No 3

F/C INFORMATION BULLETIN Page 1

Winter Operations Date 10.11.1999

PEGASUS AIRLINES

WINTER OPERATIONS BOOKLET

NOTE: IN THE EVENT OF ANY CONFLICT BETWEEN THE

INFORMATION PROVIDED IN THIS BOOKLET AND THE
AIRCRAFT OPERATIONS MANUAL, THE AIRCRAFT
OPERATIONS MANUAL WILL BE CONSIDERED CORRECT.

Prepared by: Inspected by: Approved by:

Servet BAŞOL Comm. Michael ELLETT Comm. Koray GOKBERK
Flt Ops. Support Manager Project Manager Flight Operations Manager

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PREFACE
The purpose of this booklet is to update and supplement the FCI Winter Operations released on
15.03.1995. The FAA-approved de-icing program for winter 1999-2000 including revised SAE
approved holdover timetables for various de-icing/anti-icing fluids as well as updated
recommendations on various other ground de-icing/anti-icing fluids that have come to the FAA’s
attention over the past year. Please check the appendices containing bulletin numbered FSAT 99-
07. For additional reading you may refer to Boeing Aero Magazine # 08 as well.

The information contained herein is intended for basic understanding purposes for icing & de/anti
icing and as a quick–reference guide for pilots. The pilot must refer to the specific procedures
developed for the aircraft.

KEY POINTS TO DE-ICING/ANTI-ICING

The following list provides key points regarding aircraft de-icing and anti-icing procedures.
 Most Icing-related accidents have occurred when the aircraft was not de-iced before
takeoff attempt.
 The de-icing process is intended to restore the aircraft to a clean configuration so that
neither degradation of aerodynamic characteristics, nor mechanical interference from
contaminants will occur.
 The decision of whether or not to deice an aircraft is an integral part of the de-icing
process.
 The ultimate responsibility for the safety of the flight rests with the Commander of the
aircraft.
 It is essential that the PIC have a thorough understanding of the de-icing and anti-icing
process and the approved procedures necessary to ensure that the aircraft is clean for
takeoff.
 Heated solutions of FPD (Freezing Point Depressant), water, or both are more effective in
the de-icing process than unheated solutions because thermal energy is used to melt the
ice, snow, or frost formations.
 Unheated FPD fluids or aqueous solutions, especially SAE and ISO Type II, are more
effective in the anti-icing process because the thickness of the final residue is greater.

Comm. Koray GÖKBERK

Flight Operations Manager

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Winter Operations Date 10.11.1999

TABLE OF CONTENTS

PEGASUS AIRLINES 1
WINTER OPERATIONS BOOKLET 1
PREFACE 2
KEY POINTS TO DE-ICING/ANTI-ICING 2
TABLE OF CONTENTS 3
COMPANY POLICIES 4
DEFINITIONS 5
COMPOSITION OF DE/ANTI-ICING FLUIDS 9
APPLICATION (How do these fluids work?) 9
EFFECT OF ICING ON AIRCRAFT HANDLING CHARACTERISTICS 9
RESPONSIBILITY 9
TAXIING, TAKE-OFF AND LANDING IN SNOW, SLUSH OR WATER 10
LIMITATION 10
INTERPRETATION 10
TAXIING 11
TAKE OFF 11
LANDING 11
LANDING ON WET OR SLIPPERY RUNWAYS 12
Approach 12
Flare 12
Touch Down 12
LANDING ON WET OR SLIPPERY RUNWAYS 13
Technique 13
CONTROL AND STOPPING ON SLIPPERY SURFACES 14
General Considerations 14
AQUAPLANNING 15
INTRODUCTION 15
CAUSES 15
RUNWAY SURFACES TEXTURE - VISCOUS AQUAPLANING 15
WATER DEPTH - DYNAMIC AQUAPLANING 15
WHEEL LOCKING - RUBBER REVERSION 15
REMEDIAL ACTIONS AND PREVENTION 16
GENERAL OPERATION LIMITATIONS-WINTER OPERATIONS 16
GENERAL OPERATING LIMITATIONS - WINTER CONDITIONS 17
BRAKING ACTION 17
WIND SPEEDS FOR GROUND OPERATIONS 17
AQUAPLANING SPEEDS. 17
SNOW CLEARANCE LIMITATIONS 18
RUNWAYS AND TAXIWAYS 18
SNOW CLEARANCE 18
RUNWAY- 18

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DE-ICING 18
GENERAL REQUIREMENTS 18
RESPONSIBILITIES 18
WHEN TO DE-ICE 19
DE-ICING PROCEDURES 20
Introduction 20
Methods 20
APPROVED AIRCRAFT DE/ANTI-ICING FLUIDS 20
GUIDELINE TO HOLDOVER TIMES 21
HEALTH EFFECTS 22
BULLETIN TYPE: Flight Standards Information Bulletin for Air Transportation (FSAT) 23
BULLETIN NUMBER: FSAT 99-07 23
1. PURPOSE. 23
2. BACKGROUND. 23
3. DISCUSSION. 23
4. ACTION. 26
7. EXPIRATION. This bulletin expires October 31, 2000. 28

COMPANY POLICIES

The following lists the various operational and technical policies associated with Pegasus Winter
Operations:
1. Ground De-icing of Pegasus Aircraft requires a totally clean aircraft. The wings, engines,
control surfaces and fuselage must be clear of any snow, frost or ice prior to departure.
2. Use only de/anti-icing fluids, which meet the specification for AEA/ISO/SAE TYPE II &
TYPE IV FLUIDS. Type I may be used in exceptional circumstances.
3. The Commander of a flight is the final arbiter as to whether the aircraft is satisfactorily de/anti-
iced.
4. The Commander of a flight is the sole arbiter as to whether the flight should operate in the
prevailing conditions irrespective of de/anti-icing procedures etc.
5. Unless an aircraft can be airborne by the expiry of holdover time calculated for the proposed
flight, the aircraft should return to be de/anti-iced again.
6. Reduced Take off thrust is not used after de-icing.
7. To improve the stall margin, improved climb performance speeds should be used subject
however to the requirements of a slippery runway.
8. The rotation rate on each take-off should not be increased beyond the normal rate for the
aircraft.
9. The NORMAL concentration used at self-handling stations is 50/50 unless there are extreme
conditions that would require a 75/25 or 100/0 ratio.

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DEFINITIONS
HOAR FROST (a rough white deposit of crystalline appearance formed at temperature below
freezing point) usually occurs on exposed surfaces on a cold cloudless night. It frequently melts
after sunrise; if it does not, an approved de-icing fluid should be applied in sufficient quantities
to remove the deposit. Generally, brushing alone cannot clear hoar frost.
THIN HOAR FROST Thin hoar frost is a uniform white deposit of fine crystalline texture, which
usually occurs on exposed surfaces on a cold and cloudless night, and which is thin enough to
distinguish surface features underneath, such as paint lines, markings, or lettering.
RIME (a rough white covering of ice deposited from fog at temperatures below freezing point). As
the fog usually consists of super-cooled water drops, which only solidify on contact with solid
object, rime may form only on the windward side or edges and not on the surfaces. It can
generally be removed by brushing, but when surfaces as well as edges are covered it will be
necessary to use an approved de-icing fluid.
GLAZE ICE OR RAIN ICE (a smooth coating of clear ice formed when the temperature is below
freezing point and freezing rain contacts a solid surfaces) can only be remove by de-icing fluid;
hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage to
the aircraft.
SNOW: Dry Snow (normally experienced when temperatures are below freezing) can be brushed
off easily whilst
Wet snow (normally experienced in temperatures above freezing) is more difficult to remove,
being sufficiently wet to adhere. Neither type of snow should be removed from any surface of
the aircraft by application of de-icing fluid, since this causes dry snow to stick by wetting the
skin. Moreover the dilution of de-icing solutions with melted snow can result in the mixture re-
freezing and becoming more difficult to remove unless hot spray equipment is used. De-icing
fluid may be used when an aircraft is free of snow and should be applied not more than fifteen
minutes before departure if wet snow is falling. However, the fluid may become diluted if it is
snowing during a delayed take off and further applications will then be needed.
DE-ICING: De-icing removes contamination (frost, ice or snow etc.) from the airplane surface is
most effective when applied heated.
ANTI-ICING: The anti-icing prevents the accumulation of frost, ice or snow from forming or
accumulating on the clean surface of the aircraft.
CAUTION: The repeated application of Type II or Type IV, without the subsequent application
of Type I or hot water, may cause a residue to collect in aerodynamically quiet areas. This residue
may re-hydrate and freeze under certain temperature, high humidity and/or rain conditions. This
residue may block or impede critical flight control systems. This residue may require removal.
CAUTION: After prolonged periods of de-icing/anti-icing, it is advisable to check
aerodynamically quiet areas and cavities, like balance bays and rear spars of wing and stabiliser,
for residue of thickened fluids.
PURPOSE OF ANTI-ICING: Cold neat de-icing fluid applied prior to the onset of a freezing
condition will give a hold over against build up of frozen deposits for a certain period of time,
depending on the fluid used and the intensity of precipitation. With continuing precipitation
holdover will eventually run out and deposits will start to build up on exposed surfaces.
However, the fluid film present will minimise the likelihood of these frozen deposits bonding to
the structure, making subsequent de-icing much easier.
CLEAN AIRPLANE CONCEPT: Federal Aviation Regulations (FAR) established by the U.S.
Federal Aviation Administration (FAA) prohibit takeoff when frost, ice, or snow adheres to
airplane wings, propellers, or control surfaces. This is known as the clean airplane concept. This
concept is important because airplane performance is based on a clean structure. An airplane is
designed using the predictable effects of airflow over clean wings. Contaminants such as frost,
ice, or snow on the wings disturb this airflow resulting in reduced lift, increased drag, increased
stall speed, and possibly abnormal pitch characteristics.

