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TABLE OF CONTENT
LEGAL CAUTION ..........................................................................................................................................................2
INTRODUCTION ............................................................................................................................................................2
DEFINITIONS & TERMS .........................................................................................................................................................2
TYPES OF DE-ICING / ANTI-ICING AND FLUIDS ...............................................................................................................2
DETERMINING THE NEED FOR DE-ICING / ANTI-ICING.............................................................................................4
PREFLIGHT CHECKS ............................................................................................................................................................4
DE-ICING / ANTI-ICING PROCEDURES ......................................................................................................................4
PREPARING FOR DE-ICING / ANTI-ICING ........................................................................................................................4
COMMUNICATION.............................................................................................................................................................5
DE-ICING / ANTI-ICING PROCESS ....................................................................................................................................7
PRE-TAKEOFF CONTAMINATION CHECK ........................................................................................................................9
HOLDOVER TIME PROCEDURES ...................................................................................................................................9
HOLD OVER TIME ESTIMATES .............................................................................................................................................9
USE OF HOLD OVER TABLES.............................................................................................................................................10
SUMMARY ..................................................................................................................................................................11

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1
LEGAL CAUTION
The material contained in this training program is based on the information obtained from
current national, international and company regulations and it is to be used for training
purposes only. At the time of designing this program contained then current information.
In the event of conflict between data provided herein and that in publications issued by
the authority, the authority shall take precedence.
2
INTRODUCTION
Icing conditions on aircraft, contaminated runways and poor weather conditions have
lead to several fatal mishaps.
In this program,
 We will first look at some definitions and terms necessary to understand the
complexity of ground de-icing/anti-icing operations;
 We will then look at some controlling documents covering this subject;
 We will also discuss the threat created by icing conditions; and
 We will discuss the different types of de-icing/anti-icing procedures.
 Next, we will examine procedure to determine if the aircraft needs de-icing/anti-
icing and how to prepare the aircraft for the procedure.
 Next, the program will cover the procedures for one-step and two-step de-
icing/anti-icing and procedure to follow after the process.
 Finally, we will review hold over times and the proper procedures to determine
the correct hold over time from applicable charts.
3
DEFINITIONS & TERMS
To see all explanations, please download “DEICE DOC.1” Document from the Course
Document Files section.
4
TYPES OF DE-ICING / ANTI-ICING AND FLUIDS
One-step de-icing/anti-icing:
One-step de-icing/anti-icing is carried out with heated water or an de-icing/anti-icing
fluid, typically heated to at least 60 degrees C (140 degrees F). The fluid used to deice
the aircraft remains on aircraft surfaces to provide limited anti-ice capability. Takeoff
should be accomplished very shortly after de-icing/anti-icing.
5
Two-step de-icing/anti-icing:
Two-step de-icing/anti-icing consists of two distinct steps. The first step (de-icing) is
followed by the second step (anti-icing) as a separate fluid application. After de-icing a
separate overspray of anti-icing fluid is applied to protect the relevant surfaces, thus
providing maximum possible anti-ice capability. The type fluid used for anti-icing and
weather conditions controls the hold over time or delay prior to takeoff.
6
A de-icing/anti-icing fluid, applied prior to the onset of freezing conditions, protects
against the build up of frozen deposits for a certain period of time, depending on the

