Part 121 Ground De-Icing Manual

Transcription

1 Part 121 Ground De-Icing Manual Revision Date 22 January 2015 Rev 1

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4 Rev 1 Manual Distribution List This manual will be issued to the following Aeronexus Corporate Personnel: Position Name Medium Copy SACAA Hard Copy 1 CEO S. Petersen Electronic - Responsible Person: Flight Operations G. Harrison Electronic - Flight Safety Officer J. Rodger Electronic - Quality Assurance Manager (Master Copy) J. P Britz Hard Copy 2 Manager Flight Operations and Library T. Antonijevic Hard Copy 3 Chief Pilot G. Harrison Electronic - Chief Training Pilot H. Tunmer Electronic - Cabin Services Manager J. Scott Electronic - Aircraft Maintenance Manager R. Claassen Electronic - Responsible Person Aircraft J. Rodger Electronic Flight Crew All Pilots Electronic Revision Date: 22 January 2015 Page 4 Part 121 Flight Operations

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7 TABLE OF CONTENTS Record of Revisions... 3 Manual Distribution List... 4 List of Effective Pages... 5 TABLE OF CONTENTS... 7 Referenced Documentation Abbreviations SECTION 1 - DEFINITIONS Airplane Surface Contamination Anti-Icing De-Icing Frozen Contaminants Contamination Check Holdover Time (HOT) Checks Pre-Takeoff Check Pre-Takeoff Contamination Check Post De-Icing Check Aircraft Exterior Check SECTION 2 PROGRAM ELEMENTS Ground De-Icing and Anti-Icing Program Management Plan SECTION 3 RESPONSIBILITIES Responsibilities Aeronexus Corporate Operations Agreements with Airports Agreements with ATC s Agreements with Service Providers Agreements with Dispatchers Dispatcher Pilot in Command Implementation Aeronexus Corporate Operations Base Manager Revision Date: 01 June 2014 Page 7 Part 121 Flight Operations

8 3.5.3 Resident Dispatcher Incorporation inaeronexus Corporate FOM Co-ordination SECTION 4 INSPECTION PROCEDURES Cold Weather Pre-flight Inspection Procedures Maintenance Personnel Aircraft on the Ground Underwing Frost Clear Ice Phenomena Other Potential Locations of Frozen Contamination Frozen Contaminants SECTION 5 DE-ICING AND ANTI-ICING FLUIDS Freezing Point Depressant Fluids (FPD) Health Effects SECTION 6 QUALITY ASSURANCE PROGRAM SECTION 7 CLEAN AIRCRAFT CONCEPT Factors and Principles Practices for Pilots to Ensure Clean Aircraft SECTION 8 HOLDOVER TIMES Holdover Times Responsibilities and Procedures Holdover Procedures Holdover Tables and Procedures for Their Use Aeronexus Corporate HOT Tables Use of HOT Tables Updating of Holdover Time Guidelines and De-Icing/Anti Icing Procedures General Duties and responsibilities SECTION 9 RECOGNITION TECHNIQUES Recognition Techniques Revision Date: 01 June 2014 Page 8 Part 121 Flight Operations

9 9.2.0 Recognizing frozen contaminants SECTION 10 - TYPES OF ICING CHECKS Aircraft De - Icing Procedures De-Icing Procedures General Recommended Use of De-Icing / Anti-Icing Codes Central and Remote De-Icing SECTION 11 - IDENTIFICATION OF CRITICAL AIRCRAFT SURFACES General Identification of Representative Aircraft Surfaces SECTION 12 DE-ICING WITH FLUIDS General Observations De-Icing With Fluids De-Icing Of Aircraft Surfaces De-Icing the Engine Area SECTION 13 ANTI-ICING WITH FLUIDS General Observations SECTION 14 EXECUTION OF DE-ICING AND ANTI-ICING General Communications Before Commencement of De-Icing / Anti-Icing Procedures Post De-Icing / Anti-Icing Check Pre-Takeoff Check Procedures Pre-takeoff Check (within the HOT) Pre-Takeoff Check (Hot Exceeded) Pre-takeoff Contamination Check Pre-Takeoff Contamination Responsibilities PIC SECTION 15 TRAINING General Personnel to Be Trained Revision Date: 01 June 2014 Page 9 Part 121 Flight Operations

10 Training Curriculum Effects of Frozen Contaminants on Aircraft Surfaces (FC/CC/DP/GP) Aircraft Ground Icing Conditions In-flight Ice Accumulation (FC) Weather Conditions (FC/ DP/ GP) Specific De-Icing / Anti-Icing Procedures Communications Fluids Utilized Fluid Storage and Handling (GP) Equipment Operation (GP) Ground De-Icing and Anti-Icing Procedures (FC / DP / GP) Use of HOTs (FC / DP / GP) Contamination Checks(FC / CC / DP/GP) Recording of Training ANNEXRE A: HOLDOVER TIMES TABLES Revision Date: 01 June 2014 Page 10 Part 121 Flight Operations

