Interim Report - Introduction - EASA

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INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B EASA.2009.OP.21 ICAO Doc 9640 2 nd Edition, 2000 MANUAL OF AIRCRAFT DE-ICING / ANTI-ICING OPERATIONS Applicability: Useful because de-icing / anti-icing involves many stakeholders, and they are all addressed in this document. Otherwise this guidance would be distributed across several different Annexes – for operators, maintenance, aerodromes, and air traffic control. It also provides some basic guidance for service personnel. Guidance only – from which “standardised procedures and guidance material” can be developed for various segments of Industry, eg: manufacturers, air operators, engineering, maintenance, and service organisations. Relevance is lost – updates are few and far between. Not generally used by Industry as better Industry standards exist such as AEA and SAE. Options: In the long-term there may be scope to update this document, however, this would only duplicate more readily accessible and relevant standards which already exist, and which are updated annually. NAAs have the option to adopt/adapt elements of this document into their regulations for operators. NAAs/EASA can consider a similar document (reviewed and amended) so that a single source document is available for all stakeholder groups involved. Impact: Without a coordinated approach, there would be little effect as there is no requirement and harmonisation of procedures would not be improved. Forward A review of the history of aeroplane accidents in the air transportation industry revealed that a substantial number are related to winter operations. An examination of these accidents showed a need for formally developed regulations and procedures governing aeroplane deicing/anti-icing operations, directed towards all segments of aviation, including aeroplane manufacturers, airline operators, and engineering, maintenance and service organizations. This material was intended, in particular, for use by flight crews of all aeroplane types and categories, as well as aeroplane maintenance and service personnel. This statement can be considered as still valid, and that all segments of aviation still need formally developed regulations and procedures. In Europe this also infers harmonisation airsight GmbH - 56 -
INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B EASA.2009.OP.21 across states. This paragraph also adequately highlights the multitude of stakeholders involved. 1.6 The only known method for positively ascertaining that an aeroplane is clean prior to take-off is by close inspection. 1.7 It is essential for all personnel to recognize that final assurance for a safe take-off rests in a thorough pre-take-off inspection or check. 2.4 Numerous techniques for complying with the Clean Aircraft Concept have been developed. Proper and adequate deicing, followed by an application of appropriate anti-icing fluid, provides the best protection against contamination. A visual or physical check of critical aeroplane surfaces to confirm that the treatment has been effective and that the aeroplane is in compliance with the Clean Aircraft Concept must be carried out. The message can not be clearer: whoever conducts these checks and inspections is the last link in the chain before the person responsible (the aircraft captain) can decide whether the aircraft is airworthy or not. Yet there is no regulated method of ensuring that these checks and inspections are conducted by appropriately trained and qualified personnel to an acceptable standard. NAAs have no direct control over how this is achieved, as they delegate all responsibility to the operator. Even if operators are diligent, they have to (in practice) delegate responsibility to a multitude of different service providers and/or other third parties; each with varying capabilities, experience and possibly procedures. If NAAs/EASA take these paragraphs as critical and understand the inevitability of human error occurring amongst the cadre of inspectors and checkers, then regulatory action must be considered as a potential risk mitigation measure. To do nothing does not address the known facts highlighted simply and clearly in these three paragraphs and the history of accidents related to winter operations as indicated in the forward. 5.4 At the completion of aeroplane de-icing/anti-icing, the pilot-in-command will be provided with the following information: a) fluid type; b) fluid/water ratio (Type II, III or IV only); c) start time of the final anti-icing application; and airsight GmbH - 57 -
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Interim Report - Introduction - EASA

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