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fluid used and the intensity of precipitation. With continuing precipitation, holdover time
will eventually run out and deposits will start to build up on exposed surfaces. However,
the fluid film present will minimize the likelihood of these frozen deposits bonding to the
structure, making subsequent de-icing much easier.
7
Fluids (De-icing & Anti-icing)
De-icing fluids
De-icing fluids are:
 Heated water
 Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075
 specification)
 Mixtures of water and Type I fluid
 Non-Newtonian fluid (ISO or SAE or AEA Type II, III or IV in accordance with ISO
11078 specification)
 Mixtures of water and Type II, III or IV fluid
De-icing fluid is normally applied heated to ensure maximum efficiency, usually at
or above 60 degrees C (140 degrees F).
8
Anti-icing fluids
Anti-icing fluids are:
 Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075
 specification)
 Mixtures of water and Type I fluid
 Non-Newtonian fluid (ISO or SAE or AEA Type II, III or IV in accordance with ISO
 11078 specification)
 Mixtures of water and Type II, III or IV fluid
Anti-icing fluid is normally applied unheated and must be applied on clean aircraft
surfaces.
9
Type I fluids:
The freezing point of the Type I fluid mixture used for either one-step de-icing/anti-icing
or as a second step in the two-step operation shall be at least 10 degrees C (18 degrees
F) below the outside air temperature. In no case shall this temperature be lower than the
lowest operational use temperature (LOUT). Refer to the fluids manufacture’s
documentation for proper procedures for use diluted or undiluted.
10
Type II / Type III / Type IV fluids:
Type II, III, and IV fluids used as anti-icing agents may have a lower temperature
application limit of -5 degrees C (-13 degrees F). In no case shall this temperature be
lower than the lowest operational use temperature (LOUT).
11
Caution: Under no circumstances shall an aircraft that has been anti-iced receive a
further coating of anti- icing fluid directly on top of the contaminated layer and if an
additional treatment is required before flight, a complete de-icing/anti-icing shall be

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performed. Anti-icing only is not permitted, a de-icing must be accomplished to assure

ice removal and provide accurate holdover times.
12
DETERMINING THE NEED FOR DE-ICING / ANTI-ICING
PREFLIGHT CHECKS
Ground crew and flight crew should use great caution during pre-flight checks to
determine the need for de-icing/anti-icing. This could include tactile contact with critical
flight surfaces to determine the presence of contaminates on wings etc. The responsibility
to determine the need for de-icing/anti-icing before dispatch lies with the qualified
person who performs the departure check at the gate. This information must be given
writing or orally to the Commander of the aircraft, who then becomes responsible to get
proper de-icing/anti-icing treatment as needed. After treatment, a trained and qualified
person must check the result and the anti-icing code must be given to the Commander.
After which the Commander is responsible for the airworthiness of the aircraft.
13
A recommended procedure to check the wing upper surface is to place high enough
steps as close as possible to the leading edge and near the fuselage, and climb the steps
so that you can touch a wide sector of the tank area by hand. If clear ice is detected,
the wing upper surface should be de-iced and then re-checked to ensure that all ice
deposits have been removed. It must always be remembered that below a snow / slush
/ anti-icing fluid layer there can be clear ice.
During checks on ground, electrical or mechanical ice detectors should only be used as
a back-up advisory. They are not a primary system and are not intended to replace
physical checks.
14
DE-ICING / ANTI-ICING PROCEDURES
PREPARING FOR DE-ICING / ANTI-ICING
Prior to de-icing/anti-icing process the Commander should confirm that the organization
performing the procedure is approved and qualified for the procedures.
15
The aircraft can be de-iced at the gate or at a predetermined off-gate location. The
Commander should be knowledgeable of the proper procedures for each type of de-
icing at each station.
16
The Commander should review pertinent procedures in the AFM and company
procedures manual prior to de-icing procedures. They should assure the aircraft is
properly configured prior to de-icing/anti-icing procedures commencing.
17
The moveable surfaces shall be in a position as specified by the aircraft manufacturer.
Ice should be removed from flaps, slats or other surfaces that could affect safety of flight.
18
Engines are normally shut down but may remain running at idle during de-icing/anti-icing
operations.
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Air conditioning and/or APU air shall be selected OFF, or as recommended by the
airframe and engine manufacturer.
20
The Commander will assure that de-icing/anti-icing fluids shall not be sprayed directly on
wiring harnesses and electrical components (receptacles, junction boxes, etc.), onto
brakes, wheels, exhausts, or thrust reversers and not into the orifices of pitot heads, static
ports or directly onto airstream direction detectors probes/angle of attack airflow sensors
and all windows. All reasonable precautions shall be taken to minimise fluid entry into
engines, APU, other intakes/outlets and control surface cavities.
21
Spraying de-icing/anti-icing fluid directly into the intakes of the APU can cause major
damage to the APU and smoke/fumes to enter the cabin. Avoid application of de-icing
fluid to all doors and windows to avoid fluid damage to the windows or interior carpets
and seats.
22
Service vehicles should be clear of the aircraft prior to de-icing. De-icing can occur if
the forward cabin door is still open provided the Commander is informed and agrees;
the passengers /crew are not affected by overspray; the de-icing is conducted away
from the forward door and the wind direction is taken into consideration.
23
COMMUNICATION
The person communicating with the flight crew shall have a basic knowledge of the
English language or a common language with the flight crew in order to communicate
properly and be qualified in the entire de-icing/anti-icing procedure.
24
During off-gate de-icing/anti-icing a two-way communication between flight crew and
de-icing/anti- icing operator/supervisor (DIS) must be established prior to the de-
icing/anti-icing treatment. This may be done either by intercom or by VHF radio. In case
VHF is used, the register or ‘tail number’ of the aircraft instead of flight number must be
used during all communications. An alternate means of communication may be the use
of Electronic Message Boards. In the event of conflict, verbal communication shall take
precedence. During treatment communication with the cockpit is essential to keep the
crew informed of the beginning of treatment, treatment of sections requiring de-
activation of aircraft systems, anti-icing code, etc. Contact with flight crew may be
terminated after the anti-icing code and readiness for taxi-out has been announced.
25
When off-gate de-icing/anti-icing area is entered by taxiing, a sufficient taxi and
stopping guidance must be arranged, or marshaller assistance must be given. In case
radio contact must be established before entering the de-icing/anti-icing area, the signs
with clearly marked operation frequency must be visible from the cockpit before entering
this area.
26
The de-icing/anti-icing operator together with the airport authorities must publish all
necessary information about how to operate on the off-gate site by NOTAM or in local