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12 Referenced Documentation AC AC AC AC AC ISO ISO ISO ARP 4737 Hazards Following ground de-icing / anti-icing and ground operation in conditions conducive to aircraft icing Ground de-icing and anti-icing program Pilot Guide to Large Aircraft Ground de-icing Ground de-icing / anti-icing Training & Checking Pilot Guide to Small Aircraft Ground de-icing Aircraft de-icing / anti-icing fluids ISO type I Aircraft Ground based de-icing / anti-icing methods with fluids Aircraft de-icing / anti-icing fluids ISO types II, III and IV Transport Canada HOT Guidelines Abbreviations AC : Aeronautical Circular (FAA) ATC : Air Traffic Control FAA : Federal Air Agency FAR : AERONEXUS CORPORATE HOT : Holdover time ISO : International Standards Organisation LED : Leading Edge Device PIC : Pilot in Command Revision Date: 01 June 2014 Page 12 Part 121 Flight Operations

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14 Section 1 - Definitions Airplane Surface Contamination FREEZING PRECIPITATION Snow, sleet, freezing rain, drizzle, or hail which adheres to aircraft surfaces. FROST, INCLUDING HOARFROST Hoarfrost is a deposit of interlocking ice crystals formed by direct sublimation of water vapour on an object or aircraft surface, which is at or below 0 C (32 F). FREEZING FOG Clouds of super cooled water droplets that form a deposit of ice on objects in cold weather conditions. SNOW Precipitation in the form of small ice crystals or flakes which may accumulate on or adhere to aircraft surfaces. FREEZING RAIN Water condensed from atmospheric vapour falling to earth in superbcooled drops, forming ice on objects. CLEAR ICE A layer of pure, transparent, homogeneous, hard and smooth ice bonded to the aircraft surface. COLD-SOAKED WING The condition of the wings of an aircraft when they have (partly) a very low temperature due to very cold fuel (below 0º C) in the wing tanks. RAIN OR HIGH HUMIDITY (on Cold-Soaked Wing) Water forming ice or frost on the wing surface when the temperature of the aircraft wing surface is at or below 0 C (32 F). This ice or frost may freeze over the entire wing surface and on the wing leading edge. Some aircraft may be susceptible to the formation of frost or ice on wing surfaces when the wing surfaces are cold-soaked and the aircraft is exposed to conditions of high humidity, rain, drizzle, or fog at ambient temperatures above freezing. UNDERWING FROST Takeoff with frost under the wing in the area of the fuel tanks (caused by cold-soaked fuel) within limits established by the aircraft manufacturer, authorized by AERONEXUS CORPORATEA aircraft certification offices, and stated in aircraft maintenance and flight manuals may be permitted. LOCAL FROST BUILD-UP Limited formation of frost in local wing areas sub-cooled by fuel or large masses of cold metal. This type of frost does not cover the entire wing. Revision Date: 01 June 2014 Page 14 Part 121 Flight Operations

15 SLUSH Snow or ice that has been reduced to a soft watery mixture. SUPER COOLED GROUND FOG AND ICE FOG Similar to super cooled clouds found at altitude but caused by advection or night time cooling and existing near ground level. BLOWING SNOW Snow blown by ambient winds, other aircraft or ground support equipment from snow drifts, other aircraft, buildings, or other ground structures. RECIRCULATED SNOW Snow made airborne by engine, propeller, or rotor wash. Operation of jet engines in reverse thrust, reverse pitch propellers, and helicopter rotor blades are common causes of snow recirculation. HIGH RELATIVE HUMIDITY Conditions that may produce frost formations on aircraft surfaces having a temperature at or below the dew or frost point. Frost accumulations are common during overnight ground storage and after landing where aircraft surface temperatures remain cold following descent from higher altitudes. This is a common occurrence on lower wing surfaces in the vicinity of fuel cells. Frost and other ice formations can also occur on upper wing surfaces in contact with cold fuel. On some aircraft clear ice formations can occur that are difficult to detect. FROST Frost, including hoar frost, is crystallized deposit, formed from water vapour on surfaces which are at or below 0 degrees C (32 degrees F) Anti-Icing A precautionary procedure used to provide protection against the formation of frost or ice and accumulation of snow or slush on clean surfaces of the aircraft for a limited period of time (holdover time). Anti-icing fluids are normally applied unheated on clean aircraft surfaces, but may be applied heated, and include: a. SAE Type I fluid; b. Concentrates or mixtures of water and SAE Type I fluid; c. Concentrates or mixtures of water and SAE Type II fluid; d. Concentrates of SAE Type III fluid, and e. Concentrates or mixtures of water and SAE Type IV fluid. ANTI-ICING FLUID TYPE A ISO Type 1 fluid in accordance with ISO 11075, heated to 60º C minimum at the spray nozzle. ANTI-ICING FLUID TYPE B Revision Date: 01 June 2014 Page 15 Part 121 Flight Operations

16 Mixture of water and ISO Type 1 fluid in accordance with ISO 11075, heated to 60º C minimum at the spray nozzle. ANTI-ICING FLUID TYPE C ISO Type II, III or IV fluids in accordance with ISO ANTI-ICING FLUID TYPE D Mixture of water and ISO Type II, III or IV fluids De-Icing A procedure used to remove frost, ice, slush, or snow from the aircraft in order to provide clean surfaces. The procedure can be accomplished using fluids, infrared energy, mechanical means, or by heating the aircraft. De-icing fluid is usually applied heated to assure maximum de-icing efficiency and includes: a. Heated water; b. SAE Type I fluid; c. Heated concentrates or mixtures of water and SAE Type I fluid; d. Heated concentrates or mixtures of water and SAE Type II fluid; e. Heated concentrates or mixtures of water and SAE Type III fluid, and f. Heated concentrates or mixtures of water and SAE Type IV fluid. DE-ICING FLUID TYPE A Heated water. DE-ICING FLUID TYPE B ISO Type 1 fluid in accordance with ISO DE-ICING FLUID TYPE C Mixture of water and ISO Type 1 fluid. DE-ICING FLUID TYPE D ISO Type II, III or IV fluids in accordance with ISO DE-ICING FLUID TYPE E Mixture of water and ISO Type II, III or IV fluids. Revision Date: 01 June 2014 Page 16 Part 121 Flight Operations

