DEVELOPMENT OF SOURCE REDUCTION TECHNOLOGIES AND PROCEDURES ATA / ACI-NA DEICING MANAGEMENT CONFERENCE WASHINGTON, DC JULY 25, 2008
MICHAEL CHAPUT MANAGER, PROJECTS AND BUSINESS DEVELOPMENT APS AVIATION INC. MONTREAL, QUEBEC, CANADA MCHAPUT@ADGA.CA WWW.APSAVIATION.CA
APS COMPANY PROFILE Aviation consulting firm, based in Montreal Since 1990, APS has conducted extensive aircraft ground de/anti-icing research and development on behalf of: Transport Canada APS has produced over 120 technical reports on aircraft ground de/anti-icing for Transport Canada/FAA
FLUID HOLDOVER TIME TESTING AND TABLE DEVELOPMENT
GLYCOL-BASED FLUIDS Most significant portion of all APS research and development focused on understanding and improvement of glycol-based fluids
INDUSTRY PRESSURES Industry pressures forced air carriers and airports to examine the current way of doing business Economic Environmental With these pressures came an interest in de/antiicing optimization technologies and procedures
APS RESEARCH AND DEVELOPMENT DEICING OPTIMIZATION TECHNOLOGIES & PROCEDURES
HOT WATER FP BUFFER REQUIREMENTS BLOWN TYPE III AIR FLUID ICE DETECTION SYSTEMS FORCED AIR DEICING MOBILE INFRARED SYSTEMS FIXED BUFFER TEMPERED INFRARED REQUIREMENTS STEAM SYSTEMS HOT DETERMINATION WARM FUELSYSTEMS
FORCED HOT AIR WATER ASSIST FAILURE BLENDING MECHANISMS SYSTEMS FP BUFFER CDF OPERATIONS ICEPHOBIC REQUIREMENTS MATERIALS POINT DETECTION TYPE III FLUID SENSORS FLUID ICE DETECTION NCAR MANAGEMENT HOTPLATE SYSTEMS MODEL AERODYNAMIC FLUID FORCED MANAGEMENT AIR FLUID SYSTEMS FAILURE MODEL INFRARED TEMPERED DEICING STEAM DEICING SYSTEMS DEICING COST SAVINGS MODEL SPRAY PROCEDURES CONTAMINATION VISIBILITY WEATHER STUDIES
FORCED HOT AIR WATER ASSIST FP BUFFER CDF OPERATIONS REQUIREMENTS TYPE III FLUID ICE BLENDING DETECTION SYSTEMS AERODYNAMIC FORCED AIR FLUID SYSTEMS FAILURE TEMPERED STEAM DEICING D-ICE INFORMATION SYSTEM DEICING COST SAVINGS MODEL
DEICING OPTIMIZATION CURRENT PRACTICES SOURCE REDUCTION
DEICING OPTIMIZATION CURRENT PRACTICES SOURCE REDUCTION
DEICING OPTIMIZATION CURRENT PRACTICES SOURCE REDUCTION
DEICING OPTIMIZATION CURRENT + PRACTICES NEW TECHNOLOGIES AND PROCEDURES
DEICING OPTIMIZATION CURRENT PRACTICES + NEW TECHNOLOGIES AND PROCEDURES SOURCE REDUCTION
SOURCE REDUCTION FROM CURRENT PRACTICES
SQUEEZING CURRENT PRACTICES Fluid Selection Equipment Procedures Training Facilities
FLUID SELECTION
FREEZE POINT BLENDING OF TYPE I FLUID0102030405060708090100-3C-6C-10C-25C% Concentrate in STD MIX ADF Potential Glycol Savings % Concentrate in 10C Buffer ADF
TYPE III FLUID Low viscosity / lightly thickened Better holdover time performance than Type I Applied heated and at high pressure One step deicing and anti-icing Low viscosity ensures that most of the fluid applied to the aircraft falls within the spray application area, where it can be easily collected
ANTI-ICING FLUID DILUTIONS 120 100 Type IV A Type IV B 80 60 40 Lower Holdover Time Upper Holdover Time Lower Holdover Time Upper Holdover Time 20 0 Type IV A Neat Type IV A 75/25 Type IV B Neat Type IV B 75/25 Snow, Above 3 C
EQUIPMENT
ACTUAL DE/ANTI-ICING VEHICLES
ACTUAL DE/ANTI-ICING VEHICLE Communications deficient Single tank Fixed nozzle No fluid temperature gauge on vehicle Employed to deice large fleet types in single-truck operation with only Type I fluid in active precipitation
IMPROVED DE/ANTI-ICING EQUIPMENT Improved efficiencies Hydrostatic drive Single operator, enclosed cabs Closer proximity to aircraft results in less fluid sprayed More heat transferred to aircraft Insulated tanks Fluid blending capabilities Economic savings Cost of fluids Costs of glycol recovery and recycling Reduced manpower costs Reduced vehicle fuel burn
PROCEDURES
OBSERVED TYPE I FLUID APPLICATION
REFINED TYPE I FLUID APPLICATION