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AIP. This information has to include at least the location of, standard taxi routing to the
de-icing/anti-icing area, means to coordinate the de-icing/anti-icing operation, and
information about taxi and stopping guidance.
27
Following standard communication terminology is recommended during off-gate de-
icing/anti-icing procedures:
DIS: ‘Set parking-brakes, confirm aircraft is ready for treatment, do you have any special
requests.’
After aircraft is configured for treatment:
PIC: ‘Brakes are set, you may begin treatment and observe... (any special requests like:
ice under wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear,
anti-ice with type IV fluid, etc.)’.
DIS: ‘We will begin treatment now and observe... (special request given, like ‘ice under
wing’, etc.). I will call you back when ready’.
ONLY AFTER EQUIPMENT IS CLEARED FROM AIRCRAFT AND ALL CHECKS ARE MADE:
DIS: ‘De-icing/anti-icing completed, ANTI-ICING CODE IS: (plus any additional info
needed). I am disconnecting, standby for clear signal at right/left and/or contact
ground/tower for taxi clearance.’
PIC: ‘De-icing/anti-icing completed, anti-icing code is......’.
28
Anti-Icing Codes
The following information shall be recorded and be communicated to the Commander
by referring to the last step of the procedure and in the sequence provided below:
 The fluid type; i.e. Type I, II, III, IV
 The concentration of fluid within the fluid/water mixture, expressed as a
percentage by volume; (there is no requirement for Type I fluid)
 The local time (hours/minutes) at the beginning of the final step or anti-icing for
the two-step process (for one-step de-icing/anti-icing at the beginning of the de-
icing/anti-icing process);
 The date (written: day, month, year);
 The statement ‘Post de-icing/anti-icing check completed’
29
For example: a two-step de-icing/anti-icing process, in which the second step used a
mixture of 50 percent Type IV fluid manufactured by Xerox and a 50 percent mixture of
water; that began at 1345 local on 21 January 2008 is stated as follows:
Type IV/50 1345 (21 Jan 2008) (Xerox XL) ‘Post de-icing/anti-icing check completed’.
It shall be clearly defined by the aircraft operator which company is responsible for
carrying out the post de-icing/anti-icing check and providing the Commander with the
Anti-Icing Code.
30
The flight crew shall receive a confirmation from the ground crew that all de-icing/anti-
icing operations are complete and that all personnel and equipment are clear before
reconfiguring or moving the aircraft.
31