17 1.4.0 Frozen Contaminants As used in this document, frozen contaminants include light freezing rain, freezing rain, freezing drizzle, frost, ice, ice pellets, snow, snow grains, and slush Contamination Check A check of aircraft surfaces for contamination in order to establish the need for de-icing Holdover Time (HOT) The estimated time that de-icing / anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the critical surfaces of an aircraft. HOT begins when the final application of de-icing / anti-icing fluid commences and expires when the de-icing/anti-icing fluid loses its effectiveness Checks The checks listed immediately hereunder shall be performed as and when indicated Pre-Takeoff Check A check of the aircraft s wings or representative aircraft surfaces for frozen contaminants. This check is conducted within the aircraft s HOT and may be made by observing representative surfaces from the flight deck, cabin, or outside the aircraft, depending on the type of aircraft and operator s Aeronexus Corporate -approved program Pre-Takeoff Contamination Check A check (conducted after the aircraft s HOT has been exceeded) to ensure the aircraft s wings, control surfaces, and other critical surfaces, as defined in the certificate holder s program, are free of all frozen contaminants. This check must be completed within 5 minutes before beginning takeoff and from outside the aircraft, unless the certificate holder s SACAA-approved program specifies otherwise Post De-Icing Check A check, after de-icing application, to ensure all aircraft surfaces are free of frozen contaminants Aircraft Exterior Check A check carried in order to ensure that the wings and control surfaces are free from frost, ice and snow. It shall be completed within five minutes prior to the start of the takeoff run. This check shall be accomplished from outside the aircraft. Section 2 Program Elements Ground De-Icing and Anti-Icing Program The Aeronexus Corporate ground de-icing and anti-icing program consists of the following elements: a. Management Plan b. The Management Plan includes a detailed description of the operational responsibilities and procedures associated with the implementation and conduct of the Aeronexus Corporate deicing / anti-icing program. c. Holdover timetable and procedures; Revision Date: 01 June 2014 Page 17 Part 121 Flight Operations

18 d. Aircraft de-icing / anti-icing procedures and responsibilities; e. Pre-takeoff check procedures and responsibilities; f. Pre-takeoff contamination check procedures and responsibilities; g. Initial and recurrent training, and h. Testing for flight crewmembers and qualification for all other affected personnel such as aircraft dispatchers, ground and contracted personnel Management Plan In order to properly exercise operational control (when conditions are such that frost, ice, snow, or slush may reasonably be expected to adhere to an aircraft), Aeronexus Corporate developed, implemented, and uses a management plan for proper execution of its approved de-icing / anti-icing program as described in the paragraphs following hereunder. Section 3 Responsibilities Responsibilities The responsibilities of the Aeronexus Corporate personnel involved in the de-icing / anti-icing programme are given in the paragraphs following hereunder Aeronexus Corporate Operations 1. It is the responsibility of Aeronexus Corporate Operations to determine at each airport where operations are expected to be conducted in conditions conducive to ground icing whether an airport department or a contractor is responsible for rendering de-icing / anti-icing services. 2. After determining which department or contracted service provider is responsible for the provision of de-icing / anti-icing services, Aeronexus Corporate Operations shall enter into written contracts with the responsible parties for the rendering of these services as and when required at the different affected airports. 3. The above actions shall be taken by the Responsible Person Operations of Aeronexus Corporate during a pre-dispatch visit to the airports where Aeronexus Corporate will operate from / pass through on envisaged contracts. The pre-dispatch visits shall be made well in advance of the envisaged first visit by an aircraft operated by Aeronexus Corporate Agreements with Airports 1. Aeronexus Corporate Operations shall enter into written agreements with the Airport Managers at the different affected airports regarding: a. Aircraft secondary de-icing / anti-icing locations, and b. The location / s where pre-takeoff contamination checks may be conducted. 2. At airports where the airport management provides de-icing / anti-icing services, Aeronexus Corporate Operations shall enter into written contracts with that airport management Agreements with ATC s Aeronexus Corporate Operations shall enter into written agreements with the ATC departments at the different affected airports for the rendering of air traffic control services during the execution of de-icing / anti-icing services. Revision Date: 01 June 2014 Page 18 Part 121 Flight Operations

