Professional Documents
Culture Documents
Ramp Handling
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2.0 Contents
2.0
Contents .......................................................................................................................................................... 1
2.1
Parking Security.......................................................................................................................................... 3
2.1.1
2.1.2
2.1.2.1
2.1.2.2
2.1.2.3
2.1.2.4
2.1.2.5
2.1.3
2.1.4
Security ............................................................................................................................................................ 3
Parking and Night Stop .................................................................................................................................... 3
General ............................................................................................................................................................. 3
Taxi and parking .............................................................................................................................................. 3
Parking during stops shorter than 2 hours - Normal wind and parking conditions........................................... 4
Parking during stops shorter than 2 hours - Unfavorable wind and parking conditions ................................... 4
Parking during prolonged stops longer than 2 hours ........................................................................................ 4
General precautions against fire ....................................................................................................................... 5
Ground Personnel Safety Precautions .............................................................................................................. 5
2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
General ............................................................................................................................................................. 6
Marshall equipment.......................................................................................................................................... 6
Definitions........................................................................................................................................................ 6
Procedure ......................................................................................................................................................... 7
2.4
2.5
2.5.1
2.5.2
2.6
2.7
2.7.1
2.7.2
2.7.3
2.7.4
2.7.5
2.7.6
2.7.7
General ........................................................................................................................................................... 10
Approved Fuel Types ..................................................................................................................................... 10
Fuelling Area ................................................................................................................................................. 10
Admittance to fuelling area ............................................................................................................................ 10
Fuelling with crew or other staff on board ..................................................................................................... 11
Passengers on Board .................................................................................................................................... 122
Fuel spillage ................................................................................................................................................. 133
2.8
2.9
2.10
Potable Water............................................................................................................................................... 14
2.10.1
2.10.2
2.11
2.11.1
2.11.2
2.12
2.13
2.13.1
2.13.2
2.13.3
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2.13.4
2.13.5
2.13.6
2.14
2.14.1
2.14.2
2.14.3
2.14.4
2.14.5
2.14.6
2.14.6.1
2.14.6.2
2.14.6.3
2.14.7
2.14.8
General ........................................................................................................................................................... 19
Loading and unloading ................................................................................................................................. 199
Lashing requirements ................................................................................................................................... 199
Capacities of Lashing Equipment ............................................................................................................... 2020
Restraint rating ........................................................................................................................................... 2020
Supporting .................................................................................................................................................... 211
Area Load Limitation ................................................................................................................................... 211
Contact Load Limitation ................................................................................................................................ 21
Supporting Planks ........................................................................................................................................ 222
Forklift ......................................................................................................................................................... 222
Precaution Against Damage ........................................................................................................................... 22
2.15
2.15.1
2.15.2
2.15.3
2.15.4
2.15.5
2.15.6
2.15.7
2.15.8
2.15.9
2.15.10
2.15.11
2.15.12
2.15.13
2.15.14
2.15.15
2.15.16
2.15.17
2.15.18
2.15.19
2.15.20
2.15.21
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flight deck,
engines,
landing gear,
compartments and
2.1.2.1 General
If the aircraft is parked for a night stop or otherwise left unattended,all doors shall be locked, sealed or
alarmed, jetty disconnected and/or stairs removed.If unauthorised access has been established, the aircraft
must be screened according to 2.1 above prior to departure.
The personnel responsible for reception of the aircraft shall supervise and be responsible for parking of the
aircraft.
The Commander is responsible to secure proper aircraft reception. When the wheel chocks are in position,
the Commander shall be notified.
2.1.2.2 Taxi and parking
A signal man should be available to monitor the progress of the aeroplane and observe the parking gate for
obstructions. If the commander does not wish to use the guidance lights, he should stop the aeroplane and
flash the landing lights; the marshaller will guide the aeroplane using hand signals. If the commander is not
absolutely certain that the clearance from potential obstructions can be assured from the cockpit, then help
from the handler has to be asked with the provision of a wing walker(s).Ground crew should consist of a
minimum of 3 persons (marshaller and 2 wing walkers,the marshaller is in charge of the operation)
Upon stopping at the gate, hand signals only shall be used by ground personnel to indicate that "chocks are
in position" and "shut down engines".
Parking brakes shall not be released until all engines have been shut down and until the cockpit personnel
have ascertained that chocks have been inserted and that the aeroplane is not moving. See specific airport
guidance information and procedures.
Note 1: Company aeroplanes may be taxied on the movement area of an aerodrome only by a person
Competent to taxi the aeroplane and to use the required means of communication, and
Instructed in respect to aerodrome layout, routes, signs, marking, lighting, ATC instructions,
and all applicable procedures.
Note 2: For ramp operations in ice, snow or freezing precipitation refer to Section 8.2.4.13
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2.1.2.3
Parking during stops shorter than 2 hours - Normal wind and parking conditions
Upon arrival
As soon as engines are stopped place chocks in front of and behind nose gear and/or one of main gear
wheel.
At departures
Establish interphone contact or if not available eye to eye contact with the Flight Deck and remove wheel
chocks on the pilots command.
2.1.2.4 Parking during stops shorter than 2 hours - Unfavorable wind and parking conditions
In case of high wind velocity and gusts or if the parking area is slippery because of snow or ice it may be
necessary to take additional precautionary measures to prevent the aircraft from sliding depending on what
type of wheel chocks are used. Ballast bags filled with sand will usually serve this purpose.
NOTE:
1.
Ballast bags should be filled with same type sand as used on airports during winter operations. Grain
of sand should not exceed 3,5 mm diameter.
2.
Pitot head covers and engine blanking covers shall always be fitted when weather condition so
necessitates
2.1.2.5
The aircraft must be parked with the nose against the wind, if possible.
There must be ample space between the parked aircraft and the nearest runway or taxi strip.
Ensure that the parking place is chosen so that the slip-stream from the aircraft performing engine
tests or starting up the engines, does not affect the parked aircraft.
Wheel chocks must be placed in front of and behind the main wheels.
If the weather conditions are unfavorable, e.g. strong wind or slippery ground, special precaution must
be taken.
Make sure that the wheel chocks available serve the purpose, otherwise additional precautions must
be taken to secure the aircraft properly. Ballast bags filled with sand can often be successfully used if
the ground is slippery.
Install covers, plugs and shields as determined by aircraft status and weather conditions.
Equipment, stairs and ladders must be removed to a safe distance from the aircraft.
