De-Icing Anti Icing Program Manual

AUTH-1
AUTHORISATION PAGE Iss01/Rev00

DE ICING / ANTI ICING
PROGRAM MANUAL 16 Oct 2018
INTRODUCTION
This De-icing/Anti-Icing Program manual is published under the approval of the
VietJet Air SQA Department. Any questions with respect to the use of this manual
or information contained herein should be addressed to:
SAFETY, QUALITY ASSURANCE DEPARTMENT

VietJet Aviation Joint Stocks Company
8 th Floor, CT Plaza Building, 60A Truong Son Street
Tan Binh District, Ho Chi Minh City.
Tel: +84 835471866
Fax: +84 835471865
Email: ssqa@vietjetair.com
The approved Master Copy of this document is controlled by DCC-SSQA. Any other copy,
either electronic or paper, is an uncontrolled copy and must be deleted or destroyed when
it has served its purpose.
AUTH-2
AUTHORISATION PAGE Iss01/Rev00

INTENTIONAL BLANK PAGE
PRE-1
PREAMBLE Iss01/Rev00
1.0 OPERATING CERTIFICATE

VietJet Air aircraft are operated under an Air Operator Certificate issued
by the Civil Aviation Authority of Vietnam.
2.0 VIETJET AIR FLEET
Manufacturer Type Model Engine WV
Airbus S.A.S. A320 214 CFM56-5B4 Various
Airbus S.A.S. A321 211 CFM56-5B3 Various
Airbus S.A.S. A321 271N PW1133G-GM Various
3.0 MAINTENANCE ORGANISATION

(Refer to the VietJet Air’s MME)
4.0 COMMON LANGUAGE

Reference: VAR 10.051 (d)
a) English is the common language of VietJet Air. All crew members
must be able to communicate (both verbal and written) in English. All
radio transmissions must be made in English.
b) Operations Personnel must be able to understand those parts of the
Operations Manual which pertain to their duties and are written in
English. All technical log entries must be in English.
c) Vietjet shall ensure that flight crew members demonstrate the ability
to speak and understand the language used for aeronautical
radiotelephony communications.
PRE-2
PREAMBLE Iss01/Rev00
LOD-1
LIST OF DISTRIBUTION Iss01/Rev00

LIST OF DISTRIBUTION
Holder Location Format Copy No.

CAAV CAAV –
Electronic/Printed 001
HAN
Document Control Center VJC-SGN Electronic /Printed Master Copy
Technical Director VJC – SGN Electronic
SQA Director VJC – SGN Electronic
MCC VJC – SGN Electronic
OMC VJC – SGN Electronic
Engineering VJC – SGN Electronic
Stations (De-icing/anti-
Electronic
icing)
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LIST OF DISTRIBUTION Iss01/Rev00

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RECORD OF REVISIONS
Insert and remove pages as indicated on the revision cover letter.
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REVISIONS
RECORD OF TEMPORARY REVISIONS
Temporary Revisions (TR) to this manual shall be inserted by an authorized user

without delay. After inserting the temporary revisions, enter the appropriate data
in the revision sheet. Once this has been complied with, the authorized user has
to sign under “Inserted By”.
TR Effective Inserted Date Removed Date

Validity Cancellation
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REVISIONS
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REVISION HIGHLIGHTS Iss01/Rev00

REVISION HIGHLIGHTS
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INTEN TIONAL BLANK PAGE
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INTRODUCTION Iss01/Rev00
CHAPTER 1
INTRODUCTION
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Page 1 - 3
Contents
1.1 GENERAL INTRODUCTION 5
1.2 MANUAL STRUCTURE 5
1.3 PROCEDURE CONTROL 5
1.4 MANUAL CONTROL 5
1.5 LIST OF ABBREVIATIONS 6
1.6 GLOSSARY OF TERMS 7
1.7 POLICY & GENERAL REQUIREMENT 13
1.8 CONDITIONS WHICH CAUSE AIRCRAFT ICING 18
1.9 DE/ANTI-ICING FLUIDS 19
1.10 VJC POLICY ON HOLDOVER TIME 22
1.10.1 General 22
1.10.2 Other fluids not listed in this guideline 23
1.10.3 FAA Holdover time table (updated annually in the end August)
23
1.11 DE/ANTI-ICING VEHICLES 24
1.11.1 General requirements 24
1.11.2 Mixing and spraying functions of the vehicles 25
1.11.3 Equipment communication requirements 26
1.11.4 Before-use 26
1.12 RESPONSIBILITY OF EACH RELATED PARTIES 27
1.12.1 General 27
1.12.2 Pilot-in-command responsibility 27
1.12.3 Maintenance responsibility 28
1.12.4 De/Anti-icing ground staff responsibility 28
1.12.5 Contract terms 28
1.13 DEICING/ANTI-ICING TRAINING 29
1.13.1 Training Requirements 29
1.13.2 Engineering, Ground Operations: 29
1.13.3 Recurrent Training 29
1.13.4 Training Standards 29
1.13.5 Training Records 30
1.13.6 Training Program 30
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1.14 QUALITY ASSURANCE PROGRAM 34