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DE-ICING / ANTI-ICING PROCESS

The De-icing/Anti-icing process can be aircraft or fleet specific. The ground and flight
crews should take into consideration the weather conditions such as wind and icing
conditions to maximise the process.
32
De-icing treatments should be symmetrical, that is, left-hand and right-hand side of the
aircraft should receive the same treatment, even when only one side of the aircraft is
contaminated. Attention to wind direction can stop contamination from one wing from
blowing on to a wing that was already de-iced. Anti-icing treatments shall always cover
the entire wing and the entire horizontal stabiliser/elevator on both sides of the aircraft.
Don’t spray from the back of the stabiliser/elevator and wings. The application of de-
icing fluid to the gear area shall be kept to a minimum. De-icing fluid shall not be sprayed
directly onto brakes and wheels
33
The DIS should inform the Commander of which section of the aircraft is presently being
sprayed. The Commander should consider using the First or Second Officer to monitor
the process from the cabin to assure a complete de-icing/anti-icing has been
completed, especially for areas of the aircraft that cannot be seen from the cockpit.
34
Any forward area from which fluid can blow back onto windscreens during taxi or
subsequent takeoff shall be free of residues prior to departure.
35
If type II, III, or IV fluids are used, all traces of the fluid on flight deck windows should be
removed prior to departure, particular attention being paid to windows fitted with wipers.
Fluid may be removed from windows by rinsing with an approved cleaner and a soft
cloth.
36
Avoid allowing ice, snow, slush or frost to enter or accumulate in intakes or control surface
hinge areas. Spray should be applied from the leading edge of the wings and stabilisers
to the trailing edges. Assure contaminates are removed from all critical surfaces. The
ground crew should start at the highest point on the surfaces and worked to the lowest
sections such as starting at the wing tip and working to the wing root.
37
The one-step de-icing/anti-icing is accomplished with the application of a heated
solution which both de-ices the surfaces and leaves a limited amount of anti-icing fluid
to overcome future accumulation of contaminates. Takeoff must be accomplished
shortly after the de-icing/anti-icing process is complete, usually within about five minutes,
and after the pre-takeoff contamination check is accomplished successfully. The hold
over time starts at the beginning of the process.
38
The two-step de-icing/anti-icing begins with a de-icing with a heated fluid until the entire
aircraft is free of contamination on critical flight surfaces. The second step or anti-icing
should be accomplished with three minutes or the surface being cleared of
contaminates. The anti-icing fluid is not heated when it is applied to the aircraft. The

