GROUND DE/ANTI-ICING PROGRAM

Transcription

1 GROUND DE/ANTI-ICING PROGRAM This manual and its contents: Are assigned to and become the responsibility of the manual holder. A revision to this manual must be entered immediately upon receipt. Although the task of inserting a revision may be delegated to an authorized individual, the responsibility remains with the assigned manual holder. Apply to 14 CFRs 135 operations conducted by Corporate Flight Management, Inc.; Remain the property of and must be surrendered to Corporate Flight Management, Inc. upon separation from the Company.

2 CFM the Company DISCLOSURE Page: II Forward questions, comments and suggestions (including discrepancies, inconsistencies or inaccurate information) to: Executive Vice-President of Administration Corporate Flight Management, Inc. All rights reserved. This publication and its contents may not be reproduced, stored in a retrieval system, disseminated or transmitted in any form or by any means (electronic, photocopy, by recording, mechanically or otherwise) without the prior written permission of Corporate Flight Management, Inc. Corporate Flight Management, Inc. 276 Doug Warpoole Road Smyrna, TN Printed in U.S.A

3 MANUAL TABLE OF CONTENTS Page: III (MTOC) MANUAL TABLE OF CONTENTS (MTOC) RECORD OF TEMPORARY REVISIONS (ROTR)... VIII RECORD OF PERMANENT REVISIONS (ROPR)...X RECORD OF BULLETINS (ROB)...XII LIST OF EFFECTIVE PAGES (LEP)... XIV CHAPTER 1: SAFETY Purpose Corporate Safety Policy... 1 CHAPTER 2: INTRODUCTION Purpose Regulations & References Operations Specifications A Revision Process Program Authorities & Responsibilities VP Flight Operations Director Operations Director Airport Operations and Regulatory Compliance Compliance With The Provisions Of This Program Scope General Non-De-Icing/Warm Weather Stations Communicating Changes/Updates To The Non-De-Icing/Warm Weather Stations General Provisions Governing Regulations Other Accepted Programs (Domestic) Objective/Responsibility Controls, Process Measurements & Continuous Improvement Controls Process Measurements Continuous Improvement Interfaces... 19

4 MANUAL TABLE OF CONTENTS Page: IV (MTOC) CHAPTER 3: DEFINITIONS Definitions Acronyms & Abbreviations CHAPTER 4: MANAGEMENT PLAN Purpose Responsibility Local Plan Contents General Requirements Plan Completion Plan Implementation Incorporation In Manuals Plan Availability Document Location CHAPTER 5: TRAINING Purpose Flight Crew Training AIRPORT OPERATIONS Training Program Integrity Requirements Course Content Completion Date Curriculum Contract De/Anti-Icing Contractor (Primary/Secondary) Other Aircraft Operators FAA Approved GDAP Training And Certification Records Off-line De/Anti-Icing Situations CHAPTER 6: DE/ANTI-ICE PROCEDURES Purpose Effects Of Snow, Ice, Slush, And Frost On Aircraft GDAP Procedures GDAP Procedures Flow Chart Contacts GDAP Implementation Procedures GDAP General Precautions And Procedures Precautions Procedures Identification Of Critical Surfaces And Sensitive Areas... 56

5 MANUAL TABLE OF CONTENTS Page: V (MTOC) De-Icing With Fluids Removal Of Frost, Slush, Snow And Ice Alternate De-Icing Manual Methods Infrared De-Icing Cold Soaked Aircraft Anti-Icing Aborted Takeoff Procedures In Ground Icing Conditions Parking Aircraft Overnight Or Long-Turn Aircraft (Unprotected) Through Or Short-Turn Aircraft Operations During Conditions For Which No Hold Over Time Tables Exist CHAPTER 7: AIRCRAFT INSPECTION Purpose Aircraft Inspection Cold Weather Pre-Flight Inspection Engine Inlet Inspection Post De-Icing And Anti-Icing Checks CHAPTER 8: DE/ANTI-ICING EQUIPMENT Purpose Authorized Equipment Contract Locations Equipment And Fluid Checks Movement Of De/Anti-Icing Equipment General Towable Type De/Anti-Icing Equipment Use Of Other Airline/Contractor Equipment Single Vehicle (Reference Exhibit A Diagrams & Illustrations) Multi-Vehicle (Reference Exhibit A Diagrams & Illustrations) CHAPTER 9: DE/ANTI-ICING FORMS Purpose Acceptance Of Other Airline Forms De/Anti-Icing Training Records Refractometer/Harness/Lanyard Inspection Post De/Anti-Icing Data Retention (Electronic)

6 MANUAL TABLE OF CONTENTS Page: VI (MTOC) Data Retention (Paper) De/Anti-Icing Fluid Acceptance Worksheet De/Anti-icing Overnight Protection Notification Form De/Anti-Icing Overnight Protection Form (Hard Copy) De/Anti-Icing Overnight Protection Communication (Verbal) CHAPTER 10: FLIGHT CREW COMMUNICATIONS Purpose Flight Crew Information (Communications) General Communication Practices Forced Air Communications Emergency Communications CHAPTER 11: DE/ANTI-ICING FLUIDS Purpose Type I Fluids Type II Fluids Type III Fluids Type IV Fluids Non-SAE/ISO/AEA Approved Fluids Special Blend Stations (SBS) Approved De/Anti-icing Fluids Type I De-Icing Fluids (Un-Thickened) Type II, III And IV Anti-Icing Fluids (Thickened) Mixing Type I Fluids In De-icing Units Preparation & Mixing Procedures Type I Fluid Mixing Ratios Type I Fluid Ratio Mixing Adjustment Table Testing De/Anti-icing Fluids In Operational Units Type I Fluid Type II, III And IV Fluid CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING Purpose Fluid Mixing Precautions Fluid Storage Fluid Handling Personal Protective Equipment Mixing Or Transfer Of De-Ice Fluids

7 MANUAL TABLE OF CONTENTS Page: VII (MTOC) Open Elevated Work Platform - De/Anti-Ice Spraying Operation Enclosed/Elevated Work Platform - De/Anti-Ice Spraying Operation Respiratory Protection Quality Control Procedures Type I Fluid Quality Control Procedures Type II, III & IV Fluids Type II, III & IV Pre-Season Truck Nozzle Testing Test Procedures For Type II, III And IV Fluid In Storage Tanks, Truck Tanks And Opened/Unopened Tote Bins Procedures For Forwarding Samples & Quality Assurance Tests Results Notification & Records Fluid Acceptance Fluid Disposal Fluid That Does Not Pass Acceptance Tests On-Hand De/Anti-Icing Fluids That Do Not Pass Quality Control Tests CHAPTER 13: FLUID TESTING INSTRUMENTS Purpose Refractometer Check Requirements Documentation Of Test Results Inspection Report Retention Requirements Refractometer Non-Digital Testing The Refractometer For Accuracy Reading The Refractometer Refractometer - Digital MISCO Palm Abbe MISCO DFR 211 De/Anti-Ice Testing Instrument EXHIBIT A: DIAGRAMS & ILLUSTRATIONS EXHIBIT B: CRITICAL CONTROL SURFACES APPENDIX A: INDEX OF REGULATORY REFERENCES

8 RECORD OF TEMPORARY Page: VIII REVISIONS (ROTR) RECORD OF TEMPORARY REVISIONS (ROTR) Issue TR # Chapter / Subject / Page #: Date TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- Inserted By / Date Removed By / Date

9 RECORD OF TEMPORARY Page: IX REVISIONS (ROTR) TR # Chapter / Subject / Page #: TR- Issue Date Inserted By / Date Removed By / Date TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR- TR-

10 RECORD OF PERMANENT Page: X REVISIONS (ROPR) RECORD OF PERMANENT REVISIONS (ROPR) Rev # Issue Date Initials Rev # Issue Date Initials 0 11 Nov 2016

11 RECORD OF PERMANENT Page: XI REVISIONS (ROPR) Rev # Issue Date Initials Rev # Issue Date Initials

12 CFM the Company RECORD OF BULLETINS (ROB) Page: XII RECORD OF BULLETINS (ROB) Number Date Added Date Removed Subject Affected Section

13 CFM the Company RECORD OF BULLETINS (ROB) Page: XIII Number Date Added Date Removed Subject Affected Section

14 CFM the Company LIST OF EFFECTIVE PAGES (LEP) Page: XIV LIST OF EFFECTIVE PAGES (LEP) PAGE # REV # DATE PAGE # REV # DATE Cover Original 11 Nov 2016 II Original 11 Nov Original 11 Nov 2016 III Original 11 Nov Original 11 Nov 2016 IV Original 11 Nov Original 11 Nov 2016 V Original 11 Nov Original 11 Nov 2016 VI Original 11 Nov Original 11 Nov 2016 VII Original 11 Nov Original 11 Nov 2016 VIII Original 11 Nov Original 11 Nov 2016 IX Original 11 Nov Original 11 Nov 2016 X Original 11 Nov Original 11 Nov 2016 XI Original 11 Nov Original 11 Nov 2016 XII Original 11 Nov Original 11 Nov 2016 XIII Original 11 Nov Original 11 Nov 2016 XIV Original 11 Nov Original 11 Nov 2016 XV Original 11 Nov Original 11 Nov 2016 XVI Original 11 Nov Original 11 Nov 2016 XVII Original 11 Nov Original 11 Nov 2016 XVIII Original 11 Nov Original 11 Nov 2016 APPROVED: FAA INSPECTOR: DATE:

15 CFM the Company LIST OF EFFECTIVE PAGES (LEP) Page: XV PAGE # REV # DATE PAGE # REV # DATE 18 Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov 2016 APPROVED: 38 Original 11 Nov 2016 FAA INSPECTOR: 39 Original 11 Nov Original 11 Nov 2016 DATE: 41 Original 11 Nov 2016

16 CFM the Company LIST OF EFFECTIVE PAGES (LEP) Page: XVI PAGE # REV # DATE PAGE # REV # DATE 61 Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov 2016 APPROVED: 81 Original 11 Nov 2016 FAA INSPECTOR: 82 Original 11 Nov Original 11 Nov 2016 DATE: 84 Original 11 Nov 2016

17 CFM the Company LIST OF EFFECTIVE PAGES (LEP) Page: XVII PAGE # REV # DATE PAGE # REV # DATE 104 Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov 2016 APPROVED: 124 Original 11 Nov 2016 FAA INSPECTOR: 125 Original 11 Nov Original 11 Nov 2016 DATE: 127 Original 11 Nov 2016

18 CFM the Company LIST OF EFFECTIVE PAGES (LEP) Page: XVIII PAGE # REV # DATE PAGE # REV # DATE 147 Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov Original 11 Nov 2016 APPROVED: FAA INSPECTOR: DATE:

19 CFM the Company CHAPTER 1: SAFETY Page: Purpose 1.2 Corporate Safety Policy CHAPTER 1: SAFETY 1.1 PURPOSE The purpose of this program is to reinforce the Company s commitment to safety. 1.2 CORPORATE SAFETY POLICY Safety Above All for our team members, customers, and business partners by meeting or exceeding operational, occupational and environmental safety standards is our primary focus. Safety, security, and compliance are the foundation of our operation. Excellence in these areas is our goal, at all times and at all levels. As CEO, my commitment to our people and the flying public is to establish and accomplish our corporate safety objectives, provide the necessary training and resources for the implementation and maintenance of our safety management system (SMS), ensure the most effective dissemination of safety-related information, and continuously review our safety policy, safety objectives and safety performance so they remain relevant and suitable to our operation. Management at all levels is accountable for developing, implementing and maintaining SMS processes within their area of responsibility, including but not limited to: identifying hazards and assessing safety risks; assuring the effectiveness of safety risk controls; promoting safety and advising leadership on the performance of the SMS and on any need for improvement. It is the objective of management to achieve the highest possible level of safety for our team members and customers by striving to continually reduce risk in the operation through implementation of SMS. Annually, operational safety goals are established and continuously reviewed to ensure the resources necessary to support them are provided. It is a goal of management to develop a positive safety culture in the Company, which is critical for

20 CFM the Company CHAPTER 1: SAFETY Page: Corporate Safety Policy reporting. Reporting is critical for learning, and learning is critical for improving safety. Management is accountable for ensuring that employees understand and comply with safety, security and compliance standards, and are trained and equipped to recognize and control hazards in daily work environments. CFM employs a systematic approach to manage safety risks and continually improve our level of safety. All team members play a key role in this process by identifying hazards and mitigating risks as part of everyday activity. Safety is a shared responsibility; each employee is expected to act safely and report incidents and occurrences that reduce or have the potential to reduce the level of safety. Timely reporting of such information through the established nondisciplinary safety reporting programs is essential and encouraged. To encourage team members to share possible safety or compliance issues, the Company will not take disciplinary action against any team member who voluntarily discloses an incident or occurrence involving safety or compliance with the following exception: this policy will not apply to information received by the Company from a source other than the team member, or which involves an illegal act, substance abuse, controlled substances, alcohol, or a deliberate or willful disregard of Company or governmental regulations or procedures. All employees share the responsibility for maintaining the safety, security and compliance standards established by the Company and regulatory agencies, and for adhering to all laws in which we conduct operations. Employees are accountable for knowing their role in attaining the Company s safety objectives, what to do in emergencies as detailed in the emergency operations manual, understanding what constitutes unacceptable behavior and how to identify and report hazards or risks.

21 CFM the Company CHAPTER 1: SAFETY Page: Corporate Safety Policy We are all responsible for an uncompromising commitment to safety, security and compliance. Matthew Chaifetz, Chief Executive Officer

22 CFM the Company CHAPTER 1: SAFETY Page: 4 Intentionally Left Blank INTENTIONALLY LEFT BLANK

23 CFM the Company CHAPTER 2: INTRODUCTION Page: 5 CHAPTER 2: 2.1 Purpose 2.2 Regulations & References INTRODUCTION Ref: 14 CFR CFR CFR Ref: 14 CFR CFR CFR 121 Ref: 14 CFR CFR CFR Ref: 14 CFR CFR CFR CAUTION: This document is an FAA approved program. The Director Operations, Director Airport Operations and Regulatory Compliance, Director Standards, Director of Safety, and Director Maintenance must approve revisions to this document. When such revisions are approved, the document shall be resubmitted to the FAA for approval. 2.1 PURPOSE This program: Describes the Company s means and methods of complying with 14 CFR (Operation in Icing Conditions). Includes the procedures for complying with the specific items outlined in 14 CFR (a) and 14 CFR (c). Includes the requirements and international standards published by the Society of Automotive Engineers (SAE) ARP4737 (Aircraft De-icing/Anti-icing Methods) and specific aircraft manufacturer requirements. 2.2 REGULATIONS & REFERENCES The contents of this program are derived from, but not limited to, 14 CFR 119.5(g)(l); 14 CFR 119.7; 14 CFR ; 14 CFR ; 14 CFR ; 14 CFR (a); 14 CFR (a)(b)(14); 14 CFR (a); 14 CFR ; 14 CFR ; FAA Notices (current); FAA approved De Icing Program

24 CFM the Company CHAPTER 2: INTRODUCTION Page: Regulations & References 2.3 Operations Specifications A Revision Process 2.5 Program Authorities & Responsibilities Updates Notice as annually amended; Advisory Circular (current edition); AEA, ARP and SAE publications: Official FAA Hold Over Time Tables (current edition). 2.3 OPERATIONS SPECIFICATIONS A023 This program is authorized by Operations Specifications (Ops Specs) A023 (Authorization to Use an Approved Procedure for Determining Operations During Ground Icing Conditions) and compliance with the procedures contained within is mandatory. 2.4 REVISION PROCESS Each revision undergoes cross-divisional review prior to distribution. The Manual Review Committee (MRC) will identify any changes that impact related processes and procedures to other manuals within the CFM manual system. Revisions are tracked and verified. 2.5 PROGRAM AUTHORITIES & RESPONSIBILITIES VP Flight Operations The individual in this position meets the minimum qualification standards established by the Human Resources (HR) department, and has responsibility and authority over the De/Anti-icing Program to ensure its quality. The Director Human Resources, maintains the qualifications for this position.

25 CFM the Company CHAPTER 2: INTRODUCTION Page: Director Operations 2.5 Program Authorities & Responsibilities The Director - Operations delegates the authority to revise the content of this program to the Director - Standards to ensure its integrity and overall quality with regards to Flight Operations policies and procedures. The individual in this position meets the qualification requirements as set forth by the FAA for a 14 CFR 121 and will maintain proficiency with the regulatory requirements and associated documents, references and training necessary to ensure the highest degree of safety and compliance of this program as it pertains to Flight Operations. The Director Human Resources, maintains the qualifications for this position Director Airport Operations and Regulatory Compliance The Director - Operations delegates the authority to revise the content of this program to the Director - Airport Operations and Regulatory Compliance to ensure its integrity and overall quality with regards to airport operations. The individual in this position meets the minimum qualification standards established by the Human Resources (HR) department and will maintain proficiency with the regulatory requirements and associated documents, references and training necessary to ensure the highest degree of safety and compliance of this program as it pertains to Airport Operations policies and procedures. The Director Human Resources, maintains the qualifications for this position Compliance With The Provisions Of This Program Pilot-In-Command (PIC) - The decision to takeoff during ground icing conditions in accordance with this program is ultimately the responsibility of the PIC. Director Airport Operations and Regulatory Compliance - Is responsible to ensure each management team maintains sufficient knowledge of the requirements of this program to provide adequate oversight with regards to Station Management responsibilities and duties.

26 CFM the Company CHAPTER 2: INTRODUCTION Page: Program Authorities & Responsibilities Station Management - Refers to the individual responsible for the overall day-to-day operation of a particular station (i.e. Station Managers, Station Directors, etc.). Station management (including contract locations) has oversight in monitoring the program integrity and overall compliance of their stations. They are responsible for coordinating procedures for de-icing while ensuring strict compliance is maintained by station and/or contract personnel involved in the de-icing process in accordance with the procedures contained in this program. - In accordance with CHAPTER 3: DEFINITIONS and CHAPTER 4: MANAGEMENT PLAN in this manual, Station Management is responsible for developing a local GDAP, revising the program as necessary to ensure its currency, and submitting or resubmitting the plan to CFM as appropriate. - Station Management will periodically audit station training records and monitor station personnel through surveillance, observation and questioning to ensure that their station complies with all policies and procedures described in this program. - Station Management is responsible to assign specific duties and responsibilities to trained and qualified station employees to ensure they maintain an efficient local de/anti-icing team. - Station management will ensure procedures are in place to immediately notify their immediate supervisor, the PIC, and Dispatch anytime their station is not able to comply with this program. Local Station Operations - Station personnel will coordinate with the PIC and local ATC for release time of aircraft so that de-icing and de/anti-icing can be sequenced in accordance

27 CFM the Company CHAPTER 2: INTRODUCTION Page: Program Authorities & Responsibilities with the local airport de-icing plan to prevent exceeding HOTs during ground icing conditions. Station De-ice Team - Station management will assign a deicing team which is generally comprised of a truck driver (or unit operator) and a de-icing agent. Station management will ensure that all de-icing equipment, people and resources are ready to respond quickly and as necessary to ground icing events in order to prevent flight delays and to provide the safest possible flight operations in accordance with this program.

28 CFM the Company CHAPTER 2: INTRODUCTION Page: Scope 2.6 SCOPE General Except as provided for in paragraph Non-De-Icing/Warm Weather Stations of this section, the provisions of this program apply to all Company and contract personnel responsible for ensuring safe operations of aircraft during ground icing conditions. This includes pilots, flight dispatchers, ground de/anti-icing personnel and any other personnel involved in de/anti-icing, inspecting, operating and releasing aircraft during ground icing conditions Non-De-Icing/Warm Weather Stations Due to geographical location, meteorological history, seasonal operations, de/anti-icing equipment availability and experience, some stations are classified as non-de-ice or warm weather stations. Seasonal stations, which only operate between May 1 and August 31, also fall into this classification. Reference > Airport Operations > Winter Operations > CFM Non-Deice - Warm Weather Locations, for a listing of these stations Communicating Changes/Updates To The Non-De-Icing/Warm Weather Stations When changes/updates are made to the non-de-icing/warm weather stations list, a new copy will be placed on > Airport Operations > Winter Operations. Additional copies will also be forwarded to the flight operations and dispatch departments for distribution to flight crews.

29 CFM the Company CHAPTER 2: INTRODUCTION Page: General Provisions 2.7 GENERAL PROVISIONS Governing Regulations Ref: 14 CFR CFR governs the operation of Company aircraft in icing conditions. 14 CFR (a) states: No person may dispatch or release an aircraft, continue to operate an aircraft en route, or land an aircraft when in the opinion of the pilot in command or aircraft dispatcher (domestic and flag operations only), icing conditions are expected or met that might adversely affect the safety of the flight. 14 CFR (b) also known as the Clean Aircraft Concept states: No person may take off an aircraft when frost, ice, or snow is adhering to the wings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft or when the takeoff would not be in compliance with paragraph (c) of this section. Takeoffs with frost under the wing in the area of the fuel tanks may be authorized by the Administrator. 14 CFR (c) states in part: No person may dispatch, release, or take off an aircraft when conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft, unless the certificate holder has an approved ground de/anti-icing program in its operations specifications and unless the dispatch, release, and takeoff comply with that program Other Accepted Programs (Domestic) Ref: 14 CFR The Company reserves the right to review and accept other airline s FAA approved 14 CFR de/anti-icing programs and/or third party contractor s FAA approved ground de/anti-icing

30 CFM the Company CHAPTER 2: INTRODUCTION Page: General Provisions 2.8 Objective/Responsibility programs provided the programs meet the minimum standards described in this program. If the program does not meet the minimum standards described in this program the other airline or third party contractor will be required to complete a Company de/anti-icing differences course. Each of the programs accepted by the Company will be reviewed on an annual basis to ensure compliance with the procedures outlined in this Program. Any differences will be covered in the de/anti-icing procedures differences training program. Program/form acceptance letters as well as any required differences training for other airline/third party contractors not addressed in CHAPTER 5: TRAINING in this manual are housed in the Airport Operations Department and available upon request. 2.8 OBJECTIVE/RESPONSIBILITY Ensure no aircraft takes off with frozen contaminants adhering to the wings, control surfaces, engine inlets and other critical surfaces of the aircraft. Ensure all personnel involved in de/anti-icing have knowledge of individual duties and responsibilities and receive adequate guidance to accomplish required tasks. The Pilot-in-Command (PIC) is primarily and ultimately responsible for deciding when an aircraft is suitable for takeoff, however all ground support personnel (both Company and under contract) are responsible for performing the necessary operations to provide the aircraft in a properly de/anti-iced condition.