NOTE:
During darkness it may prove necessary to mark the aircraft position with lamps. The Airport
Authorities must be contacted for permission in each separate case.
Aircraft left idle overnight shall preferably be parked in an illuminated area.
Aircraft left parked at unattended areas of an airport or at unmanned airports shall be sealed
according to the Security Manual.
The final decision lies with the Commander.
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Smoking, use of open fire and any type of activity that can cause sparks, are strictly forbidden in the
fuelling area.
Ground equipment should - as a general rule - not be positioned or operated in the fuelling area. If, for
specific reasons, electrical equipment, combustion engines and burners (cabin heaters, de-icing units)
have to be used within the fuelling area, such units shall be officially approved for this particular
application. Approval will be obtained via the Technical Director.
Combustion engines(APU) and burners shall no be started or stopped during fuelling and within the
fuelling area.
Electrical equipment, e.g. GPU, shall not be connected to or disconnected from the aircraft within the
fuelling area.
Ground Staff should acquaint themselves with the method and operation of the equipment also with
the local fire procedures.
2.1.4
Training of personnel in correct operating procedures and safe work practices,with the reasons for
these procedures and practices,from an integral part of any organizations structure.
Companies enforce the application of all safety rules,procedures and requirements in all Activitires
connected aircraft handling.
Equipment should never move across the path of taxiing aircraft or embarking/disembarking
o
Apron equipment is to be positioned behind the equipment restraint line with the parking Brakes
applied prior to the arrival of the aircraft at the parking position.
Equipment when approaching or liaving an aircraft should not br driven faster than walking speed.
Clothing/Reflective jackets appropriate to the weather conditions should be made available to personne
Face protection should be worn where there is the possibility of fluidsplash back
o
Personnel should stand clear of exits/entrances of facilities when a train of carts/dollies passes.
Ground support equipmentshould be moved away from tha aircraft vincinity and secured.
Vehicles MUST NOT be parked under the aircraft wing-trip fuel vents.
The ground area beneath exit doors should be kept clear of any obstructions.
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The Handling Company must report to the Carrier's representative immediately all loss of or
damage threatened or actual, to aeroplane and loads noticed in the course of the handling or
which in any other way comes to the knowledge of the Handling Company.
All ground support equipment shall mean all equipment used in the performance of ground handling
services to service the aircraft has to be mended form the handling agent according the standard
local procedures and regulations.
The responsible personnel of Handling Agent asures that all safety regulations are applied.of the
ground service
Supervisor of GainJet arriving at the respective off-route station early enough to do all the
necessary preparations for the ground handling.They are responsible to perform the ground
handling of the flight including the conclusion of final works after departure of the aeroplane,
before they return to their home station.
A qualified person who assists the Signalman in judging the safe distance between aircraft
and obstacles.
Position:
The Signalman must stand in a fixed position, to the left and forward of the final position of
the nose wheel, so that the Commander clearly understands that this is the parking place.
If used, the wingman shall be in a position so that he can be seen by the signalman and clearly can observe
the distance between aircraft and obstacles.
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2.3.4 Procedure
The Signalman is in continuous eye contact with the Commander and shall give clear and distinct signals
during the complete arrival/departure procedure if necessary.
A recommendable rhythm is 60 arm movements per minute.
If a wingman is used he shall give clear and distinct signals to the signalman.
He shall use the signals stated in this instruction.
If a sign from wingman to signalman is unclear or cannot be seen, the signalman shall give a "STOP 'sign.
When marshalling has started, it shall continue until the aircraft has come to a stop.
The Signalman shall stay in the same position until the chocks are in place.
If the Commander does not receive clear and understandable signals from the signalman he will STOP the
aircraft.
In case the Commander does not follow the directions given by the signalman, the signalman shall give
"STOP" sign.
If the wingman or the signalman sees the slightest possibility of a collision, they shall not hesitate to signal
"SLOW DOWN or "STOP".
WARNING: Be aware of the fact that the wing tip speed is higher during turns, even when aircraft is taxiing
slowly.
The signals to be used are illustrated in section 2.9.
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CAUTION: DO NOT USE BAYONET AS A HANDLE. DO NOT PUSH OR PULL ON BAYONET WHEN OPENING
OR CLOSING DOOR,OR DAMAGE TO DOOR OUTER SKIN MAY OCCUR.
Pull door closed ,until bayonet contacts roller in jamp,continue pull to rotate bayonet.This action
unlocks door handle.
Rotate inner handle counterclockwise (outer handle clock-wise) to full horizontal position.
Door is now locked and cabin may be pressurized.
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Wheel chocks shall be placed in front of and behind the main landing gear wheels.
The wheel chocks in front of and behind the nose landing gear shall be removed.
After unloading the aircraft all cabin & cargo compartments shall be closed.
After unloading the aircraft all servicing equipment and passenger steps not immediately needed
for the loading shall be removed at least 5 meters from the aircraft and secured. Generally,
the operation of catering trucks lifting platform shall be stopped when wind exceeds 40 knots.
It is always preferable to have headwind during engine start up .In any any case Flight Manuals
Instructions will be followed by the crew.
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General
The Commander will order the amount of fuel required for the flight.
The flight crew,Aircraft mechanic or ramp agent depend on to the local agreement is responsible for
the punctual request for fuel trucks.
Fuelling is considered to start as soon as the filler hose is connected to the aircraft and pressurised.
Fuelling/de-fuelling shall only be considered terminated after all the hoses have been disconnected
from the aircraft.
The Aircraft mechanic or a member of the cockpit crew will supervise the fuelling / de-fuelling process
and enforce adherence to the required safety regulations(.ref the OM Part A ,Chp.8, page57
paragh.8.2.1.1)
Spilled fuel shall be removed or dried up immediately in the presence of the airport fire brigade before
passengers are boarding the aircraft.
SOURCE
WIDE CUT
DISTILLATE
LOW-FREEZE KEROSENE
USA
JET A
(ASTM D-1655-75)
JET A-1
(ASTM D-1655-75)
USA Military
JP-5
(MIL-T-5624)
Commonwealth of
Independent States
(CIS) 1)
RT
(GOST 10227)
T-1 Regular
TS-1 Regular
TS-1 Premium
(GOST 10227)
Jet B
(ASTM-1655)
NOTE 1: The performance data given in this OM-B are valid for both kerosene and wide-cut type of fuel.
NOTE 2: Any mixture of kerosene and wide-cut type fuel may be used if necessary.