19 3.2.3 Agreements with Service Providers At airports where the airport management does not provide de-icing / anti-icing services, Aeronexus Corporate Operations shall enter into written contracts with the service provider that renders de-icing / anti-icing services Agreements with Dispatchers 1. At airports where Aeronexus Corporateplans to establish a base, the Aeronexus Corporatebase manager shall make provision for the dispatching of Aeronexus Corporateflights. This shall include ensuring that the de-icing / anti-icing service provider is given prior notification of the arrival / departure of Aeronexus Corporate flights. 2. At airports where Aeronexus Corporate does not establish a base, Aeronexus Corporate Operations shall enter into written contracts with the service provider that renders dispatching services Dispatcher 1. At all times whenever it is anticipated that de-icing / anti-icing services will be required, the Resident Dispatcher shall determine the availability of adequate qualified personnel and equipment are available. 2. The resident Dispatcher shall submit a report in this regard to Aeronexus Corporate Operations. 3. It is the responsibility of the Dispatcher after receipt of the take-off schedule to contact the service provider and arrange for the de-icing / anti-icing equipment to be in place for the execution of the de-icing / anti-icing process to be completed in time for the aircraft to meet its scheduled take-off time Pilot in Command 1. It is the responsibility of the Pilot In Command (PIC) to ensure upon arrival at an airport where conditions conducive to ground icing may be experienced to ensure that the above agreements is in place and that the personnel charged with the execution thereof are au fait with their responsibilities Implementation 1. Where reference is made to service providers hereafter the following entities are included where applicable: a. Airport Management; b. ATC; c. Aircraft dispatch services, and d. De-icing and anti-icing services Aeronexus Corporate Operations 1. Aeronexus Corporate Operations shall: a. Provide copies of the various contracts to the Base Manager or Resident Dispatcher as the case may be; b. File copies of all the contracts and subsequent reports regarding de-icing and anti-icing aspects; c. Ensure that every Resident Dispatcher / Base Manager has a copy of this manual, and are au fait with the contents thereof. Revision Date: 01 June 2014 Page 19 Part 121 Flight Operations

20 3.5.2 Base Manager 1. At each airport where anaeronexus Corporate Base Manager is placed the Base Manager shall: a. Ensure that he has copies of the contracts regarding de-icing and anti-icing pertaining to that specific airport; b. Ensure that he is in possession of a copy of this manual and is au fait with contents thereof; c. Establish contact with the various service providers with which contracts have been entered into; d. Establish the methods of liaising with them when their services will be required; e. Ensure that the service provider responsible for providing de-icing and anti-icing services has adequate qualified personnel and equipment to execute their task Resident Dispatcher 1. At each airport where the Resident Dispatcher has been appointed he / she shall: a. Ensure that he / she has copies of the contracts regarding de-icing and anti-icing pertaining to that specific airport; b. Ensure that he / she is in possession of a copy of this manual and is au fait with contents thereof; c. Establish contact with the various service providers with which contracts have been entered into; d. Establish the methods of liaising with them when their services will be required; e. Ensure that the service provider responsible for providing de-icing and anti-icing services has adequate qualified personnel and equipment to execute their task Incorporation inaeronexus Corporate FOM This manual forms an integral part of the Aeronexus Corporate Flight Operations Manual Co-ordination 1. It is the responsibility of either the Base Manager or Resident Dispatcher to co-ordinate the efforts of the various service providers with which contracts have entered into. 2. The Base Manager or Resident Dispatcher shall with the aid of the contracted service providers draft and implement a winter operations plan. A copy of this plan shall be forwarded to Aeronexus Corporate Operations. Section 4 Inspection Procedures Cold Weather Pre-flight Inspection Procedures 1. This is in addition to the normal walk-around pre-flight inspection conducted by a pilot. This inspection shall be used to note any aircraft surface contamination and initiate any required deicing / anti-icing operations. 2. A thorough pre-flight inspection is more important in temperature extremes because those temperature extremes may affect the aircraft or its performance. At extremely low temperatures, the urge to hurry the pre-flight of the aircraft is natural, particularly when the aircraft is outside and adverse weather conditions exist, which make the pre-flight physically uncomfortable for the pilots. This is the very time to perform the most thorough pre-flight inspection. Revision Date: 01 June 2014 Page 20 Part 121 Flight Operations

21 3. Aircraft areas that require special attention during a pre-flight inspection during cold weather operations depend on the aircraft design. The pre-flight includes all items recommended by the aircraft manufacturer. As far as aircraft operated by Aeronexus Corporate, the following items are included: a. Wing leading edges, upper and lower surfaces; b. Vertical and horizontal stabilizing devices, leading edges, upper surfaces, lower surfaces, and side panels; c. Lift \ drag devices such as trailing edge flaps; d. Spoilers and speed brakes; e. All control surfaces and control balance bays; f. Propellers (if applicable); g. Engine inlets, particle separators, screens, and pressure probes; h. Windshields and other windows necessary for visibility; i. Antennas, and j. Fuselage. 4. Before beginning the de-icing / anti-icing procedures, the PIC shall: a. Coordinate with air traffic control (ATC) for departure planning; b. Obtain the most current weather information, and c. When de-icing / anti-icing with fluids is accomplished, the PIC shall have the following information: d. Fluid type (for example, Type I or Type II); e. Fluid / water mix ratio; f. Start time of final fluid application / beginning of holdover time, and g. Verification that the aircraft is free of contamination Maintenance Personnel 1. At no airport shall Aeronexus Corporate maintenance personnel be responsible to execute ground de-icing / anti-icing procedures. 2. It is the responsibility of Aeronexus Corporate Operations to engage in written contracts with service providers at each airport where operations are expected to be conducted in conditions conducive to ground icing Aircraft on the Ground 1. Aircraft, when parked or during ground operations, are susceptible to many of the conditions that can be encountered in flight; in addition to conditions peculiar to ground operations. These include: a. Frozen precipitation such as snow, sleet, or hail; b. Residual ice from a previous flight. Such contaminants may exist on leading edges of wings, empennage, trailing edge flaps, and other surfaces. c. Operation on ramps, taxiways, and runways containing moisture, slush, or snow, and d. Residual ice & slush Revision Date: 01 June 2014 Page 21 Part 121 Flight Operations