31 CFM the Company CHAPTER 2: INTRODUCTION Page: Controls, Process Measurements & Continuous Improvement 2.9 CONTROLS, PROCESS MEASUREMENTS & CONTINUOUS IMPROVEMENT The Company utilizes established controls to ensure the quality of its approved de-icing program. These controls are verified using established process measurements, which allow the company to effectively facilitate continuous improvement of the GDAP Controls 1) The Manual Review Committee Each revision undergoes cross-divisional review prior to distribution. The Manual Review Committee (MRC) will identify any changes that impact related processes and procedures to other manuals within the CFM manual system. Revisions are tracked and verified. 2) De/Anti-icing Procedures for Company aircraft. De/Anti-icing and aircraft inspection procedures are included in CHAPTER 11: DE/ANTI-ICING FLUIDS and CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING in this manual. These procedures are reviewed/revised/updated a minimum of once every year. 3) Training. The Company conducts an annual review of all de/antiicing/winter operations training programs for Flight Operations and Airport Operations. During this review processes are revised/updated as needed to ensure that the Company is in compliance with all regulations and requirements. 4) Storage Facilities and De/Anti-icing Fluids. Station management or their designees are responsible for properly maintaining and inspecting local storage facilities and ensuring the quality of any de/anti-icing fluids that are on-

32 CFM the Company CHAPTER 2: INTRODUCTION Page: Controls, Process Measurements & Continuous Improvement hand. They are required to complete the following processes prior to beginning of the winter operations season: Ensure storage tanks/totes/drums are properly labeled (reference CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING in this manual). Preseason quality control for any on-hand Type II, III or IV fluids. Preseason quality control for any on-hand Type I fluid (reference CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING in this manual). De/Anti-icing fluid freeze point test requirements (reference CHAPTER 11: DE/ANTI-ICING FLUIDS in this manual). 5) De/Anti-icing Equipment. Station management or their designees are responsible for properly maintaining, inspecting and testing local de/anti-icing equipment prior to the start of the winter operations season. This is accomplished by completing the following processes: 6) Auditing. Preseason inspection of the de/anti-icing unit and test of any Type II or Type IV fluid in the unit s storage tanks (reference CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING in this manual). Preseason testing of the Type II/IV nozzle on de/anti-icing units (reference CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING in this manual). Pre-operational checks of the de/anti-icing units during the winter operations season. The station management or their designee and local trainers ensure that their station is in compliance with the procedures

33 CFM the Company CHAPTER 2: INTRODUCTION Page: Controls, Process Measurements & Continuous Improvement detailed in this program. The Director of Safety also reviews procedures in this program to ensure compliance with the procedures detailed in this program. Procedures in this chapter and compliance with procedures outlined in this chapter are audited by the Safety Department. 7) Safety Management System (SMS). The purpose of SMS is to provide a framework for maintaining a safe operation through the identification of hazards, mitigation of risks, and promotion of safety awareness throughout the organization Process Measurements The Company uses but is not limited to the following process measurements to ensure that the controls established and outlined in the section above are adequate for safe operations in winter conditions. All negative results are reviewed on a regular basis to identify for trends that may require process enhancements. 1) Measurements That Would Reveal if an Aircraft Was Not Properly De/Anti-iced Prior to Takeoff. Flight deck crewmembers and de/anti-ice ground operations personnel observe the de/anti-ice operations. Operational irregularities are documented by the flight crew and/or de/anti-ice ground operations personnel via the CFM Irregularity Report. Company Evaluators observe station de/anti-icing procedures and document any findings via a Station Audit. Audit results are shared with the involved parties (i.e. Safety, Airport Operations Training, Airport Operations Station Managers, etc.). Corrective action requests are issued when necessary to document a finding or observation.

34 CFM the Company CHAPTER 2: INTRODUCTION Page: Controls, Process Measurements & Continuous Improvement De/Anti-ice compliance issues are investigated to determine the root cause. Investigation results are shared with involved parties (i.e. Safety, Airport Operations Training, Airport Operations Station Management, Flight Operations, etc.) Corrective action is taken when necessary. 2) Measurements That Would Reveal if Personnel Were Not Adequately Trained and Qualified. All CFM flight crew members and Airport Operations personnel associated with this program must demonstrate proficiency by following the procedures outlined in this program and are evaluated through: Annual/Initial training (reference CHAPTER 4: MANAGEMENT PLAN of this manual and Airport Operations Training). Recurrent training for flight crew members (Reference Pilot Training Program). Line checks for flight crew members (Reference Pilot Training Program). Proficiency checks for flight crew members (Reference Pilot Training Program). System De/Anti-icing Worksheet (reference CHAPTER 9: DE/ANTI-ICING FORMS in this manual). Station Audit Program (reference Station Operations Manual). 3) Measurements That Would Reveal if Adequate Storage Facilities and Dispensing Equipment Were Not Used: Anti-ice Fluid Quality Control Procedures and Documentation Requirements (reference CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING in this manual).

35 CFM the Company CHAPTER 2: INTRODUCTION Page: Controls, Process Measurements & Continuous Improvement De/Anti-icing Fluid Freeze Test Requirements (reference CHAPTER 11: DE/ANTI-ICING FLUIDS in this manual.) Equipment Pre-operational Checklist Documentation Requirements (reference CHAPTER 8: DE/ANTI-ICING EQUIPMENT in this manual). Preseason Quality Control Procedures for Type II, III & IV Fluids (reference CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING in this manual). Station Audit Program (reference Station Operations Manual). 4) Measurements That Would Reveal if De/Anti-icing Policies and Procedures Were Not Followed. Process Measurements are also accomplished in accordance with the following: Company Pilot Training Program. Station Winter Operations Audits completed by Airport Operations. Irregularity Reports. External Audits (i.e. Federal Aviation Administration (FAA) Safety Attribute Inspection (SAI)). Department of Defense (DoD) Audits Continuous Improvement As part of an overall review to measure the effectiveness and quality of this program, the Director - Standards and Director - Airport Operations and Regulatory Compliance will regularly (at least once annually) review the program to ensure the following: Technical accuracy. Quality and consistency with current practices.

36 CFM the Company CHAPTER 2: INTRODUCTION Page: Controls, Process Measurements & Continuous Improvement Industry best practices as recommended in FAA Advisory Circulars, Notices and other regulatory compliance documents are being followed. Both individuals will also coordinate an annual de-icing stakeholders meeting with all affected divisions and departments. The purpose of this meeting is as follows: Review the previous year s de-icing program. Review available process measurement documentation. Discuss best practices. Coordinate recommended changes. Consult with Safety Department to review the results of station compliance audits and Irregularity reports in an effort to identify necessary changes and trends to improve the overall quality of the program. Safety Department will oversee the Airport Operations Station Audit process to ensure there is an independent review for overall compliance with this program, and for identifying and trending reportable incidents related to ground icing events. The Director - Standards will ensure that information issued by aircraft manufacturers related to aircraft ground de/anti-icing is shared with the Director - Airport Operations and Regulatory Compliance. The Company is always open to feedback from the users of this manual. If discrepancies, inconsistencies or inaccurate information are encountered in this manual, please notify Airport Operations using the contact information provided below.

37 CFM the Company CHAPTER 2: INTRODUCTION Page: Controls, Process Measurements & Continuous Improvement 2.10 Interfaces The Company also encourages and welcomes any questions, comments, concerns or recommendations regarding the quality of this document. Our goal is to provide a manual that contains accurate information, which is easy to utilize. *Airport Operations Attention: Director Airport Operations and Regulatory Compliance Manager airportoperations@flycfm.com Thank you for assisting in our effort to continuously improve the quality and usability of this document INTERFACES Station Operations Manual (SOM). Ground Operations Manual (GOM). Flight Attendant Manual (FAM). General Maintenance Manual (GMM). Pilot Training Manual (PTM).

38 CFM the Company CHAPTER 2: INTRODUCTION Page: 20 Intentionally Left Blank INTENTIONALLY LEFT BLANK

39 CFM the Company CHAPTER 3: DEFINITIONS Page: 21 CHAPTER 3: DEFINITIONS 3.1 Definitions Ref: 14 CFR CFR CFR (b) Ref: 14 CFR DEFINITIONS The following terms and definitions are used throughout this program: Active Frost - A frost condition that is actively forming crystals, gaining in mass and thickness, and is considered a precipitation condition. This phenomenon occurs when aircraft surfaces are at or below 0ºC (32ºF) and at or below dew point. HOTs are for active frost conditions. Anti-icing - A procedure used to provide protection against the formation of frost, ice, and the accumulation of snow or slush on clean surfaces of the aircraft for a limited period of time once the aircraft has been de-iced. Anti-icing fluids are normally applied unheated on clean aircraft surfaces, but may be applied heated. Anti-icing Fluids - Mixtures of heated, or unheated water and cold SAE/ISO Type I fluid, undiluted and cold SAE/ISO Type II, Type III and Type IV fluids. These fluids are used to prevent contaminants from adhering to the aircraft. Buffer - The difference between the outside air temperature and the freezing point of the De-icing or Anti-icing solution. Clean Aircraft Concept - The GDAP uses the clean aircraft concept [14 CFR (b)], which means an aircraft may not takeoff when frost, ice, or snow is adhering to the wings, control surfaces, engine inlets and other critical surfaces of the aircraft. Clear Ice - Water frozen in a uniform thickness on top of an aircraft surface; this ice is generally clear to translucent. When frozen precipitation such as snow or sleet, covers existing clear ice, the potential exists for de-icing crews to overlook the

40 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions clear ice that remains after the aircraft has been de-iced. Generally, this ice will follow the contours of the wing surface. Cold Soaked - The wings of aircraft are said to be coldsoaked when they contain very cold fuel as a result of having just landed after a flight at high altitude or from having been refueled with very cold fuel. The following factors contribute to cold-soaking: - Temperature and quantity of fuel in fuel cells. - Type and location of fuel cells. - Length of time at high altitude flights. - Temperature of refueled fuel and time since refueling. Cold Soaking - Cold soaking can cause frost and ice to form on the upper and lower wing due to conditions of rain or high relative humidity and low airframe and fuel temperatures even when there is no precipitation. Cold Soak Ice - Cold soak ice is water that sublimates directly from a vapor state to a solid state onto the surface of the wing when there is enough water vapor present in the air to form ice, and the airframe and bulk fuel temperatures are at or below 0ºC (32ºF). This presents a hazard since it may occur unexpectedly while outside air temperatures are above freezing. This condition typically produces a clear ice film that is very difficult to identify, especially during precipitation. Frost may also be produced by these conditions. The aircraft shall be inspected for cold soak ice by a flight crewmember when any of the following conditions exist: - Frost is detected below the wing tank area. - The inbound leg was greater than two hours with low temperatures enroute and the aircraft returns to flight with little delay on the ground, and the surface temperature is near freezing with high humidity [temperature/dew point spread of less than 5ºC (41 F)] or precipitation.

41 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions Cold Weather Pre-flight Inspection - An external walkaround by the flight crew to detect the presence of frost, ice, or snow on critical surfaces in order to help determine if de/antiicing of the aircraft is necessary. This inspection shall consist of a visual and tactile check of the aircraft s critical surfaces. Contaminants - Encompass any type of substance that when in contact with the critical surfaces of an aircraft causes a degradation of lift or operation of those surfaces. Contaminants include but are not limited to: - Snow. - Frost. - Ice. - Slush. - Freezing precipitation. Conditions Conducive To Icing - Icing may occur when the OAT is at or below 5 C (18 F); and, - Visible moisture is present; or, - There is moisture on the wing; or, - Wing fuel temperature is 0ºC (32ºF) or less, and the difference between the OAT and dew point temperature is 3ºC (37.4ºF) or less; or, - Atmospheric conditions have been conducive to frost formation; or, - There is standing water, ice, or snow on the runway and/or taxiway. When conditions conducive to icing exist, a cold weather pre-flight inspection is required. Contractor De-icing - De/anti-icing conducted by other than Company employees.

42 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions Critical Surfaces - Defined by the aircraft manufacturer and are considered those areas on the aircraft that are most aerodynamically sensitive to the effects of adhering winter elements. The critical aircraft surfaces for Company aircraft are listed in CHAPTER 6: DE/ANTI-ICE PROCEDURES in this manual. De/Anti-ice Ground Personnel - Ground personnel trained to conduct ground de/anti-icing in accordance with the GDAP. De-icing - A procedure used to remove frost, ice, slush, or snow from the aircraft in order to provide clean surfaces. The procedure can be accomplished using heated or unheated fluids, infrared energy, mechanical means, or by heating the aircraft. De-icing fluid is usually applied heated to ensure maximum de-icing efficiency and includes: - Heated Water. - SAE Type I Fluid. - Heated concentrates or mixtures of water and SAE Type I Fluid. - Heated concentrates or mixtures of water and SAE Type II Fluid. - Heated concentrates or mixtures of water and SAE Type III Fluid. - Heated concentrates or mixtures of water and SAE Type IV Fluid. De-icing Methods - - Manual Removal: Padded brooms, brushes and rubber squeegees may be used to remove large accumulations of snow from the wings and engine inlets before fluid application.

43 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions - One-step De/Anti-icing: Heated fluid is applied to remove frozen contaminants and provide limited anti-ice protection. - Two-step: After the first step (de-icing) is complete, the second step (anti-icing) is accomplished to inhibit the formation or adhesion of frozen contaminants on treated surfaces. Deck Crew - This is a reference to the Captain (PIC) and First Officer (SIC). Flight Deck De-ice Checklist - Used by the flight crew as guidance when ground de-icing is required. This checklist is kept on the flight deck. Freezing Point - The temperature at which a liquid changes into a solid. Freezing Point Depressant (FPD) - A fluid that when added to water lowers the temperature at which the water will freeze. Freezing Precipitation - Freezing fog, rain, drizzle, snow, ice pellets, or hail that may adhere to aircraft surfaces. The most critical are: - Freezing Drizzle: Super cooled water droplets that form ice on contact. Freezing drizzle is inherently more serious than freezing rain. Freezing drizzle has very fine water droplets in the range of microns, and therefore a higher collection efficiency on the airfoil. - Freezing Fog: Clouds of super cooled water droplets that form a deposit of ice on objects in cold weather operations. - Freezing Rain: Super cooled water droplets that form ice on contact. Freezing rain has water droplets in the range of microns.

44 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions - Ice Pellets: Transparent or translucent pellets of ice 5 mm or less in diameter. They may be spherical, irregular, or (rarely) conical in shape. It is believed that ice pellets are capable of penetrating de/anti-ice fluid and have enough momentum to contact the aircraft s surface beneath the fluid. Additionally, ice pellets are of a significant mass and therefore local dilution of the fluid by the ice pellet would result in the very rapid failure of the fluid. Ice pellets include two fundamentally different types of precipitation which are known in the United States as sleet, and small hail. - Sleet or Grains of Ice: Generally transparent, globular, solid grains of ice which have formed from the freezing of raindrops or the refreezing of largely melted snowflakes when falling through a below-freezing layer of air near the earth s surface. - Small Hail: Generally translucent particles consisting of snow pellets encased in a thin layer of ice. The ice layer may form either by the gradual build-up of droplets upon the snow pellet, or by the melting and refreezing of the surface of the snow pellet. Frost - Ice crystal deposits formed by sublimation when the temperature and dew point are at or below freezing 0ºC (32ºF). Frozen Contaminants - Includes light freezing rain, freezing rain, freezing drizzle, frost, ice, ice pellets, snow, snow grains, and slush. Hail - Droplets of water that freeze into pellets of ice due to the uplifting effect of thunderstorms. They vary greatly in diameter. Hoar Frost - A uniform thin white deposit of fine crystalline texture, which forms on exposed surfaces during belowfreezing, calm, cloudless nights with the air at the surface close to saturation but with no precipitation. The deposit is thin

45 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions enough for surface features underneath, such as paint lines, markings, and lettering to be distinguished. Holdover Time (HOT) - The Holdover Time (HOT) range is an estimate of the time the de/anti-icing fluid is effective in preventing the formation of frost, ice, or the accumulation of snow on a treated surface. HOT begins when the final application of the de/anti-icing fluid commences and expires when the de/anti-icing fluid loses its effectiveness, i.e. when ice or snow begins to form on or in the fluid. Lowest Operational Use Temperature (LOUT) - The lowest temperature at which a de/anti-icing fluid will adequately flow off aircraft critical surfaces and maintain the required anti-icing freezing point buffer which is listed below: 10ºC (18ºF) for blended Type I de/anti-icing fluids; or, 7ºC (13ºF) for concentrated Type II, III, and IV fluids. NOTE: Example: If a Type IV fluid has been aerodynamically tested and demonstrated adequate flow-off capability down to -30 C (-22 F), and the freezing point of this fluid is -35 C (-31 F), the LOUT would be -28 C (-18.4 F) to account for the required 7 C (44.6 F) freezing point buffer. In this case, the freezing point buffer requirement is the LOUT limiting factor. Similarly, if a Type I fluid has been found to adequately flow off down to -29 C (-20.2 F), and the freezing point is -40 C (-40 F), the LOUT would be -29 C (-20.2 F) to account for the lowest temperature at which the fluid adequately flows off the aircraft. Here, in this example, the fluid aerodynamic flow-off capability limits the LOUT. Neat Fluid - Fluid that is not diluted with other substances. Overspray - The application of de-ice (Type I) fluid to surfaces which have been previously treated with anti-ice (Type IV) fluid during the course of a de-ice event.

46 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions Pilot-In-Command (PIC) - Responsible for the safe and efficient operation of the aircraft. Post De-ice Check - Conducted by de/anti-ice ground operations personnel. Ensures all critical surfaces are free of frozen contaminants and/or residual anti-ice fluids. This check is separate and distinct from the post anti-ice check. Post Anti-Ice Check - Conducted by de/anti-ice ground operations personnel. Ensures a uniform application of anti-ice fluid and that all critical surfaces are free of frozen contaminants. Pre-Takeoff Check - Check of the aircraft s wings or representative aircraft surfaces for frozen contaminants. This check is conducted within the aircraft s HOT, just prior to takeoff, and may be made by observing representative surfaces from whatever vantage point in the aircraft the PIC determines will give an accurate indication of the condition of the aircraft. Pre-Takeoff Contamination Check - A check conducted after the HOT has been exceeded to ensure wings, control surfaces, and other critical surfaces are free of all frozen contaminants. This check must be completed within 5 minutes prior to takeoff and can be either a visual or tactile. Rain Or High Humidity (On Cold Soaked Wings) - Water forming ice or frost on wing surfaces when the temperature of those surfaces is 0ºC (32 F). Representative Surface - Representative surfaces are those areas of the aircraft that are visible from the flight deck that, when carefully observed, allow the crew to make a reasonable judgment regarding the contamination on the other portions of the aircraft. The following criteria are used to determine the areas considered to be a representative surface:

47 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions - Is the surface that is checked while conducting the Pretakeoff check. - Is not limited to a treated surface. - Cannot be a heated surface. - Should be the first surface to be de-iced. - Must be clearly seen to determine whether or not frozen contaminants are forming or accumulating on the surface. - The recommended representative surfaces on Company aircraft are located in Chapter 2 of this program. Runway Conditions - - Damp: A runway is damp when more or less covered or permeated by water that is spread so thinly the shiny appearance of being wet is not evident. - Dry: A dry runway has no visible moisture on the runway surface, to include standing water, ice, snow, slush, or frost in any form. - Standing Water: This condition is caused by heavy rain or inadequate runway drainage. The depth of the water is 1/8 inch or greater. - Wet: A runway is considered wet when it has a shiny appearance due to a thin layer of water on it. The layer does not exceed a depth of 1/8 inch (3mm) thereby not indicating a risk of dynamic hydroplaning. Second-in-Command (SIC) - Responsible for the safe and efficient operation of the aircraft as directed by the PIC and Company approved procedures. Sensitive Areas - Other areas of an aircraft where direct, high pressure sprays of de/anti-icing fluids should be avoided. On Company aircraft, these areas include, but may not be limited to, brakes, nose wheel and landing gear areas and cabin windows.

48 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions Severe Icing - Icing conditions which may result from environmental conditions outside of those for which the airplane is certificated, and the rate of accumulation is such that de/anti-icing equipment fails to reduce or control the hazard. Slush - Partially melted snow or ice with high water content, which may freeze upon contact with cold aircraft surfaces. Splashes when a vehicle is run through it or when stamped with a foot. Snow - Precipitation in the form of small ice crystals or flakes, which may accumulate on aircraft surfaces. The classifications are: - Dry: Snow with limited water content. Normally flies into a cloud when kicked and dissipates rapidly. Outside air temperature (OAT) is generally below -2ºC (28.4ºF). Dry snow can be come wet if exposed to bright sun. - Grains: Very small, fairly flat or elongated, white opaque grains of ice, similar in structure to snow crystals. Generally less than.04 inch in diameter. - Pellets: White, opaque grains of spherical ice, having a snow-like structure, about 0.08 to 0.2 inch in diameter, brittle and easily crushed. Pellets will rebound from a hard surface and often break up. - Wet: Snow with sufficient moisture content such that it packs easily and rolls up when a foot is pushed through it. Does not fly into a cloud when kicked. Packs down when stamped with a foot, but has no tendency to splash. If there is any tendency to splash, it must be considered slush. Wet snow quickly becomes slush under certain conditions. When in doubt, be conservative - treat it as slush.

49 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions Supplemental Operations - 14 CFR Means any common carriage operation for compensation or hire conducted with any airplane described in paragraph (1) of this definition that is a type of operation described in paragraph (2) of this definition: (1) Airplanes: (i) Airplanes having a passenger-seat configuration of more than 30 seats, excluding each crewmember seat; (ii) Airplanes having a payload capacity of more than 7,500 pounds; or (iii) Each propeller-powered airplane having a passenger-seat configuration of more than 9 seats and less than 31 seats, excluding each crewmember seat, that is also used in domestic or flag operations and that is so listed in the operations specifications as required by 14 CFR (a)(4) for those operations; or (iv) Each turbojet powered airplane having a passenger seat configuration of 1 or more and less than 31 seats, excluding each crew member seat, that is also used in domestic or flag operations and that is so listed in the operations specifications as required by 14 CFR (a)(4) for those operations. (2) Types of operation: (i) Operations for which the departure time, departure location, and arrival location are specifically negotiated with the customer or the customer s representative; (ii) All-cargo operations; or (iii) Passenger-carrying public charter operations conducted under 14 CFR 380.

50 CFM the Company CHAPTER 3: DEFINITIONS Page: Definitions Super-Cooled Large Droplets (SLD) - Refers to droplet sizes that have a median volumetric diameter above 50 microns and are at temperatures below freezing, yet still in a liquid state. Tactile Check - A physical (touch) inspection of a surface used to determine if the area is free of frozen contamination. Viscosity - Indicates a stiffness or thickness of a fluid; having a resistance to flow. The higher the viscosity number, the thicker the fluid.