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hold over time begins with the application of the anti-icing fluid in the two-step program.
For effective anti-icing, an even layer of sufficient thickness of fluid is required over the
prescribed aircraft surfaces, which are clean (free of frozen deposits). For longer anti-
icing protection, undiluted type II, type III, or type IV fluid should be used.
39
The Commander should not release parking brakes or activate any flight control surface
without notification from the DIS that it is safe to take such action. Communication from
the DIS that the de-icing/anti-icing is complete and the aircraft is clear to taxi should give
the Commander notification that it is safe to taxi and move flight controls as necessary
for safe operations based on weather conditions.
40
Procedures after De-icing/Anti-icing
Following the de-icing/anti-icing procedures and prior to takeoff, the critical aircraft
surfaces shall be clean of all frost, ice, slush, and snow accumulations in accordance with
the following requirements.
41
Wings, tail and control surfaces shall be free of ice, snow, slush, and frost except that a
coating of frost may be present on wing lower surfaces in areas cold soaked by fuel
between forward and aft spars in accordance with the aircraft manufacturer’s published
manuals. Frost or any other contamination is not acceptable on the lower side of the
horizontal stabiliser and elevator, unless specified otherwise in the AFM or other aircraft
manufacturer's documentation.
42
Pitot heads and static ports shall be clear of ice, frost, snow and fluid residues.
43
Engine inlets, exhaust nozzles, cooling intakes, control system probes and ports shall be
clear of ice and snow. Engine fan blades or propellers (as appropriate) shall be clear of
ice, frost and snow, and shall be free to rotate.
44
Air conditioning inlets and exits shall be clear of ice, frost and snow. Outflow valves shall
be clear and unobstructed.
45
Landing gear and landing gear doors shall be unobstructed and clear of ice, frost and
snow.
46
Fuel tank vents shall be clear of ice, frost and snow.
47
Fuselage shall be clear of ice and snow. Frost may be present in accordance with the
aircraft manufacturer’s manuals.
48
A functional flight control check using an external observer may be required after de-
icing/anti-icing depending upon aircraft type (see relevant manuals). This is particularly
important in the case of an aircraft that has been subjected to an extreme ice or snow
covering.

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Dried fluid residue could occur when surfaces have been treated but the aircraft has not
subsequently been flown and not been subject to precipitation. The fluid may then have
dried on the surfaces. In such situations the aircraft must be checked for residues from
de-icing / anti-icing fluids and cleaned as necessary.
50
Proper account should be taken of the possible side-effects of fluid use. Such effects may
include, but are not necessarily limited to, dried and/or dehydrated residues, corrosion
and the removal of lubricants.
51
PRE-TAKEOFF CONTAMINATION CHECK
An aircraft shall not be dispatched after a de-icing/anti-icing operation until the aircraft
has received a final check by a trained and qualified person. This check shall visually
cover all critical parts of the aircraft and be performed from points offering sufficient
visibility of these parts (e.g. from the de-icer itself or another elevated piece of
equipment).
52
Any contamination found, shall be removed by further de- icing/anti-icing treatment and
the check repeated.
53
Icing conditions: Operating limitations, permits takeoff if within five minutes prior to takeoff
a contamination check is completed. A good time for this final check is just prior to taking
the active runway. The inspection can be accomplished from both the cockpit and from
the best vantage point within the passenger compartment.
54
If possible, ask for qualified ground personnel to help complete the final visual inspection.
If the check is NOT to be performed by the flight crew then the commander must ensure
that he has received confirmation that it has been accomplished by a qualified ground
crew before take off.
55
HOLDOVER TIME PROCEDURES
HOLD OVER TIME ESTIMATES
If icing conditions exists and de-icing/anti-icing has been accomplished a holdover time
will be established based on the time the process started (different for one/two-step
process). The time differs by the procedures used, icing conditions present and fluid types
used. These times are estimates only! The times not should be considered maximum or
minimum times and should be adjusted based on contaminate accumulation, change
in intensity of snow, sleet or freezing precipitation etc. The lower limit of the published time
span is used to indicate the estimated time of protection during moderate precipitation
and the upper limit indicates the estimated time of protection during light precipitation.
The responsibility for the application of these data remains with the user.
56
Caution: If the wing temperature is below the OAT, all hold over times should be reduced.
Holdover time will have effectively run out when frozen deposits start to form/accumulate