NOTE 3: Fuel Specific Gravity limits are from 0.7550 to a max. of 0.8507.
NOTE 4: Static dissipator additive, if available, must be contained in the wide-cut and reduced flash point
kerosene type fuels.
NOTE 5: Fuel Density provided by fuel supplier every time the aircraft is refuelled.
The fuel density varied by the factor of Temperature .
Then the flight crew and/or ground engineer performs the approviate crosschecks in order
to make sure have sufficient fuel on board for the intented flight.
2.7.3 Fuelling Area
Is the area where risk of combustible gases can be expected.
The size of the fuelling area corresponds to the shape of the wings extended
by 2m in all extensions(over-wing fuelling) or 3m radius around the wing tip vent holes
(under-wing fuelling),.according the local security requirements
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Air traffic control and the aerodrome fire services are to be advised that refuelling/defuelling will be
taking place with passengers on board;
Crew, staff and passengers are to be advised that refuelling/defuelling is about to take place and
In the presence of a fire vehicle.
"Fasten Seat Belt" signs must be off, "No Smoking" signs must be on together with interior lighting to
enable emergency exits to be identified;
Passengers are to be briefed not to smoke at any time on the ground and to remain seated, but with
seat belts/harnesses unfastened, until the refuelling has been completed;
A crew member is to be stationed at the main exit door to assist in the evacuation if an emergency
should occur and other emergency door exits must be guarded by cabin crew members who must be
prepared for an immediate emergency evacuation;
If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises
refuelling/defuelling must be stopped immediately;
The position of the fuel bowser/installation relative to the aeroplane is to be such that it will not impede
the rapid exit of passengers if an emergency evacuation becomes necessary;
However notwithstanding the foregoing an operator shall ensure that no aeroplane is re/defuelled with
Avgas or widecut fuel (e.g. Jet B or equivalent) or when a mixture of these types of fuel might occur,
when passengers are embarking, on board or disembarking.
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Fuel spillage
Immediately initiate a removal or dry up of spilled fuel according to local aerodrome regulations
If passengers are on board,they shall ,under appropriate supervision by crew and ground staff,leave
the aeroplane.
Once the details of a spillage have been ascertained,the Manager/Deputy and/or Responsible Person
of affected area is responsible for following this procedure:
If the spillage is of a size and nature that could cause danger to the environment and personnel,
Inform the Emergency Services.Ensure that the following information is available before contacting
the Emergency Services.:
Exact Location of the spill
Estimated size of the spill
Name of the company (ies) involved
Origin of the spill
Date and time that the spill occurred
Any other info to enable them to deal with the spill,e.g. Material Safety Data Sheets.
2.
If the spillage is small and contained,initiate in-house containment procedure using Emergency
Containment Kit,taking into account the following procedure:
Ensure that electrical power is switched off at the main isolator panel,before any unplugging.
Ensure that the area is cordoned off, and that work in the area has stopped.
Ensure that fire extinguishers are available and placed adjacent to the spill area.
Ensure that any vehicles within 20 feet are switched off.
If required,use absorbent materials in order to stop spillage entering drains and waterways.
Also use non-sparking equipment to clean spillage,i.e.plastic shovels,ribber scrapers,etc.,
Available from Toolstores
NOTE: If any spilled product reaches drains and waterways inform the Health and Safety
Department,who in turn will,inform the Airport Authority,National Rivers Authority
and HSE immediately
All materials used for clean-up must be disposed of in correctly identified waste bin,
then the bins to be stores in a bonded area .Then contact the H & S department to
arrange proper disposal.
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Meet the standards and recommendations laid down in Annex 17 to the Chicago Convention and
ECAC Document 30
Establish training requirements for staff concerned along Gain Jets security programme
A random check of the goods supplied shall be made or, if the supplies are sealed, check that the
seals are unbroken.
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NO roll-off clearance
The right arm to be kept by side downward, the
thumb pointing to the ground.
Roll-off clearance
The right arm to be raised over the head, the thumb
pointing upward.
When the aircraft starts taxiing the Commander assumes responsibility for safe manoeuvring of the aircraft
on the apron. Since he cannot overlook the whole traffic on the tarmac he relies upon the clearance signals
of the staff responsible on ground.
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2.13.3 Pushback
Before starting a pushback, the Commander shall make sure that clearance or approval has been received.
When slippery conditions exist in the pushback area, the commander should delay of engine start until
pushback is completed.
LP shall establish two way communication over the interphone an and/or visual contact with the Qualified
Ground Person during the entire pushback/towing manoeuvre.
2.13.4 Push-back Procedure
At stations where push-back is applied, the responsibilities must be clearly defined. As a rule, the qualified
Ground Person assumes full responsibility for the safe manoeuvring of the airplane. The LP must be ready to
apply the brakes upon request from the Ground Person.
The BEFORE ENGINE START check list must be fully completed before push-back procedure is initiated.
Depending on local procedures, engines may be started during or after push-back.
The RH (No.2) engine is normally started first during the push-back and then followed by LH (No.1) engine
The interphone system shall be used for communication between cockpit and ground. person hand signals
may be used as agreed by the LP and the Qualified Ground Person prior to commencing push-back,if it is not
possible to use interphone system.
2.13.5 Standard Phrases
The normal phraseology between the pilot on the LH seat (LP) and Ground Mechanic (M) should be as
follows:
Ground Mechanic
LH Pilot
Commencing push-back
NOTE 1:
This exchange is followed by a visual signal with the steering pin to the pilot to indicate that disconnect is
completed and all is clear for taxiing.
NOTE 2:
If engine(s) are started before or after push-back, the phraseology above has to be changed accordingly.
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2.13.6 Towing
Never tow the aeroplane while any of its engines are operating.
Never tow the aeroplane without having someone in the flight compartment to operate
the brakes.
Never tow the aeroplane faster than a slow walk, avoid quick starts and stops.
Never tow the aeroplane near obstacles without having someone walking at each wing.
Never allow anyone to enter or leave the aeroplane while it is moving, ensure that
all the doors are closed.
Never remove the chocks until ready to tow the aeroplane. Make sure the person in
the flight compartment is ready to operate the brakes.
Pull wheel chocks and keep them readily available for use.
2.14 Loading
2.14.1 General
Aircraft loading is probably the most important function for which one authorised staff of
Ground Handling Department is responsible.
Proper loading is important for several different reasons, of which the first and foremost is flight safety.
The goods must be properly secured to prevent shifting while the aircraft is in flight.