FORCED AIR ASSIST Type I fluid injected into the air stream for frost applications Reported reductions in glycol consumption as high as 90% FAA has approved use of Type IV applied with forced air assist (fluids that have demonstrated required shear stability in testing)
FORCED AIR DEICING Forced air to remove loose, dry contamination from aircraft surfaces prior to deicing with heated fluids
FORCED AIR DEICING
TRAINING
TRAINING Deicing operator training is one of the key elements impacting glycol source reduction Increased operator proficiency will assist in mitigating: Overuse of deicing fluid Misuse of deicing fluid performance capabilities
FACILITIES
DEVOTED DEICING PADS/FACILITIES Enables improved access to aircraft undergoing deicing Enables operators to get closer to aircraft Containment of fluid being applied
SOURCE REDUCTION FROM NEW TECHNOLOGIES AND PROCEDURES
HOLDOVER TIME DETERMINATION SYSTEMS Information system designed for airport use System consists of numerous sensors enabling the determination of: Rate of precipitation Type of precipitation Ambient temperature System outputs can generate a single-value holdover time for each departing aircraft Enables better fluid selection
BUSINESS CASE FOR USING LWE FLIGHT CREW DE/ANTI-ICING DECISIONS AT YUL OPERATIONAL DATA COLLECTION 2004-06 1459 Total Data Points (Departures) Type IV fluid was unnecessary: 27% COST SAVINGS ENVIRONMENTAL IMPACT REDUCTIONS IMPROVED OPERATIONAL EFFICIENCY Good fluid decision: 61% Aircraft did not deice: 8% SAFETY ENHANCEMENT Took off with Exceeded Holdover Times: 4%
TEST SUMMARY D-ICE A/S DEICING INFORMATION SYSTEM Tested by APS at YUL from 2003-08 Technical evaluation has been completed
REGULATORY APPROVAL FOR HOTDS Regulatory approval process was finalized in Canada in December 2007 (Transport Canada) D-Ice A/S system has complied with the TC Minimum Performance Specifications and Quality Assurance Requirements and will be employed in Canadian air operations in Winter 2008-09 FAA is currently examining ways to implement a similar regulatory approval process in the US
TEMPERED STEAM TECHNOLOGY
DEFROSTING TEST APRIL 11, 2007 FROST AMOUNT = 0.2 0.3 mm FROST AMOUNT 0.4 1.6 mm
DEFROSTING TEST APRIL 11, 2007 TIME TO DEFROST AND DRY = 2.5 MINUTES
DEICING TEST JANUARY 25, 2007 TEMPERED STEAM ICE AMOUNT = 1 to 2 cm
DEICING TEST JANUARY 25, 2007 TEMPERED STEAM ICE AMOUNT = 1 to 2 cm
DEICING TEST JANUARY 25, 2007 TEMPERED STEAM TIME TO DEICE = 8 MINUTES
OPERATIONAL TEST APRIL 2008
AIRPORT COOPERATIVE RESEARCH PROGRAM PROJECT 10-01 OPTIMIZING THE USE OF AIRCRAFT DEICING AND ANTI- ICING FLUIDS
ACRP 10-01: OPTIMIZING THE USE OF AIRCRAFT DEICING AND ANTI-ICING FLUIDS In March 2007, APS was contracted by ACRP to perform ACRP Project 10-01: Optimizing the Use of Aircraft Deicing and Anti-Icing Fluids Research Team Leaders: Principal Investigator: John D Avirro Associate Principal Investigator: Michael Chaput
ACRP 10-01 PROJECT OBJECTIVE Primary Objective: Identification of procedures and technologies to optimize the use of aircraft deicing and anti-icing fluids
ACRP 10-01 PROJECT OUTPUTS The ACRP 10-01 Project will establish: A description of currently available procedures and technologies to optimize fluid use; The results of an experiment to validate the effectiveness of promising procedures and technologies; A plan for implementation of these promising procedures and technologies; and Recommendations for further study.
ACRP PROJECT 10-01 PHASE I: Task 1: Literature review and information collection, focus group survey; Task 2: Analysis of Task 1 activities to identify specific procedures and technologies for further evaluation; Task 3: Interim report, and outline of an experimental plan; Phase II: Task 4: Design of experimental plan and conduct of the experiments; Task 5: Identification of additional opportunities for further research; and Task 6: Final report summarizing the results and recommendations of the research.
