ICE 003 de Anti Icing Operation 20150901

STANDARD OPERATING PROCEDURE
ICE-003: DE-/ANTI-ICING OPERATION
DOCUMENT CONTROL
Document owner and approved by: Author and contact person: Valid as of:
VP Global Operations Global Operations / SM 01 September 2015
hqi.operations@swissport.com
Version number: 2 Last Review:
VALID AS OF 01 SEPTEMBER 2015 UNCONTROLLED COPY WHEN PRINTED OR SAVED TO A LOCAL DRIVE
SWISSPORT INTERNATIONAL LTD CORPORATE OPERATIONS
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1. PURPOSE AND APPLICABILITY
This SOP defines the Swissport requirement for DE-/ANTI-ICING OPERATION. It is applicable to all Swissport
stations unless overruled by applicable laws or regulations. The station may adapt to carrier specific requirements if
they are not contradicting Swissport policies and procedures. Carrier specific procedures shall be defined in writing
at station level.
2. GENERAL REQUIREMENTS
No Swissport employee is authorized to provide de-/anti-icing service unless they have been trained in accordance
with the Swissport training program or in accordance with the training provided by the customer.
All Swissport employees shall report to supervisor or flight crew, maintenance staffs when activity does not go as
planned.
All Swissport employees shall report to supervisor in any case feeling unwell or under the influence of any
substances.
Exposure to weather conditions on the ground which are conducive to ice formation, can cause accumulation of
snow, ice or frost on aircraft surfaces and can adversely affect the performance and stability of an aircraft. Any
accumulations of snow, ice or frost must be removed before the aircraft can be released for flight. Several ruling
authorities like FAA, TC, EASA state that 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 which some
authorities refer to as the clean aircraft concept. The pilot-in-command is ultimately responsible for ensuring the
aircraft is safe for flight.
When snow, frost, or ice is present on aircraft surfaces, the aircraft must be de-iced, and if freezing precipitation or
snow is expected, the aircraft may also require anti-icing.. De-icing / anti-icing is accomplished using the one-step
or two-step procedure, and only certified fluids may be used on aircraft. Only trained and qualified personnel may
participate in de-icing / anti-icing operations.
3. DE-AND-ANTI-ICING OPERATIONS
3.1 SAFETY PRECAUTIONS
The following safety precautions must be adhered to at all times:

1. Never consume de-/anti-icing fluid. Ethylene and propylene glycol are considered toxic when ingested. If
glycol is ingested, drink large amounts of water, DO NOT induce vomiting, and call a physician
immediately.
2. Avoid de-/anti-icing fluid contact with eyes. If fluid enters the eyes, flush with running water for several
minutes.
3. Fluid contact with the skin is not necessarily harmful, however glycol products removes skin oils and
dehydrates the skin, causing a drying effect and can be irritating. This prolonged contact with fluid can
increase the chances of frostbite, and any clothing soaked with fluid spray should be changed regularly.
4. Avoid inhalation of spray mist. Inhalation of small amounts of fluid through spray or mist may be
uncomfortable, however usually does not require medical assistance. If fluid is ingested, move to a clear
area and if discomfort continues, contact a physician.
5. Always wear suitable personal protective equipment.
6. Avoid contact with heated fluid severe burns may result.
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7. All personnel should be familiar with all MSDS information for the fluids and other products used during
de-icing / anti-icing operations.
8. Use caution when walking on the ramp or entering / exiting vehicles after applying fluid to an aircraft.
Icing conditions generally make ramp surfaces slippery, and fluid is also very slippery, and can be
hazardous to personnel.
9. While fluid is being applied to an aircraft, do not stand under any part of the aircraft, and avoid the spray
and mist from the fluid application.
10. All personnel are required to wear a safety harness and restraint or lanyard with shock cord (for open-
basket vehicles) or seatbelt (for closed-basket vehicles) when operating at elevated heights.
11. Vehicle condition and overall functionality should be checked before operating. The Vehicle Safety
Inspection should be used.
12. Any communication equipment should be checked before operating equipment
13. The sprayer and driver must maintain communication during fluid application.
14. It is recommended to have a guide to assist in manoeuvering a vehicle around an aircraft. If manoeuvering
with the boom in the up position, the sprayer must ensure the vehicle movement path is clear.
15. Be aware of engine exhaust and intake if engines are running (the customer must have an approved
procedure for de-icing / anti-icing with engines running) while fluid is being applied. APU exhaust should
also be avoided when manoeuvering around an aircraft.
16. Be aware of extreme weather and changing weather conditions during de-icing / anti-icing operations. De-
/anti-icing operations are generally conducted in adverse weather conditions, and both the sprayer and
driver must be aware of reduced visibility, heavy precipitation, wind velocity, and temperature. Extreme
weather conditions can increase the stopping distance required for all vehicles.
17. Personnel must be aware of human factors issues which can adversely affect the operation, such as fatigue,
stress, and being rushed.
3.2 DETERMINING THE NEED FOR DE-/ANTI-ICING
Weather reports, such as TAF and METAR reports shall be used in forecasting the possibility of the need for de-
icing / anti-icing as well as assessing the current conditions at the airport to determine holdover times for the utilized
fluids. The de-icing manager and de-icing supervisors shall be trained to interpret TAF / METAR reports.
If locally allowed, the need for de-/anti-icing is usually determined well beforehand by a qualified Swissport de-
icing supervisor by performing a contamination check or if services are requested by the customer. The
contamination check shall cover all critical parts of the aircraft and shall be performed from points offering
sufficient visibility of these parts.
Any contamination found should be brought to the attention of the customer and/or flight crew. Swissport personnel
should only begin de-/anti-icing operations if requested by customer management or the flight crew of a customer
aircraft, unless early de-icing is permitted.
A Swissport de-icing supervisor shall be qualified to perform the contamination check to determine the need for de-
/anti-icing and will advise the customer of the results of the check, however the final authority as to whether or not
to de-/anti-ice the aircraft remains with the customer management and/or flight crew, unless early de-icing is
permitted.
Early de-icing programme;