The cargo must be inspected and properly distributed to avoid concentrated weight loads which may damage
the aircraft floor structure. It is also important that the aircraft is not damaged by ground equipment while the
loading is taking place.
Correct loading is also important to efficient and economical operation.
Goods should be segregated in a manner that will allow for expeditious handling at en-route and destination
stations.
To the same token, proper loading leads to savings in damage claims.
2.14.2 Loading and unloading
A careful planning of all activities must be made.
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Note: The capacities are reduced for unfavourable angles. See table below:
Tables below shows how the capacity will be reduced for two angles.
Standard strap (Lbs/Kg)
0 deg
30 deg
45 deg
60 deg
5000/2270
4330/1965
3525/1600
2500/1135
30 deg
45 deg
60 deg
10000/4540
8665/3930
7055/3200
5000/2270
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Supporting
0,6 * 1 = 0,6 m2
The area to take into account is not the crate's or the surface of its feet but the area defined by the external
contours of its contact points.
2.14.6.2 Contact Load Limitation
The floor load limitation is used to prevent the weight imposed by those parts of the load in direct contact with
the floor from exceeding the capacity of the horizontal floor panels (metal sheets, honey comb sandwich
panels).
An item loaded on will contact the surface with its entire bottom area, or, if the item is furnished with slats, the
area provided by the slats only, as apparent from figs below.
(0,1 * 1) * 2 = 0,2 m2
If no floor local load limit is provided, check the area load limit and use spreaders as to have the contact
surface be at least equivalent to one quarter of the external contour area used for checking max area load.
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Length
Width
Thickness
Weight
Support Capacity
Cm
Cm
cm
Lbs/Kg
Lbs/Kg
50
15
2,5
4,5/2
120/54
100
15
2,5
6,5/3
241/109
150
15
15,5/7
362/164
200
15
22/10
482/219
250
15
26,5/12
603/273
300
15
31/14
724/328
Having determined that a certain contact area has to be enlarged, the required number of planks may be
obtained from the table above in the following way:
Select a standard plank of length being equal to, or slightly longer than the largest measurement of the item
and divide the weight of the item by the applicable capacity of the plank. The result is the number of planks
needed.
The planks may be placed cross- or lengthways underneath the cargo item but always in such a way that
most of the weight is supported by the planks.
No other cargo shall be loaded on top of the supported item or on accessible parts of the supporting plank.
2.14.7
Forklift
When a forklift is used the following instructions must be adhered to:
Utmost care must be exercised when the forklift is subject to transversal forces. All movements must
be performed smoothly.
An extra man must always be present during the forklift positioning at the aircraft to guide the driver
and help to prevent damage to the fuselage and engines.
When the forklift is in the final position, its parking brake shall be applied, and the drive or steering
mechanism shall not be used until the loading/unloading has been completed.
2.14.8
Precaution Against Damage
In order to keep the weight of the aircraft as low as possible, the floors, walls and ceilings are comparatively
and easily exposed to damage.
For this reason, levers, crowbars and similar tools may never be used directly against the surfaces.
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2.15.2 Definitions
Active frost
Active frost is a condition when frost is forming. This occurs when aircraft surface temperature is At or below
0C and at or below dew point
Adhering to
A substance is adhering to an airplane when the forces required to remove the substance are greater than
those estimated during takeoff.
Anti Icing
A precautionary procedure that provides protection against (for a limited period of time (Hold-Over-Time)). the
formation of frost or ice and accumulation of snow or slush of the surfaces of the aeroplane.
Cold-soak effect
The wings of an aircraft are said to be cold-soaked when they contain very cold fuel as a result of having
just landed after a flight at high altitude or from having been re-fuelled with very cold fuel. Whenever
precipitation
falls on a cold-soaked aeroplane when on the ground, clear icing may occur. Even in ambient temperatures
between -2 C and +15 C, ice or frost can form in the presence of visible moisture or high humidity if the
aircraft structure remains at 0 C or below. Clear ice is very difficult to be detected visually and may break
loose during or after take-off. The following factors contribute to cold-soaking:
o
Clear ice
Clear ice is a layer of transparent ice. Clear ice can form when the aeroplane has been or is exposed to high
humidity, rain, drizzle or fog and the temperature of the wing surface is slightly above or below 0 C due to
cold soaked wings. The essential area on the aeroplane is the upper surface of the wing. Clear ice may form
even if the OAT is 15 C or more.
Note: Clear Ice can be very difficult to detect and in some situations its presence can only be detected by
touch.
Contamination
All forms of frozen or semi frozen moisture, such as snow, slush or ice.
Contamination check
Check of aeroplane surfaces for contamination, to determine the need for de/anti-icing.
Critical surfaces
Critical surfaces include the wings, leading edges, horizontal and vertical stabilizers, ailerons, rudder(s),
elevators, spoilers, slats, flaps, fuselage, engine nacelles and inlets. These surfaces must be completely free
of frost, slush, snow or ice prior to take-off. Furthermore, pitot tubes, static ports and angle of attack sensors
must be free of any contamination.
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De-icing
De-icing is a procedure by which frost, slush snow or ice are removed from an airplane in order to provide
clean surfaces.
De-/anti-icing fluids
The basic function of de-/anti-icing fluids is to lower the freezing point of water. This delays the accumulation
of frost, slush, snow or ice on critical surfaces and/or melts contaminations already present. There are three
principal classes of anti-icing fluids, known as ISO/SAE Type I, Type II and Type IV fluids. Type 1 and Type
3 which are also available are not covered by any international specification and are therefore not approved
by Gain Jet.
Dry snow
Fine, powder like snow which does not stick and may be blown or brushed away.
Freezing conditions
Conditions in which the outside air temperature is below +3 C (37.4 F) and visible moisture in any form
(such as fog with visibility below 1.5 km, rain, snow, sleet or ice crystals) or standing water, slush, ice or snow
is present on the runway.
Freezing drizzle
Fairly uniform precipitation composed exclusively of fine drops (diameter less than 0.5 mm [0.02 in]) very
close together which freezes upon impact with the ground or other exposed objects.
Freezing fog
Freezing fog is a suspension of numerous minute water droplets which freeze upon impact with ground or
other exposed objects, generally reducing the horizontal visibility at the earths surface to less than 1 km.