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REHYDRATION: Rehydration can occur when thickened fluid is repeatedly applied in dry
conditions, either to prevent frost from forming overnight or for de-icing just before flight. The
fluid dries out during flight and a powder-like residue remains in aerodynamically quiet areas,
(such as balance bays and wing and stabiliser rear spars). If the airplane is not de-iced or anti-
iced during a subsequent layover encounters rain on the ground or during climb, the remaining
residue absorbs water and turns into a gel. The gel swells to many times its original size and can
freeze during the next flight leg, potentially restricting the movement of flight control surfaces.
DE-ICING,/ANTI-ICING: De-icing/Anti-icing is a combination of two procedures described above
and can be performed in one or two steps.
HOLDOVER TIME: The time between the start of fluid application and fluid failure is known as
the anti-icing holdover time. Holdover time is only a guideline because other variables can
reduce the effectiveness of the fluid. These include high winds, jet blast, wet, snow, heavy
precipitation, airplane skin temperature lower than outside air temperature, and direct sunlight.
SAE Type III and IV fluids: SAE Type III and IV fluids are recent developments. The flow off
characteristics of Type III fluids are suitable for commuter-type airplanes with takeoff rotation
speeds that generally exceed 60 kts. Type IV fluid flow off characteristics must meet the same
standard set for Type II fluids. These fluids are suitable for large jet transports with takeoff
rotation speeds that generally exceed approximately 100 to 110 Kt.
FREEZING CONDITIONS: Defined as OAT below 3°C and visible moisture in any form (such as
fog with visibility below l.5 km, rain, snow, sleet or ice-crystals) or when standing water, slush,
ice or snow is present on the runway.
FROST (INCLUDING HOAR FROST): A crystallised deposit, formed from water vapour on
surfaces which are at or below 0°C.
FREEZING FOG: Defined as a cloud of supercooled water droplets that form a deposit of ice on
objects in cold weather conditions.
STEADY SNOW: Continuous precipitation in the form of ice crystals or flakes, which may
accumulate on aircraft surfaces.
FREEZING RAIN - water condensed from atmospheric vapour falling to earth in supercooled
drops, forming ice on objects.
RAIN ON A COLD SOAKED WING: Water droplets form rainfall forming an ice topping on the
wing upper surface, when the temperature of the aircraft wing surface is at or below 0°C.
AMBIENT TEMPERATURE: A specific mixture of fluid will freeze (begin to crystallise) at a
specific ambient temperature. For that specific mixture, the freeze point is accurate and
repeatable. Some cockpit installed outside air temperature gauges are known to have
inaccuracies as great as +/-5°C. In addition, the ambient temperature at the ramp, gate, tie down
area, taxiway or runway, may vary significantly from the temperature in the airport tower or
from the thermometer in the line maintenance office area. Ambient temperature may be steady,
rising, or falling. Each of these variables, usually known to the pilot, can either independently or
in combination influence the time of effectiveness of de-icing/anti-icing fluids.
AIRCRAFT SURFACE TEMPERATURE: Aircraft surface (skin) temperature also influences de-icing/anti-
icing fluid effectiveness time. Surface temperatures can be drastically different from ambient temperatures
for many reasons: solar radiation (cloudy day, sunny day, parked in the shade, etc); temperatures of fuel in
fuel cells; the type and location of fuel cells; fuel cold soaked during previous high altitude flight; quantity of
fuel in fuel cells; the source of fuel;(above or below ground storage); time since refuelling; engine operation;
APU operation; operation of sub-systems or components that generate heat; thickness of the skin, type of
skins and skin materials. These are only a few of the many variables that can influence aircraft surface
temperature. Common practice in the aviation industry is that if it can be determined that a small quantity of
dry snow is not adhering to aircraft surfaces, it will blow off during the takeoff roll and thereby not affect
aircraft characteristics. This practice is well proven if one can ascertain that the snow is not adhering to
critical surfaces. Dry snow at cold ambient temperatures will not adhere to dry aircraft surfaces if surface
temperatures are also very cold and will remain cold during start, taxi, and takeoff. However, operation of
engines, or other equipment, refuelling, solar radiation and many other factors may warm surface
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temperatures, causing melting or partial melting of snow and possibly cause freezing prior to takeoff or
during the takeoff roll. Simply checking the consistency of snow during pre-flight inspection is not
considered adequate. Pre-takeoff inspections should also be performed. In addition, during pre-flight
inspection and pre- takeoff inspection, caution should be exercised when making this judgement to not rely
upon spot-checking, especially on areas of hollow structures, such as ailerons, spoilers etc, since these
devices are not normally exposed to certain heat sources. Under certain conditions dry snow could
adequately blow off from a dry cold spoiler but not from large fuel tankage areas.
SOLAR RADIATION: can significantly influence aircraft surface and de-icing/anti-icing fluid
temperatures. In conditions of heavy precipitation, solar radiation is usually slight. Generally,
solar radiation will warm aircraft surfaces, but, in shadow areas, surface and de-icing/anti-icing
fluid temperatures will be colder.
WIND: ambient blowing over an aircraft surface tends to remove heat from the surface at a more
rapid rate than under calm conditions. Evaporation of liquids can cause surface temperatures to
actually be lower than ambient. The rate of reduction of surface temperatures and the
temperature depression is a function of many variables that make it impractical to estimate, but
this factor can influence de-icing/anti-icing fluid effectiveness.
DE-ICING/ANTI-ICING FLUID TEMPERATURE: Elevated de-icing/anti-icing fluid
temperatures (hot fluid) are commonly used during the aircraft ground de-icing process to assist
in melting and reducing bond strength of ice formations. Fluid viscosity, however, is reduced
with increases of fluid temperature. This can reduce the residual surface film thickness that is an
essential parameter in de-icing/anti-icing fluid effectiveness. Also, if hot fluids are applied
during precipitation conditions (snow or other ice crystal), during the time that elevated fluid
temperatures remain, the heat provides a source of latent heat of fusion to melt impacting
snow/ice crystals and to mix with and dilute the mixture. This process is favourable in that
formation of water crystals in the upper surfaces of the fluid film will be delayed. However, in
the presence of wind and other factors, the additional time, if any, cannot be estimated. If hot
de- icing/anti-icing fluids are not utilised, ice crystals (precipitation) impacting the fluid will
melt and mix at a slower rate and the latent heat of fusion demand will depress the surface film
temperature. Use of hot or cold de-icing /anti-icing fluids is considered acceptable common
practice, however, unheated fluids will leave greater amounts of residual film prolonging
effectiveness while heated fluids are more effective in the de-icing process.
PRECIPITATION RATE AND TYPE: Sub-freezing precipitation occurs in many forms:
supercooled rain (freezing rain or drizzle), snow, sleet, and combinations thereof. Each of the
conditions can produce an infinite variety of conditions and resulting characteristics on the
surface of an aircraft. Snow has been categorised into 22 varieties each having different
crystalline structure and each containing various amounts of frozen water (density). Each type of
precipitation contains droplets or ice crystals having various temperatures, which may be equal
to or below ambient temperature. These combined effects introduce another set of variables that
cannot be qualitatively assessed to determine their influence upon effectiveness of de-icing/anti-
icing fluids. However, under these conditions surface roughness can vary significantly and in
conjunction with other variables, time to initiation of freezing (surface roughness) can vary.
OPERATION ON SNOW, SLUSH OR WET SURFACES: Such operations can cause ice, snow or
slush to be splashed or blown onto various aircraft surfaces. Jet engine exhaust (in forward or
reverse thrust), jet engine inlet vortices, prop or rotor wash, and taxi and takeoff operations can,
through recirculation, blowing, or splashing, cause snow, ice particles or water to impact various
aircraft surfaces and freeze or adhere to these surfaces or further dilute de-icing fluids. These
occurrences are somewhat predictable and should be expected during ground operations. The
effect of these occurrences is unpredictable. If ice formations are anticipated, the clean aircraft
concept must be implemented. These occurrences can also have an influence upon de/anti-icing
fluid effectiveness.
NOTE: It is important to monitor weather conditions to ensure that changes in conditions are
observed so that if necessary de-icing can be carried out in good time to avoid unnecessary delays.
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ICING CONDITIONS
Icing conditions exist when the OAT on the ground or TAT in flight is 10 degrees C (50° F)
or below and visible moisture in any form is present (such as clouds, fog with visibility of one
mile or less, rain, snow, sleet, ice crystals and so on) or standing water slush, ice or snow is
present on the ramps, taxiways or runways.
GROUND PRECAUTIONS
During pre-flight inspection, the Commander is responsible for ensuring that all snow and ice
which could affect the safety of the aircraft is removed, care must be taken to clear any snow or
slush from control surface shroud gaps, balance panel areas, engine and turbo-compressor inlets
wheel wells and static ports. If snow in these areas melts, subsequent freezing can interfere with
their functions, particularly control surface movements. If there is any doubt a close inspection
should be made, using a ladder if necessary followed by a full control check.
Frost, ice and snow must be removed from the upper surfaces of the wings, stabiliser and
associated panels. When take off is delayed the Commander must be satisfied that the surfaces
remain free of further deposits. It is possible for tyres to retain enough heat to melt snow or ice
on the ramp and to refreeze in a short period of time. When a tyre is frozen to the ramp enough
distortion can take place to break the seal at the rim and cause partial deflation of the tyre.
After de-icing, the Commander is responsible for verifying that the aircraft is free of snow or
ice contamination, before pushback.
When snow or freezing rain is falling, de-icing should take place, if necessary after the
passengers have boarded, so that the time between de-icing and take off is kept to a minimum.
The wing, particularly the leading edge, must be free of contamination at the time of take off. If,
because of long taxi or other delay to departure, the wing leading edges cannot be assured to be
clean, they should be inspected. If necessary return to the ramp to do so. If conditions warrant it,
delay departure until conditions improve.
During taxi in icing conditions, use aircraft anti-icing as prescribed in the relevant aircraft
Operations Manual. Avoid taxiing close behind another aircraft as this may cause adherence of
ice on the wing leading edges and engines. At en-route stops where no fuel has been uplifted, the
fuel remaining in the tank is often below the freezing temperature of water. If it is raining, water
can run down the underside of the wing and will freeze in the area of the fuel tanks. A
considerable thickness of ice may form in this manner and may require removal before
departure. Be on the alert for frozen water supply systems, frozen toilets and blocked drains or
vents.