Some airlines allow the decision to de-ice an aircraft down to the service provider. This service is referred to as
Early de-icing and is only permitted where a written agreement is in place between the airline and the service
provider. Any early de-icing must only take place if the agreed checklist questions are answered positively prior to
any application of fluid. Once the checklist is completed and early de-icing is able to be completed, the de-icing
operation may begin following the standard one or two-step process laid out in this S.O.P.
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1. Contamination check
Frozen contamination can affect aircraft performance by increasing weight and stall speed, and thus the clean
aircraft concept is essential to the maintenance of flight safety.
Swissport de-icing supervisors will be trained to recognize indicators of contamination on aircraft critical
surfaces such as:
a) Small streams of ice formations.
b) Light reflections become diffused.
c) Dull gray textured slush.
d) Water having the potential to freeze because of possible temperature dips.
The following representative aircraft surfaces should be inspected as part of the contamination check:
a) Wings, slats, flaps and ailerons (upper and lower surfaces).
b) Vertical and horizontal empennage (upper and lower surfaces).
c) Fuselage.
d) Engine inlets and fan blades (as applicable).
e) Pitot tubes and static ports.
f) Landing gear and landing gear doors.
g) Antennas and sensors.
h) Propellers (as appropriate).
i) Aircraft nose.
j) Any other aerodynamic surfaces.
Where an aeroplane has been de-iced and/or anti-iced some time prior to the arrival of the flight crew, an additional
contamination check shall be carried out prior to departure, in order to establish whether further treatment is
required. It shall be locally defined whether Swissport or the airline crew carries out this check.
The flight crew has final authority on the procedure to be used but the safer option should always be considered,
whether it is the opinion of the de-icing supervisor or flight crew.
3.3 DE-/ANTI-ICING OPERATIONS PREPARATION
Prior to starting the application of de-/anti-icing fluid, the following preparations shall be made:
Daily during de-/anti icing operation:
1. Inspect and check all equipment, PPE, and vehicles to be used during the operation.
2. Perform a communication check (vehicle headsets and radios).
3. Perform a fluid check (check fluid levels, temperature and refractive index).
4. Any required paperwork should be completed as much as possible in advance, as appropriate.
5. Ensure a de-icing supervisor is present and conduct pre-operational briefing:
a) Review safety procedures.
Per Flight:
1. Communicate with flight crew for any special precautions / procedures.
2. Ensure a de-icing supervisor is present and conduct pre-operational briefing:
a) Review specific aircraft critical surfaces and fluid sensitive / no-spray areas.
b) Discuss procedure to be used this shall include communication with engineer or flight crew as to
requirements along with which surfaces will be de-/anti-iced and in which order. Depending on
weather conditions, this may require deviation from normal procedures, and thus the entire process
should be reviewed with all involved personnel before starting fluid application, and consult with the
customer.
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3. Communicate with flight crew or customer representative prior to starting fluid application to ensure the
aircraft is configured for de-icing / anti-icing and for approval to start de-/anti-icing operation.
The selection of a one-step or two-step procedure depends upon weather conditions, available equipment, available
fluids and the holdover time to be achieved.
A higher percentage of glycol than planned is acceptable. Lower percentage than planned is not acceptable (So if
you are aiming for a 50/50% mix, a 52/48% result is acceptable while a 49/51% is not). This fluid mixture may be
changed for fluid that is delivered pre-mixed at a rate specified in the station supplement, or may be adjusted
according to AEA/SAE specifications depending on the outside air temperature. For fluids mixed based on the