Frost/Hoar Frost
Frost is a crystallized deposit formed from water vapour on surfaces at or below 0 C. Forms mostly on cold
clear nights by sublimation on surfaces which have a lower temperature than the surrounding air. Such
deposits although very thin can seriously affect the aircraft performance. Frost 3 mm or less on the lower
surface of the wing has no effect and may be discounted.
Hail
Precipitation of small balls or pieces of ice.
Ice pellets
Precipitation of transparent (grains of ice) or translucent (small hail) pellets of ice. These pellets usually
bounce when hitting a hard surface.
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Potential icing
Potential icing exists if the outside air temperature (OAT) is below 6 C and either the difference between
OAT and dew point temperature is less than 3 C or visible moisture exists in any form (fog, rain, rain and
snow mixed, drizzle, ice crystals) or standing water, slush, ice or snow are present on the runway.
Rime ice
An opaque white or milky deposit formed by the rapid freezing of super cooled water droplets, trapping air
between them. Rime ice can form on any part of the aircraft and can become very thick on the windward side.
Slush
Snow or ice that has been reduced to a soft water mix by rain, warm temperature and or chemical treatment.
Snow
Precipitation of ice crystals, most of which are branched, star-shaped or mixed with unbranched crystals. At
temperatures higher than -5 C (23 F), the crystals are generally agglomerated into snowflakes
Snow Grains
Precipitation of very small white and opaque particles of ice that are fairly flat or elongated with a diameter
of less than 1 mm (0.04. in.). When snow grains hit hard ground, they do not bounce or shatter.
Note: For holdover time purposes treat snow grains as snow.
Snow Pellets
Precipitation of white, opaque particles of ice. The particles are round or sometimes conical; their diameter
range from about 2-5 mm (0.08-0.2 in.). Snow pellets are brittle, easily crushed, they do bounce and may
break on hard ground.
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Frost
Ice-crystal deposits formed on cold, clear nights by sublimation on surfaces which have a temperature lower
than the surrounding air. Such deposits on leading edges and upper surfaces, even when they are very thin
(hoar frost) can seriously affect an aeroplane's performance. Frost 3mm or less on the lower surface of a
wing has no effect and may be discounted. The OM Part B specifies limits of frost deposits for take-off.
Dry Snow
Fine, powder like snow which does not stick and may be blown or brushed away.
Wet Snow
Has a much higher liquid content and tends to stick on airframe/engine components and may freeze.
Rime ice
An opaque white or milky deposit formed by the rapid freezing of super cooled water droplets, trapping air
between them, as they impinge upon an exposed aeroplane. In fog, mist or drizzle conditions with
temperature at or below freezing point, rime ice can form on any part of the aeroplane and may become very
thick on the windward side.
Clear ice
A coating of ice, generally clear and smooth, but with some air pockets. It is formed on exposed objects at
temperatures at, below or slightly above the freezing temperature by freezing of super-cooled drizzle, droplets
or raindrops. Since only little air is trapped the result is a clear or glazed appearance.
Crews must be aware of the difficulty of detecting clear ice and, in some situations, its presence may
only be detected by touch. It can also form on aeroplane surfaces below a layer of snow and rime ice.
Significant deposits can form on upper wing surfaces in the vicinity of fuel tanks after refuelling with low
temperature fuel or when sufficient super cooled fuel remains in tanks after a long flight at altitude. This has
occurred with ambient temperatures as high as 14 C. Conversely, refuelling with relatively warm fuel can
cause dry falling snow to melt with the danger of refreezing on the upper surface of the wing.
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One-step de-/anti-icing
One-step de-/anti-icing means that de-icing and anti-icing are carried out at the same time using a mixture of
de-/anti-icing fluid and water. The mixture ratio of de-/anti-icing fluid and water is adjusted to OAT and
weather conditions. The de-/anti-icing fluid/water mixture should be applied cold if the Aeroplane surfaces are
clean, and hot if the Airplane surfaces are contaminated.
Two-step de-/anti-icing
Two-step de-/anti-icing means that de-icing and anti-icing are carried out in two separate steps. The airplane
is first de-iced using either heated water only or a heated mixture of water and de-/anti-icing fluid. After
completion of the de-icing operation a film of de-/anti-icing fluid or a mixture of de-/anti-icing fluid and water
must be sprayed onto the clean airplane surfaces. The mixture ratio of de-/anti-icing fluid and water is
adjusted for OAT and weather conditions.
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The second step must be performed before the fluid applied in the first step freezes (typically within three
minutes). If necessary the procedure is to be performed area by area. If freezing occurs on anti-iced surfaces
these procedures shall be repeated.
After de-icing and/or anti-icing, a Clear Ice Check must be performed on some airplane types to ensure that
all frozen precipitation has been removed from the upper wing surface. The Clear Ice Check before, and after
de-icing and/or anti-icing, may be delegated to ground or flight personnel, who have been trained and
approved to perform the task.
Approved concentrations of ISO Type II and Type IV fluids, used for one-step de-icing/anti-icing or as the
second step in a two step operation, are listed below together with details of the lowest temperatures at which
the various concentrations may be applied to aircraft surfaces:
Mixture Strength
(Fluid/Water)
50/50
75/25
-14 C
100/0
-25 C
o
o
Approved concentrations of ISO Type II and Type IV fluids, used for the first step in a two step operation, are
listed below together with details of the lowest temperatures at which the various concentrations may be
applied to aircraft surfaces:
Mixture Strength
(Fluid/Water)
0/100 (hot water no glycol)
25/75
-6C
50/50
-13C
75/25
-23C
-3C
Upper wing skin temperatures may, under certain circumstances, be lower than the OAT. When this is
suspected, e.g. when large quantities of 'cold' fuel remain from the previous sector, consideration should be
given to selecting a stronger mix than would be required by the existing OAT. This will ensure that an
adequate buffer is maintained between the freezing point of the fluid used and the temperature of the upper
wing surface.
Under extreme cold conditions it may be necessary to heat the fluid (60C max.) to give it spray ability.
Note: Stations using Kilfrost will normally provide a mix of 50/50. It may be difficult to get stronger mixes at
short notice unless the temperature conditions at the stations involved are below limits for that mix.
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Ambient temperature;
Relative humidity;
Sunshine;
Airplane surface (skin) temperature, including cold soak effect of fuel in wing tanks;
Conditions under which the Airplane was parked (outside, fully or partially in hangar).
The HOT tables show an approximate hold-over-time that could reasonably be expected under varying
conditions of precipitation (lower end of the range indicates heavy, the upper end light precipitation).