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COMPOSITION OF DE/ANTI-ICING FLUIDS

The vast majority of de-icing/anti-icing fluids contain one or more of the common glycols,
monoethylene, monopropylene, a wetting agent and an anti-corrosive agent. SAE Type II de-
icing fluids also contain a thickening agent, which effectively increases holdover time.
APPLICATION (How do these fluids work?)
a) The glycol in the fluid reduces the freezing point to below the ambient temperature.
b) The wetting agent allows the fluid to form a uniform film over the aircraft's surfaces.
c) The thickening agents in SAE Type II fluid enable the film to remain on the aircraft's surfaces
until take-off.
When used for anti-icing, undiluted fluid is applied to 'clean' surfaces in order to provide a
barrier against the build up of frozen deposits.
For effective de-icing the fluids are mixed with water and heated. The fluid will effectively
melt any frost, or light deposits of ice and snow; however, when heavier deposits are present the
heat is required to break the bond between these frozen deposits and the structure. The hydraulic
force of the fluid spray is then used to flush off the residue. The de-icing fluid will prevent re-
freezing for a period of time, depending on the fluid used and the mixture strength.
EFFECT OF ICING ON AIRCRAFT HANDLING CHARACTERISTICS
Wind tunnel and flight test indicate that ice, frost or snow formations on the leading edge and
upper surface of a wing, having a thickness and surface roughness similar to medium or course
sandpaper, can reduce wing lift by as much as 30 percent and increase drag by 40 percent.
If surface roughness is present (for any reason including ice formations) the airworthiness of
the aircraft may be effected and take off should not be attempted unless it has been ascertained
that all critical components of the aircraft are free of adhering snow, frost, or other ice
formations. In all cases, the Commander has the ultimate responsibility for ensuring that his
aircraft is in a condition for safe flight.
Under conditions of precipitation, or where moisture can be slashed, blown or sublimated
onto critical surfaces in sub-freezing weather many factors influence whether ice, frost or snow
may accumulate and result in surface roughness. These factors cannot be quantified nor can the
effect that surface roughness may have on aircraft performance or handling characteristics.
Air tests have indicated that light ice can reduce the one-engine-inoperative climb capability
by about 50 percent while heavy contamination may prevent the aircraft-maintaining altitude at
V2 with one engine inoperative.
Contamination may result in still flight characteristics before stick shaker warning. During
any winter take off, when atmospheric conditions are conducive to contamination the pilot
should be aware that increasing buffet, pitch and roll activity may be an indication of premature
stall caused by wing contamination. These indications are an immediate signal to recover from
an impending stall consistent with ground proximity, regardless of whether or not stick shaker
has activated.
Furthermore water has the advantage of slightly higher specific heat. That is, pure water will
contain and deliver per unit of weight more heat than would a water/glycol mixture of the same
temperature.
RESPONSIBILITY
The maintenance person responsible for dispatching the aircraft is responsible for ensuring
that de-icing/anti-icing procedures have been properly and fully applied prior to the dispatch of the
aircraft. The commander has the ultimate responsibility for determining that his aircraft is in a
condition for safe flight.

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TAXIING, TAKE-OFF AND LANDING IN SNOW, SLUSH OR

WATER

LIMITATION
Ideally the entire length and width of the runway should be cleared for both take off and
landing and the runway manoeuvre area should be as clear of snow as possible. Once snow
clearance has begun, for take-off and landing the whole length of the runway must be cleared to a
minimum of 36 metres (120ft) with banks not exceeding 48 cm (19 inches) in height.
Take off and landings are permitted on uncleared snow or slush covered runways provided the
provisions of the relevant aircraft manuals are met. Landing may be made provided that the depth
of dry snow does not exceed 75 mm.
Operations on unsanded glazed ice covered runways are prohibited. It should be noted that
whereas runways may have been cleaned or de-iced, it does not necessarily follow that taxiways
have also been de-iced. Therefore, taxiway conditions should also be ascertained from ATC and
taxiing conducted with caution. Taxiway braking condition can reasonably be expected to be as
bad, if not worse than the runway. Any taxiing difficulties should be reported to ATC for the
benefit of subsequent aircraft.
It should be noted that SNOWTAM code/friction coefficients could be misleading. The only
perfect way of measuring braking action for a specific aircraft is by using that specific aircraft
braking system on the surface concerned. Therefore pilots should treat reported braking action
measurements with caution and interpret them conservatively.
INTERPRETATION
Shown below are the mu-meter scales with an approximate guide for their interpretation. The
overlap terminology results from different types of aircraft having different braking
characteristics. There is no exact relationship between slipperiness as measured by these devices
and an aircraft's actual stopping capacity.
Normal Medium Nil

Good Poor
80 75 65 60 50 40 35 30 25 20 10
Normal: Max energy stops possible with little deterioration in certified stopping distance.
Good: More braking is available than will be used in an average airline type deceleration. If a max
energy stop were attempted, some distance in excess of certified stopping distance would be
expected.
Medium: Sufficient braking and cornering force is available for a well-flown approach and landing
using light braking. However, excess speed or long touchdown would result in an extremely low
safety factor depending on runway length and crosswind component. Careful planning and good
judgment are required.
Poor: Very careful planning, judgment and execution are absolutely essential. Crosswind becomes
a "priority one" consideration. While a safe and successful approach, landing and stop can be
accomplished if all factors are favourable, there is little room for error. Care must be exercised in
every facet of the operation and a very careful evaluation of all existing conditions is necessary.
Nil: Extremely slippery with poor directional control even while taxiing. This is the kind of report
we would envision during a freezing rain condition if nothing were done to the runways or
taxiways.
CAUTION: Landing on restricted runways for which braking action is reported as POOR
(coefficient of friction 0.25 or less) is not recommended. A restricted runway is one on which
maximum landing weight is not available at zero wind conditions.

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TAXIING
Aircraft may be taxied at the Captains discretion on ramps and taxiways not cleared of snow
and slush. More power than normal may be required to commence and continue taxi so care
should be taken to avoid jet blast damage to buildings, equipment and other aircraft. Be aware of
the possibility of ridges or ruts of frozen snow that might cause difficulties. The boundaries/edges
of manoeuvring areas and taxiways should be clearly discernable. If in doubt, request "follow me"
guidance.
When executing sharp turns while taxiing or parking at the ramp, remember that braking and
steering capabilities are greatly reduced with icy airport conditions; reduce taxi speed accordingly.
When employing low engine speeds on the ground in conditions of below +10 °C, dry bulb
temperature, in fog or rain and with engine anti-icing selected ON, it is recommended that the
engines be accelerated at intervals as recommended for each type.
Flap selection should be delayed until immediately before line up to minimise contamination.
The Before Take Off Check should be delayed until flaps are in take off configuration.
TAKE OFF
Severe retardation may occur in slush or wet snow and, in most cases, lack of acceleration will
be evident early on the take off run. Maximum permissible power must be used from the start. A
patching movement, which will be difficult to control with the elevator, may indicate warning of
lack of acceleration and difficulty may be experienced in lifting the nose wheel should these
symptoms occur, the take off should be discontinued. Do not use the elevator trim to lift the nose
wheel as the aircraft may become airborne in a critically tail heavy condition.
Large quantities of snow or slush, usually containing sand or other anti-skid substances may be
thrown into the engines, static ports and onto the airframe. Pod and engines clearance must be
watched when the runway is cleared and snow is banked at the sides of runways or taxiways. All
ice protection systems, which may be used on the ground, should be switched "ON" for take off.
Wing contamination results in a significant loss of lift and increase in drag which may result in
stall occurring at a higher speed, before stall warning has been activated, reducing the normal take
off manoeuvring envelope. Assuming that all prescribed anti-icing precautions have been taken,
manoeuvring margins can be increased by;
Rotating slower but to normal climb attitude while targeting higher airspeed; and
Increasing the take off speeds.
Climb speeds up to V2 + 25 will not significantly affect climb profile.
Using “Improved Climb Performance” when available can increase take off speeds.
LANDING
Landing may be delayed where the runway is contaminated with snow, slush or standing water.
A 15 to 20 minutes waiting period after a downpour is usually sufficient to drain water.
Pilots should be aware that where rain, hail, sleet or snow showers are encountered on the
approach or have been reported as having recently crossed the airfield, there is a high probability
of the runway being contaminated. The runway state should be checked with ATC before
commencing or continuing the approach. Very often a short delay is sufficient to allow the runway
to drain or the contaminant to melt.
When landing on snow, slush or ice covered runways stopping distances are extended and
reverse thrust must be used as necessary. Come to a full stop before beginning the turn off the
runway. Where runways are covered with 5 mm (0.2 inches) or more of slush or water, landing
performance may be poor due to the likelihood of aquaplaning.

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Winter Operations Date 10.11.1999

LANDING ON WET OR SLIPPERY RUNWAYS

PHASE RECOMENDED PROCEDURE REMARKS

1. Fly final approach with the airplane positioned on
Approach the glide path, runway centerline and at the speed
recommended for existing conditions.
2. Arm autobrake system by selecting position No.3
3. Arm speedbrakes.
4. Do not be misled by the relative bearing of the
runway due to crab angle when breaking out of the
overcast.
5. Consider a go-around if zero drift conditions
cannot be established prior to flare.
1. Do not float or allow drift to build up during flare.
Flare 2. Use crab to reduce bank angle and lateral control
required and to improve capability in crosswind on
slippery runways.
1. Accomplish a firm touchdown, as near centerline A firm touchdown will
Touch as possible. improve wheel spin-up on
Down slippery runways.
2. Get the wheels on the runway at approximately Deceleration on the runway
1,000 feet from the approach end of the runway. The is about three times greater
airplane should be flown firmly onto the runway at the than in the air. Do not allow
aiming point even if the speed is excessive. the airplane to float in the
3. If a touchdown far down the runway is likely, air to bleed off speed.
consider a go-around
Transition to 1. Check that the speedbrakes deploy immediately If the Speed Brake Lever
Braking after main gear touchdown. fails to actuate
Configuration automatically, immediately
(Expedite all actuate it manually. Speed
items) brakes release approx 70%
of wing lift.
Decreases lift, increases
2. Immediately lower the nose wheels and hold on gear loading, improves
the runway with light forward control column wheel spin-up & directional
pressure. stability. Aerodynamic
braking is relatively
ineffective.
Reverse thrust is most
3. Immediately select reverse thrust. efficient at high speeds.
Do not cycle brake pedals.
4. Without autobraking, immediately after nose gear
touch- down, smoothly apply moderate-to-firm, steady
braking until a safe stop is assured.
5. The autobrake system will begin symmetrical
braking after wheel spin-up. Either pilot can disarm
the system and take over manual braking at any time
by applying normal pedal braking.
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Winter Operations Date 10.11.1999

