircraft manufacturer's documentation Two-Step Deicing/Anti-Icing when the First Step Is Performed with Deicing Fluid (see 8.5.1) The correct fluid(s) shall be chosen with regard to OAT (see application Tables 1 and 2). The second step is performed with anti-icing fluid to protect the surfaces. This fluid and its concentration are chosen with regard to desired holdover time, which is dictated by OAT and weather conditions (see application Table 2). The second step shall be performed before the first step fluid freezes if necessary area by area. When treating composite surfaces, freezing may happen quickly. It is the responsibility of the Deicing Service Provider to ensure that all frozen deposits have been removed from the treated surfaces, before applying the second step fluid. Use a second step spraying technique to cover completely the first step fluid (for example using the method described in 8.5.1) with a sufficient amount of second step fluid. For guidance on the amount of fluid refer to the document AS6286. Where re-freezing occurs following the initial treatment, both the first and second step must be repeated. CAUTION: Wing skin temperature may differ and in some cases may be lower than OAT. A mix with higher glycol concentration can be used under these conditions to ensure a sufficient buffer. CAUTION: The application of Type II, III, or IV fluid, especially when used in a one-step process or in the first step of a two-step process, may cause fluid to collect in aerodynamically quiet areas, cavities, and gaps, which can dry out and leave dried residues. Dried residues may rehydrate and freeze following a period of high humidity and/or rain conditions. This may impede flight control systems. These dried residues may require removal. Consult the aircraft manufacturer with regard to inspection methods and frequency, related maintenance requirements and aircraft washing recommendations. The use of hot water or heated mixture of Type I fluid/water for the first step of a two-step deicing/anti-icing process will minimize the formation of dried residues. NOTE: If a Type II, III, or IV fluid is used in the first step of a two-step process, then an appropriate inspection and cleaning program shall be established. Whenever suitable, de-ice and anti-ice with only Type I. NOTE: In order to detect dried residues, it may help to spray a water mist onto the affected surfaces. This causes the dried residues to rehydrate and swell into a gel. NOTE: Anti-icing of the lower side of the wings and/or horizontal stabilizer and elevator is normally not foreseen. However, if these surfaces must be de-iced, the of the deicing fluid must be low enough to prevent refreezing.. ISO 2006 All rights reserved

49 Version 2 Oct With regard to holdover time provided by the applied fluid, the objective is that it is equal to or greater than the estimated time from the start of anti-icing to the start of takeoff based on existing weather conditions Aircraft shall be treated symmetrically, that is, left hand and right hand side shall receive the same and complete treatment, even when only one side of the aircraft needs treatment. Anti-icing treatments shall always cover the entire wing, the entire vertical stabilizer/rudder and horizontal stabilizer/elevator on both sides of the aircraft. WARNING: This is a regulatory requirement. The aircraft is considered UNSAFE if this requirement is not met During anti-icing and deicing, the moveable surfaces shall be in a position as specified by the aircraft manufacturer Engines shall remain running at idle or can be shut down during deicing/anti-icing operations. Air conditioning and/or APU bleed air shall be selected OFF, or as recommended by the airframe and engine manufacturer. Avoid spraying deicing/anti-icing fluid directly into the engine inlet core Do not spray deicing/anti-icing fluids directly onto wiring harnesses and electrical components (receptacles, junction boxes, etc.) brakes, wheels, exhausts, or thrust reversers Deicing/anti-icing fluid spray shall not be directed into the orifices of pitot tubes (heads), static ports/vents, or directly onto air stream direction detectors probes/angle of attack airflow sensors. This includes all openings All reasonable precautions shall be taken to minimize fluid entry into engines, APU, other intakes/outlets, and control surface cavities. Refer to manufacturer documentation. Deicing/anti-icing fluid spray shall not be directed into engine core or directly onto engine probes/sensors Do not direct fluid spray onto the flight deck or cabin windows as this can cause crazing of the acrylic or penetration of the window seals. Fluid spray may be directed above these surfaces and allowed to flow over If SAE Type II, III, or IV fluids are used, all traces of the fluid on flight deck windows shall be removed prior to departure, with particular attention being paid to windows fitted with wipers. Any forward area from which fluid may blow back onto windscreens during taxi or subsequent takeoff shall be free of fluid prior to departure. Failure to do so may result in obscured visibility. NOTE: Deicing/anti-icing fluid can be removed by rinsing with an approved cleaner and a soft cloth or flushing with Type I fluid Landing