outside air temperature, this procedure must be recorded in the station supplement. Details on fluid mixing are
provided in SOP ICE-002 3.9.
The de-icing supervisor shall be in a position to communicate with the vehicle(s) involved in the fluid application
process. The de-icing supervisor may be the sprayer or driver, but must supervise the overall process.
If locally required, guides shall assist the driver in maneuvering the de-icing / anti-icing vehicle around the aircraft.
Upon completion of the de-icing / anti-icing operation, the Fluid Applied Log and Service Ticket will be completed
by each vehicle driver and submitted to the de-icing manager or supervisor (as applicable).
It is recommended to conduct a post-operational briefing with all personnel who were involved in the operation to
review strategies used, any shortcomings or any changes which could be made. However this may not be possible
due to weather conditions or time requirements.
3.4 GENERAL DE-/ANTI-ICING PROCEDURE
When aircraft surfaces are contaminated by frozen mixture, they shall be de-iced prior to departure.
1. Determine if a one- or two-step procedure is applicable.
2. Select the adequate concentration of de-icing fluid and ensure the fluid is heated in accordance with the
AEA/SAE recommendations, generally 158-180F / 70-82C, minimum at the nozzle has to be
60C/140F. Fluids shall not be heated over the maximum temperature indicated by the fluid manufacturer.
3. Ensure enough fluid is available in the de-/anti-icing vehicle to complete the operation.
4. Verify the aircraft is configured for de-icing.
5. Inform the flight crew that de-icing is about to commence (unless early de-icing is approved).
6. Begin fluid application, applying fluid from the highest point to the lowest. Apply fluid with the nozzle as
close to the aircraft as possible while maintaining a safe distance from the aircraft surface in order to avoid
heat loss during spraying. Do not point a solid flow of fluid directly at the surface. Apply at a low angle to
prevent damage to the airplane surfaces.
7. The fluid shall be applied uniformly and the correct amount of fluid applied is indicated by fluid just
beginning to drop off the leading and trailing edges.
8. Treatments must always be symmetrical.
9. A de-icing treatment should be continuous and as short as possible.
10. Aircraft surfaces should be covered directly by spraying action do not rely on fluid flow back over
contaminated areas in order to ensure that no frozen precipitation remains under the de-icing fluid.
11. For vertical surfaces, start spraying at the top then down.
12. For fuselage, start spraying at the top along the centerline then outward.
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13. For wings / horizontal stabilizer, start usually spraying from the wing tip to the wing root (highest to
lowest) and from the front of the surface to the back (with regards to the aircraft).
14. Avoid spray into APU and engine inlets. Fluid spray into engines can cause damage and spray into APU
inlets can cause the APU to stall.
15. Report inside engine contamination to flight crew or engineer. This may only be removed by aircraft
maintenance or exceptionally by specially trained staff. Assistance with hot air may be provided upon
request.
16. Landing gear and wheels shall normally be de-iced with hot air only. In the event landing gear and wheel
areas are sprayed using the manual detail hose reel from the de-icing / anti-icing vehicle and fluid use kept
to a minimum. Avoid spraying the landing gear cylinder and brakes.
17. Check to ensure all contamination exceeding limits has been removed.
18. Notify the flight crew when de-icing is complete and provide the following information:
a) Fluid type.
b) Fluid concentration.
c) Start time in local time at the beginning of the final fluid application.
d) Date of action.
e) Fluid brand name.
f) Post de-/anti-icing check completed.
g) Any supplementary communication required (e.g. employee name / number).
19. Complete the necessary paperwork as required.
If the de-icing fluid re-freezes or the holdover time is exceeded, the previously applied fluid must be removed
completely and the aircraft re-deiced using the appropriate one or two-step procedure.
3.5 ONE-STEP PROCEDURE
Some contamination, such as frost, can be removed and the surface protected from refreezing using the same fluid