LANDING ON WET OR SLIPPERY RUNWAYS

PHASE RECOMENDED PROCEDURE REMARKS
Rollout 1. Maintain light forward control column pressure. Improves directional control
2. Keep the wings level. Improves braking and traction.
3. In crosswinds, do not exceed 70% N1.
4. Use brakes as above.
5. Maintain directional control primarily with
rudder.
Skid or 1. Immediately release brake pressure.
Loss of 2. Reduce to reverse thrust idle. Keep the wings
level. Rudder control is relatively
Directional
3. Immediately apply nose wheel steering, rudder effective down to 60-40 knots.
Control and differential braking to bring the airplane to Avoid large abrupt steering
the centerline. inputs. Optimum nose wheel
4. When rolling parallel with the runway and near steering angle varies with
the centerline, apply reverse thrust and brake runway condition and speed
pressure to develop maximum braking. and is about 1 to 2 degrees for
a very slippery runway.
Turnoff 1. Reduce speed to a safe level prior to turnoff. End of runway may be very
slippery when wet due to
heavy rubber and oil deposits.
Technique
Pilot judgement and technique play an important part in wet/slippery runway landing problems.
The amount of friction available and crosswind determine to a large extent pilot technique. The
surface of the runway may be made slippery by snow, slush, ice or standing water.
The factors and considerations involved in landing on a slippery surface are quite complex and
depending on the circumstances, the pilot may have to make critical decisions almost instinctively.
The following list of items summarises the key points to be borne in mind, several may have to be
acted upon simultaneously.
Do not land where appreciable areas of the runway are flooded or covered with 1/2" or more
of water or slush
Under zero wind conditions, most runways have adequate cross fall to provide drainage under
quite high rates or precipitation. (See "General Operating Limitations" for maximum depths of snow, slush or water).
Consider the many variables involved before landing on a slippery runway.
- Landing Weather forecast - Brake characteristics
- Aircraft Weight and approach - Wind effects on the directional control of the
speed aircraft on the runway
- Landing distance required - Runway length and slope
- Hydroplaning speed - Glide path angle
- Condition of tyres
Limit crosswind components when runway conditions are poor and runway length short.
Establish and maintain a stabilised approach
Do not exceed reference speed plus gust factor at the threshold.
An extended flare is more likely to occur if excess approach speed is present. The landing distance
increases approximately 204 feet per knot of excess speed bled off during an extended flare.

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Be prepared to go-down from the threshold. The flare is the last chance to initiate go-round. If it
appears that the aircraft might not be stopped on the remaining runway, the go-round should be
initiated. Once the airplane has landed and the stopping effort begun, attempting a go-around is
not recommended. Under emergency conditions, max reverse thrust may be used to a complete
stop.
CONTROL AND STOPPING ON SLIPPERY SURFACES
General Considerations
The two most important variables confronting the pilot when runway coefficient of friction is
low and/or conditions for hydroplaning exist are length of runway and crosswind magnitude.
The landing field length for dry runways is defined as 1 2/3 times the demonstrated dry
landing distance. For wet runways, this landing distance requirement is increased by 15%. The
total friction force of the tyres is available for two functions - braking and cornering. If there is a
crosswind and some friction force (cornering) is necessary to keep the aircraft on the centre line,
less is available for braking. Conversely, tyre-cornering capability is reduced during braking or
when wheels are not fully spun up. Locked wheels eliminate cornering. Therefore in crosswind
conditions, a longer landing distance will be required.
The shortest stopping distances on wet runways occur when the brakes are fully applied as
soon as possible after main wheel spin up with maximum and immediate use of reverse thrust. If
the available runway is considerably longer than performance date requires, the pilot may decide,
at his discretion, to concentrate on reverse thrust application and directional control of the aircraft
after touchdown and start braking action at a speed below aquaplaning speed. This type of
manoeuvre reduces the pilot’s workload and eases the aircraft control requirements in the event
that the conditions such as crosswinds, low visibility, wet or slick runway etc, are adverse.
At high speeds, if full scale aquaplaning occurs, friction for braking will be lost and the
aircraft will tend to slide or drift away from the centre line and unless headed into wind, to crab
down the centre line. Below the aquaplaning speed, wheel-braking forces will increase as aircraft
speed decreases unless a rubber reversion situation has been set up. Some braking is possible in
partial aquaplaning conditions where water depth is insufficient to sustain full scale aquaplaning.
However, excessive braking in crosswinds will lead to the aircraft drifting away from the centre
line and brakes should be released and reversers returned to reverse idle or forward idle thrust.
Apply rudder and brake pedal on the side to which a turn is required, releasing the other brake
pedal. When the aircraft is parallel with the runway and near the centerline, re-apply reverse
thrust as required. Longer stopping distances will result.

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Winter Operations Date 10.11.1999

AQUAPLANNING
INTRODUCTION
Separation of a tyre from the runway surface by a thin film of water is called aquaplaning.
Under these conditions tyre traction drops to extremely low values in both the longitudinal and
transverse directions and aircraft wheel braking is virtually ineffective. Research into the nature
of the slipperiness of wet runways has isolated several different causes.
CAUSES
RUNWAY SURFACES TEXTURE - VISCOUS AQUAPLANING
Firstly, certain runways have a smooth surface texture and if the tyre is also fairly smooth
viscous forces may prevent contact between tyre and runway by maintaining a film of water
between them. This essentially lubricating action, sometimes called "viscous aquaplaning" gives
excessively poor braking and sometimes skidding or sliding across the runway in strong
crosswinds. The "M" values may be as low as .05 at high speed and can be maintained with only
a slight increase as speed falls to speeds as low as 20 Kt. The actual value of friction on a wet
runway depends primarily on the surface texture. Fortunately, there are few runways with textures
which give rise to such low friction values and any reported as having below average wet friction
values are named in the Procedures Manual.
WATER DEPTH - DYNAMIC AQUAPLANING
Where the depth of water on the runway is of the order of 0.2 (5 mm) inches or greater it is
pushed ahead of the tyre and develops hydrodynamic pressures which forces a wedge of water
under the front edge of the tyre footprint thus reducing the contact area. At a certain speed the
wedge can penetrate to the rear of the footprint and completely separate the tyre from the runway.
This condition is called "dynamic aquaplaning" and the speed the "aquaplaning speed". There is
no system braking though some drag results from water displacement. The depth of water
required for this dynamic aquaplaning depends on the tyre groove depth and will be increased if
the runway is transversely grooved. The aquaplaning speed depends on the tyre inflation pressure.
If water on the runway is greater than a certain minimum depth and speed is above the
aquaplaning speed aquaplaning will occur.
WHEEL LOCKING - RUBBER REVERSION
Investigation of overruns or departures off the sides of runways often shows scalding and
melting of the rubber on the tyre surface approximating in shape to the tyre footprint or outlining
the rear of the footprint. Deductions from this evidence indicate that the wheels were locked or
rotation had stopped and considerable heat had been generated in the footprint area, yet no rubber
had been deposited on the runway. This scald damage is referred to as "rubber reversion". It
appears that steam is generated continuously under the footprint and that once begun the process is
self-perpetuating. Rubber reversion continues until the aircraft is virtually stopped if the wheel
remains locked. The only known method of stopping is to get the wheel rotating again is early
brakes, a remedy not within the control of the pilot. Rubber reversion is often associated with the
two other forms of aquaplaning but will not necessarily, perhaps fortunately, occur on all main
wheels at the same time. The friction and coefficients may be as low or even lower than the
coefficient of rolling friction, and consequently, even when brakes are not applied wheels may not
rotate for long distances on the runway.
The problems associated with aquaplaning begin therefore, during the high-speed portion of
the ground roll. The exposure to dynamic aquaplaning can be seen by noting the difference
between the aquaplaning speed and the landing touchdown speed or V 1. If wheels stop as a result
of dynamic aquaplaning a rubber reversion condition may become established and continue down
to low speeds.

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Winter Operations Date 07.01.2003

Rubber reversion may also be set up by using brakes and causing the wheels to lock in spite
of the anti-skid system. The rubber reversion case is potentially the most dangerous form of
aquaplaning because the pilot has no remedy once it starts and because it can maintain itself
throughout most of the ground roll.
REMEDIAL ACTIONS AND PREVENTION
Aquaplaning may be minimised by having good runway drainage, a rough sharp surface
texture, transverse grooving or a porous surface, tyre with the optimum number of longitudinal
grooves and adequate groove depth with wear limits specified and properly maintained highly
efficient anti-skid systems with good sensitivity e.g. "fully modulated" tyres.
GENERAL OPERATION LIMITATIONS-WINTER OPERATIONS
Runway Contamination Limits (See Note 1 below)
Aircraft Type Dry Snow Wet Snow Slush, Standing Water
Mm in mm in mm in
B737-400/800 75 3 T/O 12.5 0.5 12.5 0.5
LDG 25.0 1.0
Note 1: The above values are MAXIMUMS and may be reduced at the Commanders discretion.
Note 2: When glazed ice is present on the runway, the runway surface must be sanded prior to
take-off or landing.
Maximum Crosswind limitations - Winter Conditions
Aircraft type Take-off Landing
Dry Wet Slush Ice Dry Wet Ice
B737-400/800 30 20 15 10 30 20 10
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Winter Operations Date 07.01.2003

GENERAL OPERATING LIMITATIONS - WINTER CONDITIONS

BRAKING ACTION
Braking Action Snowtam Co-efficient Max X-Wind
Declared Code of Friction Component
Good 5 (95) 0.4 or more 30 Kt
Medium/Good 4 (94) 0.36 - 0.39 26 Kt
Medium 3 (93) 0.30 - 0.35 22 Kt
Medium/Poor 2 (92) 0.26 - 0.29 15 Kt
Poor 1 (91) 0.25 or less 10 Kt

WIND SPEEDS FOR GROUND OPERATIONS

Flights will not be initiated if gusts exceed:
B737-EFIS 65 Kt
Wind speed limitations for Door Operation
DOOR TYPE B737 - EFIS
Passenger/Service 40 Kt
Airstairs 40 Kt

AQUAPLANING SPEEDS.
Aircraft Type Nose Wheel Main Wheels
B737-400/800 119 Kt 121 Kt
Note 1: once initiated aquaplaning may continue to a speed considerably lower than that at which
it started.
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Winter Operations Date 10.11.1999

SNOW CLEARANCE LIMITATIONS

RUNWAYS AND TAXIWAYS

The following details basic requirements for snow/ice clearance for runway, taxiway and
ramp areas which have been provided to Aer Rianta and should also be applied when operating
into other airports affected by cold weather conditions.
SNOW CLEARANCE
RUNWAY-
A)- The Runway shall be cleared to a symmetrical width not less than 120 feet over its entire
length.
B)- Snow bank height at 60 ft. from R/W centre line shall not exceed 12 inches. The Snow bank
height may increase linearly to 36 inches at 80 ft. from R/W centre line.
TAXIWAY- The Taxiway shall be cleared to its full width
DE-ICING
When de-icing is required it shall be applied as for snow clearance details above.