22 2. Residual ice or slush accumulated on airframe components during landing and taxi operations on contaminated runways, taxiways and ramps, can remain in place if low temperatures and other weather conditions exist unless identified and removed. Contaminants of this type are commonly found in wheel wells, on landing gear components, trailing edge flaps, under surfaces of wings and horizontal stabilizers, and other components. 3. In many cases, de-icing/anti-icing procedures may be ineffective in providing sufficient protection for continued operations. This can occur when there is freezing rain, freezing drizzle, heavy snow, or any condition where high water content is present in freezing precipitation. 4. At very low ambient temperatures (below approximately -30 C), some heated Type I fluids are no longer effective, and other methods of frozen contamination removal must be used Underwing Frost Operational experience as well as research experiments with several aircraft have indicated that underwing frost formations do not generally influence aircraft performance and flight characteristics as severely as leading edge and upper wing frost; however, it must be understood that some aircraft designs may be more sensitive to underwing frost than others and particular aircraft could be unsafe with underwing frost Clear Ice Phenomena Some aircraft have experienced formations of clear ice on the upper surfaces of wings in the vicinity of integral fuel tanks. Such ice is difficult to see and in many instances cannot be detected other than by touch with the bare hand or by means of a special purpose ice detector. These phenomena typically occur on aircraft that have flown high-altitude missions for a sufficient time to cold-soak fuel in integral tanks, and the fuel remaining in these tanks, after landing, is sufficient to contact upper wing skins causing clear ice to form when rain, drizzle, wet snow, or high humidity is present (at, above, or below freezing ambient temperatures). Upperwing frost can also occur under conditions of high relative humidity. In either case, ice or frost formation on upper wing surfaces must be removed prior to takeoff. Skin temperature should be increased to preclude formation of ice prior to takeoff. This is often possible by refuelling with warm fuel. Clear ice formations of this type can cause aircraft performance changes and can break loose at rotation or during flight, causing engine damage on some aircraft types, primarily those with rear mounted engines Other Potential Locations of Frozen Contamination 1. Areas under leading edge slats and portions of trailing edge flaps (e.g.; leading edges and upper surfaces of multi-segment fowler flaps) might not be exposed to anti-icing fluids during the de-icing / anti-icing process. Such unprotected areas may be exposed and susceptible to icing during precipitation or high relative humidity conditions, in taxi, takeoff queue, or takeoff configurations. 2. Leading edges of wings, empennage, slotted flaps, engine air inlets, etc. of arriving aircraft may contain residual ice formations from previous flights. If ambient conditions are not such that these formations would be dissipated by natural means, or removed by means of a de-icing process, they will remain and can have significant effect upon aircraft performance and flight characteristics during subsequent operations. 3. Propellers and other rotating components during ground operations are exposed to conditions similar to those of forward flight. Some aircraft require operation of in-flight ice protection Revision Date: 01 June 2014 Page 22 Part 121 Flight Operations

23 equipment while on the ground. Others may prohibit, or inhibit by design, operation of such equipment during ground operations Frozen Contaminants 1. Frozen contaminants in the form of ice, snow, or frost can accumulate on exterior surfaces of an aircraft on the ground. The type of accumulation on the aircraft surface is a key factor in determining the type of de-icing / anti-icing procedure that should be used. 2. Ice, snow, and frost should be removed before takeoff. Dry, powdery snow can be removed by blowing cold air or nitrogen gas across the aircraft surface. Heavy, wet snow or ice can be removed by using solutions of heated FPD fluids and water or by mechanical means such as brooms and squeegees. 3. Frozen contaminants can also be removed from the surface of an aircraft by using FPD fluids. There are a number of FPD's available for use on commercial large transport category aircraft. The FPD's used most often are glycol-based fluids produced by a number of North American, European, and Russian chemical manufacturers. Section 5 De-Icing and Anti-Icing Fluids Freezing Point Depressant Fluids (FPD) 1. Common practice, developed by the North American and European aviation communities over many years of experience, is to de-ice and anti-ice an aircraft before takeoff. 2. Various techniques of ground de-icing and anti-icing have been developed. The most common of these techniques is to use Freezing Point Depressant (FPD) fluids in the ground de-icing process and to anti-ice with a protective film of FPD fluid to delay the reforming of ice, snow, or frost. 3. Commercially available FPD fluids used for aircraft de-icing are ethylene glycol or propylene glycol based. Today's FPD fluids have characteristics that are best defined by a phase diagram or freeze chart as shown in Figure 1. The general characteristics of these fluids are described in Table 1. Refer to Appendix A. Note: Generally, the freeze characteristics of commercially available FPD fluids are based on the "neat" (undiluted premix) solution as furnished by the fluid manufacturer. 4. The basic philosophy of using FPD fluids for aircraft de-icing is to decrease the freezing point of water in either the liquid or crystal (ice) phase. 5. FPD fluids are highly soluble in water; however, ice is slow to absorb FPD or to melt when in contact with it. 6. If frost, ice, or snow is adhering to an aircraft surface, the formation may be melted by repeated application of proper quantities of FPD fluid. This process can be significantly accelerated by thermal energy from heated fluids. As the ice melts, the FPD mixes with the water thereby diluting the FPD. As dilution occurs, the resulting mixture may begin to run off. If all the ice is not melted, additional applications of FPD become necessary until the fluid penetrates to the aircraft surface. When all ice has melted, the remaining liquid residue is a mixture of water and FPD. The resulting film could freeze (begin to crystallize) with only a slight temperature decrease Health Effects 1. Pilots must be aware of the potential health effects of de-icing and anti-icing fluids in order to ensure that proper precautions are taken during the de-icing and anti-icing process and to better ensure the well-being of passengers and flight crew. Revision Date: 01 June 2014 Page 23 Part 121 Flight Operations