However, due to the many variables, these times should not be considered as rigid limits, as actual time of
protection can be affected by particular conditions existing at the time.
The actual HOT begins when the final application of anti-icing fluid commences and ends when the applied
fluid loses its effectiveness. It is left to the Commanders judgment to determine the HOT at a given
concentration, taking into account actual weather conditions.
CAUTION:
Due to the many variables that can influence the HOT, the time of protection will be shortened or lengthened
depending on the severity of the weather conditions. Heavy precipitation rates or high moisture content, high
wind velocity or jet blast may reduce the HOT below the lowest time stated in the range. The HOT may also
be reduced when the airplane skin temperature is lower than OAT. Therefore, the indicated times should be
used only in conjunction with a pre-take-off check
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The Association of European Airlines (AEA) "Recommendations for De-Icing/ Anti-Icing of Aircraft on
the Ground".
ICAO Doc 9640-AN/940 "Manual of Aircraft Ground De-Icing/Anti-Icing Operations". The Association of
European Airlines (AEA) has classified de-icing and anti-icing fluids into three main groups.
TYPE I FLUIDS (unthickened type) - ISO11075 This group is the widely known manufactured to military specification MIL-A-3243 or MIL-D-8243. The fluid
must consist of at least 80% ethylene or propylene glycol, or 80% of mixture of both. If diluted with water the
fluid must have a freezing point of at least 10 C (18 F) below the ambient temperature.
Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to which it is applied, which
gives a reduced holdover time depending on the prevailing weather condition.
This fluid has a high glycol content and low viscosity in its concentrated form. De-icing performance of the
fluid is good. Type I fluids provide protection mainly against refreezing in conditions where precipitation is
not expected. However, due to low viscosity, it provides only limited anti-icing protection during freezing
precipitation. It is used predominantly for removing frozen deposits from aircraft surfaces, either as the first
step in a two-step operation or where precipitation has stopped.
With this type of fluid, increasing the concentration of fluid in the fluid/water mix does not provide any
extension in holdover time.
Note: After a Type I fluid reaches the holdover time limit it may change its condition from fluid to solid state
(ice) in 30 seconds. This is known as a flash freeze
Branded Type I de-icing fluids are commercially available from, for example:
Shell
Texaco
S7632
WD-20, WD-30
11ADF
TH
Kilfrost
BASF
BP
Hoechst
As for effective anti-icing an even layer of thickness of fluid is required over the prescribed aeroplane
surfaces, Type I fluids provide only limited holdover effectiveness. Therefore, for longer anti-icing protection,
undiluted, unheated Type II or Type IV fluids shall be used.
TYPE II FLUIDS and TYPE IV FLUIDS (thickened type) - ISO 11078 These fluids contain a thickener and generally have a lower glycol content in its concentrate form than Type I
fluid thus providing longer holdover time. This effectively means that when applied to the surface of an aircraft
the viscosity is high, thus allowing the fluid to remain on and protect against freezing precipitation for a period
of time. However, the increasing effect of the airflow over the wing during the take-off roll will effectively shear
the fluid, reducing its viscosity and allowing it to readily flow off the critical surfaces.
With this type of fluid the holdover time can be extended by increasing the concentration of fluid in the
fluid/water mix up to the maximum holdover time available from undiluted fluid.
These provide it with special viscosity properties, which are a function of the temperature and wind shear
forces.
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When the aeroplane is at rest or travelling (taxiing) at low speeds, the fluid forms a uniform film over wing and
tailplane. As soon as the speed exceeds 30 knots or more, the viscosity breaks down, causing the fluid to
flow-off the aerodynamic surfaces. This leaves the aeroplane clean. The rapid flow-off of Type II fluids is
guaranteed even at temperatures of -25 C (- 13 F), and thus under arctic conditions. With Type II fluids
AEA specifies a minimum freezing point of -32 C in undiluted form and -10 C when diluted with 50% water.
A minimum of four hours protection against ice formation at -5 C under condition of high humidity (surface
temperature of -5 C and air temperature of 0 C) is specified. A 30 minutes protection period against
freezing rain under conditions of surface and air temperatures of -5 C is also specified
Type II fluids provide protection against refreezing in conditions of precipitation.
Examples of Type II fluids are:
Kilfrost
Hoechst
SPCA
OCTAGON
ABC-3
1704 LTV
AD 104, AD 99-6
"Forty below"
Safewing MP IV 1957
UCAR
AAF - ULTRA
CAUTION:
1.
Fluids based on alcohol are prohibited because they can cause window crazing.
2.
The higher viscosity of Type II fluids and Type IV fluids have the advantage of a longer holdover time
but may cause problems to aeroplane types with a low lift-off speed due to the viscous property. The
low lift-off speed might not be sufficient to allow the fluid to "run back" and disappear from the aerofoil.
As a consequence the centre of pressure will change, resulting in a delayed rotation and lift-off. It is
therefore imperative to check the instructions in the OM Part B/AFM and in the crew bulletin for winter
operation.
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Table 1
OAT
One-Step Procedures
De-icing/Anti-icing
Two-step procedure
First step: De-icing
-3 C (27F)
and above
below -3
C (27 F)
NOTE 1: Upper temperature limit shall not exceed fluid and aircraft manufacturers recommendations.
NOTE 2: This table is applicable for the use of Type I Holdover Time Guidelines. If hold-over times are not required,
a temperature of 60 C (140 F) at the nozzle is desirable.
CAUTION: Wing skin temperatures may differ and, in some cases, be lower than OAT. A stronger mix (more glycol)
can be used under these conditions.
1) To be applied before first step fluid freezes, typically within 3 minutes.
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Table 2
(Concentrations in Vol % / Vol %)
Concentration of neat fluid/water mixture in vol % / vol %
OAT
One-Step Procedure
De-icing/Anti-icing
Two-Step Procedure
First step: De-icing
50/50 Type II or IV
below -3 C (27 F) to 14 C (7 F)
75/25 Type II or IV
100/0 Type II or IV
-3 C (27 F) and
above
below
-25 C (-13 F)
NOTE:
Type II / Type IV fluid may be used below -25 C (-13 F) provided that the freezing point
of the fluid is at least 7 C (13 F) below OAT and that aerodynamic acceptance criteria
are met. Consider the use of Type I when Type II or IV fluid cannot be used
(see table 1).
For heated fluid and fluid mixtures, a fluid temperature not less than 60 C (140 F) at the nozzle is
desirable. Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.