GENERAL REQUIREMENTS

RESPONSIBILITIES
The Line Maintenance Engineer (or Technical Handling Agent) responsible for certifying the
dispatch of the aircraft is also responsible for ensuring that Pegasus de-icing/anti-icing procedures
have been properly applied prior to dispatch of the aircraft; signature on the Technical Log to
dispatch the aircraft represents an explicit statement to the effect that the aircraft has been properly
de-iced/anti-iced
CAUTION: Frost and ice may form on both upper and lower wing surfaces under any ambient
condition if the fuel in the tanks is sufficiently cold.
Although ground staff are responsible for handing over the aircraft to Captains in a de-iced
condition, THE FINAL RESPONSIBILITY RESTS WITH THE CAPTAIN (PILOT IN
COMMAND) TO ENSURE that all aircraft surfaces, with the exception of those detailed below,
are free from all forms of frost, snow and ice before take-off.
Frost is permitted on the underside of the wings, provided it is confined to the general area of
the fuel tanks and that the depth does not exceed 1/8 " (3 mm).
CAUTION: Ice ridges that have formed underwing, due either to rain or melting frost, ice or
snow running back and re-freezing in the vicinity of the fuel tanks are not acceptable.
It must be recognised that in order to achieve an ice, snow and frost free wing at take off a
close visual inspection of the aircraft at a time just prior to departure is required.
Communications with Flight Crew is a Mandatory Requirement.
CAUTION: Under no circumstances, should SAE and ISO Type II fluids, in the concentrated
(neat) form, be applied to the following areas of an aircraft:
 Pitot heads and angle-of-attack sensors;  Static ports;
 Control surface cavities;  Air inlets; and
 Cockpit windows and nose of fuselage;  Engines.
 Lower side of radome underneath nose;
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Winter Operations Date 10.11.1999

WHEN TO DE-ICE
During the pre-departure inspection, check wing, horizontal stabiliser and fuselage surfaces
for deposits of frost, ice or snow. Should any deposits, other than those detailed in Para 3B be
found, the aircraft will require de-icing.
When de-icing is to be performed sometime before departure it is advisable to ensure that any
deposits of underwing frost are removed during the initial de-icing operation. Failure to remove
these deposits at this stage may result in the frost subsequently melting, running back over the fuel
tank area and refreezing in ridges. These ice ridges are not acceptable and will invariably result in a
call for underwing de-icing immediately prior to departure.
NOTE: If no frozen deposits are in evidence de-icing will be unnecessary.
Significant deposits of clear ice can form in the vicinity of the fuel tanks, on wing upper surfaces
as well as underwing. Aircraft are most vulnerable in regard to this type of build- up when:
1. Wing temperatures remain well below zero during the turnaround/transit
2. Ambient temperatures between -2°C and +10°C are experienced.
3. Precipitation occurs while the aircraft is on the ground.
This type of ice formation is extremely difficult to detect therefore, when the above
conditions prevail, or when there is otherwise any doubt that clear ice may have formed, a close
inspection of the upper wing surfaces must be made using suitable means of access. Should de-
icing be required, a further close inspection must be made immediately prior to departure, in order
to ensure that all frozen deposits have, in fact, been removed.
NOTE: The low wing temperatures, associated with this type of build-up, normally occur
when large quantities of supercooled fuel remain in wing tanks during the
turnaround/transit, and any subsequent fuel uplift is insufficient to cause a significant
increase in fuel temperature.
CAUTION: IT SHOULD BE NOTED THAT [Link] CAN FORM UNDER A LAYER
OF SNOW, SLUSH OR ANTI-ICING FLUID. THIS CAN BE DIFFICULT TO DETECT
AND CAN ONLY BE DETERMINED BY TOUCH.
Ice can build up on control surfaces when descending through thick cloud or precipitation
during an approach. When ground temperatures at the destination are low, it is possible for flaps to
be retracted and for accumulations of ice to remain undetected between stationary and movable
surfaces. It is therefore important that these areas are checked prior to departure and any frozen
deposits removed.
Under freezing fog conditions it is necessary for the rear side of the fan blades to be checked
for ice build up prior to start-up. Any deposits discovered are to be removed by directing air from a
low flow hot air source, such as a cabin heater, onto the affected area.
When slush is present on runways, inspect the aircraft when it arrives at the ramp for slush/ice
accumulations. If the aircraft arrives at the gate with flaps in a position other than fully retracted,
those flaps which are extended must be inspected and if necessary de-iced before retraction.
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Winter Operations Date 10.11.1999

DE-ICING PROCEDURES
Introduction
1. De-icing is a procedure by which frost, ice or snow is removed from aircraft surfaces. To
preserve holdover the process should be continuous and as short as possible. For maximum
effect the fluids:
a. Mixed with water to pre-determined ratio
b. Heated to as near 85°C as possible.
c. APPLIED CLOSE TO THE SURFACE OF THE SKIN TO MINIMISE HEAT LOSS.
2. The HEAT in the fluid effectively melts any frost, as well as light deposits of snow and ice.
Heavier accumulations require the HEAT to break the bond between the frozen deposits and
the structure, the hydraulic force of the fluid spray is then used to flush-off the residue. The
de-icing fluid will prevent re-freezing for a period of time, depending on the fluid used and
the mixture strength.
NOTE: De-icing should be carried out as near to the departure time as operationally possible in order
to maintain maximum holdover and, with SAE Type II fluids, to reduce the likelihood of the
fluid drying out.
3. Some de-icing vehicles have the capability of spraying either hot mix or concentrate (neat
fluid) from separate on-board tanks. This means that as well as being able to perform a
normal one-step de-icing operation a two-step procedure is possible.
NOTE: Where holdover time is critical a two-step procedure should always be considered.
Methods
1. One Step De-icing
One step procedure is accomplished using a heated or in some cases unheated mixture of
fluid/water with regard to the ambient temperature.
This process includes a built-in anti-icing treatment, which is dependent on the type of fluid used
and in the case of SAE Type II fluid, the mixture strength.
2. Two Step De-icing
This procedure involves de-icing/anti-icing, is usually carried out with a weak mix, followed by
the second step, anti- icing, which normally consists of a light overspray of concentrate to protect
the relevant surfaces. The second step must be performed within 3 minutes of the beginning of step
1, if necessary, the process is conducted area by area.
NOTE: At present the One-step method is used on Pegasus aircraft; however, if the appropriate
vehicle is available the Two-step method should be used as necessary.
CAUTION: The Type II fluid must be applied after removal any residual Type I fluid from the
surface of the aircraft. If the Type I fluid is not removed, it can reduce the holdover
effectiveness of the Type II fluid.
CAUTION: This procedure must not be carried out at temperatures below -7 ° C.
3. Manual removal of Snow: As an alternative to the above methods, long handled soft brooms
and squeegees have been approved for snow clearance from wings and stabilisers and soft
cotton rope, hessian tape and fabric fire hoses for clearing upper fuselage surfaces.
CAUTION: Protruding equipment could be damaged by the movement of ropes or fabric hoses.
APPROVED AIRCRAFT DE/ANTI-ICING FLUIDS
There are four main types of de-icing/anti-icing fluids.
1. SAE type I fluids (unthickened): these fluids have a high glycol content (Min. 80%) and a low
viscosity. The de-icing performance is good, however, they provide only limited protection
against re-freezing when no precipitation condition occurs.
2. SAE type II, III, IV fluids are thickened to provide longer holdover times than type I fluids.
They are most effective when applied unheated and undiluted to a clean airplane surface.
NOTE: Line maintenance personnel and handling agents must be aware of the different
requirements for the handling of SAE type I and SAE type II, III, IV fluids.
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F/C INFORMATION BULLETIN Page 21
Winter Operations Date 10.11.1999

GUIDELINE TO HOLDOVER TIMES

CAUTION: Visual checks of the wing are required as a backup to this information.