gear and wheel bays shall be kept free from the buildup of slush, ice, or accumulations of blown snow When removing ice, snow, or slush from aircraft surfaces care shall be taken to prevent it entering and accumulating in auxiliary intakes and control surface balance bays, gaps, or hinge areas Contamination build up on and within aircraft lift devices and other critical surfaces can form in flight or when on the ground. During icing conditions, when flaps and slats are retracted, contamination may not be visible. Conditions where this can occur may include, but are not limited to, the accumulation of impact ice in flight; the splash up of slush onto the underwing and flaps during ground maneuvering; and flap track contamination where snow and/or other contaminants may blow and compact within these openings. As the possibility exists that this could remain undetected, it is important that when these conditions are present or suspected, these areas be inspected and any frozen deposits removed prior to departure.. ISO 2006 All rights reserved

50 Version 2 Oct Under the conditions of freezing fog, or other freezing precipitation conditions, it is necessary for the front and rear side on the fan blades to be checked for ice buildup prior to start-up. Any deposits discovered are to be removed by directing air from a low flow hot air source, such as a cabin heater, onto the affected areas or other means recommended by the aircraft operator based on information from the aircraft and engine manufacturers After frequent applications of deicing/anti-icing fluids it is advisable to inspect aerodynamically quiet areas and cavities for dried residues of thickened deicing/anti-icing fluid. For these inspections, it may be necessary to open access panels. Consult airframe manufacturers for inspection and cleaning details and procedures A deicing/anti-icing treatment should be continuous and as short as possible. If a treatment is interrupted (for example a truck running out of fluid), the cockpit crew shall be immediately informed stating: The reason for the interruption Actions to be taken (in consultation with the cockpit crew) Expected time of delay Before continuing the treatment: Inform the cockpit crew Establish in consultation with the cockpit crew, the further treatment to be carried out, including any surfaces requiring re-treatment in relation to holdover time Carry out the treatment as agreed Clear Ice Precautions Clear ice can form on aircraft surfaces below a layer of snow or slush. It is, therefore, important that surfaces are closely examined following each deicing operation, in order to ensure that all deposits have been removed. Significant deposits of clear ice can form in the vicinity of the fuel tanks, on wing upper surfaces as well as underwing. Aircraft are most vulnerable with regard to this type of buildup when one or more of the following conditions exist: Wing temperatures remain well below 0 C (32 F) during the turnaround/transit Ambient humidity is high and/or Precipitation occurs while the aircraft is on the ground When frost or ice is present on lower surface of either wing Ambient temperatures between -2 C (28 F) and +15 C (59 F) are experienced, although clear ice may form at other temperatures if the other three conditions listed above exist Clear ice formation is extremely difficult to detect. Therefore, when the above conditions prevail, or when there is otherwise any doubt that clear ice may have formed, a close examination shall be made visually and/or physically prior to departure, in order to ensure that surfaces are free of clear ice. If clear ice is believed to be present, deicing is required. NOTE: Low wing temperatures associated with this type of buildup normally occur when large quantities of cold fuel remain in wing tanks during the turnaround/transit and any subsequent refueling is insufficient to cause a significant increase in fuel temperature.. ISO 2006 All rights reserved

51 Version 2 Oct Proximity Sensor Activation Reporting Procedures An operational procedure shall be in place in circumstances where a proximity sensor on the deicing equipment is activated and/or comes into contact with an aircraft surface. For equipment types furnished with a proximity sensor requiring physical contact in order to activate, in the event of sensor contact, the pilot in command shall be informed immediately, and be provided with specific information pertaining to the location on the aircraft where contact was made. The equipment involved shall remain in position until investigation can occur to inspect the affected area A third party shall visually inspect the affected area for any signs of visual damage. If no visible damage is observed, the de/anti-icing process may continue at the discretion of the pilot in command. If damage is suspected or detected, the pilot in command shall be notified and the de/anti-icing process shall cease. Further inspection of the affected area should be performed by an individual deemed qualified under the air operators program to determine the aircraft s airworthiness. NOTE: By design, this type of proximity sensor normally will not cause damage to an aircraft surface if contact is made to a fixed aircraft surface, while the