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on treated aircraft surfaces. Heavy precipitation rates or high moisture content, high wind
velocity or jet blast may reduce holdover time below the lowest time stated in the range.
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Holdover timetables have been developed by the SAE, ISO and AEA. Each certificate
holder may develop their own holdover timetables for use by its personnel, but the
timetables must be supported by data acceptable to the authority.
58
Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited
holdover time, especially in conditions of freezing precipitation. With this type of fluid no
additional holdover time would be provided by increasing the concentration of the fluid
in the fluid/water mix.
59
Type II, III, and IV fluids contain a thickening agent, which enables the fluid to form a
thicker liquid wetting film on external aircraft surfaces. This film provides a longer holdover
time especially in conditions of freezing precipitation. With this type of fluid additional
holdover time will be provided by increasing the concentration of the fluid in the
fluid/water mix, with maximum holdover time available from undiluted fluid.
60
USE OF HOLD OVER TABLES
The effectiveness of de-icing/anti-icing fluids is based on a number of variables; e.g.,
temperature, moisture content of the precipitation, wind, or aircraft skin temperature.
Holdover timetables provide information on the effectiveness of de-icing/anti-icing fluids
and should be used for departure planning and coordination purposes in conjunction
with pre takeoff contamination check procedures. Operations manuals and operations
specifications should contain detailed procedures for conducting the pre-takeoff
contamination check as well as the procedures for using the holdover timetables.
61
Caution: None of the fluid types used for de-icing/anti-icing provide protection in flight.
The times provided on the charts should be reduced in heavy weather condition,
including heavy precipitation rates or moisture content; high winds or jet blasts. In order
to use the charts accurately, the de-icing fluid must be heated to a minimum of 60
degrees C (140 degrees F). Charts are for departure planning only and should be used
in conjunction with a pre-takeoff contamination check.
62
If you examine a Type I Fluid Hold Over time chart, you will see that the data is based on
OAT and weather conditions. For example if you look at temperatures from below minus
3 degrees C and minus 6 degrees C (27 degrees F, 21 degrees F) the approximate
holdover time for frost is 45 minutes but only 2 to 5 minutes for light freezing rain. Note no
hold over time is available for rain on a cold soaked wing. Takeoff should be made
immediately after de-icing/anti-icing in this situation or consideration should be made
not to attempt the flight. The operator has the ultimate responsibility for use of the tables.
63
Application of the minimum concentration of SAE Type I fluid depends of temperature
and the use of one or two-step de-icing/anti-icing procedures. For example if the

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temperature is above minus 3 degrees C or 27 degrees F in a one-step process, the mix

of fluid and water heated to 60 degrees C (140 F) must have a freezing point at least 10
degrees C below OAT. On a two-step process, the initial step, the temperature of the
de-icing fluid must be 60 degrees C (140 degrees F) and the second step must have a
freezing point at least 10 degrees C below the OAT.
64
The use of Type II, III, or IV fluid charts is similar to the Type I with the exception of a column
for manufactures fluid mixture with water for anti-icing. For example, on the Type II chart,
for temperatures above minus 3 degrees C or 27 degrees F with a 100/0 percent mixture
of water and Type II fluid the hold over time for frost is 8 hours and for rain on a cold
soaked wing is 5 minutes to 40 minutes. Obviously this is a huge time difference. The
operator will have to determine their desired hold over time based on prevailing
conditions after anti-icing. Precipitation levels, wind conditions, cold soaked wings etc
will determine the hold over time used by the crew.
65
All of these charts should be used in conjunction with a pre-takeoff contamination check.
If the holdover time has not been exceeded, takeoff is permitted.
66
If holdover time is exceeded, takeoff only if:
A contamination check was accomplished by the pilots or by an approved alternate
means and aircraft is clear of contaminates or the aircraft surfaces has been re-de-
iced/anti-iced.
67
SUMMARY
In this program, we have looked at some definitions/terms necessary to understand the
complexity of ground de-icing/anti-icing ground operations; we then looked at some
controlling documents covering this subject; we also discussed the threat created by
icing conditions; and we also discussed the different types of de-icing/anti-icing
procedures including fluid types.
Next, we examined procedure to determine if the aircraft needs de-icing/anti-icing.
Next, the program covered the procedures to prepare for the process, communicate
during the process, the process itself and follow up procedures after the de-icing/anti-
icing.
Finally, we will review hold over times and the proper procedures to determine the
correct hold over time from applicable charts.
68
End of the Course

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