1. De-icing/Anti-icing Review
Winter Operations
De-icing/Anti-icing Review

2. Overview Clean Aircraft Fluids Methods Holdover tables
To de-ice, anti-ice or both
Fluids
Methods
Contamination Removal (De-ice)
Contamination Prevention (Anti-ice)
Holdover tables
Cold weather operations require a vigilant eye to ensure a clean aircraft. When necessary, de-icing and anti-icing procedures must be properly executed.

3. Achieving a Clean Aircraft
Remove
Protect
Applying anti-ice fluid to the aircraft forms a protective shield against contamination for varying amounts of time.
The “clean aircraft concept” requires the critical surfaces be clear of all contaminates such as ice and frost prior to takeoff. That means you need to remove any accumulated contaminates and also ensure that they will not accumulate prior to takeoff.

4. Fluid Types Type I Type II Type III Type IV
The four fluid types can be identified by color
Type I
Type II
Type III
Type IV
Deicing formulas are categorized from Type I through Type IV, depending on fluid composition and application procedure.

5. Type I Fluids Primarily a De-icer Un-thickened/Low viscosity
Usually 50% water and either ethylene glycol or propylene glycol
Can penetrate cracks/crevices to dissolve contaminates
Heated before spraying (usually 600C/1400F)
Limited anti-ice protection
Low-viscosity Type I deicing fluids flow quickly from aircraft surfaces, making them ideal for light applications and composite surfaces.

6. Type II III & IV Fluids Primarily Anti-icers
Most effective when applied unheated and undiluted to a clean airplane surface
While the same fluids used for deicing are also used for anti-icing, SAE types II, III, IV fluids are more typically used for anti-icing because they are thickened to stay on the airplane and thus provide longer HOT protection. Type II and Type IV fluids are often used during heavy snowfall. Type III, a compromise between Types I deicing and Type II anti-icing fluids, is used for smaller, metal-skinned aircraft.

7. Viscosity
Viscosity can be thought of as the thickness of the fluid. Honey has a much higher viscosity than water for example. Thickening agents can be added to anti-icing fluids to make them more viscous. The more the viscosity of the fluid, the longer the holdover time.

8. Viscosity and Holdover Time
Increasing holdover time
TYPE
VISCOSITY
MIN TAKEOFF ROTATION SPEED I
Low
None
III
Medium 60 II
High IV
The anti-icing fluid is only useful on the ground to prevent ice buildup. During the takeoff roll, it should bleed off the aircraft surfaces to allow clean airfoils. The more viscous the fluid, the higher the necessary rotation speed to bleed off the fluid.

9. De-icing Methods Fluids Mechanical or manual
Water (Heated or Cold)
Heated mixture of water and Type I fluids
Heated mixture of water and Type II or Type IV fluids
Mechanical or manual
Brush or Broom
Put aircraft in a heated hangar
Dry the aircraft surfaces after the ice melts
Infrared Heat
Gas Heaters in a “drive-under” structure
Does not heat the air, but penetrates the frost/ice to melt it
JFK infrared station
De-icing removes accumulated frost, ice, or snow from an airplane, typically through the application of hot water or a hot mixture of water and de-icing fluid. Although there are other approved methods for de-icing, such as infrared heat or hot air, the primary method is the use of fluids.

10. Anti-icing Methods Mixtures of water and Type I fluids
Type II or Type IV Fluids applied as unheated concentrate
Mixture of water and Type II or Type IV Fluids
Once the critical surfaces are clear, it is necessary to anti-ice the aircraft if icing conditions still can cause surface contamination prior to takeoff. Anti-icing prevents ice from refreezing or reforming on the critical surfaces for a specified amount of time.

11. Fluid De-icing/Anti-icing Methods
One Step Method
Two Step Method
One application to both de-ice & anti-ice
Typically a heated mixture of thickened fluid and water is applied
The heated fluid is used to de-ice the aircraft surfaces
Provides limited anti-ice capability
Step one: de-ice
This process involves deicing with heated Type I fluid, a heated mixture of Type i fluid and water, or a heated mixture of water and thickened (Type II, III, or IV) fluid
Step two: anti-ice
application of thickened fluid for anti-icing protection.
Provides maximum anti-icing capability
Depending on the situation, fluid application is done in one or two steps. When anti-icing capability is needed, a two step process is always recommended. Let’s have a look at a few reasons.

12. The Case for Two Step Method
The repeated application of Type II and IV fluids, without the subsequent application of type i fluid or hot water may cause a residue to collect in aerodynamically quiet areas. This residue may rehydrate and freeze under certain temperature, high humidity and/or rain conditions. This residue may block or impede critical flight control systems and may require removal
Landing on runways where deicing fluid has been applied can leave a residual on the aircraft surfaces. You need to perform the two step process to remove this residual fluid as a means of protection for your next flight
You need maximum holdover time
A one step method is quicker and often sufficient. However, a two step method is necessary at times for maximum holdover time and to ensure that first any fluid residue is removed before anti-icing again.

13. One Step Considerations
You need sufficient fluid temperature and flow rate to flush the ice and snow from the airplane surfaces
More water increases the flow rate for better removal but makes the fluid less viscous, lowering holdover time
If there is only snow on the airplane and the temperature is 340 F or higher, stable and on the increase, then water may be used to remove the snow
Note: FAA POI’s strongly encourage use of type II or type IV anti-icing fluid, during light freezing rain or freezing drizzle.
Use a heated mixture of water and either type I, II, or IV fluids when performing the one step method. Consider the weather conditions, holdover protection time necessary and condition of the airplane to determine the quantity of water necessary.

