Interim Report - Introduction - EASA

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INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B <strong>EASA</strong>.2009.OP.21 Operator’s Responsibilties 7.4 Ground de-icing/anti-icing is, technically, a part of the operation of the aeroplane. The person in charge of the deicing/anti-icing procedure is responsible for accomplishing this procedure and verifying the results of the de-icing/anti-icing treatment. Additionally, the deicing/anti- icing application information reported to the flight deck crew is also a part of the technical airworthiness of the aeroplane. 7.5 The person responsible for the de-icing/anti-icing process must be clearly designated, trained and qualified. This person shall check the aeroplane for the need to de-ice, shall initiate de-icing/anti-icing, if required, and is responsible for the correct and complete deicing/anti-icing treatment of the aeroplane. The final responsibility for accepting the aeroplane after de-icing/anti-icing rests, however, with the pilot-in-command. 7.4 Introduces the concept of a person in charge, and it can be inferred here that ICAO mean it to be someone “outside” of the aircraft. In reality, there may be confusion as to who is in charge, as many people may be involved in the decision-making: operator’s flight operations dept; captain, ground operative; crew chief; service provider control dept; third-party “inspector”. 7.4 Makes it clear that the anti-icing code has meaning other than just information for calculation of HoT; it confirms that the final element must confirm, or not, that the clean wing concept is met. 7.5 Places all decision-making responsibilities on the shoulders of the “outside” person referred to in the earlier paragraph 7.4. Again, in practice this is a coordinated operation with many inputs. It is possible to require operators make it clearer as to where responsibilities lay, and who makes which decisions. This can be achieved by requiring, within an operators procedures/programme, a coordination and communication plan and procedures; these should assist the pilot in establishing for all destinations who is “in charge” and what responsibilities they uphold. Any rules, AMC or GM which help operators establish more full-proof procedures will have a positive impact on safety. AMC and GM can help to increase harmonisation. DE-ICING/ANTI-ICING COMMUNICATIONS 10.1 The communications between ground and flight crews are an integral part of the de- airsight GmbH - 60 -
INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT B <strong>EASA</strong>.2009.OP.21 icing/anti-icing process and must be included in every de-icing/anti-icing procedure. 10.3 Upon completion of the de-icing/anti-icing procedure and the associated check of the aeroplane, the flight crew shall be provided with information about the final step of the deicing/anti-icing process which ensures that the aeroplane is in compliance with the Clean Aircraft Concept; this information shall be given in the form of de-icing/anti-icing code. 10.4 The de-icing/anti-icing codes, which are to be recorded, shall be communicated to the flight crew in the following sequence: Element A: specify type of fluid used, Element B: specify the percentage of de-icing/anti-icing fluid in the fluid/water mixture, Element C: specify in local time, in hours and minutes, the beginning of the final de-icing/antiicing step, The transmission of elements A, B and C to the flight crew confirms that the de-icing/antiicing was completed and that the aeroplane is clean. 10.6 After de-icing/anti-icing and prior to departure, the flight crew must receive an “all clear” signal from the ground crew that it is safe to taxi. This highlights the need for clear and precise communications, and a common understanding of the meaning of these communications. 10.6 There is a potential for confusion, especially when the same person communicates the anti-icing code and the “all clear” signal. “All clear” is perhaps too “close” a phrase to “contamination is now all cleared”, and the recommended anti-icing code does not contain a specific “aircraft clean” communication. Having pilots “infer” that the aeroplane is clean from the three elements of the code is prone to error, as these elements can be passed before an inspection is conducted, and can be passed (required) even if the treatment failed. Clear communication plans and procedures are essential for safe de-icing / anti-icing operations; guidance can be provided to operators. Review and universally agreed amendments to the anti-icing code can be undertaken to include a definite “success/fail” element, and to clearly separate the code from any “all clear” signal. Clearer and less ambiguous communications will enhance safety. Clarifying the meaning of a final element (aeroplane clean) will reinforce the responsibilities of the service provider. 9.5 Details of the ATC winter operations plan shall be included in all air traffic controllers’ airsight GmbH - 61 -
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Interim Report - Introduction - EASA

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