24 2. Passengers and crew should be shielded from all FPD fluid vapours by turning off all cabin air intakes during the de-icing and anti-icing process. 3. Exposure to vapours or aerosols of any FPD fluid may cause transitory irritation of the eyes. Exposure to ethylene glycol vapours in a poorly ventilated area may cause nose and throat irritations, headaches, nausea, vomiting, and dizziness. 4. All glycols cause some irritation upon contact with the eyes or the skin. Although the irritation is described as "negligible," chemical manufacturers recommend avoiding skin contact with FPD and wearing protective clothing when performing normal de-icing operations. 5. Ethylene and diethylene glycol are moderately toxic for humans. Swallowing small amounts of ethylene or diethylene glycol may cause abdominal discomfort and pain, dizziness, and effects on the central nervous system and kidneys. 6. Because the glycol contained in FPD fluids is considerably diluted with water and other additives, it is highly unlikely that de-icing personnel would ingest anything close to a lethal amount 85 to 115 gram (3 to 4 ounces) of pure glycol). 7. Detailed information on health effects and proper safety precautions for any commercial FPD fluid is contained in the material safety data sheet for that fluid which is available from the fluid manufacturer and should be on file with the operator providing the de-icing or anti-icing service. Section 6 Quality Assurance Program 1. Aeronexus Corporate shall establish a quality assurance program to ensure correct de-icing/antiicing operations at all stations where applicable. a. Auditing all parts of the de-icing/anti-icing operation is required to check the ongoing conformance with all the regulation issued by the authorities, operators, manufacturers and handling agents. b. Training of all personnel involved in the de-icing/anti-icing operation is carried out to guarantee the correct performance of all related tasks. c. Methods and procedures have to be identified to allow the clear and safe accomplishment of all the tasks that are necessary for de-icing/anti-icing an aeroplane... d. Training records of all the de-icing/anti-icing personnel are necessary to guarantee that all training and skill requirements are fulfilled. e. Qualification of all de-icing/anti-icing personnel is required to ensure correct performance of all tasks. f. Publications are required for the aeroplane de-icing/anti-icing operation to ensure the correct accomplishment of all tasks. g. Equipment and fluids have to be maintained in such a way that the correct quality is ensured. 2. A quality audit program has been developed in accordance with the requirements of SA CATS 121 and all audits as will be done in accordance with the policies and procedures as specified in the Part 121 Quality Management Manual documents ANX/QAM/001. Section 7 Clean Aircraft Concept Factors and Principles 1. Test data indicate that ice, snow, or frost formations having a thickness and surface roughness similar to medium or coarse sandpaper on the leading edge and upper surface of a wing can reduce wing lift by as much as 30 % and increase drag by 40 %. Revision Date: 01 June 2014 Page 24 Part 121 Flight Operations

25 2. These changes in lift and drag significantly increase stall speed, reduce controllability, and alter aircraft flight characteristics. 3. Thicker or rougher frozen contaminants can have increasing effects on lift, drag, stall speed, stability and control, with the primary influence being surface roughness located on critical portions of an aerodynamic surface. 4. These adverse effects on the aerodynamic properties of the airfoil may result in sudden departure from the commanded flight path and may not be preceded by any indications or aerodynamic warning to the pilot. Therefore, it is imperative that takeoff shall not be attempted unless the PIC has ascertained, as required by regulation, that all critical surfaces of the aircraft are free of adhering ice, snow, or frost formations. 5. More than 30 factors have been identified that can influence whether ice, snow, or frost may accumulate and cause surface roughness on an aircraft and affect the anti-icing abilities of FPD fluids. 6. These factors include: a. Ambient temperature; b. Aircraft surface (skin) temperature; c. De-icing fluid type; d. Temperature, and concentration; e. Relative humidity, and f. Wind velocity and direction. 7. Because many factors affect the accumulation of frozen contaminants on the aircraft surface, FPD fluids used for de-icing, anti-icing, or both shall not be considered to have anti-icing qualities for a finite period. There is always a need for close inspection before takeoff. 8. Numerous techniques for complying with the clean aircraft concept have been developed by the aviation industry. The consensus of the aviation community is that the primary method of ensuring safe flight operations in conditions conducive to aircraft icing is through visual or physical inspection of critical aircraft surfaces to ascertain that they are clean before takeoff. This consensus is valid regardless of the de-icing and anti-icing techniques used. 9. Notwithstanding paragraph (4), a person may conduct a take-off in an aircraft that has frost caused by cold-soaked fuel adhering to the underside of its wings if the take-off is conducted in accordance with the aircraft manufacturer's instructions for take-off under those conditions. 10. Where conditions are such that frost, ice or snow may reasonably be expected to adhere to an aircraft, no person shall conduct or attempt to conduct a take-off in the aircraft unless the aircraft has been inspected immediately prior to take-off to determine whether any frost, ice or snow is adhering to any of its critical surfaces. 11. The inspection referred to in paragraph (10) shall be performed from outside the aircraft. 12. The inspection referred to in paragraph (10) shall be performed by: a. the pilot-in-command; b. a flight crew member of the aircraft who is designated by the pilot-in-command; or 13. No person shall perform the inspection referred to in paragraph (10) unless the person has received annual training concerning aircraft surface contamination in accordance with Section 13 of this manual. 14. Where, before commencing a take-off, a crew member of an aircraft observes that there is frost, ice or snow adhering to the wings of the aircraft, the crew member shall immediately report that observation to the pilot-in-command, and the pilot-in-command or a flight crew member designated by the pilot-in-command shall inspect the wings of the aircraft before take-off. Revision Date: 01 June 2014 Page 25 Part 121 Flight Operations

