Interim Report - Introduction - EASA

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INTERIM REPORT – DATA SUMMARY AND ANALYSIS <strong>EASA</strong>.2009.OP.21 published by e.g. the Federal Office of Civil Aviation (FOCA) and the French Directorate General of Civil Aviation (DGAC) in 2001 only contain recommendations of a non-binding nature on the types of fluids and procedures. − Environmental regulations: According to the respondents, Environmental regulations have no influence on the provision of Type I fluids. . Nevertheless, prior to the utilisation of any new chemical substance, some aerodromes (e.g. in some States in Germany) have to get approval from the responsible environmental authorities. − Operational throughput (capacity issues): Availability of space (areas) to conduct de-icing / anti-icing operations, together with manpower related issues: A change in the de-icing / anti-icing procedures would not greatly affect throughput, space required (except when additional trucks are required in addition to the existing ones), nor manpower requirements, and therefore does not represent a major limiting factor. In addition, the informal recommendations made by some IATA DAQCP auditors to the service providers regarding the provision of Type I fluid have usually no impact/response (possibly because non-availability of Type I fluids is not an audit finding). 2.1.8 Selection of Type II/III/IV thickened fluids Thickened Type II, III and IV fluids may be used in conjunction with Type I fluids in a two-step procedure, when anti-icing is required. The utilisation of these fluids mainly depends of the holdover time to be achieved and the service provider’s preferences. According to the information provided by the stakeholders, Type II and IV fluids are used at an almost equal number of aerodromes (in 44 service providers offering a two step procedure, in addition to Type I fluids, 23 service providers are using Type II fluids, and 21 service providers Type IV fluids). Type III fluids are not used at the aerodromes analysed; and it is believed that only one aerodrome currently supplies Type III at the request of one operator. Operators of regional aircraft may be more inclined to request Type III if more deicing / anti-icing areas were located closer to departure runways. Figure 15 below shows that 74% of de-icing / anti-icing operations take place at the gate, and only 17% close to departure runways. 2.1.9 Selection of fluid manufacturer The main criteria for the selection of the brand of fluid are of a commercial, environmental and technical nature. Commercial aspects include mainly the price of fluids, delivery time and service quality. According to the service providers, the requirements on the delivery-time are the main airsight GmbH - 15 -
INTERIM REPORT – DATA SUMMARY AND ANALYSIS <strong>EASA</strong>.2009.OP.21 limitation in the choice of the fluid manufacturer. Service quality, namely the support provided to answer questions on fluid utilisation (and possibly conduct laboratory tests) in a timely manner is also an important factor. As all de-icing / anti-icing fluids used in Europe comply with strict SAE technical qualification standards, the physical and chemical characteristics of the fluids used at European aerodromes are probably of secondary importance in the selection of the fluid brand and were not assessed in the questionnaires and interviews. airsight GmbH - 16 -
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