The following tables give an indication as to the degree of protection that could reasonably be
expected under conditions of “average” precipitation. However, due: to the many variables that can
influence holdover, these 'times should not be considered as minimum or maximum as the actual
period of protection may be extended or reduced, depending upon the particular weather conditions
prevailing at the time.
In view of this, flying surfaces must be checked immediately prior to departure, in order to
confirm that they are free from all forms of frost, ice or snow. When severe conditions are
experienced, or the published times have either been exceeded or are about to run out, a further
visual check of the wing should be made just prior to take-off, in order to ensure that it has
remained clear of frozen deposits. Only when such deposits are in evidence will it be necessary for
the de-icing operation to be repeated.
NOTE: The period of protection will be reduced when the fuel temperature is significantly lower than
OAT (i.e. 10°C or more)
NOTE: No significant increase-in Holdover Time is achieved by strengthening the mix of SAE Type I
fluids.
NOTE: For SAE Type 1 fluids only high wind velocity and jet blast may cause a degradation of the
protective film. Under these conditions the time of protection can be shortened considerably.
CAUTION: Extreme caution is emphasised that the holdover time estimates should not be used to
estimate the time available from de-icing/anti-icing to take off.
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Winter Operations Date 10.11.1999

HEALTH EFFECTS
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. 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.
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.
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.
Ethylene and diethylene glycols 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. 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 13 to 4 ounces of pure glycol. 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.
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Winter Operations Date 10.11.1999

BULLETIN TYPE: Flight Standards Information Bulletin for Air

Transportation (FSAT)

BULLETIN NUMBER: FSAT 99-07

BULLETIN TITLE: FAA-Approved De-icing Program Updates, Winter 1999-2000

EFFECTIVE DATE: 10-01-99
1. PURPOSE.
This bulletin provides revised Society of Automotive Engineers (SAE) approved holdover
timetables and the associated guidelines for the application of Types I, II, and IV de-icing/anti-
icing fluid mixtures. This bulletin also includes one additional FAA approved manufacturer
specific Type II de-icing/anti-icing holdover timetable (i.e., KILFROST ABC-II PLUS) and six
FAA approved manufacturer specific Type IV de-icing/anti-icing holdover timetables (i.e.,
UNION CARBIDE® ULTRA+, OCTAGON® MAX-FLIGHT, KILFROST® ABC-S,
SAFEWING MPIV 1957, SAFEWING MPIV 2001, and SPCA AD-480). In addition, this
bulletin presents a listing of qualified Type I, Type II and Type IV de-icing/anti-icing fluids for
the 1999-2000 winter icing season. Also, this bulletin includes updated information and
recommendations on various other ground de-icing/anti-icing findings that have surfaced over
the past year. This bulletin cancels the bulletins FSAT 97-10, FSAT 97-10A, FSAT 97-10B, and
FSAT 98-17B which contained previously issued holdover timetables and other related
information.
2. BACKGROUND.
A. Title 14 of the Code of Federal Regulations (14 CFR) part 121, section 121.629(c)
requires that part 121 certificate holders have an approved ground de-icing/anti-icing program
unless the certificate holder complies with section 121.629(d). Advisory Circular (AC) 120-60,
Ground De-icing And Anti-Icing Program, provides guidance for obtaining approval of a ground
de-icing/anti-icing program and discusses the use of holdover times. Title 14 CFR part 135,
section 135.227(b)(3) allows a part 135 certificate holder to comply with a part 121 approved
program.
B. Additional guidance on holdover timetables is contained in AC 120-58, Pilot Guide For
Large Aircraft Ground De-icing, AC 135-17, Pilot Guide-Small Aircraft Ground De-icing, and
AC 20-117, Hazards Following Ground De-icing And Ground Operations In Conditions
Conducive To Aircraft Icing. As of the publication of this bulletin the above referenced advisory
material is being updated. Revised material will be distributed as soon as it becomes available.
3. DISCUSSION.
A. Holdover-time (HOT) timetables: Attached is revised FAA approved SAE holdover
timetables as well as FAA-approved SAE guidelines for the application of Types I, II, and IV de-
icing/ anti-icing fluids. Because of the difference in performance of specific Type II and specific
Type IV de-icing/anti-icing fluids available for this winter season, nine (two Type II and seven
Type IV) different approved holdover timetables are attached. These include the SAE and
Kilforst ABC II Plus Type II holdover timetables, and the SAE, UNION CARBIDE® ULTRA+,
OCTAGON® MAX-FLIGHT, KILFROST® ABC-S, CLARIANT MPIV 1957, CLARIANT
MPIV 2001, and SPCA AD-480 Type IV holdover timetables. Air carriers may only use these
manufacturer specific tables when these specific fluids are used during the de-icing/anti-icing
process. If it can not be positively determined which specific Type II or Type IV fluid was used
 No 3
F/C INFORMATION BULLETIN Page 24
Winter Operations Date 10.11.1999

during the de-icing/anti-icing process air carriers must use the holdover times from the SAE
Type II or Type IV fluid holdover timetable, as appropriate. As initially indicated in FSAT 97-
10B, the holdover times for ® ULTRA+ Type IV fluid is valid only when it is applied in the
100/0 concentration. Also included is a list, by manufacturer brand name, of qualified Type I,
Type II and Type IV de-icing/anti-icing fluids.
B. Distribution: These tables should be distributed to all part 121 and part 135 certificate
holders who have an approved part 121 de-icing/anti-icing programs. These holdover timetables
and associated guidelines should also be distributed to operators who are not required to have an
approved program, but who deice or anti-ice with fluids and use holdover timetables during
winter weather operations. The attached timetables and guidelines supersede all previously
approved holdover timetables and guidelines for the application of de-icing/anti-icing fluid
mixtures.
C. Unique Holdover Times: The SAE holdover timetables are constructed to present
information on the minimum performance times that have been observed during testing of the
de-icing/anti-icing fluids. Typically, for the conditions of FREEZING FOG, SNOW,
FREEZING DRIZZLE, and LIGHT FREEZING RAIN, each cell of the HOT values are
representative of a range of performance times in which the fluids provide acceptable protection
for varying precipitation intensities. The lower holdover time value in a cell presents
information for moderate precipitation conditions and the longer holdover time is representative
of fluid performance for light precipitation conditions. On the SAE Type IV holdover timetable
for the conditions of FREEZING DRIZZLE and LIGHT FREEZING RAIN the holdover times
values are the same for both the 100/0 and the 75/25 fluid concentrations in the temperature
range of –3 to –14 C. These values are 20-55 minutes for FREEZING DRIZZLE and 10-30
minutes for LIGHT FREEZING RAIN. Although appearing to be in error, these values are
correct. They are a conglomerate of the minimum performance times of three different Type IV
de-icing/anti-icing fluids in which the holdover time performance of these fluids in the 75/25
concentration equals or exceeds their performance for 100/0 concentrations. Details of this
phenomenon can be gleaned from a review of the appropriate cells from the manufacturer
specific holdover timetables for ABC-S, MAX-FLIGHT and Safewing MP IV-1957 Type IV
fluids. This phenomenon can be attributed to the fact that the addition of water to some neat
Type IV fluids can enhance their performance up to point. Adding water has the effect of
allowing the fluid to build up thicker on a surface. Typically, the thicker the fluid, the longer the
holdover time performance. Without knowing about this particular fluid/water mix phenomenon
an air carrier may think that the data presented in the tables is in error. Fluid failure is complex,
dependent on outside air temperature (OAT), percent mix, type and rate of precipitation, and
other variables. One should keep in mind that the phenomenon exhibited by ABC-S,
MAXFLIGHT and Safewing MP IV 1957 for theses precipitation conditions are not consistent
with all variables or for all other neat fluids.
D. Holdover Time Changes: The holdover times for most Type IV fluids will be lower in
some cells than the previous year. This is due to a requirement to test Type IV fluids at the
lowest on-wing viscosity. The viscosity and the method of measurement are noted at the top of
each manufacturer’s specific Type IV HOT chart and are for the user’s information. It is not
anticipated that this viscosity and measurement information will be used by, or made available
to, flight crews. However, the user may, if elected to do so, verify the on-wing viscosity to
assure that the holdover times expected are commensurate with those in the corresponding table.
Note, however, that differences in pumping equipment can result in varying degrees of fluid
shearing/degradation with corresponding variations in viscosity measurement. This may result
in slight deviations from published HOT values. In all cases, however, the fluids noted in this
bulletin have been fully qualified and the HOT charts associated with each fluid are, as with all
HOT charts, guidelines only.
 No 3
F/C INFORMATION BULLETIN Page 25
Winter Operations Date 10.11.1999

(1) The note pertaining to the last two cells under the “Freezing Drizzle” and “Light
Freezing Rain” columns, for Types II and IV fluids, has been changed. It now reads, “No
holdover time guidelines exist for this condition below -10 C (14 F)”. On rare occasions
precipitation conditions have been known to occur below this temperature and caution should be
exercised regarding HOT values when such events do occur. Actual holdover times may be
considerably reduced from those in these tables under extreme low temperature conditions.
(2) On all HOT guideline charts a new column has been added with a heading of
“OTHER‡”. This new column with its supporting note delineates the fact that no HOT
guidelines exist for the conditions of snow pellets, snow grains, ice pellets, moderate and heavy
freezing rain and hail. As such, air carriers should not attempt takeoff in conditions of snow
pellets, snow grains, ice pellets or hail unless the aircraft manufacturer approves operations in
these conditions and a pre-takeoff contamination check is performed. Takeoffs in conditions of
moderate and heavy freezing rain are not approved.
E. Fluid Dry-Out: There have been reported incidents of restricted movement of flight control
surfaces, while in-flight, attributed to fluid dry-out. Such events may occur with repeated use of Type IV
(and possibly Type II) fluids, without prior application of hot water or Type I fluid mixtures. This can
result in fluids collecting in aerodynamically quiet areas or crevices, which do not flow off the wing
during the take-off ground roll. This may lead to an accumulation of fluids in these aerodynamically quiet
areas, which can dry to a gel-like or powdery substance. Such residues have been known to rehydrate and
expand under certain atmospheric conditions, such as high humidity or rain, and then subsequently
freeze, typically during flight at higher altitudes. This can be especially critical for unpowered control
surfaces such as trim tabs. Some pilots reportedly have reduced altitude until the frozen fluid melts, thus
restoring flight control movement. Such occurrences have not been reported when a two-step
de-icing/anti-icing procedure is used in which the first step is a hot Type I fluid mixture or hot water. It
has been suggested that high pressure washing, with a hot Type I fluid/water mix in areas where fluids
could accumulate, may alleviate the problem. Such a procedure may require subsequent lubrication. If not
successful, fluid dry-out may become a maintenance issue, in which case appropriate procedures are
necessary to address the problem. Increasing the frequency of inspection may be a necessity if fluid dry-
out with consequent restricted flight control movement becomes a recurring problem. Operators who
deice with hot water or a Type I fluid/water mixture and anti-ice with a Type IV(or II) have not reported
such a dry-out problem. Aircraft surfaces, quiet areas and crevices should be checked for abnormal fluid
thickening, appearance or failure, prior to flight dispatch, especially if Type II or IV fluids are used
exclusively. This residue may require removal.
F. Frost: In the past several inquiries have been raised relative to active frost. Active frost is
a frost condition that is actively growing crystals and gaining in mass and thickness and is
considered a precipitation condition. It typically forms at night under clear skies and calm winds
when the OAT is below 0oC/32oF and the dew point temperature spread is less than 3 Celsius.
The temperature of the aircraft surface must be below 0 oC/32oF. As an example, if an aircraft is
parked outdoors on a cold clear night, heat can radiate from its surface at a rate greater than is
absorbed from its surroundings. The net effect is that the aircraft surface temperature drops
below the OAT. If this temperature is below the frost point temperature of the air, moisture will
deposit in the form of hoarfrost.
(1)As a guide, if there is frost on any object in the de-icing area (including the aircraft) and
the OAT and dew point are 3oC apart and narrowing there is likely to be active frost. If the OAT
and dew point are 3oC apart and expanding, it is not clear if there is active frost. Therefore, if
there is doubt, the condition should be treated as active frost. Weather forecasts and METARs
usually do not provide information on frost conditions.
(2)Thin hoarfrost is acceptable on the upper surface of the aircraft fuselage provided all
vents and ports are clear. This hoarfrost is usually a uniform white deposit of fine crystalline
texture as indicated above, and is thin enough to allow one to visually distinguish aircraft paint
surface features underneath it, such as paint lines, markings and lettering.
 No 3
F/C INFORMATION BULLETIN Page 26
Winter Operations Date 10.11.1999