51 CFM the Company CHAPTER 3: DEFINITIONS Page: Acronyms & Abbreviations 3.2 ACRONYMS & ABBREVIATIONS AC Advisory Circular AEA Association of European Airlines AMS ARP Aerospace Material Specification Aerospace Recommended Practice APU ATC Auxiliary Power Unit Air Traffic Control C Celsius CMO Certificate Management Office F Fahrenheit FAA Federal Aviation Administration FAR GDAP Federal Aviation Regulation Ground De/Anti-icing Program FPD GSE Freezing Point Depressant Ground Support Equipment HOT Hold Over Time ISO International Standards Organization IR Index of Refraction LED Leading Edge Device LOUT OAT Lowest Operational Use Temperature Outside Air Temperature SDS OTAC Safety Data Sheet Outside the Aircraft OJT On-the-Job Training RON Remain Overnight PIC Pilot-in-Command (or Captain) SAT Static Air Temperature

52 STANDARD PRACTICE 928 CFM the Company CHAPTER 3: DEFINITIONS Page: Acronyms & Abbreviations SAE Society of Automotive Engineers SIAGDP Standardized International Aircraft Ground De-Icing Program SIC Second in Command SLD Super-Cooled Large Droplets SMS VOL Safety Management System Volume SOM Station Operations Manual < Less Than Less Than or Equal To > Greater Than Greater Than or Equal To

53 CFM the Company CHAPTER 4: MANAGEMENT PLAN Page: 35 CHAPTER 4: Ref: 14 CFR PURPOSE 4.1 Purpose 4.2 Responsibility 4.3 Local Plan Contents General Requirements MANAGEMENT PLAN This chapter defines how the Company implements a GDAP as required in 14 CFR (c)(1)(i)-(iv). 4.2 RESPONSIBILITY Station Managers are responsible for developing and maintaining a current local airport de-icing plan relative to their station. At stations where Company personnel are not assigned, the Airport Operations Department shall ensure that each contractor has a current de-icing plan in place which meets or exceeds the provisions of this program outlined in 4.3 Local Plan Contents General Requirements below. 4.3 LOCAL PLAN CONTENTS GENERAL REQUIREMENTS For terminal to terminal operations, each local airport plan shall reference this program as the primary plan, and shall include the following information: The names of qualified Company de-icing personnel (list may be kept separately). Primary de/anti-icing sites. Types of de/anti-icing fluid available (i.e. Type I, Type II, Type III, Type IV). Secondary de/anti-icing sites and procedures (if applicable). Names and contacts of primary de/anti-icing contractors.

54 STANDARD PRACTICE 928 CFM the Company CHAPTER 3: DEFINITIONS Page: Local Plan Contents General Requirements 4.4 Plan Completion Names and contacts of secondary (backup) de/anti-icing contractors (if applicable). Communication Procedures. Other items specific to the local airport. Type II, III or Type IV Fluid Test Results for the storage facility/tanks/totes and de/anti-icing vehicles/units. The Company reserves the right to review and accept de-icing plans from our partners or third party contractors providing the elements of their plans meet or exceed the program elements listed above. 4.4 PLAN COMPLETION The local airport de-icing plan can be developed using one or more of the options listed below: Accepted Local De/Anti-icing Plan. One of the following options shall be followed when a location contracted to a third party vendor completes a local de/antiicing plan: - Company Approval of Local De/Anti-icing Plan - The third party vendor will submit a copy of their local de/anti-icing plan to the Company for approval prior to October 15. Once approved the Local Plan may be filed in accordance with the third party vendor's requirements but must be made available upon request. - CFM Local De/Anti-Icing Plan - If the third party vendor uses the CFM local de/anti-icing plan template, the following procedures apply: 1) Complete the CFM local de/anti-icing plan template.

55 STANDARD PRACTICE 928 CFM the Company CHAPTER 4: MANAGEMENT PLAN Page: Plan Completion 2) Provide CFM Airport Operations the completed Local Plan. 3) CFM will post the approved Local Plan on > Airport Operations > Winter Operations > Station Winter Operations Plan 4.5 PLAN IMPLEMENTATION It is the responsibility of local station management or their designee to initiate and discontinue the station de/anti-icing plan as necessary to ensure timely and safe aircraft operations during ground icing conditions. Qualified de-icing personnel must be prepared to inspect aircraft for signs of frozen accumulation as a function of the pre departure preparation and de-ice the aircraft as necessary. Ground personnel should not wait until the crew arrives to determine if the aircraft requires de-icing. The plan will be initiated and continued during (but not limited to) the following weather conditions: At the onset of weather conditions conducive to ground icing where frost, ice or snow is reasonably expected to adhere to aircraft surfaces. When weather conditions conducive to ground icing are forecast by local or national meteorologists. Upon the request of dispatch or the flight crew. When requested by airport authorities as necessary to follow the airport ATC slot/departure allocation program. When frozen accumulation of any type (including under-wing frost) is present on the aircraft. When deemed appropriate by qualified de/anti-icing personnel.

56 STANDARD PRACTICE 928 CFM the Company CHAPTER 4: MANAGEMENT PLAN Page: Plan Implementation 4.6 Incorporation In Manuals 4.7 Plan Availability 4.6 INCORPORATION IN MANUALS A detailed description of the GDAP is incorporated in this manual for management personnel, station personnel, and flight crewmembers to use when conducting operations during ground icing conditions. Excerpts, references and guidance from this program are included in the following manuals: Station Operations Manual (SOM) Ground Operations Manual (GOM) Flight Attendant Manual (FAM) General Maintenance Manual (GMM) Pilot Training Manual (PTM) 4.7 PLAN AVAILABILITY A GDAP for each airport, including coordination between affected entities, can be found on > Airport Operations > Winter Operations > Station Winter Operations Plans 4.8 DOCUMENT LOCATION De-icing plans not located in a Contractor system will be placed on > Airport Operations > Winter Operations > Station Winter Operations Plans

57 CFM the Company CHAPTER 5: TRAINING Page: 39 CHAPTER 5: Ref: 14 CFR PURPOSE TRAINING 5.1 Purpose 5.2 Flight Crew Training Company training programs are designed in accordance with 14 CFR (c)(2) which states: (2) Initial and annual recurrent ground training and testing for flight crewmembers and qualification for all other affected personnel (i.e. aircraft dispatchers, ground crews, contract personnel) concerning the specific requirements of the approved program and each person's responsibilities and duties under the approved program, specifically covering the following areas: (i) The use of holdover times. (ii) Aircraft de/anti-icing procedures, including inspection and check procedures and responsibilities. (iii) Communications procedures. (iv) Aircraft surface contamination (i.e., adherence of frost, ice, or snow) and critical area identification, and how contamination adversely affects aircraft performance and flight characteristics. (v) Types and characteristics of de/anti-icing fluids. (vi) Cold weather preflight inspection procedures. (vii) Techniques for recognizing contamination on the aircraft, including procedures for conducting a pre-takeoff contamination check. 5.2 FLIGHT CREW TRAINING The Director - Flight Training is responsible for ensuring that all pilots are trained in accordance with the FAA approved pilot

58 CFM the Company Page: 40 training program. This training is outlined in the pilot training program. 5.3 AIRPORT OPERATIONS TRAINING The Company conducts Airport Operations Winter Operations training developed through collaborative effort with Flight Operations, Inflight, and Maintenance. The training program encompasses a comprehensive and impartial review of de/antiicing best practices, operational procedures as well as specific procedures unique to each aircraft operated in terminal-to-terminal operations Program Integrity The Director Airport Operations and Regulatory Compliance is responsible to ensure the training program is consistent with and does not compromise the integrity of this program and has delegated authority to the Airport Operations Trainers to participate and closely review the training programs taught by approved trainers to ensure the company s interests and specific safety procedures are identified and not compromised Requirements The Company conducts a training program for the winter operations season to ensure that Company specific policies are reviewed. Each qualified individual will complete hands-on demonstrated proficiency to the satisfaction of the instructor to be considered qualified. Corporate de/anti-icing trainers are identified by the Director Airport Operations and Regulatory Compliance and are responsible for the following: Conducting the seasonal corporate trainer class to receive/renew corporate trainer certification. Qualification/training of Station Level Certified De/Anti-icing instructors when applicable.

59 CFM the Company CHAPTER 5: TRAINING Page: AIRPORT OPERATIONS Training Qualification/training of Vendor Certified De/Anti-icing instructors when applicable. Providing training, information, and guidance to the Company or designated vendor station manager including assistance with completing the station de/anti-ice plan. Ongoing support and guidance to the station manager to ensure continued compliance with the Company s GDAP. Providing station level training as required by Airport Operations Training Course Content The Training Program course includes but is not limited to the following topics: Individual specific duties and responsibilities. Effects of frozen contaminants of aircraft surfaces. Clean aircraft concept. The use of Hold Over Times (HOT). General aircraft de/anti-icing procedures. Weather conditions conducive to aircraft icing. Aircraft specific topics and procedures, including identifying critical areas and inspection procedures. Specific procedures for all Company aircraft in terminal-toterminal operations. Sources for obtaining current and forecast weather conditions. Communication procedures. Required documentation to include completion guidance for forms and logs. De-icing equipment familiarization - Aircraft Winter Contamination Inspection.

60 CFM the Company CHAPTER 5: TRAINING Page: AIRPORT OPERATIONS Training Include a provision in these programs for an annual or recurrent training for certified instructors, station management, local station trainers and local operators Completion Date Initial certification and/or annual recurrent training for personnel de/anti-icing training programs must be accomplished as outlined in this section. Annual/recurrent training is required prior to expiration of the task certification period or the beginning of the de/anti-ice season, whichever is more restrictive. Stations must also have a sufficient number of employees trained and certified at all levels applicable to their station in advance of their readiness date. Training shall continue until all employees identified to perform winter operations procedures have completed the required course curriculum. CFM uses a staggered readiness date. This date is determined by the location of the station and historical onset of winter conditions Curriculum The training curriculum for the training programs is located in the Airport Operations Department and available upon request. The training will include: Course content as described in General Fluid descriptions including composition and appearance; Differences between Type I and Type II/IV deicing/anti-icing fluids; Purpose of each type fluid De/Anti-icing fluids for use Fluid specific information provided by fluid or aircraft manufacturer; and Fluid temperature

61 CFM the Company CHAPTER 5: TRAINING Page: Contract De/Anti-Icing 5.4 CONTRACT DE/ANTI-ICING The Station Manager is responsible for ensuring that contract deicing personnel receive the same training as Company personnel. This is generally accomplished by a contract representative attending one of the following training programs: If the contractor attends a de/anti-icing training program approved by the CFM Airport Operations Department for another vendor, the contractor will attend at least one of the approved de/anti-icing instructor certification classes and train their de/anti-icing personnel in the applicable programs and/or any differences programs. This will be considered acceptable training under the GDAP Contractor (Primary/Secondary) In order to maintain the integrity of the Company GDAP and training, an employee of the contractor (or other designated individual) is trained and designated as a Certified Trainer to coordinate and conduct the local training. Should the designated certified trainer leave or otherwise no longer instruct de-icing, a new trainer shall be designated by the contractor and certified in accordance with the Certified Trainer Program. It then becomes the responsibility of such contractor to ensure that all personnel assigned to de/anti-ice Company aircraft receive the appropriate training in accordance with Company procedures. NOTE: If the contractor does not have a local certified trainer, the local station Certified De/Anti-icing Instructor (CDI) may train the contractor s personnel. The local CDI may NOT instructor qualify a contractor employee Other Aircraft Operators FAA Approved GDAP The Company reserves the right to customize and provide abbreviated training to aircraft operators or service providers operating under an FAA approved GDAP. Provided the Company

62 CFM the Company CHAPTER 5: TRAINING Page: Contract De/Anti-Icing 5.5 Training And Certification Records 5.6 Off-line De/Anti-Icing Situations obtains evidence that the operator or service provider has an FAA approved program, training may be limited to specific de/anti-icing procedures unique to Company aircraft. 5.5 TRAINING AND CERTIFICATION RECORDS Company employees shall record the completion of their initial or annual/recurrent de/anti-ice training on the CFM Airport Operations Winter Operations training roster. For non-company employees, the training can be recorded using one of the following options: Record the training in an electronic LMS. Record the training on a paper training record, which must be retained in the station until the beginning of the next De/Antiicing season. An example of a paper training record that may be used to record training is located on > Airport Operations > Winter Operations > Ground De/Anti-icing Training These records shall be readily available for station use, FAA inspection, station training visits CFM Station Audits. 5.6 OFF-LINE DE/ANTI-ICING SITUATIONS Ref: AC B Section 6b. AC B Section 6b. Application Procedures. states in part: Ground personnel trained and qualified to apply deicing and anti-icing fluid, in accordance with a certificate holder s AC (current edition) program, do not require additional training and qualification to deice and anti-ice similar aircraft operated by another certificate holder with a deicing and anti-icing program also approved in accordance with the current edition of AC Therefore, when necessary (i.e. diversion, charter, or inoperative de-icing equipment), Company aircraft may be de/anti-iced by another aircraft operator or service provider operating under an

63 CFM the Company CHAPTER 5: TRAINING Page: Off-line De/Anti-Icing Situations FAA approved GDAP. In such situations, the PIC, trained representative, or certified trainer shall closely inspect the aircraft following de/anti-icing prior to departure.

64 CFM the Company CHAPTER 5: TRAINING Page: 46 Intentionally Left Blank INTENTIONALLY LEFT BLANK

65 CHAPTER 6: DE/ANTI-ICE Page: 47 PROCEDURES 6.1 Purpose 6.2 Effects Of Snow, Ice, Slush, And Frost On Aircraft CHAPTER 6: DE/ANTI-ICE PROCEDURES Ref: 14 CFR Ref: AC120.60B Order N Volume 3, Chapter PURPOSE This chapter establishes the procedures for de/anti-icing Company aircraft in order to comply with 14 CFR 121,629(b), Clean Aircraft Concept and the guidance outlined in FAA issued AC120.60B and Order N Volume 3, Chapter EFFECTS OF SNOW, ICE, SLUSH, AND FROST ON AIRCRAFT Accumulations of snow, ice and frost on aircraft surfaces greatly affect an aircraft s ability to operate effectively and safely. The formation of these substances disturbs the normal airflow over the airfoil (wings) surfaces and can alter the weight distribution of the aircraft. Ice, snow, and frost may also cause the following problems in various combinations: Alterations of airflow over critical aircraft surfaces resulting in an increase in drag and a reduction in lift. WARNING: Wind tunnel and flight tests indicate that ice, frost, and snow formations on the leading edge and upper surface of a wing having a thickness and surface roughness similar to medium or coarse sandpaper, can reduce wing lift by as much as 30% and increase drag by 40%. Increased weight, possibly exceeding maximum allowable weight limitations. Severe center-of-gravity problems caused by uneven weight distribution.

66 STANDARD PRACTICE 928 CHAPTER 6: DE/ANTI-ICE Page: 48 PROCEDURES 6.2 Effects Of Snow, Ice, Slush, And Frost On Aircraft 6.3 GDAP Procedures Restrictive or total loss of aircraft controls; such as rudders, elevators, ailerons and trim tabs caused by ice deposits in hinge areas. Errors in, or loss of critical instrument readings resulting from ice or snow blocking sensing devices such as pitot probes, static ports, engine pressure sensing probes and other inlets. Offset balance of propeller and fan blades caused by the accumulation of ice and frost. During freezing weather conditions, ram-air intakes may become partially or completely plugged by frozen accumulations. These blockages may result in a hazardous operation of the aircraft, or its components and/or engines. The enormous volume of air consumed by a jet engine operating at full throttle will almost certainly cause any ice shedding from the aircraft to be ingested into the engine. This is most critical during takeoff where the sudden loss of power resulting from an ice-damaged engine could be catastrophic. As described, the effects of even a slight amount of solidified moisture adhering to aircraft surfaces may greatly affect aircraft performance and the crew s ability to control the aircraft, thus resulting in a hazardous flight condition. 6.3 GDAP PROCEDURES The Company GDAP is designed to ensure Company aircraft DO NOT takeoff with frozen contaminations adhering to critical surfaces.

67 CHAPTER 6: DE/ANTI-ICE Page: 49 PROCEDURES 6.4 GDAP Procedures Flow Chart 6.4 GDAP PROCEDURES FLOW CHART The chart below provides a graphic depiction of the de/anti-icing process and assumes weather conditions warrant de/anti-icing of the aircraft. The procedures depicted on this chart are discussed in detail in this chapter.

68 CHAPTER 6: DE/ANTI-ICE Page: 50 PROCEDURES 6.5 Contacts 6.6 GDAP Implementation Procedures 6.5 CONTACTS Direct questions regarding the procedures outlined in this manual to the following positions: VP Flight Operations Director - Airport Operations and Regulatory Compliance Director - Operations Executive Vice President of Administration 6.6 GDAP IMPLEMENTATION PROCEDURES The responsibility for initiating and discontinuing the station de/antiicing plan rests with local station management or their designee. It is the responsibility of local station management or their designee to initiate and discontinue the station de/anti-icing plan as necessary to ensure timely and safe aircraft operations during ground icing conditions. The plan will be initiated and continued (but not limited to) the weather conditions or requests outlined in 4.4 Plan Completion in this manual.

69 CHAPTER 6: DE/ANTI-ICE Page: 51 PROCEDURES 6.7 GDAP General Precautions And Procedures 6.7 GDAP GENERAL PRECAUTIONS AND PROCEDURES The following general procedures must be observed during any de/anti-icing operation: Precautions DO NOT de/anti-ice Company aircraft while passengers are boarding or de-planning. NOTE: Exception: The only possible exception is when a fully enclosed passenger loading bridge (PLB) is in use and the passengers are completely protected from the spray. DO NOT allow passengers to walk through de/anti-icing fluid on the ramp. All service doors and panels must be closed (Exception: Passenger boarding door when using passenger loading bridges). DO NOT apply de/anti-icing fluid to any aircraft access stairs. Flight deck crews will configure the flight controls and APU for de/anti-icing in accordance with aircraft operating manuals. Inspect and clear all hinges and mechanisms of frozen deposits. Ensure that ice and/or snow is not forced into areas around flight controls during ice and snow removal. DO NOT direct a full pressure spray in the door seal areas (i.e. passenger doors, exit doors, service doors, flight deck escape hatches). DO NOT spray heated de-icing fluid directly on cold windows. Avoid using high-pressure spray to "batter" ice and snow from aircraft surfaces. Thin skinned or composite surfaces can be easily damaged.

70 CHAPTER 6: DE/ANTI-ICE Page: 52 PROCEDURES 6.7 GDAP General Precautions And Procedures Apply de-icing fluids at low angles while ensuring that the fluid is directed under layers of snow and ice causing the snow and ice to lift up in sheets. DO NOT rely on fluid overflow to melt and or remove frozen accumulations. Remove heavy accumulations of snow and loose ice first by using manual methods. DO NOT try to scrape, chip or break adhering ice from the aircraft surface. Some exterior areas are constructed of composite materials and can be easily damaged. DO NOT spray de-icing fluid directly into engine intake and exhaust areas, APU, vents, cabin air intake ducts, drains, pitot tubes, TAT probes, static ports, etc. NOTE: De/anti-icing fluid sprayed into the engine compressor inlet cannot be removed and will result in reduced engine performance, including loss of power and subsequent replacement. DO NOT spray de-icing fluid onto the flight deck windows unless specifically requested to do so by the PIC. Remove ice accumulations from wiper blades. DO NOT attempt to break ice from aircraft surfaces by moving aircraft controls. DO NOT attempt to move an aircraft when the tires are frozen to the ground. Ensure all wheels rotate when the aircraft is moved. When mixed with water and used as specified, de/anti-icing fluids do not present a fire hazard; however, fluid should not be allowed to come in contact with hot brakes or other hot surfaces such as APU exhaust ducts and main engine exhaust areas.

71 CHAPTER 6: DE/ANTI-ICE Page: 53 PROCEDURES 6.7 GDAP General Precautions And Procedures When removing snow and ice mechanically or with the de/antiicing spray nozzle, move frozen accumulations away from any surface openings. When removing snow and ice from wing and tail surfaces, use caution to avoid damaging vortex generators. To minimize the possibility of toxic fumes entering the cabin or flight deck, take extreme care to prevent excessive use of the de/anti-icing fluid solution around the cabin and flight deck heater and/or ventilator air intake ducts. Advise the crew to shut down air conditioning packs prior to de/anti-icing. Aircraft boarding stairs must be cleared of all de/anti-icing fluid prior to passenger boarding. Avoid de/anti-ice fluid contact with skin and eyes (especially ethylene/diethylene based fluids). Adequate protective clothing will be worn by all de-icing personnel (i.e. protective gloves, safety goggles, face shield and mask). Avoid spraying into the wind. CAUTION: Heated de-icing fluid is hot and can cause serious injury. DO NOT put any part of your body in front of spray gun/nozzle or point it at anyone. During strong, windy conditions, position yourself so that you are high enough to spray down onto the aircraft surfaces and with the direction of the wind. Grasp the spray gun/nozzle firmly before commencing spray and exercise care and caution in its handling Procedures The primary method of removing frozen precipitation from an aircraft is to apply heated water or a water/glycol mixture in sufficient amounts to melt the existing accumulation. However, if

72 CHAPTER 6: DE/ANTI-ICE Page: 54 PROCEDURES 6.7 GDAP General Precautions And Procedures heavy accumulations are present on the aircraft, it is more economical to remove contamination manually (reference 6.7 GDAP General Precautions And Procedures in this manual for guidance). This method helps to reserve expensive de-icing fluid for final applications to melt residual and adhering accumulations and to help prevent the refreezing of melted snow, ice, and frost. A. One-Step De/Anti-Icing. Fluid is applied in one step to remove frozen contamination and apply limited anti-ice protection. In this process the residual film, regardless of the type of fluid used, will provide only a very limited duration of anti-icing protection. One-step de/anti-icing is accomplished with a mixture of heated de/anti-icing fluid and water such that the freezing point of the fluid mixture is at least 10ºC (14ºF) below the OAT. The de-icing and anti-icing operations are performed at the same time. For this process, the Hold-Over-Time (HOT) starts at the onset of the application. B. Two-Step De/Anti-Icing. This process requires two fluid applications. The first is to deice the aircraft and is normally hot water or a heated glycol/water solution. The second application in this process is normally an undiluted (100%) anti-icing fluid. The second step can also be completed with a heated glycol/water mixture. This method ensures that the full anti-icing holdover time available from the fluid will be obtained. The Company preferred second step of this process (antiicing) is accomplished immediately following (generally not to exceed 3 minutes) de-icing by coating the critical aircraft surfaces with Type II, III or Type IV fluid to help prevent the refreezing of melted snow, ice, and frost. For this process, the Hold Over Time (HOT) starts at the onset of the final application. The fuselage, while considered a critical surface, will be de-iced, but normally only requires anti-icing treatment

73 CHAPTER 6: DE/ANTI-ICE Page: 55 PROCEDURES 6.7 GDAP General Precautions And Procedures during operations in heavy snow and ice pellets (reference Identification Of Critical Surfaces And Sensitive Areas in this manual. It is critical to ensure that a sufficient amount of anti-icing fluid is applied during the second step of this process. Insufficient amounts of anti-icing fluids on critical surfaces may cause a substantial loss of holdover time. C. Two Step De/Anti-Icing - Limited De/Anti-Ice Unit Clearance And Moderate To Heavy Weather Conditions. In certain weather conditions (i.e. moderate snow, light freezing rain) or when de-icing in a location with limited clearance (i.e. gate) the de-icer my use a two-step de/antiicing process. During this operation the de-icer will clean the aircraft section with Type I fluid then immediately apply a Type IV application over the clean area of the aircraft. When this process is used to treat the aircraft the de-icer shall observe the following: When not the norm, notify the flight crew during initial communication that the aircraft will be treated using a two-step de/anti-icing process. Holdover time (HOT) begins with the first application of Type IV on the aircraft. Avoid Type I over-spray when treating the individual sections of the aircraft. If Type I contaminates a section already treated with Type IV fluid the process must begin again. If an aircraft must be retreated, all previously applied Type IV must be removed from the aircraft using a Type I application. D. Engine Running De-icing (ERD).