26 Practices for Pilots to Ensure Clean Aircraft 1. It is the responsibility of the PIC to ensure that the actions listed below shall be executed whenever ground icing is experienced. a. Be knowledgeable of the adverse effects of surface roughness on aircraft performance and flight characteristics. b. Be knowledgeable of ground de-icing and anti-icing practices and procedures being used on your aircraft, whether this service is being performed by your company, a service contractor, a fixed-base operator, or others. c. Do not allow de-icing and anti-icing until you are familiar with the ground de-icing practices and quality control procedures of the service organization. d. Be knowledgeable of critical areas of your aircraft and ensure that these areas are properly de-iced and anti-iced. e. Ensure that proper precautions are taken during the de-icing process to avoid damage to aircraft components and surfaces. f. Ensure that a thorough post-de-icing/anti-icing check is performed prior to takeoff even though this may also be the responsibility of other organizations or personnel. g. Be knowledgeable of the function, capabilities, limitations, and operations of the ice protection systems installed on the aircraft. h. Perform additional post-de-icing checks related to de-icing or anti-icing as necessary or as required. i. Be aware that the time of effectiveness of FPD de-icing or anti-icing treatments can only be estimated because of the many variables that influence this time (holdover time). j. Be knowledgeable of the variables that can reduce time of effectiveness (holdover time) and the general effects of these variables. See list on page 20 of this AC and AC k. Ensure that de-icing and anti-icing are performed at the latest possible time before taxi to the takeoff position. l. Do not start engines until it has been ascertained that all ice deposits have been removed. Ice particles shed from rotating components may damage the aircraft or injure ground personnel. m. Be aware that certain operations may produce recirculation of ice crystals, snow, or moisture. n. Be aware that operations in close proximity to other aircraft can induce snow, other ice particles, or moisture to be blown onto critical aircraft components, or can cause dry snow to melt and refreeze. o. Do not take off if snow or slush is observed splashing onto critical areas of the aircraft during taxi, such as wing leading edges. p. Do not take off if positive evidence of a clean aircraft cannot be ascertained. Section 8 Holdover Times Holdover Times Holdover Times (HOT) is the estimated time the anti-icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected (treated) surfaces of an aeroplane. These holdover Revision Date: 01 June 2014 Page 26 Part 121 Flight Operations

27 times are generated by testing fluids under a variety of temperature and precipitation conditions simulating the range of weather experienced in the winter Responsibilities and Procedures 1. The Aeronexus Corporate Hold Over Times (HOT) program defines the operational responsibilities and contains procedures for the flight crew, aircraft dispatchers, flight followers, and maintenance and ground personnel that apply to the use of HOT s and resultant actions if the determined HOT is exceeded. 2. Procedures have been developed to address de-icing operations at specific de-icing locations (e.g., gate, remote, or centralized facilities). 3. Procedures have been developed for ground crew and flight crew to communicate: a. During aircraft positioning (if required); b. Other pertinent information regarding the de-icing-/anti-icing process. c. Start of the HOT; d. The aircraft departure process, and e. Equipment clear / job done safe to start taxiing. 4. In addition, procedures have been developed for the flight crew s use of the pertinent HOT tables, coordination with dispatchers or flight followers and coordination with ATC Holdover Procedures Holdover Tables and Procedures for Their Use 1. The Aeronexus Corporate de-icing / anti-icing program includes HOT tables and the procedures for the use of these tables by Aeronexus Corporate personnel. 2. The following elements are included in the Aeronexus Corporate de-icing / anti-icing program: a. Responsibilities and Procedures. The Aeronexus Corporate program defines operational responsibilities and contains procedures for the flight crew and aircraft dispatchers that apply to the use of HOTs and resultant actions if the determined HOT is exceeded. b. Procedures have been developed to address de-icing operations at specific de-icing locations (e.g., gate, remote, or centralized facilities). c. Procedures have been developed for ground crew and flight crew to communicate: i. During aircraft poisoning if required. ii. iii. iv. Start of the HOT. The aircraft depart procedure Equipment clear/job done safe to start taxing. 3. In addition, procedures are included for the flight crew s use of the pertinent HOT tables, coordination with dispatchers or flight followers and coordination with ATC Aeronexus Corporate HOT Tables 1. The HOT tables approved for use by Aeronexus Corporate for Type I de-ice / anti-ice fluid and generic Type II and IV anti-ice fluid are in accordance with: a. SAE ARP 4737, Aircraft De-icing / Anti-Icing Methods; b. ISO 11076, Aerospace Aircraft De-icing / Anti-Icing Methods with Fluids; Revision Date: 01 June 2014 Page 27 Part 121 Flight Operations