CAUTION: Wing skin temperatures may differ and, in some cases, be lower than OAT. A stronger mix (more glycol)
can be used under these conditions. As fluid freezing may occur, 50/50 type II or IV fluid shall not be
used for the anti-icing step of a cold soaked wing as indicated by frost or ice on the lower surface of the
wing in the area of the fuel tank.
1) To be applied before first step fluid freezes, typically within 3 minutes.
2) Clean aircraft may be anti-iced with unheated fluid.
An insufficient amount of anti-icing fluid, especially in the second step of a two-step procedure, may
cause substantial loss of holdover time. This is particularly true when using a Type I fluid mixture for the
first step (de-icing).
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Table 3
Fluid (see tables 1 and 2 for procedure)
Hot water
Type I
Type II/50
-17 C/1 F
Type II/75
-25 C/-13 F
Table 4
Fluid/water
Concentration
(Vol./Vol.)
L.O.U.T: Skin
Temperature or
OAT
20/80
+5 C / 41 F
-5 C / 23 F
30/70
+1 C / 34 F
-9 C / 16 F
40/60
-4 C / 25 F
-14 C /7 F
50/50
-12 C / 11 F
-22 C / -7 F
60/40
-20 C / -4 F
-30 C /-22 F
70/30
-32 C /-25 F
-42 C /-43 F
Limiting Factor
-30 C /-22 F
below
-42 C /-43 F
aerodynamic
performance
100/0
(not to be used)
-20 C / -4 F
below
-42 C /-43 F
aerodynamic
performance
Table 5
Fluid/water Concentration
(Vol./Vol.)
Limiting Factor
50/50
-3 C / 27 F
75/25
-14 C / 7 F
aerodynamic performance
100/0
aerodynamic performance
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Table 6
Approximate holdover times anticipated under various weather conditions (hours/minutes)
OAT (C)
* Frost
Freezing Fog
Above 0
0:45
0:12 to 0:30
0 to -10
0:45
below -10
0:45
Snow
** Freezing
Drizzle
Light Freezing
Rain
Rain on cold
soaked wings
0:06 to 0:15
0:05 to 0:08
0:02 to 0:05
0:02 to 0:05
0:06 to 0:15
0:06 to 0:15
0:05 to 0:08
0:02 to 0:05
not applicable
0:06 to 0:15
0:06 to 0:15
Not applicable
Not applicable
not applicable
**
Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
ISO Type I Fluid/Water mixture is dictated by the requirement that the Freezing Point of the mixture to be
at least 10oC below the actual OAT.
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 may reduce holdover time below the lowest time stated in the
range. Holdover time may also be reduced when the aircraft skin temperature is lower than OAT. Therefore,
the indicated times should be used only in conjunction with a pre-take off check.
Note: Type I fluids used during ground de-icing/anti-icing are not intended for and do not provide ice
protection during flight.
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Table 7
Approximate holdover times anticipated under various weather conditions (hours: minutes)
Mixture
OAT (C)
Light
Freezing
Rain
Rain on cold
soaked wings
0:30 to 1:00
0:15 to 0:30
0:10 to 0:40
0:15 to 0:40
0:20 to 0:45
0:10 to 0:25
0:05 to 0:25
0:20 to 0:45
0:05 to 0:15
0:10 to 0:20
0:05 to 0:10
not applicable
8:00
0:35 to 1:30
0:20 to 0:45
0:30 to 1:00
0:15 to 0:30
75/25
5:00
0:25 to 1:00
0:15 to 0:30
0:20 to 0:45
0:10 to 0:25
50/50
3:00
0:15 to 0:45
0:05 to 0:15
0:10 to 0:20
0:05 to 0:10
100/0
8:00
0:35 to 1:30
0:15 to 0:40
** 0:30 to 1:00
** 0:10 to 0:30
not
** 0:20 to 0:45
** 0:10 to 0:25
applicable
not
not
not
applicable
applicable
applicable
* Frost
Freezing
Fog
Snow
100/0
12:00
1:15 to 3:00
0:20 to 1:00
75/25
6:00
0:50 to 2:00
50/50
4:00
100/0
% Fluid/
***Freezing
Drizzle
% Water
Above 0
0 to -3
below
-3 to -14
not
75/25
5:00
0:25 to 1:00
0:15 to 0:30
below
-14 to -25
below -25
100/0
100/0
8:00
0:20 to 1:30
0:15 to 0:30
applicable
ISO Type II Fluid may be used below -25oC provided that the freezing point of the fluid is at least 7oC
below the actual OAT and the aerodynamic acceptance criteria are met. Consider the use of ISO Type I
when ISO Type II fluid cannot be used (See Table 1)
**
***
Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
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 may reduce holdover time below the lowest time stated in the
range. Holdover time may also be reduced when the aircraft skin temperature is lower than OAT. Therefore,
the indicated times should be used only in conjunction with a pre-take off check.
Note: Type II fluids used during ground de-icing/anti-icing are not intended for and do not provide ice
protection during flight.
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Table 8
Approximate holdover times anticipated under various weather conditions (hours: minutes)
Mixture
OAT (C)
% Fluid/
* Frost
% Water
Freezing
Fog
Snow
*** Freezing
Drizzle
Light
Freezing
Rain
Rain on cold
soaked
wings
100/0
18:00
2:20 to 3:00
0:45 to 1:25
0:40 to 1:00
0:35 to 0:55
0:10 to 0:50
75/25
6:00
1:05 to 2:00
0:20 to 0:40
0:30 to 1:00
0:15 to 0:30
0:05 to 0:35
50/50
4:00
0:20 to 0:45
0:05 to 0:20
0:10 to 0:20
0:05 to 0:10
not applicable
100/0
12:00
2:20 to 1:30
0:35 to 1:00
0:40 to 1:00
0:35 to 0:55
75/25
5:00
1:05 to 2:00
0:20 to 0:35
0:30 to 1:00
0:15 to 0:30
50/50
3:00
0:20 to 0:45
0:05 to 0:15
0:10 to 0:20
0:05 to 0:10
100/0
12:00
0:40 to 3:00
0:20 to 0:40
** 0:30 to 1:00
** 0:30 to 0:45
not
75/25
5:00
0:35 to 2:00
0:15 to 0:30
** 0:30 to 1:00
** 0:15 to 0:30
applicable
below
-14 to -25
100/0
12:00
0:20 to 2:00
0:15 to 0:30
not
not
not
applicable
applicable
applicable
below -25
100/0
ISO Type IV Fluid may be used below -25 C provided that the freezing point of the fluid is
o
at least 7 C below the actual OAT and the aerodynamic acceptance criteria are met.