and mixture when there is no freezing precipitation / snow, known as a one-step procedure.
3.6 TWO-STEP PROCEDURE (WHEN THE FIRST STEP IS PERFORMED WITH DE-ICING FLUID)
When freezing or frozen precipitation exists and there is a risk of contamination at the time of departure, the aircraft
shall be de-/anti-iced using a two-step procedure.
In the first step the aircraft has to be cleaned, in the second step it has to be protected. The following has to be
respected:
1. The second step shall be performed before the 1st step freezes, if necessary area by area. When treating
composite surfaces, freezing may happen quickly.
2. When applying the second step fluid, use a spraying technique which completely covers the first step fluid
and provides a sufficient amount of second step fluid. For type II & IV the correct amount is indicated by
fluid just beginning to run off the leading and trailing edges. Refer to Swissport training program for fluid
application guidelines.
3. Where freezing occurs following the initial treatment, both first and second step must be repeated.
3.7 INTERRUPTED DEICING PROCESS
If the de-/anti-icing procedure is interrupted for any reason, the aeroplane commander shall be informed stating the
reason for interruption, the actions to be taken and the expected delay. Before deicing starts again, the commander
shall be informed and the further treatment to be carried out shall be established with the flight crew. The previously
treated surfaces must be fully de-iced and anti-iced again, when the holdover time of the treatment from before the
interruption is not sufficient.
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3.8 CRITICAL SURFACES
All surfaces of an aircraft that have an aerodynamic, control, sensing, movement or measuring function must be
cleared of contamination prior to departure, and some of these areas require contamination removal (de-icing) as
well as protection from additional contamination (anti-icing). Some critical elements and procedures to follow,
common for most aircraft are:
1. De-icing / anti-icing fluids shall not be sprayed directly on wiring harnesses and electrical components,
onto brakes, wheels, exhausts or thrust reversers.
2. De-icing / anti-icing fluids shall not be directed into the openings of pitot tubes, static ports, or directly onto
angle of attack indicators.
3. All reasonable precautions shall be taken to minimize fluid entry into engines, control surface cavities and
other intakes/outlets.
4. Fluids shall not be directed onto flight deck or cabin windows as this can cause crazing of acrylics or
damage to window seals.
5. Fluids shall not be directly sprayed around cabin door areas.
6. Any forward area from which fluid can blow back onto windscreens or flight deck windows during taxi or
takeoff shall be free of residue prior to departure.
7. If thickened fluids are used, all traces of the fluid on flight deck windows should be removed prior to
departure, with particular attention being paid to windows fitted with wipers.
8. Landing gear and wheel bays shall be kept free from a build up of slush, ice or accumulations of snow, and
avoid spraying gear box seals, rotary actuators, and universal joints.
9. When removing ice, snow, slush or frost from aircraft surfaces, care shall be taken to prevent fluid and
contamination from entering and accumulating in auxiliary intakes or control surface hinge areas.
10. If excessive fluid is applied near static ports, pitot tubes, or other no spray areas, a customer engineer
and/or flight crew must be informed in order to check the functionality of the flight instruments.
Critical surfaces must be completely free of ice, snow, slush, and frost prior to takeoff.
These surfaces include:
1. Wings, slats, and flaps.
2. Leading edges.
3. Horizontal and vertical stabilizer.
4. Ailerons.
5. Rudder and elevators.
6. Fuselage.
7. Engine nacelles and inlets or propellers.
8. Radom / Nose area.
9. Landing gear.
3.9 FLUID SENSITIVE AND NO SPRAY AREAS
The following areas of an aircraft should be avoided when applying de-icing / anti-icing fluid to an aircraft, as
damage to the aircraft or systems may result when fluid is applied directly to them:
Engine openings / intakes / exhaust

