By AEA DE-ICING ANTI-ICING TRAINING WORKING GROUP
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Extra resources for Training Recommendations and Background Information for De-Icing Anti-Icing of Aircraft on the Ground
Example text
If two different companies are involved in the de-icing/anti-icing treatment and post de-icing/anti-icing check, it shall be ensured that the anti-Icing code is not given before the post de-icing/anti-icing check is completed. As an example, a de-icing/anti-icing procedure which last step is the use of a mixture of 75% of a type II fluid and 25% water, commencing at 13:35 local time on 20 February 2008, and that the Post de-icing/anti-icing check is complete is recorded as follows: TYPE II/75 13:35 (20 FEB 2008) (“complete name of anti-icing fluid”).
4 Human factors The de-icing/anti-icing process is constantly subjected to a hidden danger of human error. Proper training and qualification are not an automatic indication of professionalism if the attitude towards the de-icing operation is not in place. This phenomenon is evident both for flight crew and ground crew. Too many statistics are available because of crews improvising or neglecting the correct procedure. The de-icing process is the last process before the departure and all elements must be considered.
The fluid must be received, stored, pumped and used with the same level of quality throughout all processes. If the batch received is poor or the storage degrades the fluid, then no de-icing/anti-icing can be performed with that particular batch. As an example, there is a problem if there is only one storage tank where all received fluids are stored and if the received batch is degraded, then all stored fluid will be degraded. The acceptance of fluids shall include such items as the fluid quality testing, certificates of conformity, batch and shipment documents etc.