74 CHAPTER 6: DE/ANTI-ICE Page: 56 PROCEDURES 6.7 GDAP General Precautions And Procedures ERD is the preferred aircraft configuration when de/anti-icing company aircraft under the following ambient meteorological conditions: Freezing Drizzle. Freezing Fog. Frost. Light Freezing Rain. Rain or High Humidity on Cold Soaked Wings. Rime Ice. Sleet. Snow. CAUTION: When using a fixed tower or towable de/antiicing units, avoid the area directly aft of the operating engine. When ERD is not allowed due to congested ramp/de-ice pads or local airport authority policies, the flight crew will configure the aircraft for de-icing with the engines secure. E. Official FAA Holdover Time Tables. A copy of the current seasons document is located on > Airport Operations > Winter Operations > Holdover Tables Identification Of Critical Surfaces And Sensitive Areas A. Aircraft Critical Surfaces. Aircraft critical surfaces are defined to be: Control Surfaces. Engine inlets. Horizontal Stabilizer.

75 CHAPTER 6: DE/ANTI-ICE Page: 57 PROCEDURES 6.7 GDAP General Precautions And Procedures Upper surfaces of the fuselage. Vertical Stabilizer. Wings. B. Sensitive Areas. Sensitive Areas are identified as: Aircraft doors. Brakes. Engine & APU Intakes. Heated sensors (i.e. pitot tubes, TAT sensor, Angle of attack probe, static ports). Landing gear-mounted sensors. Nosewheel steering actuators. Static Wicks. Windshields and Cabin Windows. Winglets (fan spray only). C. Aircraft Frost Exceptions. A light layer of hoar frost is allowed on the upper surface of the fuselage provided all vents and ports are unobstructed and the hoar frost is thin enough to distinguish surface features beneath such as lines, rivets, markings, decals, etc. Also allowed would be a limited frost accretion on the lower wing surface due to cold soaked fuel tanks provided: The frost is limited to 3 mm (1/8 inch). A visual check of the leading edge to make certain that those surfaces are totally cleared of ice. If the upper surface of the fuselage is contaminated with anything but hoar frost, it must be de-iced.

76 CHAPTER 6: DE/ANTI-ICE Page: 58 PROCEDURES 6.7 GDAP General Precautions And Procedures De-Icing With Fluids Removal Of Frost, Slush, Snow And Ice Critical aircraft surfaces (reference Identification Of Critical Surfaces And Sensitive Areas A. and B. above) will require de-icing with heated fluid in order to remove residual ice and snow adhering to the aircraft after manual de-icing. A. Application Process - General Procedures. Use the following as a guide when de-icing a Company aircraft with heated deicing fluid: NOTE: The PIC is responsible for ensuring that the aircraft is in a proper configuration for deicing operations with fluid in accordance with the procedures as provided in their applicable operating manual/quick reference handbook. Always apply fluid to the aircraft high points first with wide sweeping motions. Make several sweeping motions and let the fluid run over the surface. It is recommended that fluid on critical flight surfaces be applied from leading edge to trailing edge. This prevents fluid accumulation in aerodynamically quiet areas. DO NOT hold the spray nozzle in one place waiting for the snow to dissipate. Avoid using high-pressure spray to batter ice and snow from aircraft. Apply de-icing fluids at low angles while ensuring that the fluid is directed under layers of snow and ice causing the snow and ice to lift up in sheets. DO NOT rely on fluid overflow to melt and/or remove frozen accumulations.

77 CHAPTER 6: DE/ANTI-ICE Page: 59 PROCEDURES 6.7 GDAP General Precautions And Procedures DO NOT direct a solid fluid stream exactly perpendicular to the aircraft skin. Many aircraft have composite surfaces, which can be easily damaged. Apply only enough fluid to remove the ice or snow and allow a light coating of fluid to remain on the aircraft. When applying de-icing fluid with a mop, broom, or brush, wait for accumulations to dissipate or loosen. Once separated the accumulations may then be swept off the surface. Equipment used in the de-icing process should be operated at a speed equal to that of a normal walking pace not to exceed 4 mph. B. Application Process - Horizontal Stabilizer Procedures. When spraying the horizontal stabilizer it is recommended that the fluid be sprayed from the leading edge aft in alignment with the fuselage centerline. Straight spraying (cleaning from the stabilizer tip to the root), will cause the fluid to flow aft away from the leading edge area. Spray angles up to 45 degrees are acceptable provided the stabilizer is set full nose down. Back spraying (from the trailing edge to leading edge) is not recommended as it allows spray to drip from the leading edge into the APU air intake. Side spraying (90 degrees in relation to airplane centerline) has also proved to allow fluid to flow into the APU air intake. Cross spraying the upper side of the stabilizer (truck positioned on the left side of the airplane, aiming the spray on the right stabilizer area) has proven to be very effective in removing contaminants and preventing fluids from flowing down into the APU. However, cross spray directs fluid to the stabilizer/elevator gap; this may result in fluid accumulation and subsequent dry out in the quiet areas. Therefore, when cross spraying with Type III or IV fluid, additional care is required.

78 CHAPTER 6: DE/ANTI-ICE Page: 60 PROCEDURES 6.7 GDAP General Precautions And Procedures NOTE: No frozen contamination is allowed to remain on the lower horizontal stabilizer surface. C. Application Process - Application Techniques. 1) Apply heated fluids close to the surface of the aircraft skin to minimize heat loss. The heat in the fluid effectively melts any frost, as well as light deposits of slush, 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 away the residue. The de-icing fluid will prevent refreezing for a period of time depending on aircraft skin temperature, OAT, the fluid used, and the weather. 2) Apply only enough fluid to remove the ice and snow or to leave a light coating of fluid on the aircraft. Do not drench or wash the aircraft. Wait for one to two seconds for the heated fluid to work and dissipate the ice and snow. 3) Apply fluid in sweeping motion. DO NOT hold the nozzle in one place waiting for the snow to disappear, rather make several sweeping motions, or roll the fluid over the surfaces. Several techniques are available, including the following: (a) Apply fluid to the high point of the surface camber with a sweeping motion and let the fluids run down the aircraft surfaces, both leading and trailing edges (reference Figures 1 thru 3 below). Be aware of the various no spray areas on each aircraft.

79 CHAPTER 6: DE/ANTI-ICE Page: 61 PROCEDURES 6.7 GDAP General Precautions And Procedures (b) A sweeping motion back and forth from along the leading edge working toward the trailing edge (reference Figures 4 thru 9 below). (c) The position of the nozzle must be at a high angle (45º or more) above the surface to prevent forcing contamination in aerodynamically quiet areas, cavities, gaps and under flaps.

80 CHAPTER 6: DE/ANTI-ICE Page: 62 PROCEDURES 6.7 GDAP General Precautions And Procedures (d) Be aware of the various no spray areas on each aircraft. D. Suggested Application Sequence For De-Icing. The following provides a general application sequence to follow. It is important to note that the de-icing sequence and spray patterns may change due to gate/airport configurations, location of ground equipment, position of jetway, environmental conditions, etc. If the final application of de/antiicing fluid begins on any place other than the left wing, the flight crew must be notified. CAUTION: If the de-icing process is interrupted for any reason while frozen precipitation is falling and adhering to the aircraft, the entire aircraft must be inspected and de-iced again as necessary. Apply hot water or heated water/glycol to the aircraft in the sequence outlined Exhibit A. While applying fluid, avoid spraying fluid directly on the sensitive/caution areas identified in Exhibit A. 1) Begin at the outboard left wing from leading to trailing edge and continue inboard to the left fuselage. 2) Carefully de-ice the engine nacelles using caution not to direct fluid into engine intake or exhaust. 3) Continue to the nose section of the aircraft applying fluid to the bottom surfaces of the fuselage, wings, landing gear doors, and undercarriage. Use caution when deicing the landing gear (reference Exhibit A Aircraft Diagrams & Illustrations in this manual). 4) Continue clockwise of the aircraft to the outboard right wing from leading to trailing edge and continue inboard to the right fuselage.

81 CHAPTER 6: DE/ANTI-ICE Page: 63 PROCEDURES 6.7 GDAP General Precautions And Procedures 5) Continue around the aircraft at the right aft fuselage using caution not to direct fluid into engine intake or exhaust. De-ice the right side of the horizontal and vertical stabilizer starting on the upper surface working downward along the vertical stabilizer. 6) Move to the left aft and de-ice left aft fuselage using caution not to direct fluid into engine intake or exhaust. De-ice the left side of the horizontal and vertical stabilizer starting on the upper surface working downward along the vertical stabilizer. 7) Inspect the entire aircraft and apply additional fluid as required to completely remove all frozen accumulations. E. Water De-icing. Water heated to 60ºC (140 F) minimum at the nozzle can be used as a one-step de-icing procedure in a hangar or outside only if the following conditions are met: 1) The OAT must be 1.1 C (39.9ºF) stable or on the increase during the operation. 2) There must be no active freezing precipitation during the operation. 3) There must be no cold soak condition of the aircraft as evidenced by no adhesion of ice, snow, frost or slush anywhere on the aircraft surface and by no freezing of the water during the operation Alternate De-Icing Manual Methods Heavy accumulations of dry snow and loose ice are more cost efficiently removed manually by using brooms, brushes, and ropes followed by an application of heated de-icing or anti-icing fluid. Manual removal of snow and loose ice also helps to prevent these accumulations from refreezing on the aircraft after being melted by heated de-icing fluid.

82 CHAPTER 6: DE/ANTI-ICE Page: 64 PROCEDURES 6.7 GDAP General Precautions And Procedures When removing contaminants from the aircraft manually, it is permissible to encroach on the five-foot equipment clearance requirement. Extreme care will be taken to ensure that damage to equipment and aircraft does not occur. CAUTION: DO NOT stand on any part of the aircraft surface while manually de-icing. DO NOT rest or lean any ladders or platforms against the aircraft while manually deicing. Under no circumstances will aircraft be manually de-iced while the main engines are operating. A. Snow/Loose Ice Removal from Fuselage. Snow and loose ice can best be removed from the fuselage using a length of soft rope with a series of knots spaced approximately three feet apart throughout the middle portion of its length. The rope is seesawed gently across the top of the fuselage to clear the dry precipitation from the surface. An individual at each end of the rope, gently pulling back and forth, can successfully remove the majority of loose snow and ice buildup. Begin at the nose and work aft taking care not to damage any externally mounted controls or devices. Areas that are accessible and easily reached with a long handled, soft bristle broom or brush may be brushed free of loose snow and ice. Any exposed metal surfaces on the broom, including attaching hardware, must be padded to prevent damage to the aircraft surface. CAUTION: Be careful when removing ice and snow from fuselage as protruding items such as lights or antennas could be damaged. B. Snow/Loose Ice Removal from Wings, Wing Struts and Tail Surfaces. Loose snow and ice can best be removed from the wings and control surfaces using the rope method combined with

83 CHAPTER 6: DE/ANTI-ICE Page: 65 PROCEDURES 6.7 GDAP General Precautions And Procedures brushing with long-handled brooms and brushes. Personnel sweeping or roping loose snow and ice from the wings or tail surfaces should work from a stand placed in close proximity to but not touching the aircraft. Use extreme caution not to damage vortex generators. CAUTION: Be careful when removing ice and snow from wing and tail surfaces, as protruding items such as vortex generators, spring tabs, lights or antennas could be damaged. C. Landing Gear. If the landing gear needs de-icing, brush off loose accumulations of snow with a brush. Stubborn deposits may be removed by using a rag soaked in de-icing fluid or low pressure spray from the de/anti-icing unit. CAUTION: DO NOT allow fluid to contact brake units. All landing gear and door lock mechanisms should be free of snow, slush, etc. and lightly coated with de-icing fluid, if necessary (see Exhibit A Aircraft Diagrams & Illustrations for aircraft specific information on this area). CAUTION: DO NOT spray landing gear using the high pressure hose on the de/anti-icing unit. D. Engine Intakes. Occasionally snow or ice accumulation may occur in the engine intakes during layovers or overnights. Although the best method of removing ice from the inlet is heat, this is generally not possible. An attempt should be made to brush out the snow by hand. Do not spray de/anti-icing fluid directly into the engine inlets (see Exhibit A Aircraft Diagrams & Illustrations for aircraft specific information on this area).

84 CHAPTER 6: DE/ANTI-ICE Page: 66 PROCEDURES 6.7 GDAP General Precautions And Procedures 1) With the engines completely shut down, closely inspect the engine intakes for accumulations of snow or ice and remove manually. If not removed, damage to the engine will occur during the initial start attempt (bent blades, etc.). 2) A careful, close inspection of each engine intake and fan assembly is the only way to verify inlet condition. 3) The best method for removing snow or ice contamination is to simply brush it out of the intake by hand. This procedure should be accomplished using a ladder or from an elevated surface. CAUTION: Watch your fingers while brushing snow or other winter contaminates out of the engine intakes. Don t let them get caught in the fan assembly. E. Engine Intake Contamination Removal Heated Type I Deicing Fluid. If loose contaminants are present, they must be removed by hand. Ice and snow adhering to the exterior cowling or interior cowling (forward of the fan blade) may be removed with a low volume spray of heated Type I de-icing fluid. 1) Position the de-icing truck bucket above and to the side of the lowest point of the engine inlet. The angle should be such that the de-icing nozzle can only spray onto the leading edge of the engine. 2) Open the nozzle to a fan pattern and spray the leading edge of the engine inlet. Only the mist/fog from the spray should be entering the engine inlet. WARNING: Never spray de/anti-icing fluid directly into the aircraft s engine inlet or core (de-icing fluid can cause engine damage or poor performance). The PIC must be notified if de/anti-icing fluid is sprayed directly into an engine.

85 CHAPTER 6: DE/ANTI-ICE Page: 67 PROCEDURES 6.7 GDAP General Precautions And Procedures F. Engine Intake Contamination Removal Heated Air Removal. Ice and snow adhering to the interior cowling aft of the fan blades, fan blades, first stage stator or any component of an aircraft s engine must be removed by maintenance personnel with the application of heated air whenever possible. When removing contaminants with heated air (air temperature must not exceed 80 C (176 F), the air flow must be directed at the center of the engine first. When the center hub is free of contaminants, the airflow must be directed in an outward direction until all contaminants are melted and removed from the engine. After all contaminants are removed from the engine components and engine cowling, ensure free movement of the first stage engine fan blades (first stage compressor). NOTE: A regulated heated air source is preferred for this removal method. The maximum temperature of the air source must not exceed 80 C (176 F). When directing the heated air into the engine, the end of the heat cart hose must never come in contact with any part of the engine. The hose end must remain at least 1 ft. (31 cm) from any surface of the engine or cowling. Allow the airflow to heat and melt contaminants before moving the airflow to another area. If pooling occurs at the lower part of the cowling, heated air must be directed at the area until it is dry. G. Forced Air Contaminant Removal Process. Forced air de-icing technology utilizes an air stream to remove accumulations of frozen contaminants from the aircraft. Forced air with heated Type I de-icing fluid injected into the air stream can also be used to remove frozen contaminants. The use of forced air and forced air with Type I fluid minimizes the amount of glycol used and as a result reduces environmental impacts.

86 CHAPTER 6: DE/ANTI-ICE Page: 68 PROCEDURES 6.7 GDAP General Precautions And Procedures CAUTION: No holdover times exist if either of these two methods of de-icing is used. 1) Forced Air Only. Using forced air only without any fluid for initial contaminant removal is allowed and should be effective under most conditions. The use of forced air only must be followed up by an application of heated Type I de-icing fluid (with or without the use of forced air) during conditions in which contaminants are adhering to aircraft surfaces. When using forced air only observe the following: The use of forced air only ads another step to what would otherwise be a one or two step process but should not add much additional time to complete the procedure. Follow forced air with an application of heated Type I fluid (with or without the use of forced air) during conditions in which contaminants are adhering to aircraft surfaces.

87 CHAPTER 6: DE/ANTI-ICE Page: 69 PROCEDURES 6.7 GDAP General Precautions And Procedures NOTE: During cold dry conditions (dry fluffy snow) in which no contaminants are adhering to the aircraft surfaces, forced air only may be used without a follow up application of de/antiicing fluid. If forced air only is used as the final de-icing process, it must be communicated to the PIC in the Pre- and Post De/Anti icing Communication as FORCED AIR ONLY WITH NO HOLDOVER TIME. When anti icing is necessary, forced air only must be followed by either a one or two step de/anti icing process to establish holdover time. When applying forced air use, the same contaminant removal process as you would when de-icing with fluid. The fuselage and vertical stabilizer are done from top down and front to back. Wings and horizontal stabilizers from leading edge to trailing edge. NEVER place the nozzle perpendicular to the aircraft and keep the nozzle at least 5 feet away from the aircraft surface (reference the equipment manufacture for recommended safe distance). Keep the nozzle at a low angle similar to the diagram shown below. DO NOT direct forced air at aircraft windshield or windows. DO NOT direct forced air into engines, APU intake/exhaust, pitot tubes, static ports, or directly

88 CHAPTER 6: DE/ANTI-ICE Page: 70 PROCEDURES 6.7 GDAP General Precautions And Procedures onto angle of attack sensors or any other similar devices. When removing ice, snow or slush from the landing gear and wheel well areas, use care as debris may cause damage to components. When removing ice, snow or slush from aircraft surfaces, use care to prevent it from entering engine inlets or accumulating in aerodynamically quiet areas such as control surface hinge areas. Use caution to prevent loose debris striking personnel or aircraft surfaces. 2) Forced Air With Type I Fluid Injected. When using forced air with Type I fluid, observe the following: Forced air with Type I fluid may be used during the de-icing process and may be used as the final application. NOTE: If heated Type I fluid with forced air is used as the final application, it must be reported to the captain as FORCE AIR WITH TYPE I FLUID, NO HOLDOVER TIME. When anti icing is necessary, forced air with Type I fluid must be followed by either a one or two step de/anti icing application in order to use Type I or Type IV holdover time guidelines. The de/anti icing application must occur within 3 minutes after the forced air with Type I process. When applying forced air with Type I, use the same contaminant removal process as you would when deicing with fluid. The fuselage and vertical stabilizer are done from top down and front to back, wings and

89 CHAPTER 6: DE/ANTI-ICE Page: 71 PROCEDURES 6.7 GDAP General Precautions And Procedures horizontal stabilizers from leading edge to trailing edge. NEVER place the nozzle perpendicular to the aircraft and keep the nozzle at least 5 feet away from the aircraft surface (reference the equipment manufacture for recommended safe distance). Keep the nozzle at a low angle similar to the diagram shown below. DO NOT direct forced air/type I fluid at aircraft windshields and windows. DO NOT direct forced air/type I fluid into APU intake/exhaust, pitot tubes, static ports, or directly onto angle of attack sensors or any other similar devices. When removing ice, snow or slush from the landing gear and wheel well areas, use care as debris may cause damage to components. When removing ice, snow or slush from aircraft surfaces, use care to prevent it from entering engine inlets or accumulating in aerodynamically quiet areas such as control surface hinge areas. Use caution to prevent loose debris striking personnel or aircraft surfaces. 3) Forced Air Communication Requirements Infrared De-Icing Communication procedures for Forced Air and Forced Air with injected fluid de-icing are located in CHAPTER 10: FLIGHT CREW COMMUNICATIONS in this manual. Infrared de-icing is an approved alternate method of de-icing Company aircraft. Other than infrared specific procedures outlined

90 CHAPTER 6: DE/ANTI-ICE Page: 72 PROCEDURES 6.7 GDAP General Precautions And Procedures in this section, all other policies and procedures outlined in the winter operations program remain the same. Detailed instructions for the use of an infrared de-icing facility will be maintained at the facility control center and available to the operator of the facility. These instructions contain normal operations of the facility and procedures to be used in the event of an emergency. The facility operator will conduct the de-icing process in accordance with the approved facility operating instructions and use the following considerations: Type of aircraft. Meteorological conditions. Only those individuals that have been trained and qualified may operate the IR de-ice system. Facility operators will be aware, review and comply with applicable airport-specific operating bulletins pertaining to IR de-icing procedures. A. Infrared OAT Temperature Guidance. If an aircraft is de-iced in an infrared de-icing facility following precautions must be observed: OAT is 2 C (35.6 F) or warmer and freezing precipitation conditions do not exist and are not anticipated prior to takeoff, no further action will be required prior to takeoff. OAT is 1 C (33.8 F) or colder and there is not falling precipitation, either high velocity air or a de-icing fluid will be applied. If de/anti-icing fluid is applied to the aircraft the flight crew must be notified and an entry must be included on the System De/Anti-icing Worksheet or equivalent form. If there is falling winter precipitation after infrared de-icing, the aircraft shall receive anti-icing prior to being dispatched. Anti-icing information must be recorded on a System De/Anti-icing Worksheet or equivalent form.

91 CHAPTER 6: DE/ANTI-ICE Page: 73 PROCEDURES 6.7 GDAP General Precautions And Procedures Cold Soaked Aircraft When aircraft fly at high altitudes for longer periods of time, thereby cooling the fuel in the wing and ventral tanks. Upon landing, the formation of frost may take place due to the condensation forming from the combination of warm ground air and cold fuel. When frosting is present due to cold soaked fuel, it may be necessary to de-ice the affected area. Ensure that the de-icing fluid is properly tested and heated, and proceed with the following if a de-icing unit is not available: 1) Utilize a hand sprayer containing a 50/50 mix of water and Type I fluid. 2) Spray the affected area. 3) Log Type I usage in the de-ice log Anti-Icing NOTE: Warm water may be used provided OAT is 0 C (32 F) or higher. A. General. During periods of frozen precipitation, anti-icing fluid should be applied to the aircraft surface immediately following de-icing if possible (generally within three minutes). This procedure will provide limited protection against the formation of frost, snow and ice. The anti-icing operation is accomplished by applying a coating of Type II, III or Type IV fluids on aircraft at regular intervals. Aircraft surfaces should be anti-iced whenever: Freezing precipitation conditions are anticipated. Flights arrive during conditions of freezing precipitation. Aircraft has been de-iced to prevent surface refreezing of frozen accumulation.