Consider the use of ISO Type I when ISO Type IV fluid cannot be used (See Table 1)
Above 0
0 to -3
below
-3 to -14
not
applicable
**
***
Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
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 may reduce holdover time below the lowest stated time
ranges in Tables 1, 2 and 3. Holdover time may also be reduced when the aircraft skin temperature is lower
than OAT. Therefore, the indicated times should be used only in conjunction with a pre-take-off check.
Note: ISO Type I, II and IV fluids used during ground de-icing/anti-icing are not intended for and do not
provide ice protection during flight.
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2.15.8
Commander Responsibilities
The authority to decide whether de-/anti-icing of the airplane is necessary lies with the Commander. He
determines the necessity for removal of frost, slush, snow or ice and orders the de-icing equipment via the
handling agent.
The Commander decides which airplane parts have to be de-/anti-iced, e.g. wings only, wings and tail or the
complete airplane. He is responsible for calculating the Hold-Over-Time (HOT) based on:
HOT tables
The decision regarding airplane acceptance after de-/anti-icing treatment rests with the Commander. He
takes responsibility for the airworthiness of the airplane after confirmed completion of airplane de-/anti-icing.
The commander may not be able personally to check the aircraft for the correct treatment and so in this case
the person releasing the aeroplane after de/anti-icing process is responsible for the performance and
verification of the results. He will communicate to the commander the time started the procedure and type of
fluid/mix used.
Example of the information to the commander:
a.
b.
c.
d.
e.
2.15.9
Ground staff Responsibilities
The ground staff is responsible for the correct de-/anti-icing of the aeroplane. This must be performed
according to Commanders instruction and the regulations published in the Gain Jet Ground Handling
Manual. The person responsible for the final check after de-icing at all stations it is the station engineer or a
person designated by the handling company.
It is the responsibility of the spray operator or the authorized person releasing the airplane that the
Commander is correctly informed regarding the performed de-/anti-icing treatment. The communication of the
anti-icing code to the flight crew confirms, that the check after de-icing/ anti-icing was completed and the
airplane critical parts are free of ice, frost snow and slush.
2.15.10 Handling company Responsibilities
The handling company is responsible for the availability of personnel, equipment and fluids. All actions in
connection with de-/anti-icing shall be coordinated with the station engineer and the flight crew. Procedures
and fluids deviating from the ISO/SAE standard must be approved by Gain Jet Maintenance department,
Athens.
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After de-icing
The Commander will be informed verbally of the:
Confirmation that the airplane complies with the Clean airplane concept;
Information example
If a mixture of 75% Type II and 25% water were used for the final step of de-/anti-icing operation which
commenced at 11.55h (LT), the information to the flight crew would be as follows:
The time entry in the Airplane technical log, however, shall be made in UTC
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Snow may cover the taxiway markings so care must be taken to remain within the taxiiway width. Test brakes
and steering frequently. Maintain a greater distance than normal behind other aircraft in order to avoid
blown contamination from re-freezing on the aircraft which may require the aircraft to be de-iced prior to takeoff.
Flaps should remain UP when taxiing through snow or slush and selected to the take-off position shortly prior
to take-off.
Note: Ensure that probe and sensor heating systems are ON prior to taxi.
2.15.16 Pre-take-off check
The check has to be used in case the HOT has expired or any doubt about the state of the wing surface
exists. It ensures that the representative surfaces of the airplane are free of ice, snow, slush or frost just prior
to takeoff. The check shall be accomplished by a trained and qualified person as close to the time of takeoff
as possible and is normally made from inside the airplane by visually checking the wings or other critical
surfaces.
If the check from inside the cabin is not possible (due to soiled windows or insufficient lighting) , the wings
must be checked from outside the airplane. If the check is unsatisfactory, de-icing/anti-icing must be
repeated.
When any doubt exists as to whether or not any deposit may adversely effect the airplanes performance
and/or controllability the Commander shall not commence takeoff.
Take-off is prohibited if any of the following conditions exist:
Snow, ice or frost deposits are adhering , to the wings, control surfaces, engines of the aeroplane
Heavy fall of wet snow ,with ambient temperature around freezing point;
The runway braking action is reported as poor" (braking coefficient less than 0.25),
Observe appropriate performance limitations for take-off. Acceleration will be adversely affected by slush or
standing water on the runway, which cause significantly greater drag. Be alert for conditions which could
affect stopping and directional control should it become necessary to abort. Line up carefully and ensure that
the nose wheel is straight, as skidding of an offset nose wheel upsets directional control, Apply thrust slowly
to prevent asymmetry which would also affect directional control, During take off roll; maintain positive
forward pressure on the nose wheel and use rudder for directional control as it becomes effective.
2.15.17 Take-off
Snow, ice or frost deposits are adhering to the wings, control surfaces, engines of the aeroplane.
Take-off on a runway covered with more than 7.5cm of dry snow and 1.25cm wet snow is prohibited
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Braking action is reported by the tower (latest report, by the ATIS and by NOTAM as:
Good
Medium
Poor
Pilots should be aware that where rain, hail, sleet or snow showers are encountered on the approach or have
been reported as have recently crossed the aerodrome there is a high probability of the runway being
contaminated.
Use of reverse thrust on landing on dry snow in very low temperatures will blow the snow forward especially
at low speed and may reduce forward visibility considerably. Also the increase of temperature may melt this
snow and form clear ice on refreezing on static ports etc.,
The required landing field length for a dry runway is defined as 1.67 times the demonstrated dry landing
distances. For wet runways the landing distance requirement is increased by 15%.
Note: Landing on contaminated runways without antiskid should be avoided.
Page: 43
Chapter: 2
Re-issue 2,Rev. 6
Date: 30/11/2011
Be prepared to go-around
Hydroplaning speed
Condition of tires
Wind
Flare the aircraft at the 1000ft point. Select reverse thrust as soon as possible after landing.
After landing in heavy slush do not retract the flaps or slats. Allow ground personnel to clear the flaps and
slats prior to retraction.
Maximum
cross- wind
component kts
Reported Friction
coefficient
Good
30
Medium/Good
0.36-0.39
15
Medium
0.30-0.35
15
Medium/Poor
0.26-0.29
10
Poor
Not allowed
Page: 44
Chapter: 2
Re-issue 2,Rev. 6
Date: 30/11/2011