28 c. Aeronexus Corporate HOT tables, and d. Transport Canada HOT guidelines 2006 / HOTs that exceed those specified in the current editions of the Aeronexus Corporate and manufacturer s specific HOT of approved fluids are not acceptable to Aeronexus Corporate. 3. Refer to Tables 1, 2 and 3 of Appendix A for copies of the HOT tables approved for use by Aeronexus Corporate Use of HOT Tables 1. HOT ranges are an estimate of the time that de-icing / anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the unprotected surfaces of an aircraft. 2. HOT begins when the final application of de-icing / anti-icing fluid commences and expires when the de-icing / anti-icing fluid applied to the aircraft loses its effectiveness (e.g., when ice begins to form on or in the fluid). 3. HOT s vary with weather conditions. The effectiveness of de-icing / anti-icing fluids is based on a number of variables (e.g., temperature, moisture content of the precipitation, wind, and the aircraft skin temperature). The HOT tables are to be used for departure planning and in conjunction with pre-takeoff check procedures Updating of Holdover Time Guidelines and De-Icing/Anti Icing Procedures General Holdover times and de-icing / anti-icing procedures are continually updated by an international group of experts under the auspices of the SAE G-12 committee on Aircraft Ground De-icing/Anti-icing through its Holdover Time Subcommittee. The de-icing/anti-icing procedures are developed by the Methods Subcommittee and the holdover time guidelines and procedures are approved for use by the SAE Aerospace Council Duties and responsibilities 1. The Aeronexus Corporate Flight Operations Manager shall obtain an update the holdover times and de-icing / anti-icing procedures annually as published by: a. Transport Canada in an Advisory Circular. b. The United States FAA in a Flight Standards Information Bulletin. c. The SAE in Aerospace Recommended Procedure ARP 3737; and d. The ISO in ISO The Flight Operations Manager shall ensure that the updated holdover times and de-icing / antiicing procedures are made available to all the relevant personnel; and 3. Provide the Quality Assurance Manager with the revised holdover time tables for revision Appendix A of this manual. Section 9 Recognition Techniques Recognition Techniques 1. The Aeronexus Corporate Initial, Recurrent, and Continuing Qualification training curricula include aircraft type-specific techniques for use by the flight crew and other personnel for recognizing contamination on aircraft surfaces. Revision Date: 01 June 2014 Page 28 Part 121 Flight Operations

29 2. The flight crew and other personnel should use these type-specific techniques while conducting pre-flight aircraft icing checks, pre-takeoff checks, and pre-takeoff contamination checks Recognizing frozen contaminants 1. Frozen contaminants can take the form of ice, frost, snow, or slush. 2. The formation of clear ice may be difficult to detect visually. Therefore, specific techniques for identification of clear ice are included in all training programs. Section 10 - Types of Icing Checks 1. Pre-takeoff and pre-takeoff contamination checks that, when applicable, that are required to be accomplished under the Aeronexus Corporate de-icing / anti-icing program are included in this document. The aircraft de-icing / anti-icing procedure also include a post de-icing / anti icing checks of all aircraft surfaces Aircraft De - Icing Procedures 1. Depending on the type of accumulation on the surface of the aircraft and the type of aircraft, operational procedures employed in aircraft ground de-icing and anti-icing vary. The general procedures used by aircraft operators are similar and are based on the procedures recommended by the aircraft manufacturer, which, in turn, may be based upon procedures recommended by the fluid manufacturer, engine manufacturer, the SAE and ISO. 2. Tables 1 through 3 in Appendix B provide guidance based upon SAE and ISO recommendations. 3. Pilot training can be accomplished through the use of manuals, films, and, to a limited extent, onsite observation. It is essential that the PIC fully understand effective de-icing and anti-icing procedures. 4. An annual review of these procedures by all pilots is required to maintain current knowledge of de-icing and anti-icing methods, since the PIC is responsible for ensuring that critical aircraft surfaces are free from ice, snow, or frost formations before takeoff. 5. An aircraft may be de-iced by any suitable manual method, using water, FPD fluids, or solutions of FPD fluids and water. Heating these fluids increases their de-icing effectiveness; however, in the anti-icing process, unheated fluids are more effective. 6. SAE and ISO Type II fluids are more effective for providing anti-icing protection than are SAE and ISO Type I fluids. 7. De-icing and anti-icing may be performed as a one-step or two-step process, depending on predetermined practices, prevailing weather conditions, concentration of FPD used, and available de-icing equipment and facilities. 8. The one-step procedure is accomplished using a heated or, in some cases, an unheated FPD mixture. In this process, the residual FPD fluid film provides a very limited anti-icing protection. This protection can be enhanced by the use of cold fluids or by the use of techniques to cool heated fluid during the de-icing process. A technique used commonly in the past is to spray on a final coat of de-icing fluid using a very fine mist, applied in an arched trajectory so as to cool the fluid before contact. This produces a thicker fluid film which will have slightly enhanced anti-icing effectiveness. Exercise caution when using this technique to ensure that freezing has not occurred within the fluid previously applied. 9. The two-step procedure involves both de-icing and anti-icing. De-icing is accomplished with hot water or a hot mixture of FPD and water. The ambient weather conditions and the type of accumulation to be removed from the aircraft must be considered when determining which deicing fluid to use. Revision Date: 01 June 2014 Page 29 Part 121 Flight Operations