ACRP 10-01 PROJECT PROGRESS JULY 2008 PHASE I: Task 1: Literature review and information collection, focus group survey; Task 2: Analysis of Task 1 activities to identify specific procedures and technologies for further evaluation; Task 3: Interim report, and outline of an experimental plan; Phase II: Task 4: Design of experimental plan and conduct of the experiments; Task 5: Identification of additional opportunities for further research; and Task 6: Final report summarizing the results and recommendations of the research.
SELECTED TASKS FOR PHASE II Development of BMP Fact Sheets for de/anti-icing optimization procedures and technologies Spot deicing for frost Use of dilutions (SAE Type I, II, III and IV) Implementation of Holdover Time Determination Systems (HOTDS)
DEVELOPMENT OF BMP FACT SHEETS
18 OPTIMIZATION TECHNOLOGIES AND PROCEDURES 1. Blowers and/or other mechanical means to remove dry contamination; 2. Deicing-only fluid buffer reduction; 3. First-step deicing fluid buffer reduction; 4. Fluids applied before the start of precipitation to prevent bonding; 5. Forced air used to remove contamination; 6. Implementation of holdover time determination systems; 7. Non-glycol freeze point depressant fluids; 8. Point detection sensors to indicate fluid condition and contamination on aircraft surfaces; 9. Remote ice detection sensors to scan aircraft critical surfaces before departure runway; 10. Spot deicing for frost; 11. Spray-and-go deicing; 12. Tempered steam as a non-glycol gate deicing or pre-deicing tool; 13. Threshold deicing; 14. Type III fluids; 15. Use of 10 C Type I buffer; 16. Use of anti-icing fluid dilutions; 17. Use of infrared deicing technology; and 18. Use of weather forecasting products for deicing process.
PHASE II ACTIVITIES - BMP FACT SHEETS ACRP 10-01 Project Panel deemed it useful to document the specifics of each de/anti-icing optimization procedure and technology presented in Phase I of the project, even those that were not selected for further study in Phase II For each of the 18 procedures and technologies, the following information was compiled: Description of the procedure and/or technology Purpose Documented performance Implementation considerations Applicability assessment Regulatory considerations Planning and design considerations Integration with other BMPs Operation and maintenance considerations Capital costs Operation and maintenance costs
SPOT DEICING FOR FROST
SPOT DEICING FOR FROST Approximately one third of all deicing operations worldwide occur in frost conditions Type I / IV 2000-2003 Frost deicings typically occur in early morning hours and are disruptive to air carrier operations Frost 33% In CDF operations, the aircraft pushes back from the gate, taxies to the designated pad or facility and then taxies to the departure runway following deicing Other 4% ZP 7% Snow 56%
SPOT DEICING FOR FROST Air Carrier data has demonstrated that spot deicing for frost at the gate can be cost effective and efficient Frost Deicing at CDF (A320): Average glycol consumed: 140 litres Average time (pushback to wheels up): 31.5 minutes Spot Deicing at the Gate (A320): Average glycol consumed: 12.2 litres Average time (pushback to wheels up): 18.8 minutes
PHASE II ACTIVITIES SPOT DEICING FOR FROST Document current practices for spot deicing Consultations with global industry experts Determine deicing fluid quantities employed and details on procedures employed Examine current industry regulations related to spot deicing procedures Identify need to modify industry standards Develop, distribute and analyze data obtained from a focus group survey; the focus group survey will gather pertinent information related to frost deicing practices from a wider audience
PHASE II ACTIVITIES SPOT DEICING FOR FROST Focus group survey will examine: Extent of the practice in the industry and different procedures employed Amounts of fluid employed Fluid concentrations employed Manpower and equipment requirements Deicing locations employed (on gate or off gate) Procedure limitations and benefits Design and conduct tests to examine: Whether 10C Buffer fluid is adequate for this procedure or whether full strength fluid is required Optimal fluid application temperature Fluid quantities required to perform spot deicing applications, based on different procedures Develop a cost-benefit model that can be scaled to airports of different sizes
USE OF DILUTIONS (SAE TYPE I, II, III AND IV)
USE OF DILUTIONS (SAE TYPE I, II, III & IV) Type I fluids must be applied to aircraft surfaces with a freeze point at least 10C below the ambient temperature The general industry trend has been to apply deicing fluids in a standard, ready-to-use concentration Anti-icing fluids in North America have also been used exclusively in 100/00 concentration, even though the holdover time capabilities of diluted products would provide adequate coverage in certain markets