4. ACTION.
A. Principal operations inspectors (POI) shall ensure that the attached approved holdover
timetables and application guidelines are made available to affected certificate holders and
incorporated into their procedures or programs. Certificate holders should use these tables and
application guidelines or use the data contained in the attached tables and guidelines to develop
tables and guidelines that are acceptable to the Administrator.
B. Principal operations inspectors shall ensure their assigned air carrier’s approved ground
de-icing/anti-icing program is revised to include the following updates for the 1990-2000 winter
season:
(1) Fluid Application.
(a) Surveillance of de-icing/anti-icing operations during prior seasons have
indicated several problems in the fluid application area. These findings include:
(i) Instances when the application of fluid was applied in the reverse order of
company approved procedures, (e.g., approved procedure being wing tip to wing root),
(ii) Insufficient fluid temperature buffer, and
(iii) Incomplete removal of contamination.
(b) Ground testing of Type II and IV fluids indicates that the effectiveness of these
fluids is highly dependent on the training and skill of the individual applying the fluid. When
these fluids are used, ground personnel should ensure that they are evenly applied so that all
critical surfaces, especially the leading edge of the wings, are covered with fluid. In addition,
it has been indicated that an insufficient amount of anti-icing fluid, especially in the second
step of a two step procedure, may cause reduced holdover times due to the uneven application
of the second step fluid. The effects of trace icing on aircraft performance vary according to
the type of aircraft. Many aircraft experience little or no noticeable effect while other types
may experience significant loss of performance or controllability. A report of trace icing
should not be disregarded. All reports of in-flight icing should be considered as potentially
hazardous.
(2) Communication.
(a) Communication between all personnel involved in the air carrier’s approved
program is critical to ensuring the pilot has the information needed to make the final
determination that the aircraft is free of contamination prior to flight. Approved programs
should emphasize that all personnel (e.g., management personnel, dispatchers, ground
personnel, and flight crew members) who perform duties as outlined in the approved program
communicate clearly and concisely essential information needed to ensure the clean aircraft
concept is attained. At two centralized de-icing facilities in Canada the use of electronic signs
have been introduced to aid in the transmission of critical information to the flight crews.
This includes both aircraft ground control information at the de-icing pad and information on
the ongoing de-icing/anti-icing procedure and fluid application.
(b) Specifically, approved programs should be reviewed to ensure that ground
personnel accomplishing the de-icing/anti-icing procedure communicates to the pilot, the
Type fluid used (for Type II and Type IV fluids the specific manufacturer name and type fluid
or SAE Type II or SAE Type IV), the percentage of fluid within the fluid/water mixture, and
the local time the beginning of the final de-icing/anti-icing began. The results of the post-de-
icing/ anti-icing check should also be reported to the pilot unless the approved program has
other procedures for ensuring this information is conveyed to the pilot. Although reporting
the results of the post-de-icing/anti-icing check may be redundant in some cases, it is one
method to confirm to the pilot that all contamination has been removed from the aircraft.
 No 3
F/C INFORMATION BULLETIN Page 27
Winter Operations Date 10.11.1999

(3) Representative Surfaces/where Fluids Tend to Fail First. Preliminary aircraft testing
during the past year indicates that the first fluid failures on test aircraft appear to occur on the
leading or trailing edges of the wing’s surface rather than the mid-chord section of the wing.
Tests also indicate that fluid failures may be difficult to identify. Principal operations inspectors
should re-evaluate those aircraft representative surfaces currently included within the air carrier’s
approved program to ensure that representative surfaces provide the pilot a proper indication of
the status of the aircraft’s critical surfaces. Where possible, representative surfaces should
include at least a portion of the wing leading edge.
(4) Type III De-icing/Anti-icing Fluids. It is not anticipated that Type III de-icing/anti-
icing will be available during the 1999-2000 winter icing season.
(5) New Technology.
(a) Principal operations inspectors should make their assigned air carriers aware of the new
technology that has been introduced or improved over the last year. There has been several ice
detection systems developed and tested during the past year. These include wide area hand held ice
detection systems that use advanced optical technology capable of quickly detecting aircraft
contamination from distances up to 200 feet from the aircraft. One of these advance optical systems
has been approved as part of an air carrier’s approved program. Another, a vehicular mounted ice
detection system has been placed in service at the Centralized Aircraft De-icing Facility at Pearson
International Airport in Toronto, Canada. This optical system employs a video-based sensor mounted
on the booms of the de-icing trucks with a display mounted in the cabs or in the de-icing buckets.
Another wide area coverage sensor, employing an infrared variant of this technology, is planned to
undergo evaluation by another airline during the 1999-2000 winter icing season.
(b) At several airports, a gas fired infrared system that is installed in a modular tent/shelter
facility has been place into operation. This system employs gas fired units which are suspended from
the ceiling of the tent/shelter facility and imparts sufficient infrared focused energy on the aircraft
surfaces to melt the frozen contaminants on its surfaces that are in the line-of-sight of the infrared
heater units. This system has been employed primarily in the de-icing of commuter-sized aircraft;
however, demonstrations have shown it to be effective in the de-icing of moderate size (B-727)
aircraft. Following the de-icing procedure an anti-icing coating is usually applied when there is
precipitation or the OAT is at or below freezing.
(c) Also, a mobile infrared de-icing system is being developed which melts frozen
contaminants from exposed aircraft surfaces. This system consists of a moveable, boom
mounted heating panel installed on a truck. During operations these heater panels are
normally situated several feet from the aircraft surfaces and employ temperature sensors to
measure aircraft surface temperatures. It is anticipated that these units will usually be
employed in pairs (or more).
(d) Several other manufacturers are developing vehicular mounted de-icing systems,
which use both forced/heated air and de-icing fluid mixtures to remove snow and ice
accumulations from aircraft surfaces. These systems may employ two separate nozzles to
spray the de-icing fluid mixtures and the forced/heated air or they may employ a co-axial
nozzle in which the glycol mixture and the forced/heated air is combine and then sprayed
through a single orifice. The forced/heated airs from these systems are typically delivered at a
velocity of about 700 mph and at 10-15 psi. In order to achieve this high velocity airflow at
required pressures and flow rates, some form of compressor/supercharger is used. Typically,
the heat imparted to the airflow is the result of compression and not from a direct heat source.
These systems are purported to significantly reduce the amounts of glycol used in the de-icing
process. During the upcoming winter icing season several operators will collect data on the
performance of these forced/heated air-glycol hybrid de-icing systems.
(e) Additionally, under development is a system whereby fuel temperature is
elevated above freezing (typically 80-85 F) and transferred to an aircraft’s fuel tanks. Heat
transfer from the warmer fuel to the aircraft structure is intended to facilitate de-icing by
reducing the amount of glycol required in the de-icing process.
 No 3
F/C INFORMATION BULLETIN Page 28
Winter Operations Date 10.11.1999

(f) The Federal Aviation Administration’s Air Transportation Operations Division

(AFS-200) is currently developing guidance for approving these advanced technology
systems and facilities. For further information concerning these innovations, POIs may
contact AFS-200 at (202) 267-8166.
(6) Operations during Light Freezing Rain/Freezing Drizzle.
(a) Principal operations inspectors should strongly encourage air carriers electing to
operate in light freezing rain or freezing drizzle weather conditions to use Type II or IV anti-
icing fluids. Also, POIs should ensure that approved programs clearly state that de-icing/anti-
icing fluids do not provide any protection from contamination once the aircraft is airborne.
(b) Principal operations inspectors should ensure that air carriers who elect not to
use Type II or Type IV anti-icing fluids during light freezing rain or freezing drizzle
conditions, develop and use special procedures for operating during these weather conditions.
Examples of special procedures would include an approved external pre-takeoff
contamination check, a remote de-icing capability, or other special means of enhancing the
safety of operation during these conditions such as the use of advanced wide area optical
technology capable of detecting aircraft contamination.
(c) Principal operations inspectors should use special emphasis surveillance during
periods of light freezing rain and freezing drizzle to ensure that approved checks or other
special procedures, as stated above, are effective and conducted in accordance with the air
carrier's approved de-icing/anti-icing program.
5. PROGRAM TRACKING AND REPORTING SUBSYSTEM (PTRS) INPUT.
Principal operations inspectors shall make a PTRS entry to record the actions directed by this
bulletin with each of their operators as outlined in HBAT 94-08. The PTRS entry shall be listed as
Activity Code No. 1381 and entered into the National Use field as FSAT9907. Principal operations
inspectors should use the comments section to record comments of interaction with the operators.
6. INQUIRIES. This bulletin was developed by AFS-200. Any questions or
comments should be directed to Daniel Meier, AFS-220, at (202) 267-3749.
7. EXPIRATION. This bulletin expires October 31, 2000.