92 CHAPTER 6: DE/ANTI-ICE Page: 74 PROCEDURES 6.7 GDAP General Precautions And Procedures Before applying Type II, III or IV fluid, the aircraft must first be de-iced with a heated solution first when using the two-step method. CAUTION: Use of Type III fluid for anti-icing will not provide for the same level of protection as Type II and IV, and is not intended to provide anti-icing protection for long turns and overnight aircraft. B. Residual Fluid Buildup. Type II, III and IV are considered "thickened" fluids. The "thickness" serves a specific purpose and is designed to blow off (or "shear off") of the aircraft during takeoff. It is possible, however, that not all of this fluid may be blown off, but may stick to the aircraft, as there are areas that are known as "aerodynamically quiet." In these areas, fluid not cleaned off can gel, dry and become powder. If it re-hydrates later, in rainy or snowy conditions and refreezes during flight, it can cause malfunctions in flight controls or airframe vibration. To prevent this, de/anti-icing agents performing anti-icing/deicing operations shall follow these procedures: 1) Wash with hot water or a diluted Type I fluid prior to every application of Type II, III or IV fluid. 2) Thoroughly clean both top and bottom surfaces of wings, stabilizers and flight controls. Pay close attention to flight control hinge points. This can be easily accomplished as part of a two-step de-icing/anti-icing procedure when using hot water or diluted Type I fluid to de-ice the aircraft. To detect residual buildup (gel or powder) during de/anti-icing operations, inspections must be conducted of the wing rear spar and hinge lines and leading edges of ailerons, flaps, elevators and spoilers for abnormal fluid thickening and

93 CHAPTER 6: DE/ANTI-ICE Page: 75 PROCEDURES 6.7 GDAP General Precautions And Procedures appearance. If Type II, III and IV residue as a result of fluid dry-out is found, it must be removed from the aircraft prior to flight dispatch. C. Procedure. After successfully de-icing and inspecting the aircraft, a coating of anti-icing fluid may be required. When anti-icing is necessary, begin by applying fluid to those areas identified as representative surfaces first. This will provide the flight crew with a representative view of the condition of the aircraft since these surfaces will generally freeze first. When Type II, III and IV fluids are used, de/anti-icing personnel shall ensure these fluids are evenly applied so all critical surfaces are covered with fluid, especially the leading edge of the wings. Failure to do so may cause reduced HOTs. Listed below are the aircraft surfaces that should receive antiicing treatment and the recommended application sequence. Changes to the application process maybe required due to aircraft position/parking location, de/anti-ice equipment location or weather conditions. No matter the spray pattern, the critical surfaces listed must receive a uniform coating of anti-icing fluid prior to being dispatched from the de/anti-icing location. Upper Surfaces Of The Wings - Start at the leading edge of the wing tip and work toward the wing trailing edge and toward the wing root. Upper Surfaces Of The Horizontal Stabilizers - Start at the leading edge and work toward the trailing edge. Inner Surface of the Winglet - It is recommended that the upper inboard winglets (low pressure side) receive the same treatment as the wing; both type I and Type IV fluid application.

94 CHAPTER 6: DE/ANTI-ICE Page: 76 PROCEDURES 6.7 GDAP General Precautions And Procedures Outer Surface of the Winglet - The upper outboard winglets (high pressure side) will not require the same treatment as the wing; only type I fluid application. CAUTION: Anti-icing operations must not be initiated if any frozen accumulation is present on the section being treated. If accumulation does exist, perform a complete de-icing operation before anti-icing. Continuously check the application of the fluid. Discontinue applying fluid once it begins to drop off of the leading and trailing edges. D. Type II, III and Type IV Fluid Restrictions. Ensure aircraft is approved for Type II, III and IV fluids. Ensure the uniform application of anti-icing fluid. Type II, III and IV fluid should be applied in a manner so as to remove residual Type I fluid if possible. Mixing the two fluids will reduce the holdover effectiveness. DO NOT apply Type II, III and IV fluid to: - Fuselage in front of the forward flight deck windows including the radome, flight deck windows, pitot tubes, and angle of attack vain. - Static ports. - Cabin windows. - Engine inlets or exhaust. - Control surface cavities Aborted Takeoff Procedures In Ground Icing Conditions Due to the shearing qualities of anti-icing fluids, aircraft operating in active ground icing conditions (i.e. utilizing hold over times for takeoff) who abort the takeoff after initiating the takeoff roll must consider the holdover time to have expired. Prior to initiating an

95 CHAPTER 6: DE/ANTI-ICE Page: 77 PROCEDURES 6.7 GDAP General Precautions And Procedures additional takeoff, the aircraft must be de-iced and, if icing conditions will exist for the subsequent takeoff, anti-iced Parking Aircraft Several precautions must be exercised to protect aircraft and ease the de-icing process when parking aircraft in cold adverse weather conditions or when such conditions are forecast such as frost, snow and freezing rain. Observe as many of the following precautions as possible. A. Overnight Or Long Term Aircraft. 1) Position the aircraft in a hangar (if available). 2) Clear the area where the aircraft will be parked of snow, ice and slush. If this is impracticable, clear the area around the landing gear to reduce the possibility of tires freezing to the ground. 3) If possible, park the aircraft into the wind. 4) Install all plugs and covers if available. 5) On snow, ice and slush, aircraft should be taxied instead of towed to a parking position whenever possible. If towing is required, ensure the aircraft is loaded as lightly as possible. 6) Remove large accumulations of loose ice, snow and slush from overnight aircraft manually. DO NOT use Type I deicing fluid. The de-icing fluid will melt the fresh snow, ice and frost and could refreeze overnight as an adhering coat of ice. 7) When conditions warrant, the use of Type II or IV antiicing fluid may be used to help protect and prevent frozen accumulations from adhering to aircraft surfaces when aircraft are parked for long periods of time or overnight. However, the aircraft must be re-de-iced with a mixture of

96 CHAPTER 6: DE/ANTI-ICE Page: 78 PROCEDURES 6.7 GDAP General Precautions And Procedures Type I fluid or hot water (if temperature's allow) prior to departure. 8) The flight crew must be notified anytime a preventive spray of Type II or IV fluid is applied to RON or long turn aircraft. De/Anti-icing Overnight Protection Notification Form. 9) To prevent parking brakes from freezing, the flight deck crew may not apply the parking brake, therefore, aircraft chocks will be required for both main and the nose landing gear. B. De/Anti-Icing Overnight Protection Or Pre-Treatment (No Flight Crew Onboard). When an aircraft is de/anti-iced for overnight protection or pretreatment prior to the flight crews arrival the following procedures shall be followed: Overnight Protection. 1) All applications of de/anti-icing fluid will be documented on a Post De/Anti-icing worksheet. 2) An Overnight Protection Notification form (if available) shall be used to communicate application of de/anti-icing fluid to the flight crew when they arrive at the aircraft (reference 9.6 De/Anti-Icing Fluid Acceptance Worksheet in this manual for guidance on required information on a flight crew notification form or other means of communicating this information). Opening station personnel will check the previous days Post De/Anti-icing worksheet to check if any Remain Overnight Aircraft (RON) has been treated with Type II of IV fluid for overnight protection. This will ensure that aircraft with expired Type II or IV fluid or any remaining residue is removed prior to the flight s departure.

97 CHAPTER 6: DE/ANTI-ICE Page: 79 PROCEDURES 6.7 GDAP General Precautions And Procedures Aircraft Pre-treatment Prior to Flight Crew Arrival. 1) All applications of de/anti-icing fluid will be documented on a Post De/Anti-icing worksheet. 2) An Overnight Protection Notification form (if available) shall be used to communicate application of de/anti-icing fluid to the flight crew when they arrive at the aircraft (reference 9.6 De/Anti-Icing Fluid Acceptance Worksheet in this manual for guidance on required information on a flight crew notification form or other means of communicating this information). Establishing Hold Over Time (HOT) From Pre-Treatment Information. If the flight crew is not present at the time of the de/antiice application they will review the following information prior to calculating a HOT for the flight: 1) Information from the Overnight Protection Notification form or required verbal communication (reference De/Anti-Icing Overnight Protection Form (Hard Copy) in this manual). 2) Meteorological and Environmental information for the time between the beginning of the final fluid application and the flight crew's arrival Overnight Or Long-Turn Aircraft (Unprotected) When an aircraft has been parked (unprotected) either overnight or for a long period of time and frost, snow or ice is present on the aircraft surface, de-icing should be accomplished as close to departure as possible to prevent the de-icing process from having to be repeated. However, allow sufficient time to successfully deice the aircraft to avoid any departure delays, taking into account the following:

98 CHAPTER 6: DE/ANTI-ICE Page: 80 PROCEDURES 6.7 GDAP General Precautions And Procedures A. Type And Size Of Aircraft. Large aircraft will take longer to de-ice than smaller aircraft. B. Condition Of Aircraft. Heavy accumulations of loose snow and ice will need to be removed manually prior to applying de-icing fluid. A thick coat of adhering ice will take longer to dissipate. C. Current Weather Conditions. Cold temperatures, wind, icing conditions and other weather conditions can make the de-icing process more difficult. D. Type Of De-Icing Equipment Available. The time required to effectively de-ice an aircraft is greatly dependent on the type of de-icing equipment to be utilized. Coordinate your station de-icing plan based on available equipment. E. Manpower Available. The manpower needed to de-ice an aircraft is dependent on the size, type and condition of the aircraft and the available de-icing equipment. Those individuals designated in the station s local de-icing plan should coordinate procedures for de-icing aircraft parked overnight when snow, frost or ice is present on the aircraft. It is not necessary for the flight deck crew to be present to begin de-icing. F. Aircraft Dispatched From A Hangar. Aircraft dispatched from a hangar should receive a coating of de/anti-icing fluid immediately upon exiting the hangar during weather conditions conducive to ground icing. This reduces the possibility of snow and freezing rain from refreezing and adhering onto the aircraft as it melts from landing on the warmer aircraft surface.

99 CHAPTER 6: DE/ANTI-ICE Page: 81 PROCEDURES 6.7 GDAP General Precautions And Procedures NOTE: The PIC shall determine if the aircraft is sufficiently de-iced prior to all flight departures and upon request, the aircraft will be de-iced as many times as necessary until the PIC is assured the aircraft is free from adhering ice, snow and frost. The only exceptions would be for a light layer of hoar frost on the upper surface of the fuselage, provided all vents and ports are unobstructed and the hoar frost is thin enough to distinguish surface features beneath such as lines, rivets, markings, decals, etc. and or limited frost accretion on the lower wing surfaces due to cold soaked fuel tanks provided: The frost is limited to 1/8 inch. A visual check of the leading edge to make certain that those surfaces are totally cleared of ice Through Or Short-Turn Aircraft Depending on current weather conditions and the length of parking duration, it may be necessary to apply a coat of de/anti-icing fluid as soon as the aircraft arrives at the terminal or gate. Aircraft landing during precipitation conditions where the current air temperature is at, below or slightly above freezing may have ice accumulations on the leading edges of the wings and tail, as well as the radome area. The PIC may also request an additional application of de/antiicing fluid prior to dispatch if the aircraft is subject to frozen precipitating conditions during taxi. Clear the area where the aircraft will be parked of snow, ice and slush. If this is impracticable, clear the area around the landing gear to reduce the possibility of tires freezing to the ground. Park the aircraft into the wind, if practical.

100 CHAPTER 6: DE/ANTI-ICE Page: 82 PROCEDURES 6.7 GDAP General Precautions And Procedures Operations During Conditions For Which No Hold Over Time Tables Exist A. Operations In Heavy Snow. No holdover times currently exist for heavy snow. FAA test data indicates with proper visual checks and a determination that the fluid has not failed, takeoffs may be safely conducted. Anti-icing fluids dissolve the snow and absorb the resulting moisture into the fluid. When the fluid begins to fail, it starts to change in appearance (reference CHAPTER 7: AIRCRAFT INSPECTION (Fluid Failure Recognition) in this manual for information on detecting fluid failure). If the fluid shows signs that it has failed, takeoff is not authorized. Takeoff in heavy snow is authorized subject to the following restrictions: In this weather condition, the treated aircraft critical surfaces must be free of contaminates before applying Type IV anti-icing fluid. If not, the aircraft must be properly de-iced and checked to be free of contaminates before applying the anti-icing fluid. This includes the surface of the upper fuselage which in this condition is considered a critical surface and must be anti-iced with undiluted Type IV fluid. The aircraft critical surfaces must be free of contaminants or the aircraft must be properly de-iced before the application of the anti-icing fluid. A pre-takeoff contamination check must be accomplished within five minutes of takeoff. If a definitive fluid failure determination cannot be made using the pre-takeoff contamination check, takeoff is not authorized. The aircraft must be completely de-iced and, if precipitation is still present, anti-iced again before a subsequent takeoff.

101 CHAPTER 6: DE/ANTI-ICE Page: 83 PROCEDURES 6.7 GDAP General Precautions And Procedures B. Operations In Ice Pellet Conditions. In accordance with the Ice Pellet Allowance Times table, it is permissible to commence takeoff during certain ice pellet conditions provided the allowance times as specified in the table are strictly adhered to. The applicable allowance times begin at the start of the anti-icing fluid application. The FAA publishes the Ice Pellet Allowance Times in the Official FAA Holdover Time Tables document. Takeoff during ice pellet conditions shall be subject to the following restrictions: The treated aircraft critical surfaces must be free of contaminates before applying Type IV anti-icing fluid. If not, the aircraft must be properly de-iced and checked to be free of contaminates before applying the anti-icing fluid. This includes the surface of the upper fuselage which in this condition is considered a critical surface and must be anti-iced with undiluted Type IV fluid. The allowance time is valid only if the aircraft critical surfaces are anti-iced with undiluted Type IV fluid. Due to the shearing qualities of Type IV fluids with imbedded ice pellets, this allowance is limited to aircraft with a rotation speed of 115 knots or greater. If the takeoff is not accomplished within the applicable allowance time as indicated in the Ice Pellet Allowance Times table, the aircraft must be completely de-iced, and if precipitation is still present, anti-iced again prior to a subsequent takeoff. If the precipitation stops at or before the time limits (as specified in the table) and does not restart, the aircraft may takeoff up to 90 minutes after the start of the application of the Type IV anti-icing fluid provided the temperature on which the allowance time was based remains constant or increases.

102 CHAPTER 6: DE/ANTI-ICE Page: 84 PROCEDURES 6.7 GDAP General Precautions And Procedures A pre-takeoff contamination check is not required. The allowance time cannot be extended by an internal or external check of the aircraft critical surfaces. If ice pellet precipitation becomes heavier than moderate or if the light ice pellets mixed with other forms of allowable precipitation exceeds the listed intensities or temperature range, the allowance time cannot be used. If the temperature decreases below the temperature on which the allowance time was based: - And the new lower temperature has an associated allowance time for the precipitation condition and the present time is within the new allowance time, then that new time must be used as the allowance time limit. - And the allowance time has expired (within the 90 minute post anti-icing window if the precipitation has stopped within the allowance time), the aircraft may not takeoff and must be completely de-iced and, if applicable, anti-iced before a subsequent takeoff. C. Other Conditions For Which No Holdover Or Allowance Times Exist Except as provided for below, the company will not dispatch, release or take off during other conditions for which no holdover or allowance times exist such as: Moderate to Heavy Freezing Rain. Hail. Moderate Ice Pellets mixed with other precipitation. Heavy Ice Pellets mixed with other precipitation. Heavy Ice Pellets.

103 CHAPTER 6: DE/ANTI-ICE Page: 85 PROCEDURES 6.7 GDAP General Precautions And Procedures NOTE: Exception: Under some conditions the aircraft critical surfaces may be considered free of contaminates when a cold, dry aircraft has not had de-icing and/or anti-icing fluids applied, and ice/snow pellets are not adhering and are not expected to adhere to the aircraft critical surfaces. CAUTION: Refueling with fuel warmer than the wing skin temperature may create a condition that previously nonadhering contaminates may adhere to the wing surfaces.

104 CHAPTER 6: DE/ANTI-ICE Page: 86 PROCEDURES Intentionally Left Blank INTENTIONALLY LEFT BLANK

105 CHAPTER 7: AIRCRAFT Page: 87 INSPECTION 7.1 Purpose 7.2 Aircraft Inspection CHAPTER 7: Ref: 14 CFR PURPOSE AIRCRAFT INSPECTION The purpose of this chapter is to comply with the guidelines provided in 14 CFR (c)(4) regarding the inspection of aircraft critical surfaces when winter elements are present and/or before, during and after the de/anti-icing process. 7.2 AIRCRAFT INSPECTION It is important to understand that de/anti-icing fluids do not provide any protection from contamination once the aircraft is airborne; therefore, both during and upon completion of each de/anti-icing operation, the aircraft must be thoroughly inspected. The aircraft should also be continually monitored between de/anti-icing and departure to ensure no further ice or snow accumulations have occurred. De-ice again or otherwise remove all ice, snow, slush and frost where necessary to ensure that the aircraft is "CLEAN" Cold Weather Pre-Flight Inspection The conditions are such that frost or ice might be adhering to the aircraft, such as 10 C (18 F) or colder and high humidity or cold soaked wings, all without active precipitation. Under this condition, perform a tactile check as part of the cold weather preflight requirements Engine Inlet Inspection Engine inlet inspections must be completed on all aircraft prior to engines starting when the following conditions exist: Anytime an aircraft sat over night or during the day of an event that could have created ice in the engine inlet.

106 CHAPTER 7: AIRCRAFT Page: 88 INSPECTION 7.2 Aircraft Inspection Anytime there are conditions that could create or lead to a reasonable suspicion of ice in the engine inlet. If requested by the flight crew. Ensure appropriate equipment is used to properly inspect tail mounted engines (i.e. ladders or anti-deicing vehicles to get the proper height for inspection) Post De-Icing And Anti-Icing Checks The de-icing agent immediately following the ground de/anti-icing process must perform a post de-icing check. All critical aircraft surfaces and hazard/caution areas of the aircraft must be closely checked for accumulation and deposits of ice, snow and other frozen contaminants. This check is performed from outside the aircraft using stairs, booms, or other available equipment that provides sufficient visibility of all critical aircraft surfaces and caution areas. A. Critical Surfaces & Components Check. This procedure will not be conducted while the main engines are operating unless it can be performed from a position well away from the aircraft engine danger areas. Ensure that the wings, tail, and all other control surfaces are clear of snow, slush, ice and frost. Check the leading edges, upper surfaces and lower surfaces of the wings and the side panels of the vertical stabilizer (reference CHAPTER 6: DE/ANTI-ICE PROCEDURES in this manual for under wing frost exception). Ensure the slats, flaps, spoilers and the applicable travel areas are clear of blockage. The wing and tail surfaces must be free of ice, snow and active frost.

107 CHAPTER 7: AIRCRAFT Page: 89 INSPECTION 7.2 Aircraft Inspection Ensure that the fuselage is clear of all ice, snow and frost (reference CHAPTER 6: DE/ANTI-ICE PROCEDURES in this manual for aircraft fuselage frost exception). Ensure that all hinge gaps and control surface cavity areas are free from deposits/accumulations of ice, snow and slush. Ensure engine intake and exhaust area is clear. Check to ensure that the aircraft windshield and upper surface of the radome/nose is clear of accumulations of de/anti-icing fluid. Check landing gear and wheel wells for ice or snow accumulation/deposits. Ensure that the pitot tubes, angle-of-attack and side-slip sensors, static ports/discharge wicks, TAT probes, antennas and other externally mounted instruments are free from ice and snow accumulations. Check the entry door, cargo door and emergency exits to ensure they are free from ice and snow. If any of the items above cannot be cleared, a tactile check must be accomplished prior to departure. B. Tactile Check. In addition to the visual check, a wing tactile check must be conducted on aircraft without leading edge lift devices (slats) following de-icing and prior to applying anti-icing fluid. This tactile check is accomplished by physically touching the aircraft wing leading edge, and an arms-length section of the upper surface of the wing, to determine the wings are free from frost, ice, snow, slush or other frozen contaminants. Perform this check on three wing sections and is used to ensure the wing is free of clear ice and other contaminants. Reference the following when conducting the tactile check:

108 CHAPTER 7: AIRCRAFT Page: 90 INSPECTION 7.2 Aircraft Inspection Area 1 is accessed from the aft side of the wing (this area will not be inspected if the aircraft engine is running). Areas 2 and 3 are accessed from a position in front of the wing. If any contamination is found during this inspection, the aircraft will be re-de-iced as necessary. Use caution when checking near the leading edge of the wing. Avoid areas that have pinch points. Verify with the PIC to ensure the wing anti-ice system is turned off prior to performing the tactile check. Once it has been determined through a post de/anti-icing check that the aircraft is clean and adequately protected, the aircraft should be ready for the application of anti-icing fluid (two step process) or the immediate departure of the flight (one step process). This is especially important in conditions of precipitation or high humidity. The results of this check are relayed to the PIC as defined by the procedures detailed in CHAPTER 10: FLIGHT CREW COMMUNICATIONS in this manual. C. Post Anti-icing Check. Ensure the treated critical aircraft surfaces have a thorough and uniform coating of anti-icing fluid. The fuselage while considered a critical surface will be de-iced but will not receive anti-icing treatment. D. Identifying Contamination. General. Both flight deck and ground de-icing personnel must be able to recognize indications of loss of fluid effectiveness and contamination on critical or representative aircraft

109 CHAPTER 7: AIRCRAFT Page: 91 INSPECTION 7.2 Aircraft Inspection surfaces. During checks/inspections, look for the following indications: - Aircraft treated with de/anti-icing fluids should appear glossy, smooth and wet. If the aircraft s surface color or texture begins to change to gray, appears milky or takes on an orange peel texture, this is an indication that the fluid is beginning to crystallize. - Snow particles or falling frozen precipitation is no longer melting completely and is adhering to the surface or forming slush. - Light reflections become diffused. - Crystallization and small round ice formations. - Small streams of ice formations. - Dull gray textured slush. - Aircraft placards should be visible through a coating of de-icing fluid. Fluid Failure Recognition. Listed below are some of the signs that an anti-icing fluid has lost its effectiveness or has failed: - Falling precipitation becomes visible in the fluid. - Fluid takes on an opaque appearance rather than transparent and glossy. - Structural details such as rivets, screws and seams are no longer distinguishable. Any such signs or suspicions of fluid failure or frozen contamination require additional de/anti-icing of the aircraft as appropriate. Residue Contamination Caused By Repeated Applications of Type II, III and IV Fluid.