Fluid can damage the engine core. Avoid direct spray on engine probes and sensors, inlets, inlet lips, fan blades,
exhaust ducts, reverser assemblies, drains, and bleeds.
Flight deck / cabin windows / cabin doors

Fluid on windows can cause crazing of acrylics and damage to window seals. Avoid spraying near cabin doors and
emergency exit doors.
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Cabin air inlets / outflow valves / drains

Fluid spray can distribute fumes into the cabin and be hazardous to passengers. Drains can be damaged by direct
fluid spray.
APU Inlet / Exhaust

Fluid can cause the APU to stall and the aircraft to lose power.
Static ports / pitot tubes / airflow sensors

Fluid can block static ports which can provide false altitude and airspeed indications to the flight crew. Fluid can
block or damage tubes and sensors, giving false airspeeds and pitch readings to flight crews.
Antennas
Communication and Satcom antennas on the top and bottom of the fuselage can be damaged with direct spray.
Static wicks / fuel vents

Fluid spray can break off static wicks used to diffuse static electricity and enter fuel vents if sprayed from under the
wing.
3.10 FLUID APPLICATION STRATEGY
The aircraft shall be de-iced before anti-icing fluid is applied. Surfaces may need to be de-iced then immediately
anti-iced.
1. De-icing strategy
Beware that ground stability issues may require specific sequences to be followed.
Under normal conditions the general fluid application strategy will require fluid application in the following
sequence:
a) Forward fuselage / nose and radome area.
b) Wings (wingtip to wing root).
c) Rear fuselage.
d) Vertical stabilizer and rudder.
e) Horizontal stabilizer and elevators.
Fluid should only be applied from the leading edge to the trailing edge however with some larger aircraft types
it may be necessary to apply fluid from behind the wing of the aircraft. If fluid is applied from the back of the
aircraft forward, it must be sprayed at a high angle and low pressure to avoid fluid build up in flap, aileron, and
spoiler movement areas. Fluid shall never be applied to aircraft vertical and horizontal stabilizer surfaces from
trailing edge to leading edge.
In the event thickened fluid is applied (at the customer request) in the vicinity of the nose / radome, avoid
spraying near the flight deck windows or any area where it could blow back onto the flight deck windows
during takeoff. In the event thickened fluid contaminates the flight deck windows, it must be cleaned in
accordance with customer requirements prior to flight.
Wings, stabilizers and elevators Spray from the leading edge to the trailing edge. Do not spray from the rear
depending on the type of aircraft, the size of the wing may require fluid application from the rear of the wings,
however caution must be exercised to avoid spraying into fluid sensitive areas. Start at the highest point and
work to the lowest areas, i.e. from the wingtip to the wing root.
Fuselage Spray along the top centerline and work outward. Do not spray any cabin or flight deck windows.
The fluid should be sprayed close to the top of the fuselage and allowed to flow down the side of the fuselage to
remove any snow or ice.
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Removal of frost and light deposits of ice - A nozzle setting giving a solid cone (coarse) spray is required.
This ensures the largest droplet pattern available, thus retaining maximum heat in the fluid. The fluid is applied
as close to the aircraft skin as reasonably practicable and the spray traversed over the frozen deposits, in order to
melt them. Depending on the type of equipment used, either position the nozzle over, or aim the gun at the area
to be treated before starting to spray and stop when the end of each sweep is reached.
Light accumulations of snow - Very light accumulations may be removed using a similar technique as for de-
frosting, i.e. traversing a course fluid spray over the deposits to be removed. Using this procedure, the heat is
used to effectively melt the snow. However, where this method is found to be ineffective due to the amount of
snow present, the nozzle should be adjusted to provide a fluid jet and the hydraulic force of the fluid used to
flush-off the deposits. A relatively low flow rate will normally be found to be adequate for removing light
accumulations of dry snow, however it may be necessary to increase the flow rate when removing wet snow.
Moderate accumulations of snow - For this type of deposit the nozzle should be adjusted to provide a fluid jet
and a moderate flow rate selected. The hydraulic force of the fluid jet is then used to flush off the deposits with
a side-to-side action adopted in order to create a bow-wave effect. Using this technique the snow can be
quickly removed from aircraft surfaces. Again, the flow rate may need to be increased when removing wet
snow.
Heavy accumulations of snow - A similar technique to that adopted for removing moderate accumulations is
utilized, however for heavy accumulations a high flow rate is required in order to effectively blast off the
deposits within an acceptable timescale. Due to the nature of wet snow, it will invariably take longer to remove
than dry snow and significantly more fluid will be required.
Frozen-on snow/ice - When wet snow falls onto aircraft surfaces that are at or below 0C/32F, or when wet
snow has built-up on aircraft surfaces and the ambient temperature subsequently drops to 0C/32F or below,
the deposits will bond to the structure. This also occurs when drizzle/rain falls onto aircraft surfaces that at or
below 0C/32F to form ice. Such deposits are extremely difficult to remove and a different technique is
required. The high thermal conductivity of the metal skin is utilized and a jet of hot fluid is directed at close
range onto one spot, until the bare metal is just exposed. This bare metal will then transmit heat laterally in all
directions, raising the temperature above the freeze point and thereby breaking the adhesion of the frozen mass
with the aircraft surface. By repeating this procedure a number of times the adhesion of a large area of frozen
snow or ice can be broken.
2. Anti-icing strategy
In order to minimize the subsequent effects of frost or precipitation on aircraft external surfaces and/or obtain
benefit from the additional holdover time provided, a protective layer of anti-icing fluid may be applied to
prescribed aircraft surfaces:
a) As the second step in a two-step method (following de-icing).
b) In anticipation of overnight frost, snow, freezing drizzle/light freezing rain or freezing fog.
NOTE: This process must be approved by the customer and can result in potential fluid residues
which will need to be removed when the aircraft is de-iced.
Surfaces which must be covered with anti-icing fluid are:

a) Wing upper surfaces including leading edges and upper control surfaces.
b) Horizontal stabilizer upper surfaces including leading edges and elevator upper surfaces.
c) Vertical stabilizer surfaces including the rudder surfaces (both sides).
d) Fuselage upper surfaces (depending on the type and rate of precipitation existing/forecast). Where
snow or freezing rain is falling or forecasted at the time of application the aircraft will invariably
require ant-icing, in order to ensure it remains free of frozen deposits until takeoff.
The fluid application should follow the same process as for de-icing.
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The high fluid pressures and flow rates normally associated with de-icing are not required for this operation and
where possible pump speeds should be reduced accordingly. The nozzle of the spray gun will normally be
adjusted to give a medium to fine spray pattern, however, in windy conditions, or where it is necessary to
project the fluid over a greater distance due, for example, to access problems it may be found necessary to select
a more concentrated spray pattern and a higher pressure.
The major requirement is to apply the fluid as uniformly as possible (typically between 1-3 mm in thickness) to
produce a complete or unbroken layer over the surfaces. For Type I fluid a minimum of 1 L / m2 with a least
60 C / 140F shall be applied. The amount required will be visually indicated by the fluid flowing over the
leading edge and dripping from the trailing edge. However, some fluids have a higher viscosity on application
than others and tend not to run-out to form an even film. Application techniques are more complicated when
using these fluids and greater care will be required in order to ensure that the appropriate surfaces are
completely covered, with no visible gaps. An Anti-icing treatment shall always cover the entire wing and/or the
entire horizontal stabilizer/elevator on both sides of the aircraft.
When anti-icing is carried out as the second step in a two-step operation, it is important to ensure that all frozen
deposits have been removed before applying the anti-icing fluid. The anti-icing fluid must be applied before the
de-icing fluid / snow / ice starts to re-freeze, a factor dependent on the type and mix of the fluid used for de-
icing. The second step shall be performed before the 1st step freezes, if necessary area by area. When treating
composite surfaces, freezing may happen quickly.
3.11 POST DE-/ANTI-ICING CHECK
Immediately following the completion of de-/anti-icing, de-icing operator must perform a post de-/anti-icing check.
All critical surfaces must be inspected for accumulation and deposits of ice, snow or any other frozen contamination.
Immediately after qualified personnel have completed the de-/anti-icing of the aircraft, the de-icing responsible will
ensure the following items are available for transmission to the flight crew:
1. De- or anti-icing fluid application starts time.
2. Aircraft surfaces de-iced.
3. Confirm the aircraft was cleared of all contamination after de-icing fluid application.
4. Aircraft surfaces anti-iced.
5. Confirm the required aircraft surfaces were treated uniformly with anti-icing fluid.
6. Review the de-/anti-icing checklist to ensure all information is correct.
If applicable, the de-icing supervisor shall be responsible to monitor the fluid application process to ensure all areas
are properly de-iced / anti-iced, and will communicate with the personnel who sprayed the aircraft to ensure the
fluid application was completed properly as part of the post de-/anti-icing check.
A post de-/anti-icing check will be performed. This check will be performed from the outside of the aircraft using
suitable means (ladder or vehicle bucket) that provides sufficient visibility of all critical surfaces. The following
areas shall be checked:
1. Ensure wings, tail and other control surfaces are clear of snow, ice, slush and frost. Check leading edges,
upper and lowers surfaces of the wings and horizontal stabilizers, and the side panels of the vertical
stabilizer.
2. Ensure that all hinges, gaps, and control surface cavity areas are free of deposits or accumulations of snow,
ice, slush, and frost, which could prevent movement of controls.
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3. Ensure engine inlets. Inlet lips, fan blades, spinners, exhaust ducts, and reverser assemblies are free of
snow, ice, slush and frost.
4. Check landing gear assemblies, tires, proximity sensors brakes, and wheel wells for ice or snow
accumulations.
5. Ensure aircraft windshield and the upper surface of the nose is clear of ice and snow.
6. Ensure that pitot tubes, angle of attack sensors, static ports, and antennas are clear of ice and snow.
7. Ensure that entry doors, cargo doors and emergency exits are clear of ice and snow.
8. Ensure APU and air conditioning inlets and vents, cabin air intakes, and outflow valves, and fuel tank vents
are clear of snow and ice.
9. If anti-icing fluid has been applied, check to ensure that a uniform application of anti-icing fluid has been
applied to all critical surfaces.