equipment chassis is stationary. In certain circumstances however, damage may occur outside of the sensors design limitations. This includes but is not limited to: Contact with an aircraft surface while the equipment chassis is maneuvering; Contact with an aircraft surface while the aircraft is maneuvering; Contact with a moving/rotating aircraft surface (i.e., propeller, engine fan blade, etc.); and/or Contact is made or suspected to have been made between a component of the deicing vehicle and aircraft. In these circumstances, the procedures mentioned above this note shall apply. Should a proximity sensor be activated, all pertinent and relevant details shall be documented, including (at a minimum): Date Time Vehicle operator name(s) Vehicle identification (e.g., number) Flight number Aircraft registration and/or air operator fleet identification (e.g., fin/tail/ship number, etc.) Deicing location (e.g., bay or gate number) Location on the aircraft where the contact was made, including specifics (e.g., side, aircraft part, etc.) proximity sensor location on the vehicle and point where the contact was made (e.g., nozzle, left side of sensor, etc.) Name and job title of the third party individual that performed inspection Third party company name (not required if third party is from the de/anti-icing company) Result of the third party inspection (e.g., no visual damage detected or damage suspected/present). ISO 2006 All rights reserved

52 Version 2 Oct2017 Ground crew involved in the de/anti-icing operation shall be trained on the operation of the proximity sensor (including equipment reactivation) and procedures in the event of contact. In addition, for those personnel deemed qualified to perform the third party inspection, they shall also be trained on visual inspection requirements and procedures. Flight crew should be trained on the purpose and functionality of a proximity sensor, and the specific company procedures and requirements in the event of contact. 18 Ground Equipment 18.1 Deicing Units Combustion heaters and trucks shall not be operated in confined or poorly ventilated areas to prevent asphyxiation. Requirements for suitable equipment are described in ARP1971. Motorized/trucks (see ARP1971 and ARP5058) Non-motorized (tower/gantry/carts) Forced air or forced air/fluid equipment for the removal of frozen contaminants (see AIR6284) 18.2 Ice Detection Equipment (see AS5116 amd AS5681) 19 Fluids 19.1 Fluid Storage and Handling Deicing/anti-icing fluid is a chemical product with an environmental impact. During fluid handling avoid any unnecessary spillage, comply with local environmental and health laws and the manufacturer s safety data sheet (SDS). Different products shall not be mixed without additional qualification testing. Consult with the fluid manufacturers. Slippery conditions may exist on the ground or equipment following the deicing/anti-icing procedure. Caution should be exercised, particularly under low humidity or non-precipitation weather conditions. Tanks shall be dedicated to the storage of the deicing and/or anti-icing fluid to avoid contamination with other fluids. Storage tanks shall be constructed of materials compatible with the deicing/anti-icing fluid, as specified by the fluid manufacturer. Care should be taken to avoid using dissimilar metals in contact with each other, as galvanic corrosion may form and degrade thickened fluids. Tanks shall be conspicuously labeled to avoid contamination. As a minimum, the following information must be identified: Type of fluid SAE I, II, III, or IV Fluid Product Name Fluid Concentration or mixture e.g., SAE TYPE I Fluid Manufacturer, Product Name, Concentrate Aircraft Deicing Fluid e.g., SAE TYPE I Fluid Manufacturer, Product Name, Dilute Aircraft Deicing Fluid e.g., SAE Type IV Fluid Manufacture, Product Name, undiluted, 75/25 or 50/50 The condition of the tanks shall be examined annually for corrosion, contamination, and/or leaks. If corrosion or contamination is evident, tanks shall be repaired or replaced. Corrosion in tanks most often occurs in the vapor space of partially empty tanks by evaporation and subsequent condensation of water from the deicing fluid. To reduce corrosion, keep tanks containing aircraft deicing fluid full during summer or periods of low use.. ISO 2006 All rights reserved

53 Version 2 Oct2017 NOTE: If the quality of the fluids is checked in accordance with 4.3.2, the tank inspection interval may be longer than one year. NOTE: Although deicing/anti-icing fluids are generally noncorrosive, their vapor can be corrosive. Storage temperature limits for the fluid shall comply with the manufacturer s requirements Fluid Transfer Systems The performance characteristics of SAE Type II, III, and IV deicing/anti-icing fluids may be degraded by excessive mechanical shearing or chemical contamination. Therefore, only compatible pumps, control valves, piping, hoses, and application devices (nozzles) shall be used. The design of fluid transfer systems shall be in accordance with the fluid manufacturer's recommendations. Fluid transfer systems shall be dedicated to the specific fluid being handled to prevent inadvertently mixing fluids of different types or manufacturers. All fill ports and discharge