110 CHAPTER 7: AIRCRAFT Page: 92 INSPECTION 7.2 Aircraft Inspection Inspections must be conducted on the wing rear spar, hinge lines and the leading edges of ailerons, flaps, elevators and spoilers to detect residual buildup (gel or powder) of Type II, III or IV Anti-icing fluid. During de/antiicing operations the person inspecting the aircraft should look for abnormal fluid thickening and appearance. If Type II, III or IV residue as a result of fluid dry-out is identified, the contamination must be removed from the aircraft prior to flight dispatch. Clear Ice on Cold Soaked Wings. This check should be accomplished whenever weather conditions are conducive to aircraft icing, even if there is no evidence of frozen accumulations on other surfaces of the aircraft. Particular attention must be paid to the wings, looking closely for the formation of ice on the leading edge and on the upper and lower surfaces. During turn-flights ice may form on the aircraft wing surfaces due to the following conditions in addition to those already mentioned: - If the fuel tanks contain sufficient fuel at freezing temperatures, as may be the case after a long flight at very low temperatures, water condensation or wet snow may freeze on the upper and lower wing surfaces, forming a smooth, clear ice deposit (reference Exhibit A Diagrams & Illustrations). - If the fuel tanks contain sufficient fuel, at a relatively warm temperature, dry snow may melt and subsequently freeze, leaving an undetectable ice coating under the dry snow on the upper wing surfaces. - If the aircraft wing anti-ice/system was used on the flight inbound, be alert for any evidence of ice crystal accumulation on the leading edge of the wing due to

111 CHAPTER 7: AIRCRAFT Page: 93 INSPECTION 7.2 Aircraft Inspection a melting/freezing condition resulting from the warm wing. Once it has been determined through a post de/anti-icing check that the aircraft is clean and adequately protected, the aircraft should be ready for immediate departure. This is especially important when there is falling precipitation or high humidity. E. Pre-Takeoff Check. This check is required anytime ground-icing conditions exist, the aircraft has been de/anti-iced and a HOT established. It is accomplished within HOT range and normally can be conducted by the flight crew from inside the flight deck. The aircraft s wings or non-heated representative aircraft surfaces are checked for contamination and/or signs of fluid failure prior to takeoff. The pre-takeoff check is integral to the use of HOTs. Because of the variables involved in the determination of HOTs, it is necessary for the flight crew to look outside the aircraft to assess current weather conditions and aircraft condition, and not rely on the HOT as the sole determinate that the aircraft is free of contaminates. CAUTION: Special procedures apply during periods of light freezing rain or freezing drizzle F. Pre-Takeoff Contamination Check Anytime an established HOT is exceeded during ground icing conditions one of the following must occur: A pre-takeoff contamination check must be accomplished. This check is to ensure the aircraft wings and all other critical surfaces are clear of frozen contamination and the de/anti-icing fluid has not lost its effectiveness. It is normally performed from the best vantage point inside the

112 CHAPTER 7: AIRCRAFT Page: 94 INSPECTION 7.2 Aircraft Inspection aircraft using unheated representative aircraft surfaces as defined below. Takeoff must occur within five minutes following the successful completion of this check; or, The aircraft must be re-de/anti-iced and a new HOT established. In some situations it may not be possible for a crew member to conduct this check from inside the aircraft. Changes in ambient conditions, lighting, visibility and other factors have an effect on the crew s ability to satisfactorily perform a pretakeoff contamination check. When circumstances do not permit the flight deck crew to make a satisfactory visual inspection from inside or outside the aircraft, the flight crew will return to the de/anti-icing location or other designated area to allow qualified ground personnel to perform one of the following: External visual inspection and, if necessary, a tactile check of the aircraft s wings conducted by qualified ground personnel. Takeoff must occur within five minutes following the successful completion of this inspection. Re-de-iced as necessary and a new HOT established. Re-de-iced with hot water or mixture of hot water and deicing fluid followed by an application of anti-icing (Type II, III or Type IV) fluid and a new HOT established. NOTE: The decision to takeoff following any pre-takeoff check is the responsibility of the PIC. G. Pre-Takeoff Contamination Check. An external tactile check is required anytime the HOT is exceeded. The tactile check is accomplished by physically touching the aircraft wing leading edge, the forward upper wing surface and the rear upper wing surface to determine the

113 CHAPTER 7: AIRCRAFT Page: 95 INSPECTION 7.2 Aircraft Inspection wings are free from frost, ice, snow, slush, or other frozen contaminants. If any contamination is found during the inspection, the aircraft will be re-de-iced as necessary. If the tactile check cannot be completed due to aircraft location on an active taxiway or inaccessible area, the aircraft must be rede/anti-iced and new HOT established prior to takeoff. H. Representative Aircraft Surfaces. When performing either a "Pre-Takeoff Check" or a "Pre- Takeoff Contamination Check", the flight crew will use certain unheated representative surfaces as defined below to make a reasonable determination that all critical surfaces are clear of contamination. Aircraft representative surfaces are generally the aircraft wings or another unheated surface of the aircraft that the flight crew can view from either the flight deck or aircraft cabin. When the flight crew is unable to make a satisfactory visual inspection from inside or outside the aircraft, or conduct an external tactile inspection of aircraft, qualified ground personnel will perform the necessary inspections. Closely inspect the left wing, or right wing if de/anti-iced first. Check the entire wing surface including the leading and trailing edge and mid-chord section of the wing. I. Pre-Takeoff and Pre-Takeoff Contamination Checks During Light Freezing Rain or Freezing Drizzle Weather Conditions. When conducting operations during light freezing rain or freezing drizzle weather, the aircraft must be anti-iced with Type II, III or IV fluid. An external visual check is not authorized for the purpose of extending the HOT during freezing drizzle and light freezing rain when the aircraft has not been anti-iced with Type II, III or IV fluid. Take off during moderate or heavy freezing rain is not permitted.

114 CFM the Company Page: 96 Intentionally Left Blank INTENTIONALLY LEFT BLANK

115 CHAPTER 8: DE/ANTI-ICING Page: 97 EQUIPMENT 8.1 Purpose 8.2 Authorized Equipment 8.3 Movement Of De/Anti-Icing Equipment CHAPTER 8: Ref: 14 CFR PURPOSE DE/ANTI-ICING EQUIPMENT This section provides the general procedures for the operation of de/anti-icing equipment in the vicinity of Company aircraft. 8.2 AUTHORIZED EQUIPMENT Contract Locations Ground equipment for contractors operating under another certificate holder s FAA approved 14 CFR GDAP will be included in their approved GDAP. The Company ensures each contractor has proper equipment and training to de/anti-ice Company aircraft Equipment And Fluid Checks Station Management is responsible to ensure compliance with this program. This includes establishing a process to ensure pre-deicing operational checks are conducted. In contracted locations, the Company will accept the contractor s pre-operational checklists providing it contains the information from the Company form located on > Airport Operations > Winter Operations > Forms 8.3 MOVEMENT OF DE/ANTI-ICING EQUIPMENT The procedures and precautions outlined in this section must be followed to ensure safe movement of de/anti-icing equipment around Company aircraft.

116 CHAPTER 8: DE/ANTI-ICING Page: 98 EQUIPMENT 8.3 Movement Of De/Anti-Icing Equipment General It s recommended to divide the aircraft into four distinct work areas when moving de/anti-icing equipment around the aircraft: Left wing and fwd left fuselage. Right wing and fwd right fuselage. Right aft fuselage and right side of the horizontal and vertical stabilizer. Left aft fuselage and left side of the horizontal and vertical stabilizer. The movement of the de/anti-icing equipment around the aircraft may vary depending on the number and type being utilized to perform the de/anti-icing event. The de/anti-icing equipment is not allowed to enter the safety diamond areas except in extenuating circumstances and only with the use of a guide person. NOTE: Agents using a de/anti-icing unit with an aerial boom and basket/cab may position themselves closer, but must maintain a minimum five foot safety buffer. CAUTION: When driving a de/anti-icing vehicle or towing a de-icing unit to the aircraft, never exceed a speed of 4 mph. Upon approaching or maneuvering around the aircraft never exceed a speed equal to that of a normal walking pace. If the final application of de/anti-icing fluid begins on any place other than the left wing, the flight crew must be notified. All precautions must be followed as outlined in this program. Approach paths and movement of the equipment is outlined in Exhibit A Diagrams & Illustrations. De/anti-icing of an aircraft requires close coordination of the deicing crew to ensure safety. Attempt to remove heavy

117 CHAPTER 8: DE/ANTI-ICING Page: 99 EQUIPMENT 8.3 Movement Of De/Anti-Icing Equipment accumulations from critical aircraft surfaces manually prior to deicing with fluid Towable Type De/Anti-Icing Equipment When operating towable equipment for de/anti-icing, close coordination between the spotter/de-icing agent and the tug operator is required to ensure safe movement of the equipment around the aircraft. The spotter/de-icing agent is responsible for ensuring proper clearance of the portable equipment movement around the aircraft. The tug driver must follow the spotter/de-icing agent s instructions. It is necessary that the driver and spotter/deicing agent have a briefing before starting the operation to discuss how they will communicate and the different terms that they will be using. Stations that use a tow behind de/anti-icing unit may enter the safety diamond but must maintain a 10 foot clearance from the aircraft and the basket/cab must maintain a minimum five foot safety buffer Use Of Other Airline/Contractor Equipment When local de/anti-icing equipment is inoperative, the station may use other airlines/contractor equipment to de/anti-ice aircraft providing the following requirements have been met: The fluid being used to de/anti-ice the aircraft are on the list of approved fluids. The fluid being used to de/anti-ice the aircraft are tested for proper freeze point (Type I) and/or refractive index (Type II, III, IV) prior to use. Type I fluid temperature of at least 60 C (140 F) is verified at the nozzle, or if not measured at the nozzle, 71 C (159.8 F) at the last point of measurement.

118 CHAPTER 8: DE/ANTI-ICING Page: 100 EQUIPMENT 8.3 Movement Of De/Anti-Icing Equipment Station de/anti-ice qualified agent must be trained on the proper use of the contractor/oal vehicle. Training will be documented on paper or in an electronic LMS system. A contractor employee may drive their de-icing vehicle when it is leased/borrowed for use de-/anti-icing Company aircraft. The contractor employee driving the vehicle must have current training in a de/anti-icing program Single Vehicle (Reference Exhibit A Diagrams & Illustrations) The movement around the aircraft while utilizing a single vehicle requires close coordination between the bucket operator and the truck operator to ensure safe movement around the aircraft. The bucket operator is responsible for the trucks movement around the aircraft. The driver must follow the bucket operator s instructions. It is necessary that the driver and bucket operator have a briefing before starting the operation to discuss the different terms that they will be using during the event. The de-icing vehicle shall maintain a 10 foot clearance from the aircraft while the distance of the basket/closed cab shall not come to within 5 feet. NOTE: DO NOT exceed 4 mph while maneuvering around the aircraft. Maintain a distance of at least 5 feet between the de-icing nozzle and the aircraft. This will reduce the possibility of damage to the aircraft surface being de-iced. Wings shall be anti-iced first; this offers the best vantage point for the flight crew to perform the cabin check and extend hold over time if needed. NOTE: Exception: De/anti-ice nozzles that are equipped with clearance whiskers (sensors); The clearance whisker may encroach on or enter the 5 foot clearance zone, provided the nozzle remains at least 5 feet from the aircraft.

119 CHAPTER 8: DE/ANTI-ICING Page: 101 EQUIPMENT 8.3 Movement Of De/Anti-Icing Equipment The use of headsets or other means of communication (i.e. portable radio) must be utilized during the de/anti-icing event to ensure clear communication between the driver and bucket operator Multi-Vehicle (Reference Exhibit A Diagrams & Illustrations) De/anti-icing in areas that utilize multiple vehicles simultaneously requires close coordination between the vehicles and bucket operators. All vehicles should begin de/anti-icing at the same time. In the absence of a Pad Commander, the vehicle positioned on the left wing is designated as the lead vehicle and will coordinate the event and communicate with the flight crew (reference Exhibit A Diagrams & Illustrations in this manual for suggested multi-vehicle application sequence).

120 CHAPTER 8: DE/ANTI-ICING Page: 102 EQUIPMENT Intentionally Left Blank INTENTIONALLY LEFT BLANK

121 CFM the Company CHAPTER 9: DE/ANTI-ICING FORMS Page: Purpose 9.2 Acceptance Of Other Airline Forms 9.3 De/Anti-Icing Training Records 9.4 Refractometer/Harness/Lanyard Inspection CHAPTER 9: DE/ANTI-ICING FORMS 9.1 PURPOSE This section contains the specifications for de/anti-icing records used to document winter operations events for Company aircraft. 9.2 ACCEPTANCE OF OTHER AIRLINE FORMS Ground handlers may use their own de/anti-icing forms provided they are included in a FAA approved GDAP. Ground handlers may also adhere to their own form retention guidelines. Forms not included in an FAA approved GDAP may be used, provided the form contains the same information as the equivalent Company form. 9.3 DE/ANTI-ICING TRAINING RECORDS Reference CHAPTER 5: TRAINING of this manual for training information. 9.4 REFRACTOMETER/HARNESS/LANYARD INSPECTION This form is used to document inspections for refractometers, safety harnesses and lanyards. This information may be contained in other forms or documents. Document the following information: Station name or three-character code. Date that the test/inspection was completed.

122 CFM the Company CHAPTER 9: DE/ANTI-ICING FORMS Page: Refractometer/Harness/Lanyard Inspection 9.5 Post De/Anti-Icing Name or signature of the person performing the test/inspection. Employee number of the person performing the test/inspection. Area to identify the type of equipment being tested/inspected. Must include Refractometer, Harness and Lanyard. Area to identify the equipment number for the items being tested/inspected (if applicable). Area to indicate if the individual piece of equipment "Passed" or "Failed" the test/inspection. NOTE: If using the paper Company form, retain until the beginning of the next de/anti-icing season or October 15, whichever comes first. 9.5 POST DE/ANTI-ICING The Post De/Anti-icing Worksheet is used to document data from a de/anti-icing event. The minimum required data to collect shall include: Three letter airport code. Date that the de/anti-icing process was complete. Outside Air Temperature (OAT) at the time of the de/anti-icing event. The current tested freeze point of the Type I de-icing fluid in the de/anti-icing unit. Aircraft identification number of the flight being de-iced.

123 CFM the Company CHAPTER 9: DE/ANTI-ICING FORMS Page: Post De/Anti-Icing 9.6 De/Anti-Icing Fluid Acceptance Worksheet Identification of the final fluid applied to the aircraft. When Type II or IV is used, record the glycol/water percentage of the fluid if it is anything other than 100% concentration. If Type II or IV is used in the final application, the manufacture's name and the brand name of the fluid. Indication that a post de/anti-icing check was completed. Signature and employee number of the agent performing the post de/anti-icing check of the aircraft Data Retention (Electronic) For stations that use an electronic database, the information collect during the event shall be entered within 72 hours of the event. Once the data has been entered and verified any paper forms may be destroyed Data Retention (Paper) At locations without electronic filing, paper worksheet is retained in the station until the beginning of the next de/anti-icing season or October 15th, whichever comes first. NOTE: When using an approved contractor s forms, reference 9.3 De/Anti-Icing Training Records the retention guidelines above. 9.6 DE/ANTI-ICING FLUID ACCEPTANCE WORKSHEET Fill out a De/Anti-icing Fluid Acceptance Worksheet completely each time fluid is accepted on behalf of the Company. This worksheet may only be completed by a person who has been trained in de/anti-icing fluid acceptance procedures. The Company accepts contractor de/anti-ice fluid acceptance documentation and forms. Retention of these forms is in

124 CFM the Company CHAPTER 9: DE/ANTI-ICING FORMS Page: De/Anti-Icing Fluid Acceptance Worksheet accordance with other 14 CFR 121 airline procedures and must be made available upon request for review and verification. The minimum required information on this form is as follows: Station Three letter code. Date that the fluid was accepted. Information from company transporting shipment which includes: - Drivers Name. - Time of delivery. - Quantity Delivered. - Delivery Method (i.e. tanker, tote, drum). For Type I Fluids the following information is required: - Product Supplier. - Product Name. - Fluid Visual Test Result (i.e. color, clarity, etc.). - Fluid Refractometer Test Result using freeze point, refractive index or Brix reading. For Type IV Fluids the following information is required: - Product Supplier. - Product Name. - Fluid Visual Test Result (i.e., color, clarity, etc.). - Fluid Refractometer Test Result using refractive index or Brix reading. - Viscosity Results from the Certificate of Analysis (optional). Indication by the receiving agent of acceptance or nonacceptance of the shipment.

125 CFM the Company CHAPTER 9: DE/ANTI-ICING FORMS Page: De/Anti-Icing Fluid Acceptance Worksheet 9.7 De/Anti-icing Overnight Protection Notification Form Accepting agents Name, signature and employee number. Vendor fluid acceptance worksheets are acceptable for use as long as they contain at least the information outlined above. Vendors whose forms which do not contain the minimum required information will be required to utilize the Company form. 9.7 DE/ANTI-ICING OVERNIGHT PROTECTION NOTIFICATION FORM This form may be used to notify the flight crew that de/anti-icing fluid has been applied to the aircraft prior to their arrival or for overnight protective measures due to forecast weather conditions. This form, when used, will be placed on the flight deck once completed. If access to the flight deck is restricted, the form shall be attached to the flight dispatch release De/Anti-Icing Overnight Protection Form (Hard Copy) If the station is using a contractor's Overnight Protection Form to communicate the application information, the document shall include the following information: The station name or three letter airport code. Date the overnight protection, pre-treatment or engine inspection was completed. Aircraft number of the aircraft receiving overnight protection, pre-treatment or engine inspection. The form must also include at least the following information for the procedure completed on the aircraft: Overnight Protection or treating the aircraft with Type I Fluid Prior to Flight Crew Arrival. - Freeze Point of the Type I fluid applied to the aircraft.

126 CFM the Company CHAPTER 9: DE/ANTI-ICING FORMS Page: De/Anti-icing Overnight Protection Notification Form - Start time of the Type I fluid application. Overnight Protection or treatment of the aircraft with Type II or IV fluid prior to Flight Crew Arrival. - Type II or IV Manufacture Name and Product Name. - Start time of the Type II or IV fluid application. - What parts of the aircraft were treated with Type II or IV fluid (i.e. wing, tail, fuselage). Engine Inlet Inspection. - Indicate that the engine inlet was inspected. - Indicate if containments were found. - If containments were found, have they been removed from the engine inlet. Reminder that if Type II or IV fluid was applied to the aircraft, that the aircraft will require full de-icing prior to departure, no matter the current weather conditions. The form shall also include the signature of the person completing the procedure. If fluid is sprayed on the aircraft, complete a Post De/Anti-icing form for the event De/Anti-Icing Overnight Protection Communication (Verbal) If the contractor applying the overnight protection or pre-treatment does not use or have a De/Anti-icing Overnight Protection Notification form to communicate this information, the fluid application information from 6 a) shall be verbally communicated to the flight crew.

127 CHAPTER 10: FLIGHT CREW Page: 109 COMMUNICATIONS 10.1 Purpose 10.2 Flight Crew Information (Communications) CHAPTER 10: Ref: 14 CFR FLIGHT CREW COMMUNICATIONS 10.1 PURPOSE This chapter is intended to review the Company s communication procedures as required by 14 CFR (c)(2)(iii) and AC B Section 6f FLIGHT CREW INFORMATION (COMMUNICATIONS) General Communication between ground personnel and the flight crew prior to commencing de/anti-icing operations is critical. Upon completion of de/anti-icing operations, ground personnel shall communicate specific information to the flight crew so that they can calculate the start of the Hold Over Time (HOT). Direct and clear communication will be necessary to ensure that all pertinent information is exchanged between the flight deck crew and the de/anti-icing crew in a concise and accurate manner. Actual communication procedures are to be determined by local management as is deemed sufficient for each station. Communication between the ground and flight deck crew will be facilitated via any of the following methods: Direct radio contact with the flight deck. Aircraft Interphone System. Face to face communication with the flight crew. NOTE: Use of a digital information board is an acceptable means of communication provided the information in Communication Practices C: Post De/Anti-icing Communications. (Elements A through E) below is provided to the flight crew.

128 CHAPTER 10: FLIGHT CREW Page: 110 COMMUNICATIONS 10.2 Flight Crew Information (Communications) Communication Practices FAA document AC B and SAE ARP 4737H recommend the following communication practices be observed during the de/antiicing process: A. Pre-De/Anti-icing Communications. Before commencing de/anti-icing operations, ground personnel and the flight crew shall review the following (as applicable): De/anti-icing prior to crew arrival (overnight or long turn protection of the aircraft). In some locations a written De/Anti-icing Overnight Protection form is left on the PIC s seat to communicate any de/anti-icing that was completed prior to the flight crews arrival (reference example in CHAPTER 9: DE/ANTI-ICING FORMS in this manual). NOTE: If de/anti-icing fluid was applied to an aircraft as overnight protection or de-iced for overnight frost prior to the flight crews arrival, the application must be recorded on a Post De/Anti-Icing Form (reference CHAPTER 9: DE/ANTI-ICING FORMS in this manual for information to include on this form). Local gate or remote de/anti-icing procedures. Aircraft-specific procedures. How the ground personnel and the flight crew will communicate during the de/anti-icing process. B. De/Anti-icing Communications. Just before commencing the application of de/anti-icing fluid, ground personnel shall confirm with the flight crew that the aircraft is properly configured for de-icing. In the following scenario the term De-icer/Coord is used to indicate the

129 CHAPTER 10: FLIGHT CREW Page: 111 COMMUNICATIONS 10.2 Flight Crew Information (Communications) De/Anti-Icing Agent, De/Anti-Icing Coordinator or Ground Coordinator. When the aircraft is in position for de/anti-icing the De-icer/Coord shall initiate communication. An example of this communication is as follows: De-icer/Coord: Captain: De-icer/Coord: Captain: Brakes set? Brakes set Ready for de-icing? C. Post De/Anti-icing Communications. Standby Aircraft ready for de-icing. The person performing the post de/anti-icing check is responsible for notifying the flight crew of the following elements prior to departure. This information can be communicated verbally or visually: Element A - Fluid type of the final application (i.e. Type I, Type II, Type III or Type IV), fluid product name (i.e. Safewing MP IV Launch). Element B - Specify the percentage of fluid in the fluid/water mixture (i.e., 100 = 100% fluid, 75 = 75% fluid, 25% water). Type II and Type IV fluid only; the ratio will be 100% unless the De-Icer/Coord states otherwise. NOTE: Only report the concentration of Type II, Type III or Type IV fluids. Reporting the concentration of Type I fluids in not required. Element C - Specify, in local time (hours and minutes) the beginning of the final fluid application (i.e. Final application began at 1330). NOTE: In some locations the ground crew will report the time as Final application began minutes ago (i.e. final application began 6 minutes ago).