/s/
Quentin J. Smith, Jr.
Manager, Air Transportation Division

ATTACHMENTS
 WITH PRE-TAKEOFF
CHECK PROCEDURES.
Anticipated for SEA Type I

USED IN CONJUNCTION
DEPARTURE PLANNING
Fluid Mixture as a Function of
Weather Conditions and OAT.
Caution: THIS TABLE IS FOR USE IN

ONLY, AND IT SHOULD BE

Table 1 – Guidelines for Holdover Times

°C Degrees Celsius.
°F Degrees Fahrenheit.
OAT Outside Air Temperature.
FP Freezing Point.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA
REMAINS WITH THE USER.
* During conditions that apply to aircraft protection for ACTIVE FROST
Winter Operations

** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
SEA Type I fluid/water mixture is selected so that the FP of the mixture is at least 10°C (18°F) below OAT.
F/C INFORMATION BULLETIN

CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL
No

REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME MAY B
Date
Page

REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.

CAUTION: SEA TYPE I FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT INTENDED FOR AND DOE
NOT PROVIDE PROTECTION DURING FLIGHT.
3
29
10.11.1999
 No 3
F/C INFORMATION BULLETIN Page 30
Winter Operations Date 10.11.1999

Table 1A Guidelines for the application of SEA Type-1 fluid mixtures.

Minimum Concentrations as a Function of Outside Temperature (OAT)

Note: For heated fluids, a fluid temperature not less then 60°C (140°F) at the nozzle is desirable.
Upper temperature limits shall not exceed fluid and aircraft manufactures recommendations.
Caution: Wing skin temperatures may differ and in some cases may be lower then AOT.
A stronger mix (more Glycol) can be used under the latter conditions.
1) To be applied before first step fluid freezes, typically within 3 minutes.
2) Clean aircraft may be anti-iced with unheated fluid.
 of Weather Conditions and OAT.
Table 2 – Guidelines for Holdover Times Anticipated
for SEA Type II Fluid Mixtures as a Function

°C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA
Winter Operations

REMAINS WITH THE USER.

* During conditions that apply to aircraft protection for ACTIVE FROST
** No Holdover Time guidelines exist for this condition below -10°C (14°F)
F/C INFORMATION BULLETIN

*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
No

Date
Page

CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL REDUCE
HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME MAY BE REDUCED
WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.
CAUTION: SEA TYPE I FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT
3
31

PROVIDE PROTECTION DURING FLIGHT.

10.11.1999
 Conditions and OAT.

CHECK PROCEDURES.
IN CONJUNCTION WITH PRE-TAKEOFF
Caution: THIS TABLE IS FOR USE IN DEPARTURE
Type IV Fluid Mixture as a Function of Weather

PLANNING ONLY, AND IT SHOULD BE USED

Table 4 – Guidelines for Holdover Times Anticipated for SEA
Winter Operations

°C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
F/C INFORMATION BULLETIN

* During conditions that apply to aircraft protection for ACTIVE FROST

** No Holdover Time guidelines exist for this condition below -10°C (14°F)
*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
No

Date
Page

¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL
REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME MAY
3

REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.

32

CAUTION: SEA TYPE I FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT INTENDED FOR AND DO
10.11.1999

NOT PROVIDE PROTECTION DURING FLIGHT.

 Table 4A – Guidelines for Holdover Times

fluid tested 36.000cP, 0°C, 0.3RPM,

Anticipated for UCAR ULTRA + SEA
Type IV Fluid Mixture as a Function of
Weather Conditions and OAT – Viscosity

°C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
* During conditions that apply to aircraft protection for ACTIVE FROST
Winter Operations

** No Holdover Time guidelines exist for this condition below -10°C (14°F)
*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.

10min.
**** Holdover times for 50/50 and 75/25 mixtures are no longer valid.
F/C INFORMATION BULLETIN

¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
No

Date
Page

PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL
REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME M
BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.
CAUTION: SEA TYPE I FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT INTENDED FOR AND
DOES NOT PROVIDE PROTECTION DURING FLIGHT.

CONJUNCTION WITH PRE-

3

Caution: THIS TABLE IS FOR USE IN

33

Spindle SC4-31/13R, 10ml fluid,

AND IT SHOULD BE USED IN

10.11.1999

of

DEPARTURE PLANNING ONLY,

TAKEOFF CHECK PROCEDURES.

 °C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
Winter Operations

* During conditions that apply to aircraft protection for ACTIVE FROST

** No Holdover Time guidelines exist for this condition below -10°C (14°F)
*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
F/C INFORMATION BULLETIN

¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
No

20sec.,[Link].
Date
Page

PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL
REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME MAY
REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.
CAUTION: OCTAGON MAXFLIGHT TYPE IV FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT

fluid tested 2.920cP, 20°C,

INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.

beaker, 500ml fluid, 33min.

3

DEPARTURE PLANNING
34

Anticipated for OCTAGON

0.3RPM, Spindle LV1, 600ml

MAXFLIGHT Type IV Fluid

Caution: THIS TABLE IS FOR USE IN

10.11.1999

Table 4B – Guidelines for Holdover Times

Mixture as a Function of Weather

Conditions and OAT – Viscosity of
 No 3
F/C INFORMATION BULLETIN Page 35
Winter Operations Date 10.11.1999

ONLY, AND IT SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK

PROCEDURES.
 Viscosity of fluid tested 17.000cP, 20°C,
Function of Weather Conditions and OAT –

0.3RPM, Spindle LV2, 250ml beaker, 150ml

KILFROST ABC-S Type IV Fluid Mixture
Table 4C – Guidelines for Holdover Times Anticipated

°C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
Winter Operations

* During conditions that apply to aircraft protection for ACTIVE FROST

** No Holdover Time guidelines exist for this condition below -10°C (14°F)
*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
F/C INFORMATION BULLETIN

¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAV
No

Date
Page

PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WIL

PROCEDURES.
REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME

fluid, 10min. [Link].

MAY BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.
CAUTION: KILFROST ABC-S TYPE IV FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT

PRE-TAKEOFF CHECK
INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.
3
36

DEPARTURE PLANNING
Caution: THIS TABLE IS FOR USE IN

ONLY, AND IT SHOULD BE

10.11.1999

for
as a

USED IN CONJUNCTION WITH

 20°C, 0.3RPM, Spindle SC4-13R, 10ml fluid,
Mixture as a Function of Weather Conditions
Table 4D – Guidelines for Holdover Times Anticipated
for SAFEWING MP IV 1957 Type IV Fluid

and OAT – Viscosity of fluid tested 16.200cP,

°C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
Winter Operations

* During conditions that apply to aircraft protection for ACTIVE FROST

** No Holdover Time guidelines exist for this condition below -10°C (14°F)
F/C INFORMATION BULLETIN

*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.

15min.
¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
No

CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
Date
Page

PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL

PROCEDURES.
REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME MA
BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.
CAUTION: SAFEWING® MP IV 1957 TYPE IV FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT
3
37

USED IN CONJUNCTION
INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.

DEPARTURE PLANNING
Caution: THIS TABLE IS FOR USE IN

ONLY, AND IT SHOULD BE

10.11.1999

WITH PRE-TAKEOFF CHECK

 SAFEWING MP IV 2001 Type IV Fluid

20°C, 0.3RPM, Spindle SC4-13R, 10ml fluid,

Mixture as a Function of Weather Conditions
Table 4E – Guidelines for Holdover Times Anticipated

and OAT – Viscosity of fluid tested 18.000cP,

°C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
Winter Operations

* During conditions that apply to aircraft protection for ACTIVE FROST

** No Holdover Time guidelines exist for this condition below -10°C (14°F)
F/C INFORMATION BULLETIN

15min.
*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
No

CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
Date
Page

PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL

PROCEDURES.
REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME MA
BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.
CAUTION: SAFEWING® MP IV 2001 TYPE IV FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT
3
38

USED IN CONJUNCTION
DEPARTURE PLANNING
INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.

Caution: THIS TABLE IS FOR USE IN

ONLY, AND IT SHOULD BE

10.11.1999

WITH PRE-TAKEOFF CHECK

for
 Viscosity of fluid tested 21.200cP, 20°C,
SPCA AD-480 Type IV Fluid Mixture as a
Function of Weather Conditions and OAT –
Table 4F – Guidelines for Holdover Times Anticipated

0.3RPM, Spindle SC4-13R, 10ml fluid, 30min.

°C Degrees Celsius. °F Degrees Fahrenheit. OAT Outside Air Temperature. VOL Volume.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
Winter Operations

* During conditions that apply to aircraft protection for ACTIVE FROST

** No Holdover Time guidelines exist for this condition below -10°C (14°F)
*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
F/C INFORMATION BULLETIN

¦ Snow pallets, snow grains, ice pallets, moderate and heavy freezing rain, hail.
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY
No

Date
Page

PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL

PROCEDURES.
REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE HOLDOVER TIME MA
BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THEN OAT.
CAUTION: SPCA AD-480 TYPE IV FLUID USED DURING GROUND DE-ICING/ANTI-ICING IS NOT INTENDED

PRE-TAKEOFF CHECK
FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT
3

DEPARTURE PLANNING
39

Caution: THIS TABLE IS FOR USE IN

ONLY, AND IT SHOULD BE

10.11.1999

for

USED IN CONJUNCTION WITH

 No 3
F/C INFORMATION BULLETIN Page 40
Winter Operations Date 10.11.1999

Table 5 Guidelines for the application of SEA Type-II fluid mixtures.

Minimum Concentrations as a Function of Outside Temperature (OAT)
Concentrations in %V/V
 No 3
F/C INFORMATION BULLETIN Page 41
Winter Operations Date 10.11.1999

Table 6: List of Qualified(1) De-icing/Anti-icing Fluids – Winter 1999-2000

(1)
Qualified implies that the fluid has met the requirements of the applicable SAE AMS
performance specifications as conducted by the Anti-Icing Materials International
Laboratory at the Univercity of Quebec at Chicoutimi, Canada, in effect at the time of
certification; and has completed holdover time testing. Fluids that successfully qualify
after the issuance of this list will appear in a later update.