14. Guidelines
The winter operations manual contains guidelines for fluid and mixture selections. Note mixing of type II or type IV fluids from the same or different manufacturers is not allowed.

15. Holdover Table Overview
Current Weather Conditions
Outside temperature
Type and intensity of precipitation
Fluid
Type of fluid
Dilution of fluid
Time started
To use the holdover time tables you will need to know several aspects of the current weather condition, as well as the fluid application. Be sure and read the cautions at the bottom of the holdover time table.

16. 767 Composite Surfaces
The holdover tables have charts for predominantly aluminum and predominately composite aircraft surfaces. Even though there are composite surfaces, the 767 obviously has predominately aluminum surfaces.

17. Establishing HOT Range
Snowfall rate
The relationship between visibility and snowfall intensity is analyzed and contained in the Snowfall Intensity Chart
Precipitation rates for other than snow
Due to the wide range of possible precipitation rates, the only acceptable decision criteria time for all other precipitation is the shortest time within the applicable HOT cell. The shortest time in the HOT cell correspond to the highest precipitation rate
With a one step process, the holdover time begins at the start of the operation. With a two step process, the holdover time begins at the start of the second step
Holdover time guidelines in the tables give an indication as the time frame of protection that could reasonable be expected under conditions of precipitation. However, due to the many variable that can influence holdover, these times should not be considered as minimums or maximums as the actual time of protection may be extended or reduced, depending upon the particular condition existing at the time.

18. Snowfall Intensity vs. Visibility Chart
The snowfall intensity vs. visibility chart can give you a snowfall intensity, if you don’t know it. It can also refine the snowfall intensity reported in the METAR to give you a more accurate holdover time. In fact, the holdover tables now require you to use it. Let’s look at an example.

19. METAR Snowfall Intensity
You are planning on de-icing using Cryotech Polar Guard II type II fluid diluted at 75/25 at Churchill Airport. These are your current conditions. The METAR automatically displays light snow if it is snowing and the prevailing visibility is greater than ½ statue mile. Let’s use the chart to get a more accurate snowfall rate.

20. Determine Snowfall Intensity
Notice:
Anytime the visibility is greater than 2 ½ miles, the intensity is considered very light
It is daytime, visibility 10 miles with a temperature of 00 Celsius. That gives us very light snowfall instead of the light snowfall reported in the METAR. Note, we didn’t even need the precipitation from the METAR to get this. So if it is snowing, you only need the visibility and temperature to get the intensity.

21. Holdover Tables
Be sure and select the correct holdover table according to the fluid used.

22. Holdover Time Calculation
If we are using the Cryotech Polar Guard II type II fluid, then our holdover time range is 2:25 to 2:55.

23. Holdover Time Use Less than 2:25 no contamination check required
Between 2:25 and 2:55 consider contamination check
More than 2:55 contamination check required re-apply as necessary
Recall that the holdover time started at the BEGINNING of the final application, not when it was finished
If the existing weather conditions prevail for the next three hours, then we do not need an additional check if we takeoff before 2 hours twenty five minutes. Takeoff’s between 2 hours 25 minutes and 2 hours 55 minutes require a check. If we wait longer than that, we need to get another treatment.

24. Holdover Time Factors
The heavier the precipitation, the shorter the HOT.
High winds or jet blast that cause the fluid to flow off, decreasing the protection afforded by the fluid layer.
Wet snow, which causes fluids to dilute and fail more quickly than dry snow.
The use of incorrect equipment to apply fluids.
An airplane skin temperature lower than outside air temperature.
Direct sunlight followed by precipitation.
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 and holdover times may also be reduced when aircraft skin temperature is lower than OAT.

25. Different Table Type
Note if we would have used this fluid, we do not have the light and moderate snow categories. In this case, the lower number is the holdover time for moderate snow and the upper number for light snow. So our holdover time with no check is 1 hour 10 minutes, after which we need a check. Heavy snow always requires a contamination check.

26. Generic Holdover Table
SAE Type is the generic table you use if you can’t find a specific table. It is the most conservative table for all brands.

27. METAR Snowfall Intensity
Finally let’s look at another example where the snow is reported as light, but the visibility is different. Here in St. Louis we have ½ sm visibility with light snow reported.

28. Determine Snowfall Intensity
Notice:
Anytime the visibility is less than ¾ miles, the snowfall intensity is Moderate or Heavy
With the same light reported snowfall as the previous example, our snowfall intensity is now Heavy. So we will need contamination check.

29. De-icing Review Questions
It’s time for a few questions.

30. Question
Select the best statement regarding viscosity and holdover time:
Type I fluid is the most viscous, with the least holdover time
Type II and IV are the most viscous, giving the longest holdover time
Type III is more viscous than type II and has a longer holdover time
Type I fluid is the most viscous giving it the longest holdover time
Please select the best choice.

31. Question The visibility is ¼ mile, select the best statement(s) ?
You need a Pre-takeoff check and a Contamination check
You need more information to determine holdover
There is no holdover time
Statements a & c are correct
Please select the best choice.

32. Question
The METAR reports visibility at ¾ mile. Which chart would you use to determine the snowfall rate?
Select the correct answer.

33. Question Which of these factors decreases the holdover time?
Dry snow, which causes fluids to dilute and fail more quickly than wet snow
An airplane skin higher than outside air temperature
Direct sunlight followed by precipitation
No wind
Please select the best choice.

34. Question Select the correct statement:
It is not necessary to remove contaminates from control surfaces before anti-icing.
For maximum effectiveness and minimum consumption, the de-icing solution should be only lukewarm.
Apply only enough fluid to remove the ice and snow or to leave a light coating of fluid on the aircraft.
The greater the precipitation the longer the holdover time.

35. Module Complete
You have come to the end of this module.