130 CHAPTER 10: FLIGHT CREW Page: 112 COMMUNICATIONS 10.2 Flight Crew Information (Communications) Element D - The date of application is required for record keeping and will be included on the Post De/Anti-icing Report (reference CHAPTER 9: DE/ANTI-ICING FORMS in this manual for information that must be included on this form) and does not need to be communicated to the flight crew. Element E - De-icing Complete. These words imply the de/anti-icing process is complete and all critical aircraft surfaces are free of frozen contaminants and any required tactile checks have been completed. An example of this communication is as follows: De-icer/Coord: Captain: De-icer/Coord: Captain: De-icer/Coord: Ship # de/anti-icing and aircraft inspection complete Roger Ship # Type I fluid application started at local time, current local time is (can insert started minutes ago). The freeze point is C, No Type II or Type IV was used. OR Ship # Type II/IV fluid application with (fluid brand name) started at local time, current local time is, (can insert: started minutes ago) Roger. Clear to start engines (when applicable). Do not move the aircraft under power until you have been given the All Clear Salute.

131 CHAPTER 10: FLIGHT CREW Page: 113 COMMUNICATIONS 10.2 Flight Crew Information (Communications) NOTE: Due to the limited visual field from the flight deck, ground personnel must ensure the path of the aircraft is clear of obstructions, prior to aircraft movement. Once the path is clear ground crew must visually or verbally communicate to the flight deck crew that aircraft movement may proceed Forced Air Communications The following communication must be used when forced air or forced air with Type I fluid is used as the final process. Examples of the pre and post de/anti-icing communications for forced air are as follows:

132 CHAPTER 10: FLIGHT CREW Page: 114 COMMUNICATIONS 10.2 Flight Crew Information (Communications) 10.3 Emergency Communications A. Pre-De/Anti-icing Communication. De-icer/Coord: Captain: De-icer/Coord: Captain: De-icer/Coord: Captain: Brakes Set Brakes Set B. Post De/Anti-icing Communication. De-icer/Coord: Captain: De-icer/Coord: The final process used will be forced air (or Forced air with Type I fluid) with no holdover time Roger or Negative, holdover time required Roger, ready for de-icing? Stand by aircraft for ready for de-icing Ship # de/anti-icing and aircraft inspection complete. The final process used was forced air (or forced air with Type I fluid) with no holdover time. Roger Clear to start engines (when applicable). DO NOT move the aircraft under power until you have been given the all clear salute 10.3 EMERGENCY COMMUNICATIONS All personnel participating in the de/anti-icing operation must know the following emergency communication procedures. A. Aircraft Emergency Communication. Upon verbal notification or by the PIC flashing the nose wheel lights and/or any other exterior lights to indicate an Aircraft Emergency, the De-icer /Coord will notify the iceman/operations and de/anti-icing crews.

133 CHAPTER 10: FLIGHT CREW Page: 115 COMMUNICATIONS 10.3 Emergency Communications An example of this communication is as follows: De-icer/Coord to OPS Ship number aircraft emergency located at. (give a brief description of the aircraft emergency). B. Aircraft Engine, Brake or APU Fire. If an aircraft fire is identified by ground personnel, the De-icer /Coord will notify the PIC. An example of this communication is as follows: De-icer/Coord to Captain Captain, aircraft fire engine number Captian, brake fire (right side or left) Captain, APU fire The appropriate ramp hand signal may also be used to communicate with the flight crew. Engine Fire Brake Fire

134 CHAPTER 10: FLIGHT CREW Page: 116 COMMUNICATIONS 10.3 Emergency Communications NOTE: There is not a signal for an APU Fire so the agent would use the Engine Fire signal and communicate the location via headset or radio transmission to the flight crew. C. Ground Emergency. Upon visual or verbal notification of a Ground Emergency, the De-icer/Coord will notify the Captain. An example of this communication is as follows: De-icer/Coord to Captain: Ground Emergency, ship number. (give a brief description of the ground emergency) The De-icer/Coord will notify the Iceman/Operations and De/Anti-icing Crews. An example of this communication is as follows: De-icer/Coord to Ops: Ship number Ground Emergency located at. When an aircraft emergency is declared during Engine Running De/anti-icing (ERD), all aircraft on the same remote location will shut off engines.

135 CHAPTER 11: DE/ANTI-ICING Page: 117 FLUIDS 11.1 Purpose 11.2 Type I Fluids 11.3 Type II Fluids CHAPTER 11: Ref: 14 CFR PURPOSE DE/ANTI-ICING FLUIDS This chapter identifies the types and characteristics of the de/antiicing fluids used by the Company, their main line partners and contractors as required in 14 CFR (c)(2)(iv). This chapter also identifies the de/anti-icing fluids that are approved for use on Company aircraft TYPE I FLUIDS Thin fluids that are primarily used as de-icing agents. Form a very thin wetting film on aircraft surfaces. Type I fluid is distributed in two forms: - Pre-diluted (50/50 glycol to water ratio) solutions. - Concentrate (more than 80% glycol) forms which must be diluted with water. Type I fluid is normally heated prior to application. This fluid provides very limited holdover protection during freezing precipitation conditions. This fluid is orange or can be clear in color TYPE II FLUIDS Thickened fluid that is primarily used during anti-icing following an application of heated water or de-icing fluid solution. High in viscosity and its use is limited to aircraft with minimum rotation speeds of 85 knots.

136 CHAPTER 11: DE/ANTI-ICING Page: 118 FLUIDS 11.3 Type II Fluids 11.4 Type III Fluids 11.5 Type IV Fluids Contains about 50% glycol, the remaining consisting of thickening agents and water. Usually applied undiluted and unheated and provides much longer holdover times (HOTs) than provided by Type I fluid. This fluid is clear or pale straw in color TYPE III FLUIDS Similar to Type I, this fluid is designed to be applied as a ready-mix, or undiluted, and may be applied heated when used as a de-icing agent followed with a second application (heated or unheated) as step two of a two step process to provide anti-icing protection. Although Type III fluid may be pumped through equipment used to supply Type I fluid without fluid degradation, to utilize the Type III HOTs, the fluid must be used following de-icing with either heated Type I, Type III or water. HOTs apply whether applied heated or unheated. Type III fluid is yellow in color TYPE IV FLUIDS Enhanced performance fluid with characteristics similar to Type II fluids. Offer greater thermal and shear stability which allow its use as both an anti-icing fluid and as a high performance de-icing fluid which can be used diluted with water and heated. When used in 100% concentration, the anti-icing effectiveness is superior to Type II fluids and HOT is increased by a significant factor.

137 CHAPTER 11: DE/ANTI-ICING Page: 119 FLUIDS 11.5 Type IV Fluids 11.6 Non-SAE/ISO/AEA Approved Fluids 11.7 Special Blend Stations (SBS) Fluid remains stable when heated and has the lowest freezing point of any other anti-icing fluid. Type IV fluid is clear or green in color Type IV fluids can be used in equipment normally used for de-icing that are equipped with transfer systems with low-shear or air pressure pumps (i.e. diaphragm or progressive-cavity pumps). The fluid shows minimal degradation when passed through a low-shear centrifugal pump; however, fluid cycling should be limited. DO NOT use high-shear centrifugal pumps unless approved by the anti-icing fluid or equipment manufacturer NON-SAE/ISO/AEA APPROVED FLUIDS Not all de-icing and anti-icing fluids meet SAE/ISO/AEA certification requirements, including some military fluids. Type I, II, III and IV fluids that do not meet SAE/ISO/AEA specifications shall not be used on Company aircraft SPECIAL BLEND STATIONS (SBS) Stations designated as special blend stations are authorized to apply heated Type I fluid with a freeze point of 1 C (33.8 F) below the OAT. All other stations must apply heated Type I fluid with a freeze point of 10 C (18 F) below the OAT. The use of the 1 C (33.8 F) below OAT is more restrictive than the FAA Guidelines for the Application of SAE Type I Fluid Mixture Minimum Concentrations as a Function of OAT. The more restrictive requirement allows for any wing skin temperature that may be lower than OAT. Using Type I fluids with a freeze point of 1 C (33.8 F) below the OAT may only be accomplished in the first step of a two-

138 CHAPTER 11: DE/ANTI-ICING Page: 120 FLUIDS 11.7 Special Blend Stations (SBS) step de/anti-icing procedure. Regardless if falling precipitation is occurring or not, a SAE approved anti-icing fluid must be applied within 3 minutes after the application of the Type I fluid. NOTE: The only exception to #2 above would be when the OAT is greater than 3 C (37.4 F) and there is NO falling precipitation. Under these conditions, special blend fluid (with or without forced air), may be used in a one step process and would not require a second step using Type IV fluid. Communicate to the PIC that there is no holdover time. A. Special Blend Station Approval Process. Before a station can be considered as a SBS, the following criteria must be met: Fluid blending equipment is available in the station. An adequate amount of personnel are trained on the blending equipment. Dedicated personnel are available to monitor changes in weather conditions and control the fluid blending process. Special Blend Stations can only be approved by the Director - Airport Operations and Regulatory Compliance after coordination with the Company s FAA Certificate Management Office. B. There are no current approved Special Blend Stations.

139 CHAPTER 11: DE/ANTI-ICING Page: 121 FLUIDS 11.7 Special Blend Stations (SBS) 11.8 Approved De/Anti-icing Fluids NOTE: If any additional locations are approved as special blend stations during the current de/anti-icing season, notification will be made to the flight operations, dispatch and airport customer service departments for decimation to front-line employees APPROVED DE/ANTI-ICING FLUIDS Type I De-Icing Fluids (Un-Thickened) In order to use the HOT charts referenced in this program, Type I fluids must meet SAE AMS 1424 specifications and must also be approved by the aircraft manufacturer. The Approved Fluids document is located on > Airport Operations > Winter Operations > Approved Fluids and contains a complete list of specific Type I fluids that meet this criteria and are approved for use on Company aircraft. Other Type I fluids meeting the following specifications are also approved for use on Company aircraft, however, the HOT charts for SAE Type I fluids cannot be used unless the fluid also meets SAE AMS 1424 specifications. ISO AEA Type I Type II, III And IV Anti-Icing Fluids (Thickened) In order to use the HOT charts referenced in this program, Type II, III and IV fluids must meet SAE AMS 1428 specifications and must also be approved by the aircraft manufacturer. The Approved Fluids document referenced in the Type I De-icing Fluids (unthickened) section above contains a complete list of specific Type II, III and IV fluids that meet this criterion. Other Type II, III and IV fluids meeting the following specifications are also approved for

140 CHAPTER 11: DE/ANTI-ICING Page: 122 FLUIDS 11.8 Approved De/Anti-icing Fluids 11.9 Mixing Type I Fluids In De-icing Units use on Company aircraft, however, the HOT charts for SAE Type II and IV fluids cannot be used unless the fluid also meets SAE AMS 1428 specifications. ISO AEA Type II, III, or IV. CAUTION: Type II, III and IV anti-icing fluids not listed in the Approved Fluids document, or that do not meet one of the specifications indicated above will not be used to de/anti-ice Company aircraft. Type II, III and IV fluids will not be applied by equipment designed to spray Type I fluids unless these fluids have been tested and approved for use in such equipment by both the equipment and fluid manufacturer MIXING TYPE I FLUIDS IN DE-ICING UNITS Type I fluids are de-icing fluids which contain a high glycol content, and are relatively low in viscosity, except at very cold temperatures. These fluids are mixed with a predetermined percentage of water based on prevailing or expected temperatures and current or local forecast weather conditions at the time of deicing. To melt snow, ice and frost from aircraft surfaces, the de-icing fluid must be heated before being applied to the aircraft. The desirable temperature range is 60º to 93ºC (140ºF to 199.4ºF). Fluid temperatures of less than 60ºC (140ºF) may also work effectively but generally will require longer de-icing times and excessive fluid. The crew must be notified when Type I fluid is the only fluid utilized for de/anti-icing and the temperature at the nozzle is less than 60ºC (140ºF) In this situation, the approved Type I fluid HOTs for very light snow, light snow and moderate snow as identified in the Type

141 CHAPTER 11: DE/ANTI-ICING Page: 123 FLUIDS 11.9 Mixing Type I Fluids In De-icing Units I fluid HOT, cannot be used in lieu of a pre-takeoff contamination check. Cold type I fluid (glycol/water mixtures) will not melt snow, ice or frost but after de-icing is accomplished, may provide limited protection against moisture refreezing to aircraft surfaces depending on the current weather conditions. CAUTION: When Type I fluid is used for anti-icing purposes and HOT charts are to be used, the fluid MUST be at least 60ºC (140ºF) as it exits the nozzle. There may be a temperature differential between the reading on the dispensing unit s temperature gauge and the actual temperature of the fluid at the nozzle of as much as 11ºC (51.8ºF) Therefore, to ensure a minimum of 60ºC (140ºF) at the nozzle, the dispensing unit s temperature gauge MUST read at least 71ºC (159.8ºF) Preparation & Mixing Procedures De-icing solution mixing requirements change with corresponding changes in ambient temperatures and weather conditions. To attain the most efficient and effective utilization of de-icing fluid at the specified ambient temperatures and weather conditions, the mix ratios of glycol and water specified in this program must be observed. De-icing personnel shall be aware that even when mixed as specified for the anticipated weather condition and ambient temperature, the de-icing fluid solution effectiveness may be reduced by such factors as: Solution dilution from melting ice, snow, frost or freezing rain Runoff from de-iced aircraft surfaces. Lowering of ambient (outside) temperatures. Lower aircraft surface temperature. Blowoffs from other aircraft engine exhaust blasts or prop wash.

142 CHAPTER 11: DE/ANTI-ICING Page: 124 FLUIDS 11.9 Mixing Type I Fluids In De-icing Units Upon receiving de-icing fluid from the distributor, review the label affixed to the barrel or container and determine if the fluid has been delivered premixed or as a concentrate. If the fluid is premixed with water, additional dilution may not be necessary. NOTE: Type I fluid containing at least 80% glycol is considered a concentrate and future dilution with water may be required prior to application. If the dispensing vehicle (de-icer) is used for stowage of de-icing solution during winter operations and uncertain weather conditions exist, a standard mix ratio of one part Type I glycol (50% by volume) to one part water (50% by volume) should be maintained. It is not recommended to fill the dispensing vehicle to more than 70% capacity as expansion room may be required if the 50/50 mixture is not appropriate for the current de-icing task. When Type I fluid is being used for both de-icing and limited anti-icing protection, care must be taken to ensure the glycol to water ratio is mixed to a proportion that provides a de-icing fluid freezing point at least 10ºC (18ºF) below the prevailing or expected outside ambient temperature. This degree of difference will allow for air temperature and other weather condition changes and the variation between the ambient air temperature and the aircraft s external surface temperature. When filling manual-mix (premix) vehicles, follow the instructions below to ensure that the proper Type I fluid to water ratio is maintained. Ensure the solution is thoroughly circulated or mixed prior to testing or application by mixing with a long-handled paddle or other device. A. De-icing Vehicle Empty. Uncertain weather conditions - A standard mix ratio of 50/50 is recommended. This ratio will allow for a fluid freezing temperature of approximately -22ºC (-7.6ºF) to - 31ºC (-23.8ºF) depending on the manufacturer and

143 CHAPTER 11: DE/ANTI-ICING Page: 125 FLUIDS 11.9 Mixing Type I Fluids In De-icing Units specific type of fluid. Mixing the fluid to a 50/50 ratio does not change the requirement for freeze point testing of the fluid after filling the de-ice unit. NOTE: If the anticipated ambient temperature is expected to drop lower than -17ºC (1.4ºF), adjust the mixture to protect against freezing. Known weather conditions - Use the mix ratio as specified using the "Fluid Mix Ratio Freezing Table for Type I Fluid" for the anticipated weather conditions and ambient temperature. B. De-icing Vehicle Partially Filled. The following mixing options ensure adequate solution concentration when filling vehicles that are partially filled. Select the appropriate mixing option after first determining the mix ratio of the existing solution using a MISCO 7084VP, 7086VP, or PA202X Glycol Tester. Uncertain weather conditions - Standard mix ratio procedures: 1) Determine the freezing point of the existing solution. 2) Using the Fluid Mixture Adjustment Table, determine the ratio of Type I fluid and water required to obtain a standard 50/50 mix solution with a 25% total standby capacity. 3) Ensure that the solution is thoroughly mixed and recheck the solution freezing point. Known weather conditions - Mix ratio change procedure. 1) Determine the mix ratio of existing solution. 2) If the ratio of the existing solution is determined to be the same as the mix ratio required for the anticipated ambient temperature and weather condition

144 CHAPTER 11: DE/ANTI-ICING Page: 126 FLUIDS 11.9 Mixing Type I Fluids In De-icing Units (reference Type I Fluid Ratio Mixing Adjustment Table in this manual for that temperature). 3) If the mix ratio of the existing solution is determined to be for a higher or lower freezing point than that required for the anticipated ambient temperature, the freezing point of the solution should be adjusted for the anticipated ambient temperature using the steps provided in the Fluid Mixture Adjustment Worksheet. C. Portable Type De-icing Units. Stations utilizing portable, manual-pump, handheld or backstrap type de-icing units that do not contain internal electrical immersion heating elements should use heated tap water when mixing de-icing fluid solution. Normal heated tap water temperatures can range from 43ºC to 65ºC (109.4ºF to 149ºF) at the point the water is drawn from the spigot. Stations having de-icing units of this type should mix and apply the de-icing fluid as close to departure as possible while the mixture is still heated. However, allow enough time to successfully de-ice the aircraft without creating a delay. CAUTION: These types of units do not provide the de-icing volume necessary to provide for anti-icing protection and the use of Type I, II, III or IV HOTs will not apply Type I Fluid Mixing Ratios Pre-diluted solutions are normally a 50/50 mixture of glycol/water. When a pre-diluted mixture is received, complete a freeze point test and compare the results with the freeze point listed on the manufacturer s Certificate of Analysis (reference 12.8 Fluid Acceptance. in this manual. When mixing concentrated glycol and water, reference the Official FAA Holdover Time Tables for more information.

145 CHAPTER 11: DE/ANTI-ICING Page: 127 FLUIDS 11.9 Mixing Type I Fluids In De-icing Units These temperature ranges allow for some dilution of the de/antiicing fluids when applied during wet conditions to de-ice aircraft during freezing temperatures. To ensure that the fluid is mixed at a ratio allowing a fluid freezing point that is at least 10ºC (18ºF) below the ambient air temperature, the freeze point of all premixed and bulk mixed solutions must be checked prior to aircraft application. CAUTIONS: Avoid these common fluid mixture errors. These cautions do not apply to premixed fluids: A. DO NOT apply propylene glycol based Type I fluids undiluted. Propylene glycol having a strength of about 88% glycol is quite viscous (especially at very cold temperatures) and has been found to cause deterioration of aerodynamic performance. B. DO NOT apply ethylene glycol based Type I fluids undiluted. The freezing point of some undiluted ethylene glycols is actually higher [around C (8ºF)] than that diluted with water and can cause deterioration of aerodynamic performance Type I Fluid Ratio Mixing Adjustment Table This calculation can be used when it is necessary to change the freezing point of an existing mixed solution in order to match the anticipated ambient temperature. Step 1 Mixture Ratio Needed 60% Glycol / 40% Water X Tank Capacity = Totals Gallons of Fluid Needed.60 X 250 = 150 Gallons

146 CHAPTER 11: DE/ANTI-ICING Page: 128 FLUIDS 11.9 Mixing Type I Fluids In De-icing Units Step 2 Existing Mixture Ratio X Gallons of Existing Solution = Total Gallons of Existing Fluid 50/50.50 X 100 = 50 Gallons Step 3 Totals Gallons of Fluid Needed - Total Gallons of Existing Fluid = Gallons of Fluid Add to Vehicle = 100 Gallons Step 4 Total Tank Capacity - Gallons of Existing Solution = Gallons of Mixed Solution Needed to Fill Vehicle = 150 Gallons Step 5 Gallons of Mixed Solution Needed to Fill Vehicle - Gallons of Fluid to Add to Vehicle = Gallons of Water to Add to Vehicle = 50 Gallons Using this chart, to bring the existing mix of 100 gallons of 50/50 mixture up to 250 gallons of 60/40 mixture, add 100 gallons of glycol to 50 gallons of water.

147 CHAPTER 11: DE/ANTI-ICING Page: 129 FLUIDS 11.9 Mixing Type I Fluids In De-icing Units Testing De/Anti-icing Fluids In Operational Units NOTE: When raising or lowering the existing solution freezing point to match the anticipated ambient temperature and weather condition, if after subtracting the total gallons of existing fluid from the total gallons of fluid needed, the result is negative (-) or zero, add water to completely fill the vehicle TESTING DE/ANTI-ICING FLUIDS IN OPERATIONAL UNITS Type I Fluid Type I fluid mix ratio requirements fluctuate with changes in ambient temperatures and other weather conditions. If the fluid is used for both de-icing and limited anti-icing protection, the freeze point buffer must be at least 10ºC (18ºF) below the OAT. To assure that proper de-icing fluid concentration ratios are being used for the current de/anti-icing task, a fluid freeze test must be conducted and the test results documented as follows: A. Performing the Test. Use one of the following MISCO glycol testers to measure the approximate freezing point of all Type I fluid mixtures. Model 7084VP (Orange). Model 7064VP (Orange). Model PA202X (Blue). Other glycol testing instruments may be used provided the device can accurately gauge the fluid as determined by either the fluid manufacturer or manufacturer of the device.

148 CHAPTER 11: DE/ANTI-ICING Page: 130 FLUIDS Testing De/Anti-icing Fluids In Operational Units CAUTION: Diethylene glycol based fluids require a refractometer with a diethylene glycol scale to determine the freeze point. The PA202X tester may be equipped with the diethylene glycol scale for testing this product (check the unit s digital menu for this capability). DO NOT use the 7084VP or the 7064VP tester for determining the freeze point of diethylene based fluids. Prior to conducting the test, the de-icing fluid mixture should be well blended to ensure accurate readings and the testing instrument should be tested for accuracy using the steps outlined in CHAPTER 13: FLUID TESTING INSTRUMENTS in this manual. B. Frequency For Conducting Test. A fluid freeze test must be conducted as follows: After partially or completely filling the de-icing truck/cart. Immediately prior to the first de-icing operation each day. After a de-icing crew change (truck or cart). While completing the Pre-Operational Equipment Inspection (POI). Following a return to service from GSE. C. Documentation of Test Results. The results of each fluid freeze test shall be documented and maintained as follows: Post De/Anti-Icing Worksheet or Equivalent Form: Document the results of each test on the System De/Anti- Icing Worksheet or equivalent form using the "Freeze Point of Type I Fluid Applied ( C) box. Write "N/A" in all other boxes on the line. Form Retention:

149 CHAPTER 11: DE/ANTI-ICING Page: 131 FLUIDS Testing De/Anti-icing Fluids In Operational Units Maintain the De/Anti-Icing Worksheet or equivalent form in a local station file until the beginning of the next deicing season (October 15) at which time the file is to be purged. NOTE: Reference CHAPTER 9: DE/ANTI-ICING FORMS in this manual for guidance regarding the Company s acceptance of ground handlers and other main line partners equivalent forms and retention guidelines Type II, III And IV Fluid Type II and IV fluids are generally undiluted, but if dilution with water is necessary, a refractometer must be used in conjunction with the specific fluid manufacturer refractive index to determine the proper mixture/dilution ratio which provides a freezing point buffer at least 10 C (14 F) below the OAT for Type II and IV fluids. If Type III fluid is used, the freezing point buffer must be at least 10 C (14 F) below the OAT. NOTE: Type III fluid is shipped premixed at a 50/50 ratio with a fluid freeze point of 10 C (14 F). Reference the applicable fluid specification sheet for testing procedures. The MISCO glycol tester does not accurately determine the mixture freezing point of all Type II, III and IV fluids.