PHASE II ACTIVITIES USE OF DILUTIONS (SAE TYPE I, II, III & IV) Undertake consultations with deicing operators and air carriers to identify obstacles preventing wider use of fluid dilutions Examine current industry regulations related to use of fluid dilutions Develop, distribute and analyze data obtained from a focus group survey; the focus group survey will gather pertinent information related to use of fluid dilutions
PHASE II ACTIVITIES USE OF DILUTIONS (SAE TYPE I, II, III & IV) Focus group survey will examine: Extent of the practice in the industry Fluid concentrations employed Equipment requirements Deicing locations employed (on gate or off gate) Procedure limitations and benefits Obstacles preventing more widespread use Investigate the availability and state-of-art of fluid blending systems for Type I, II, III and IV and determine implementation costs Develop a cost-benefit model that can be scaled to airports of different sizes
IMPLEMENTATION OF HOLDOVER TIME DETERMINATION SYSTEMS
PHASE II ACTIVITIES IMPLEMENTATION OF HOLDOVER TIME DETERMINATION SYSTEMS De/anti-icing holdover time is directly dependent on precipitation intensity Vital that the intensity measured and employed for holdover time determination is indicative of what the aircraft will be exposed to during taxi It was unknown whether a HOTDS at a single airport location can provide data with enough reliability for this application
PHASE II ACTIVITIES IMPLEMENTATION OF HOLDOVER TIME DETERMINATION SYSTEMS Objective: Perform a preliminary study to examine if a single location HOTDS can reliably report precipitation conditions for an entire airport Objective was met by measuring precipitation rate, as well as other meteorological parameters affecting fluid holdover time, at two different airport locations simultaneously Understand variances between test locations and determine the impact on the holdover times provided by the HOTDS
PROCEDURES Testing was performed at Montreal-Trudeau International Airport; agreement was also reached in March 2008 to run testing at Boston-Logan International Airport Test procedure was based on the rate measurement methodology included in ARP 5485 Far more stringent version of the procedure was applied Test procedure consisted of measuring precipitation catch in four collection pans of a known area over a known period of time
PROCEDURES Data collections were performed at 10-minute intervals Eliminate errors associated with data collections over short periods of time To simulate what an aircraft could be subjected to during taxi Data collection teams performed the procedure at precisely the same time intervals at two different locations at the airport site Distances ranged from 4,200 feet to 13,300 feet of separation
PROCEDURES
DISTANCES FROM APS SITE TO DEPARTURE RUNWAYS AT YUL 24R (5,450 Feet) 24L (6,987 Feet) 28 (1,990 Feet) 06L and10 (6,720 Feet) 06R (3,849 Feet)
LONGEST ACTIVE DISTANCE AT YUL 24L 13,991 Feet 06L
100 90 120 Data Points One-to-One Correlation of Multiple Site Data Collection Winter 2008 - All Distances 80 70 Rate Site 2 (g/dm2/h) 60 50 40 30 20 10 0 0 10 20 30 40 50 60 70 80 90 100 Rate Site 1 (g/dm2/h)
DATA ANALYSIS Data collection ended in March 2008 Rate data from the various sites at YUL were similar Data analysis is currently ongoing Statistical analysis of the data collected Rate variance Holdover time variance for different fluids Data indicates that rate/holdover time variances are dependant on distance Airports with small surface area could probably be served by a single HOTDS Airports with larger surface area may require additional HOTDS units
AIRPORT-SPECIFIC CONSIDERATIONS The longest distance from the central location at YUL to an active departure runway was 7,000 feet Many other airports have significantly larger surface area than YUL Larger surface area may result in larger impact on the computed holdover times from HOTDS May require installation of additional HOTDS near departure runways
16R (14,849 Feet) 16L (14,366 Feet) DENVER 8 (7,593 Feet) 26 (16,429 Feet) 34R (4,313 Feet) 17L (9,206 Feet) 17R (3,747 Feet) 34L (6,785 Feet) 7 (16,250 Feet) 25 (7,216Feet) 35R (13,067 Feet) 35L (11,483 Feet)
DENVER 26 Denver - Longest Distance 32,468 Feet 07
ADDITIONAL WORK ON HOTDS SITING Additional work should be performed to: Gather more data Examine effect of longer distances between data collection sites Examine different weather types, temperature ranges, precipitation rates Different airports Potentially develop recommended practices (ARP) for implementing HOTDS at airport sites
FINAL THOUGHTS Refinements to current industry practices can provide sizeable source reduction benefits New optimization technologies and procedures are currently being developed and many are ready for implementation Combination of current practices and new technologies and procedures will provide compounded benefits to the industry Examination of the variables at play within each airport, air carrier and/or deicing operation to determine the right mix of approaches for that operation
QUESTIONS?