points shall be clearly labeled to prevent inadvertent product mixing. All fill ports must be protected to prevent foreign contamination Heating Heating Deicing/anti-icing fluids shall be heated according to the fluid manufacturer s guidelines, and the heated fluids shall be checked periodically. For Type I fluids, water loss may cause undesirable aerodynamic effects. For Type II / III / IV fluids thermal exposure and/or water loss may cause degradation making them not usable. CAUTION: Avoid unnecessary heating of fluid in vehicle tanks. Prolonged or repeated heating of fluids (directly or indirectly) may result in loss of water or oxidation which can lead to the performance degradation of the fluid, and may cause viscosity degradation in Type II, III, and IV fluids leading to shorter holdover times. Any of the following situations or a combination of them can accelerate the fluid performance degradation: Low fluid usage (turnover) Trucks being in standby mode with heating system on for extended periods of time High temperatures in the fluid tanks High temperatures in water tanks which are in direct contact with the fluid tanks (no insulation between tanks) The integrity of the fluid following heating shall be checked periodically. Factors like heating rate, time, and temperature cycling should be considered in determining the frequency of fluid inspections. Refer to the fluid manufacturer's recommendations Application Equipment Check with the fluid manufacturer s recommendations for filling and fluid transitions in order to prevent fluid contamination and degradation. Requirements for suitable equipment are described in ARP1971. Application equipment shall be clean before being initially filled with deicing/anti-icing fluid in order to prevent fluid contamination.. ISO 2006 All rights reserved

54 Version 2 Oct Root Cause Analysis Root Cause Analysis is measured and evaluates performances to identify new hazards, measure the effectiveness of and conformity with described risk controls (including those developed during the SRM processes described in section) to ensure they correspond to the described requirements and maintain risk at or below acceptable levels and Ensure compliance with regulatory requirements. It also helps to eliminate the minimal undesirable conditions and/or situations. It is adequate because it precipitates the real causal factors that produces an adverse event or undesirable outcome. Root Cause Analysis can: a) Identify barriers and the causes of problems, so that permanent solutions can be found. b) Present a logical, systematic approach to problem solving. c) Assist to solve problems with data that already exists. d) Identify organizational improvement opportunities. e) Establish repeatable, step-by-step processes, in which one process can confirm the results of another. Root Cause Analysis solely focuses on systems and processes. If a process is broken or needs improvement, then the problem will reoccur continuously. Ultimately, root cause analysis is about prevention discovering the root causes of problems so that steps can be taken to prevent a reoccurrence Reporting Root Cause Analysis All exposures must be reported to the supervisor immediately following the event, and no later than the end of the work shift in which the event occurs. A Root Cause Analysis will be conducted to determine the cause and actions needed to prevent reoccurrence. Employees will receive additional training if work practices are identified that eliminate the exposure potential. The root cause will be provided to all employees. All exposures and potential exposures require treatment to begin immediately. When unsure whether an event should be reported, then it should be reported. Ultimate Aircraft station management will determine if the event meets guidelines Risk Management Analysis/Assessment The purpose of these steps is to estimate the severity and probability of an outcome (incident or accident) associated with each identified hazard, acceptability of the risk level and the need for risk control. While performing these steps, it is important to have a clear understanding of the hazard, associated outcome and the system since these will affect the risk level and the action taken in response. Risk acceptance ensures that individuals who are in positions to allocate resources are also part of the risk acceptance process. The analysis will consider the credible outcome associated with the hazard to determine how likely? it is to occur and how bad? it would be. The assessment will quantify the outcome in terms of severity and likelihood and determine acceptability Risk Analysis and Assessment Risk Analysis is the first element in the risk management process. It includes risk identification and risk estimation. Once a hazard has been identified the risks associated with the hazard must be determined and the amount of risk estimated. It is the process whereby hazards are characterized for their likelihood and severity. Risk Assessment takes the work completed during the risk analysis and goes one step further by conducting a risk evaluation. Here, the probability and severity of the hazard are assessed to determine the approximate level of risk. It is the process of measuring or judging the value or potential level of risk Acceptability of Risk Risk management requires a clear understanding of what constitutes acceptable risk, i.e., when benefits outweighs the costs. How much is accepted, or not accepted, is the choice of Top Management. That decision is affected by many inputs. As tradeoffs are considered and operation-planning progresses, it might become evident that some of the safety parameters require adjustment, forcing the company to accept higher risk to. ISO 2006 All rights reserved