150 CHAPTER 11: DE/ANTI-ICING Page: 132 FLUIDS Intentionally Left Blank INTENTIONALLY LEFT BLANK

151 CHAPTER 12: DE/ANTI-ICING FLUID Page: 133 STORAGE AND TESTING 12.1 Purpose 12.2 Fluid Mixing Precautions 12.3 Fluid Storage CHAPTER 12: DE/ANTI-ICING FLUID STORAGE AND TESTING 12.1 PURPOSE The purpose of this chapter is to establish written procedures for de/anti-icing fluid storage, mixing precautions and testing procedures FLUID MIXING PRECAUTIONS The following precautions are critical to ensure de/anti-icing fluids DO NOT degrade due to improper mixing: DO NOT mix ethylene glycol and propylene glycol based fluids. Mixing these fluids will cause inaccurate glycol tester readings. DO NOT mix Type I, Type II, Type III or Type IV fluids together. They may not be compatible and mixing can cause a degradation of Type II and Type IV fluids. DO NOT mix different brands of Type II or Type IV fluids. They may not be compatible and mixing will cause degradation in fluid performance FLUID STORAGE The local Station Manager is responsible to ensure compliance with this program. This includes maintaining storage facilities as follows: Carbon steel, coated carbon steel, opaque fiberglassreinforced polyester, opaque polyethylene, aluminum and stainless steel are satisfactory materials for storage tanks/barrels. De/anti-ice fluid storage containers must be conspicuously

152 CHAPTER 12: DE/ANTI-ICING FLUID Page: 134 STORAGE AND TESTING 12.3 Fluid Storage 12.4 Fluid Handling labeled as detailed below: - Fluid type (I or IV). - Glycol base (ethylene or propylene glycol). - Type IV fluid also requires manufacturer (may be different than vendor name) and percent of fluid mixture. - Examples of fluid storage container labels: TYPE I FLUID PROPYLENE GLYCOL OCTAGON 100% TYPE IV FLUID PROPYLENE GLYCOL Empty storage containers must be labeled as EMPTY. Storage temperature limits for the fluid shall comply with manufacturer s requirements. NOTE: Type IV storage totes must be marked with the date of delivery directly on the tote FLUID HANDLING Glycol may cause some irritation upon contact with the eyes or the skin. Chemical manufacturers recommend avoiding skin contact with de/anti-ice fluid while performing normal de/anti-ice operations. Personnel must be aware of the potential health effects of de/antiice fluids. Detailed information on health effects and proper safety precautions and first aid for any commercial de/anti-ice fluid is contained in the safety data sheet (SDS) for that fluid.

153 CHAPTER 12: DE/ANTI-ICING FLUID Page: 135 STORAGE AND TESTING 12.5 Personal Protective Equipment 12.5 PERSONAL PROTECTIVE EQUIPMENT All de/anti-icing personnel must use appropriate safety gear when operating de/anti-icing equipment. They shall also wear suitable protective clothing and adhere to other precautions as stated on the appropriate safety data sheet SDS Mixing Or Transfer Of De-Ice Fluids While handling fluids, agents must wear the following: Impenetrable gloves. Eye protection (such as chemical splash goggles or a combination of face shield and safety glasses). Rain gear or apron with chemical splash protection is recommended Open Elevated Work Platform - De/Anti-Ice Spraying Operation Employees working in an open de-icing bucket, lift platform, or tower unit must wear: Full body harness which must be connected by a lanyard to the connection point provided on the de/anti-icing unit. Impenetrable gloves. Eye protection (such as chemical splash goggles or a combination of face shield and safety glasses). Rain gear with chemical splash protection is recommended Enclosed/Elevated Work Platform - De/Anti-Ice Spraying Operation Agents must wear a safety belt when working inside an enclosed de/anti-icing bucket.

154 CHAPTER 12: DE/ANTI-ICING FLUID Page: 136 STORAGE AND TESTING 12.5 Personal Protective Equipment 12.6 Quality Control Procedures Type I Fluid 12.7 Quality Control Procedures Type II, III & IV Fluids Respiratory Protection Tests consistently conclude that employees are not over exposed to glycol when de-icing, and personal respirators are not required. However, glycol can be irritating to mucous membranes, including the mouth, throat, and lungs. This irritating effect varies from person to person. Therefore, disposable dust/mist particulate filtering masks are provided at the employee s request QUALITY CONTROL PROCEDURES TYPE I FLUID At locations where the Company provides, stores and utilizes Type I fluid, the station manager or contract manager will ensure compliance with the quality control procedures in this section. Prior to the beginning of the de-icing season obtain a sample from each storage tank, drum or tote containing Type I fluid. From the sample taken test the refractive index, freeze point, or Brix to ensure they meet the manufacturer s specifications. The visual criteria must be checked and must also meet the manufacturer s specifications. NOTE: DO NOT use the Type I fluid if it does not pass the refractive Index, freeze point, Brix or visual criteria test QUALITY CONTROL PROCEDURES TYPE II, III & IV FLUIDS At locations where the Company provides, stores and utilizes Type II, III & IV fluids, the station manager or contract manager will ensure compliance with the quality control procedures in this section. Fluid samples will be forwarded to the product manufacturer for testing. Fluid test results must remain in the

155 CHAPTER 12: DE/ANTI-ICING FLUID Page: 137 STORAGE AND TESTING 12.7 Quality Control Procedures Type II, III & IV Fluids station until the beginning of the next de-ice season (October 15) at which time the file can be purged Type II, III & IV Pre-Season Truck Nozzle Testing Prior to each icing season, each de/anti-icing vehicle s Type II, III & IV nozzles must be tested to ensure they are operating properly and not shearing fluid beyond manufacturer s specifications. Procedures for obtaining a truck nozzle fluid sample can vary by location, an example of this procedure is outlined below: 1) Line two trash cans with a clean/sturdy plastic liner. 2) Clear the line of any old fluid by spraying for approximately 30 seconds into the first trash can. Then, without stopping the spray stream, direct the nozzle to the second trash can. In order for an accurate reading the nozzle must remain in the same position - DO NOT open or close the nozzle once spraying begins until you have cleared the line of residual fluid AND obtained enough fluid for the sample. 3) Spray a small amount of fluid into the second lined trash can. NOTE: While obtaining the sample, your nozzles normal Type II, III & IV spray pattern setting (i.e. fan/stream) and flow rate (i.e. 25 gpm/40 gpm) must be used. Keep the nozzle at least 20 feet away from the trash can to avoid shearing the fluid by impact on the hard surface of the container. Collect the sample from the fluid sprayed into the bag. Put both nozzle samples into separate clean one-quart/one liter plastic sample bottles. Fill the bottles to within one inch of the top to provide adequate quantities for testing. Label the samples with the following information: Station. Date.

156 CHAPTER 12: DE/ANTI-ICING FLUID Page: 138 STORAGE AND TESTING 12.7 Quality Control Procedures Type II, III & IV Fluids Where sample obtained (tank or nozzle). Brand of fluid. Vehicle number or other identification. Full name and phone number of person taking the samples. NOTE: Locations whose vehicles have not passed or whose vehicles have not been tested will be considered Type I stations until they pass the Type II, III or IV fluid tests Test Procedures For Type II, III And IV Fluid In Storage Tanks, Truck Tanks And Opened/Unopened Tote Bins Prior to the icing season, obtain a sample from each storage tank, truck tank and any opened/unopened tote bins. Put the sample in a clean one-quart/one liter plastic sample bottle. Fill the bottle to within one inch of the top to provide adequate quantities for testing. Where possible, use a weighted bottle to get a sample from the middle of the storage tank. If top access is not available, get a sample from a drain line after purging the line. Do not sample the top 15 cm. (6 in.) of the tank. Label the samples with the following information: Station. Date. Where sample obtained (tank or nozzle). Brand of fluid. Vehicle number or other identification. Full name and phone number of person taking the samples. NOTE: Locations whose vehicles have not passed or whose vehicles have not been tested will be considered Type I stations until they pass the Type II, III or IV fluid tests.

157 CHAPTER 12: DE/ANTI-ICING FLUID Page: 139 STORAGE AND TESTING 12.7 Quality Control Procedures Type II, III & IV Fluids Procedures For Forwarding Samples & Quality Assurance Tests Results As indicated above, samples of Type II, III and IV fluids will be sent to the Fluid Manufacturer for quality control testing. Quality control testing will include ph, viscosity, refractive index and shear testing (nozzle only) depending on where the sample came from and the type of test being conducted. The samples collected in Test Procedures For Type II, III And IV Fluid In Storage Tanks, Truck Tanks And Opened/Unopened Tote Bins above shall be packaged and sent for testing as follows: 1) Ensure that the cap is securely placed onto the bottle. 2) Ensure the outside of the bottle is clean. 3) Place tape around the cap to prevent leaks. 4) Place a copy of the SDS for the fluid being shipped in the box with the samples. 5) Place the bottle into a plastic bag and tape shut. 6) Place samples into a shipping box and tape shut. 7) Contact Manufacturer for the shipping address for the samples. 8) Send via FedEx to the fluid manufacturer Notification & Records A copy of the laboratory test results for the station's Type II, III and/or IV samples shall be retained in the station until the beginning of the next de/anti-icing season (October 15). Locations where storage tanks and/or de/anti-ice vehicles/units have not passed or have not been tested will be considered Type I stations until they pass Type II, III and/or IV fluid tests.

158 CHAPTER 12: DE/ANTI-ICING FLUID Page: 140 STORAGE AND TESTING 12.8 Fluid Acceptance 12.9 Fluid Disposal 12.8 FLUID ACCEPTANCE Ground handlers or other mainline partners may use their own de/anti-icing fluid acceptance procedures and training provided they are included in a FAA approved GDAP. Ground handlers or other mainline partners may also adhere to their own form retention guidelines. Ground handlers that do not have a FAA approved GDAP may use the Company De/Anti-icing Procedures and form retention policies. A copy of CFM's De/Anti-icing Fluid Acceptance Guidelines is located on > Airport Operations > Winter Operations > Fluid Acceptance Guide Book. Fluid acceptance documentation including the Certificate of Analysis (C of A) shall remain in the station until the beginning of the next de/anti-icing season, or October 15 whichever is later FLUID DISPOSAL Fluid That Does Not Pass Acceptance Tests For guidance on de/anti-icing fluids that do not pass quality control tests during delivery, reference the De/Anti-icing Fluid Acceptance Guide On-Hand De/Anti-Icing Fluids That Do Not Pass Quality Control Tests De/anti-icing fluids that are in the station and do not pass quality control checks must be disposed of using Federal, State and or Local procedures. Contact the Director - Safety for guidance.

159 CHAPTER 12: DE/ANTI-ICING FLUID Page: 141 STORAGE AND TESTING 12.8 Fluid Acceptance 12.9 Fluid Disposal CHAPTER 13: FLUID TESTING INSTRUMENTS 13.1 PURPOSE The Company requires that all ground personnel involved in the de/anti-icing process know how to test and evaluate de/anti-icing fluids REFRACTOMETER CHECK REQUIREMENTS Each refractometer must be checked for accuracy before October 15 of each season and on a monthly basis during the de-icing season Documentation Of Test Results Test results must be recorded on the Refractometer / Safety Harness / Lanyard Inspection or equivalent form. If the refractometer does not pass the accuracy test it must be tagged as out of service, removed from the operation and sent for repair. NOTE: If the refractometer is dropped and/or appears to be damaged, the refractometer must be checked for accuracy. If the refractometer does not pass the accuracy test, it must be tagged as out of service, removed from the operation and sent in for repair Inspection Report Retention Requirements Maintain all Refactometer/Safety Harness/Lanyard Inspection Worksheets or equivalent forms in a local station file until the beginning of the next de-icing season (October 15) at which time the file is to be purged. If the results can be entered into an electronic data base, the Refactometer/Safety Harness/Lanyard Inspection Worksheet or equivalent form may be destroyed after entering the information. Ground handlers or other main line partners may use their own forms provided they are included in a FAA approved GDAP.

160 CHAPTER 13: FLUID TESTING Page: 142 INSTRUMENTS 13.2 Refractometer Check Requirements 13.3 Refractometer Non-Digital 13.4 Testing The Refractometer For Accuracy Ground handlers or other main line partners may also adhere to their own form retention guidelines. Forms not included in an FAA approved GDAP may be used, provided the form contains the same information as the equivalent Company form REFRACTOMETER NON-DIGITAL A refractometer is used test the freeze point of diluted Type I deicing fluids and the refractive index (RI) or Brix rating of Type II, III and IV anti-icing fluids. The following non-digital refractometers, or refractometers providing equal results may be used for testing de/anti-icing fluid specification set forth by the fluid manufacturer: MISCO 7064VP+ (scale in C) or 7084VP+ (scale in F) tests the freeze point of diluted Type I fluid. MISCO 10433VP tests the degrees Brix of non-dilutes Type I fluid. MISCO 10431VP tests the degrees Brix of Type II/III/IV fluids. Kilfrost Type A/FR01 or equivalent tests the refractive index of Type I fluid TESTING THE REFRACTOMETER FOR ACCURACY When testing the refractometer for accuracy use the following procedures: 1) Use a soft cloth to clean the eye piece and measuring window. 2) Place a drop or two of distilled water on the measuring window, close the plastic cover. 3) Hold the refractometer up to a light source or press the plastic cover s view point illuminator and view the scale through the eyepiece.

161 CHAPTER 13: FLUID TESTING Page: 143 INSTRUMENTS 13.4 Testing The Refractometer For Accuracy 4) Verify the correct reading as follows: 7064VP glycol testers should read 0ºC. MISCO 7084VP glycol testers should read 32ºF. MISCO Brix refractometers should read 0ºC. Kilfrost glycol testers should read 1.330E. If the correct reading is verified, then the unit has passed the accuracy test. 5) If the correct reading cannot be verified, proceed as follows: Clean the prism & cover and repeat the accuracy test. If the correct reading is verified, then the unit has passed the accuracy test. 6) If the correct reading still cannot be verified, the unit has failed the accuracy test and must not be used. The unit must be sent back to the manufacturer for calibration and recertification or replacement.

162 CHAPTER 13: FLUID TESTING Page: 144 INSTRUMENTS 13.5 Reading The Refractometer 13.5 READING THE REFRACTOMETER Use a soft cloth to clean the eye piece and measuring window. Place a drop or two of de-icing fluid on the measuring window, close the plastic cover. Hold the refractometer up to a light source or press the plastic cover s view point illuminator and view the scale through the eye piece. The freezing point of the glycol mixture is indicated where the shaded portion on the scale meets the light portion. NOTE: When reading the scale of the 7064 VP or 7084 VP refractometer, make sure you are using the correct side, the propylene side (when propylene based glycols are used) or the ethylene side (when ethylene based glycols are used). If the wrong side of the scale is used the freeze point will be inaccurate VP Reads Freeze Point Kilfrost Reads Refractive Index

163 CHAPTER 13: FLUID TESTING Page: 145 INSTRUMENTS 13.6 Refractometer - Digital 13.6 REFRACTOMETER - DIGITAL MISCO Palm Abbe The MISCO Palm Abbe 202X and 203X refractometers, or refractometers providing equivalent results, may be used for testing de/anti-icing fluid specifications set forth by the fluid manufacturer. Digital refractometers are the most accurate method for field testing the freeze point and concentration of all types of de-icing and anti-icing fluids. Special scales are available that directly read in any of the following units of measure: Brix from 0 to 85. Refractive Index to Generic Type I PG Fluids. Generic Type I EG Fluids. Generic Type IV PG Fluids. Generic Type IV EG Fluids. Brand specific scales for all major fluids. Palm Abbes purchased by the Company come loaded with the generic scales for Type I PG fluids and Type IV PG fluids.

164 CHAPTER 13: FLUID TESTING Page: 146 INSTRUMENTS 13.6 Refractometer - Digital A. Operation. Direct freeze point readings using the MISCO Palm Abbe PA202X refractometer, must be limited to Type I fluids only with a glycol/ water mixture of 50/50 or lower. For Type I fluid mixtures greater than 50/50, determine the freeze point by using a 7064VP+ ( C) or a 7084VP+ ( F) non-digital refractometer. Before beginning, inspect the measuring surface and well areas to insure they are clean. Then test the instrument with distilled water to help insure the most accurate results possible. Use the following steps to test de/anti-icing fluid: 1) Press the MENU button to select the unit of measure (scale) you wish to have displayed. 2) Transfer 5 or 6 drops of fluid onto the measuring surface with a pipette. 3) Close the sample cover and allow time for the temperature of the fluid and the instrument to equalize. This could take as long as 60 seconds for hot fluids. 4) Press and release the GO button and the reading will be displayed on the LCD. 5) Clean the measuring surface and well and dry with a soft cloth. For operational instructions or repairs, reference the manufactures instruction manual or contact MISCO at (216) B. Calibration. The Palm Abbe refractometer automatically calibrates itself to water. The steps below outline the calibration process: Before beginning, inspect the measuring surface and well areas to insure they are clean.

165 CHAPTER 13: FLUID TESTING Page: 147 INSTRUMENTS 13.6 Refractometer - Digital Transfer 5 or 6 drops of distilled water onto the measuring surface with a pipette. Close the sample cover and allow time for the temperature of the fluid and the instrument to equalize. Press and release the MENU button until Set Zero? is displayed. Press and release the GO button and a zero reading should be displayed on the LCD. Once the instrument is zeroed, press and release the MENU button until the desired unit of measurement appears; Freeze Point, Refractive Index (RI), or Brix. Press and release GO twice until the screen indicates READING. In a few seconds, the display screen should read: 0C or 32F, if testing freeze point , if testing refractive index. 0.0 if testing Brix. Once calibration is complete, clean and dry the measuring surface with a soft cloth. C. Failed Calibration. If the MISCO Palm Abbe PA2X or PA203X fails the distilled water calibration, a Calibration Set Span test shall be completed as follows: Clean the prism & cover. Using the MENU button, select "Set Span". Place a few drops of Cargille Master Calibration Liquid on the prism and close the cover. Press the "GO" button to begin the automated calibration process.

166 CHAPTER 13: FLUID TESTING Page: 148 INSTRUMENTS 13.6 Refractometer - Digital When the word "Ready" appears in the digital display, the unit has been successfully calibrated. The unit must be taken out of service if the word READY does not appear MISCO DFR 211 De/Anti-Ice Testing Instrument The MISCO DFR 211 may be used for testing de/anti-icing fluid specifications set forth by the fluid manufacturer. Digital refractometers are the most accurate method for field testing the freeze point and concentration of all types of de-icing and anti-icing fluids. Special scales are available that directly read in any of the following units of measure: Brix from 0 to 85. Refractive Index to Generic Type I PG Fluids. Generic Type I EG Fluids. Generic Type IV PG Fluids. Generic Type IV EG Fluids. Brand specific scales for all major fluids. A. Test Procedures. 1) Use a soft cloth and clean the sensor prior testing. 2) Turn the unit on and using the Select button choose the desired fluid type (i.e. EG for Ethylene Glycol or PG for Propylene Glycol, BRIX or RI for Refractive Index).

167 CHAPTER 13: FLUID TESTING Page: 149 INSTRUMENTS 13.6 Refractometer - Digital 3) Insert the sensor into distilled water and wait for the temperature to equalize. 4) DO NOT place the sensor directly on the bottom of the container. 5) Press and release the READ button and read display (water should give a BRIX reading of zero, which corresponds to a refractive index of 1.333). B. De/Anti-Icing Fluid Testing Procedures. 1) After turning the unit on and selecting the desired fluid type, insert the sensor into the fluid sample and allow the temperature to stabilize. 2) Press the READ button and read the display. 3) Clean the measuring surface and well after use.

168 CHAPTER 13: FLUID TESTING Page: 150 INSTRUMENTS Intentionally Left Blank INTENTIONALLY LEFT BLANK

169 EXHIBIT A: DIAGRAMS & Page: 151 ILLUSTRATIONS A. SUGGESTED APPLICATION SEQUENCES EXHIBIT A: DIAGRAMS & ILLUSTRATIONS A. SUGGESTED APPLICATION SEQUENCES Figure 1: One truck / cart suggested application sequence. NOTE: De/Anti-icing must end at the horizontal and vertical stabilizer.

170 EXHIBIT A: DIAGRAMS & Page: 152 ILLUSTRATIONS A. SUGGESTED APPLICATION SEQUENCES Figure 2: Two truck / cart suggested application sequence. NOTE: De/Anti-icing must end at the horizontal and vertical stabilizer.

171 EXHIBIT A: DIAGRAMS & Page: 153 ILLUSTRATIONS A. SUGGESTED APPLICATION SEQUENCES Figure 3: Three truck / cart suggested application sequence NOTE: De/Anti-icing must end at the horizontal and vertical stabilizer.

172 EXHIBIT B: CRITICAL CONTROL Page: 154 SURFACES A. JETSTREAM 3100 / 3200 EXHIBIT B: CRITICAL CONTROL SURFACES A. JETSTREAM 3100 / 3200 Figure 1: Jetstream 3100 & 3200 Critical Control Surfaces

173 EXHIBIT B: CRITICAL CONTROL Page: 155 SURFACES B. JETSTREAM 4100 B. JETSTREAM 4100 Figure 2: Jetstream 4100 Critical Control Surfaces..

174 EXHIBIT B: CRITICAL CONTROL Page: 156 SURFACES C. SAAB 340B C. SAAB 340B Figure 3: Saab 340B Critical Control Surfaces.

175 EXHIBIT B: CRITICAL CONTROL Page: 157 SURFACES D. BEECHJET 400 D. BEECHJET 400 Figure 4: Beechjet 400 Critical Control Surfaces.

176 EXHIBIT B: CRITICAL CONTROL Page: 158 SURFACES E. CRJ-200 E. CRJ-200 Figure 5: CRJ-200 Critical Control Surfaces.