This check has also to be performed in case of spot de-icing. Any other contamination shall be reported to the flight
crew.
Special attention must be paid to inspecting aircraft surfaces during periods of light freezing rain or freezing drizzle.
In some instances, a tactile (hands-on) check of aircraft surfaces may be requested by the customer in accordance
with their procedures if provided by the station.
Thin hoarfrost is acceptable on the upper surface of the fuselage and on the underside of wing areas up to 1/8. Thin
hoarfrost is typically a white crystalline deposit which usually develops uniformly on exposed surfaces on cold and
cloudless nights. The flight crew shall be briefed if hoarfrost is present, and may be removed at the request of the
flight crew or customer representative.
The tactile check (when requested) will require a physical check (bare or suitable gloved hand on surface) of the
representative wings and control surfaces to ensure they are free of contaminants. The tactile check shall be
performed per the customers procedures. When performing a tactile check, you should be able to feel the wing
seams where two pieces of metal are joined or be able to feel crew/rivet heads. If the differences in these surfaces
cannot be felt, this is an indication that ice may be present. If contamination is found during the tactile check, the
flight crew and/or customer shall be notified and additional de-icing (and subsequent anti-icing) will be required.
The tactile check shall be done from a stable raised platform (e.g. maintenance steps, open basket).
After the post de-icing anti-icing check has been completed, the person who performed the check shall communicate
the anti-icing code to the flight crew according to Swissport training documentation.
This check should be performed by a qualified Swissport employee, however the customer may specify maintenance
personnel or an engineer to perform the post de-icing / anti-icing check. If the customer requires the post de-icing /
anti-icing check to be performed by an engineer, the Swissport de-icing supervisor will communicate the post-de-
icing information to the engineer in lieu of the flight crew.
3.12 PILOT RESPONSIBILITY
The pilot-in-command of an aircraft is the final authority as to the de-icing / anti-icing procedure to be used and
interpreting the holdover timetable when establishing a holdover time. The pilot-in-command or designated
customer representative should be consulted before the de-icing / anti-icing operation begins to ensure an agreed
upon procedure and strategy will be used. Approval must be obtained from the pilot-in-command or designated
customer representative before starting the de-icing / anti-icing procedure.
.........................................................................................................................................................................................
3.13 ALTERNATE DE-ICING METHODS
Only procedures described in this manual or listed in the station supplement are permitted for the removal of snow,
ice and frost from aircraft.
1. Manual Removal of contamination by Swissport personnel is normally not done but maybe within an
agreement to the aircraft operators.
2. At some Swissport locations, dedicated de-icing facilities are available.
3.14 FORCED AIR DE-ICING
1. Refer to SAE AS 6284 for cautions and minimum requirement applicable to this method.
2. General Remarks
By blowing off with a very powerful airstream the contamination accumulated on an aircraft, this technology
allows to significantly reduce the amount of fluids needed for de-icing. Contrary to a widespread believe, forced
air works better to remove frozen, wet or heavy snow as the very powerful airstream is too strong to be applied
on light and dry snow unless it is used in conjunction with fluid.
Except for the little heat generated by the compression, the air used in forced air de-icing is not heated and
therefore this technology must not be confused with hot air de-icing which is applied on aircraft parts that can
not be treated with fluids.
Concerns about possible excessive pressure at which the air is applied onto the aircraft were raised, with reason,
by some airlines. But, if on certain vehicles the air comes out of the nozzle at a speed close to Mach 1 (1000
km/h or 600 miles/h), the speed of the air diminishes quickly as distance from the nozzle increases. At 1 m, the
pressure will be equivalent or even smaller than the one generated by the application of regular de-icing fluid.
Newer forced air equipped de-icing vehicles offer the possibility to combine, for better efficiency, air and fluid.
This is done by injecting fluid directly into the airstream or by applying fluid over the airstream. However, the
application of de-icing fluid the conventional way (without any forced air) remains possible.
The challenging part in forced air de-icing is to find the mix of air/fluid that will work best and use the least
liquid. And if some recommendations can be given beforehand, it will be up to the operator to constantly adapt
to the given situation. Also it may be necessary to treat different parts of the aircraft with different air/fluid
settings.
3. Forced air cautions