55 Version 2 Oct2017 ensure successful operation completion. When a Top Management chooses to accept risk, the decision will be coordinated with the applicable manager or supervisor and affected personnel and then documented so everyone will know and understand the rationale Decision making process Ultimate Aircraft Deicing and FEAM Ground s risk management decision-making follows a logical pattern involving four steps: a) The first step is the accurate identification and assessment of hazards. b) The second step is the analysis and assessment of the risk involved in such hazards and a determination of whether Ultimate Aircraft Deicing or FEAM Ground is prepared to accept that risk. c) The third step is to find which risks can be eliminated and proceed to eliminate them. d) If none of the identified risks can be eliminated, then the fourth step is to look for the hazards where the associated risks can be reduced Limitations of the risk assessment process It is important to be aware of the limitations of the risk assessment process. The process involves subjectivity on the part of each person making the assessment. Consequently, consistency and a need for objectivity and rationality are important in making valid assessments. Hazards/events assessed to be in the Red or High area of the Risk Matrix shall be brought to the attention of top management as soon as possible. Top management will follow the decision-making process above to bring the assessed risk to as low a level of acceptability as possible. 21 Holdover time Holdover time is obtained by anti-icing fluids remaining on the aircraft surfaces. With a one-step deicing/anti-icing process the holdover time begins at the start of the treatment and with a two-step deicing/anti-icing process at the start of the second step (anti-icing) Holdover time will have effectively run out when frozen deposits start to form/accumulate on treated aircraft surfaces. Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited holdover time, especially in conditions of freezing precipitation. With this type of fluid no additional holdover time would be provided by increasing the concentration of the fluid in the fluid/water mixture. Type II, III, and IV fluids contain a pseudo plastic thickening agent, which enables the fluid to form a thicker liquid wetting film on external aircraft surfaces. This film provides a longer holdover time especially in conditions of freezing precipitation. With this type of fluid, additional holdover time will be provided by increasing the concentration of the fluid/water mixture, with a maximum holdover time available typically from undiluted fluid. Holdover time guidelines give an indication as to the time frame of protection that could reasonably be expected under conditions of precipitation. However, due to the many variables that can influence holdover time, these times should not be considered as minima or maxima, as the actual time of protection may be extended or reduced, depending upon the particular conditions existing at the time. Holdover time guidelines are established and published by the FAA and TC. The responsibility for the application of this data remains with the user. CAUTION: Heavy precipitation rates or high moisture content, high wind velocity, or jet blast may reduce holdover time below the lowest time stated in the range. Holdover time may also be reduced when aircraft skin temperature is lower than OAT. Therefore, the indicated times should be used only in conjunction with a pre-takeoff check. CAUTION: Surface coatings are currently available that may be identified as ice phobic or hydrophobic, enhance the appearance of aircraft external surfaces and/or lead to fuel savings. Since these coatings may affect the fluid wetting capability and the resulting fluid thickness of deicing/anti-icing fluids they have the potential to affect holdover time and aerodynamics. For more information see AIR6232 and consult the aircraft manufacturers.. ISO 2006 All rights reserved

56 FAA HOLDOVER TIME GUIDELINES WINTER ORIGINAL ISSUE: AUGUST 9, 2017 The information contained in this document serves as the official FAA guidance, Holdover Times and Allowance Times for use during the winter season. This document is designed to be used in conjunction with the FAA N 8900 series notice Revised FAA-Approved Deicing Program Updates, Winter Questions concerning FAA aircraft ground de/anti-icing requirements or Flight Standards policies should be addressed to charles.j.enders@faa.gov or Questions on the technical content of the holdover time tables should be addressed to warren.underwood@faa.gov or Questions regarding editorial content or web access issues should be addressed to sung.shin@faa.gov or