Interim Report - Introduction - EASA

INTERIM REPORT – OPTIONS FOR CHANGE
EASA.2009.OP.21
RESDATA1. EASA and NAAs to agree a dataset and method of collection, distribution and
analysis for ascertaining the existing levels of risk from residue formation.
RESDATA2. NAAs to require operators, and where applicable maintenance organisations,
to record and submit data, relevant to individual aircraft, concerning
applications of de-icing / anti-icing fluid, and the effect of inspections for, and
removal of, residues.
RESDATA3. NAAs to request brief descriptions of operators’ residue management
programmes, including inspection and cleaning methods, and how
assessment of their effectiveness is made.
The second option here would naturally follow the first option, and therefore would not be
retrospective. The third option could be undertaken immediately.
Protection of the environment surrounding aerodromes from noise is usually tightly regulated
by NAAs. One consequence of this is that the allocation of active runways by ATC is often
made after consideration is given to reducing noise. During winter operations it is crucial that
aircraft that have been anti-iced are provided with the most expeditious route to the
departure runway. This can be achieved by utilising de-icing / anti-icing areas close to the
active runway threshold, or by selecting an appropriate runway closest to the de-icing / antiicing
area – so as to reduce taxi time (Option REGAD6 below). A conflict of interest can
arise where access to the preferred runway for compliance with noise limitations involves a
longer taxi than access to the closest suitable runway (Runway 18R/36L at Amsterdam
Schipol is one clear example).
NOISE. NAAs should issue instructions to aerodromes and ANSPs to emphasise that
during winter operations priority should be given to shorter taxi times (post deicing
/ anti-icing) rather than noise limitation.
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