a) In order to avoid any injuries, the airflow must never be directed towards a person.
b) When using the forced air for the first time of the day, the nozzle must be directed away from any
person, material or construction. This because the ice that may have formed in the nozzle will be
forced out at a very high speed making it potentially as dangerous as a bullet coming out of a gun.
c) The airflow is powerful enough to send parts of frozen snow flying off at such high speed that they
have the potential to damage other parts of the aircraft if they were to hit them. Therefore the air
stream has to be directed away from the plane. This necessary precaution may imply a change in the
procedure requiring de-icing to start at the highest point and to finish at the lowest. However the
procedure of applying the fluid from the front to the rear of the aircraft remains valid.
4. Forced air and Fluid Types

a) For the moment, only Type I fluids are certified to be used in conjunction with forced air. It is
however expected that Type II and IV will soon be qualified as well. In case of doubt, contact the
fluid manufacturer.
b) If forced air does allow diminishing the quantities of fluid required to remove the contamination, it
does NOT allow reducing the fluid quantities required by the anti-icing process. These minimums
can be found in the latest AEA recommendations.
.........................................................................................................................................................................................
c) Forced air does not require any different Type I/water mixes and the same ones applicable for
conventional de-icing can be used.
5. Forced air and Aircraft Types

The forced air technology being quite recent, not all aircraft manufacturers have yet cleared their aircraft for
this technology. At the time this document is published, such approvals exist for Boeing, Airbus, Embraer and
Bombardier jets. For other jets as well as for turboprop aircrafts, the use of forced air is only allowed after the
specific approval of the pilot.
6. Forced air restrictions

a) The use of forced air alone will not provide any holdover time at all. Furthermore, as certain parts of
the aircraft may be difficult to reach with air only (wing root, top of vertical stabilizer), it is strongly
recommended to use forced air in conjunction with at least a low flow of low percentage Type I / water
mix. forced air alone can however be used to preventively remove large quantities of snow and so
facilitate the regular de-icing that will follow.
b) Forced air can not be applied directly on sensitive parts of the aircraft like pitot tubes, static ports,
angle of attack indicators, cockpit and passenger windows etc.
c) When an aircraft is deiced by 2 vehicles, the same technology (forced air or conventional) must be
applied by both vehicles. A mix of technologies is not recommended. Also the technology should not
be changed halfway through the de-icing.
d) In order to avoid any damages, the forced air nozzle must not be placed closer than 1 m (3.5 feet) of
the aircraft. Also the airflow must not be applied at angle higher than 45.
7. Forced air training

Unless only forced air equipped vehicles are available, it is recommended that only experienced de-icing
operators are trained for this technology. As generally forced air equipped vehicles have a boom layout
similar to the conventional vehicles, the training can then concentrate on maneuvering the vehicle and
combining the different selections available, i.e. forced air only, low/high flow fluid nozzle, fluid injection
or superposed over air etc.fluid hazards related to specific aircraft manufactures
3.15 FLUID HAZARDS RELATED TO SPECIFIC AIRCRAFT MANUFACTURES
All aircraft have special sensitive areas, the following details shall be considered but are not comprehensive.
1. Boeing aircraft
APU Intake On most Boeing aircraft, the APU inlet is specifically susceptible to de-icing / anti-icing fluid due
to the position of the intake at the base of the tail. Extreme caution should be exercised when applying fluid to
the vertical stabilizer and rudder to avoid direct spray and excessive overflow from entering the APU intake, as
it can stall the APU. Recommended practice is to spray fluid onto the vertical stabilizer at an angle from
forward of the empennage, starting from the top to the bottom, and any contamination which must be removed
from tail root should be done with indirect spray.
Composite blended winglets shall not be sprayed directly with a high intensity stream of fluid.
2. Airbus aircraft
Empennage The area where the horizontal stabilizer joins with the fuselage is very sensitive to direct fluid
spray and should be avoided when applying fluid.
The emergency exits (overwing exits) on A318 / A319 /A320 /A321 aircraft are specifically susceptible to
direct spray, and shall be avoided.

ICE 003 de Anti Icing Operation 20150901

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ICE 003 de Anti Icing Operation 20150901

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STANDARD OPERATING PROCEDURE

ICE-003: DE-/ANTI-ICING OPERATION

1. PURPOSE AND APPLICABILITY

3.1 SAFETY PRECAUTIONS

The following safety precautions must be adhered to at all times:

3.2 DETERMINING THE NEED FOR DE-/ANTI-ICING

Early de-icing programme;

3.3 DE-/ANTI-ICING OPERATIONS PREPARATION

3.4 GENERAL DE-/ANTI-ICING PROCEDURE

3.5 ONE-STEP PROCEDURE

3.7 INTERRUPTED DEICING PROCESS

3.8 CRITICAL SURFACES

3.9 FLUID SENSITIVE AND NO SPRAY AREAS

Engine openings / intakes / exhaust

Flight deck / cabin windows / cabin doors

Cabin air inlets / outflow valves / drains

APU Inlet / Exhaust

Static ports / pitot tubes / airflow sensors

Static wicks / fuel vents

3.10 FLUID APPLICATION STRATEGY

Surfaces which must be covered with anti-icing fluid are:

3.11 POST DE-/ANTI-ICING CHECK

3.12 PILOT RESPONSIBILITY

3.13 ALTERNATE DE-ICING METHODS

3.14 FORCED AIR DE-ICING

3. Forced air cautions

4. Forced air and Fluid Types

5. Forced air and Aircraft Types

6. Forced air restrictions

7. Forced air training

3.15 FLUID HAZARDS RELATED TO SPECIFIC AIRCRAFT MANUFACTURES

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