Interim Report - Introduction - EASA

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INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT C <strong>EASA</strong>.2009.OP.21 beforehand at the gate whereas at remote/centralised de-icing, necessary information must be informed to the de-icing crew in another way (e.g. coordinator communication). 2.2.1 Determining the need for de/anti-icing Certain aspects must be considered, such as, what are the A/C specific requirements and precautions, is the de-icing operation performed at gate or remote, can the aircraft start the engines and taxi to a remote de-icing fully contaminated, who makes the request for the deicing, verification of proper procedure with all parties involved (ground crew / flight crew / deicing crew), should air-blower/brushes be used beforehand etc. 2.2.1.1 One-step/two-step de/anti-icing The selection of a one- or two-step process depends upon weather conditions, available equipment, available fluids and the holdover time to be achieved. One-step procedure: some contamination, such as frost, can be removed and the surface protected from refreezing, all at the same time using the same fluid and same mixture. Two-step de/anti-icing (when the first step is performed with de-icing fluid) is a procedure performed whenever the contamination demands a de-icing process separately. This sentence reflects what is included in AEA Recommendations, and would virtually mandate that aerodromes provide type I fluid, because there will always be days of heavy snowfall and clear ice which “demand” a separate de-icing. 2.2.2.1 Clean aircraft concept Contaminated fluid on the surface must not be misunderstood as a clean aircraft; this contamination must be removed. Anti-icing only is not permitted. 2.3.2.2 Anti-icing fluid may be applied to aircraft surfaces at the time of arrival on short turnarounds during freezing precipitation and on overnight parked aircraft. This procedure has a potential risk of building residues and is not recommended if performed continuously. 2.3.1 Aircraft surfaces If the wing area is large and the contamination is heavy, previously de-iced parts should be considered to be de-iced again before anti-icing. 2.3.1.1 Other areas The Application of hot water or heated Type I fluid in the first step of the de/anti-icing process may minimise the formation of residues. It must be clear that de-icing or anti-icing should not be performed (sprayed) from the trailing edge forward. This can cause even more residue to collect and there is also the danger of removing grease from hinges and other parts. airsight GmbH - 7 -
INTERIM REPORT – OPTIONS FOR CHANGE – ATTACHMENT C <strong>EASA</strong>.2009.OP.21 2.4 De/anti-icing communication Proper communication is as important as proper de/anti-icing. There cannot be any doubt of the procedure, fluid used, holdover time, areas covered etc. when communicating and verifying the process. As important as the communication between the flight crew and the de-icing crew so is the communication between the de-icing crews themselves and the de-icing coordinator. No misconception can be allowed when deciding on treatment and verifying operational procedures. 2.4.1.1 The Anti-Icing Code The Anti-Icing Code contains the minimum information needed for communication. It is allowed, and preferred, to give other information, such as areas treated, areas checked, engines and propellers, frost thickness on underwings etc, if there is a need for it or if the crew has requested something else. Note that 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 pretakeoff check. For use of holdover time guidelines consult Fluid Manufacturer Technical Literature for minimum viscosity limits of fluids as applied to aircraft surfaces. A Type II, III or Type IV fluid is considered degraded if the viscosity is below the minimum limit as provided by the fluid manufacturer. 3 Off-Gate De/Anti-icing Operation 3.1 Airport operations The operation of any de-icing facility should maximise efficiency where possible. Local settings may demand one sort of operation for one airport that could be unusable for another location. As long as “local settings” is not a euphemism for different levels of investment and capability/capacity of facilities and equipment and personnel etc. 3.4 Management of the centralised de/anti-icing operation. A management and procedure plan should be available at the airport in relevant publications. This program shall explain the necessary procedures of the de-icing operation. The remote de-icing operation must be clearly determined and informed to all stakeholders. A de-icing program must be established irrespective of whether it is a remote only or a mix operation. The procedures, the throughput, the options, the checks, the communication etc. must be airsight GmbH - 8 -
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