1.14.1 Quality Control of the Contracted Providers 34
1.14.2 Acceptance of Line Station De/Anti-icing Arrangement 35
1.14.3 De/Anti-icing Audit 35
Page 1 - 5
1.1 GENERAL INTRODUCTION

This Dei-icing/Anti-Icing Program Manual is a manual, which is
supplemental manual to support the Operation Manual Part A (OM-
A) and Maintenance Management Exposition Manual (MME) applies
on all VietJet Air aircraft and applies to it’s internal and external
service providers.
1.2 MANUAL STRUCTURE
This manual consists of four parts:
1. Introduction
2. Procedure
3. Forms
4. Appendix
1.3 PROCEDURE CONTROL
The procedure’s owner is responsible for the relative
procedures’ review and amendment on a yearly basis. The
amendments should address the changes in the company or
activities, changes to maintenance or airworthiness
requirements, inadequacy identified through internal or external
audit and conformity to applicable requirements.
The procedures or procedure amendment will come into effect
based on Technical Director, Flight Operations Director and
Safety and Quality Assurance Director; acceptance by the
signatures on “List of Effective Pages”. Every individual
procedure is controlled respectively by issue/revision number
and amendment date. A margin bar is required to highlight the
amendment area when amendment is made.
VJC Document Control Center (DCC) is responsible for
procedures’ distribution and update within VJC internal and
external providers according to distribution list;
Flight Operations staff will have access to this manual via the
Fly Smart for Airbus application via Ipad.
1.4 MANUAL CONTROL
VJC Technical Director is the owner for this De-icing/Anti-Icing
Program Manual. The Technical Director should review and/or
draft a new revision of this manual before every year winter
schedule operation. The manual shall be reviewed by the
Technical Director and submitted to VJC SQA for final
acceptance.
Page 1 - 6
1.5 LIST OF ABBREVIATIONS

The abbreviations, as used in this document, have the following
meanings:
°C: Degrees Celsius
°F: Degrees Fahrenheit
AEA: Association of European Airlines
AFM: Aircraft Flight Manual
AIR: Aerospace Information Report (issued by SAE)
AMM : Aircraft Maintenance Manual
AMS: Aerospace Material Standards (governed by
SAE)
APU: Auxiliary Power-unit
ARD: Aerospace Recommended Documents (issued by
SAE)
ARP: Aerospace Recommended Practices (issued by
SAE)
AS:Aerospace Standards (governed by SAE)
ATC: Air Traffic Control
FAA: Federal Aviation Administration
FPD: Freezing Point Depressant
ISO: International Organization for Standardization
LOUT: Lowest Operational Use Temperature
OAT: Outsides Air Temperature
SAE: Society of Automotive Engineers
TAT: Total Air Temperature
TC: Transport Canada
Page 1 - 7
1.6 GLOSSARY OF TERMS

The terms, as used in this document, have the following meanings:
(1) Active frost Active frost is a condition when frost is forming.
Active frost occurs when aircraft surface temperature is:
• at or below 0°C and

• at or below dewpoint
(2) Adhering to A substance is adhering to an aircraft when the
forces required to remove the substance are greater than those
required during takeoff.
(3) Anti-icing Anti-icing is a precautionary procedure by which clean
aircraft surfaces are protected against the formation of ice and
frost and the accumulation of snow and slush for a limited period
of time. (Holdover time)
(4) Anti-icing fluids: Anti-icing fluids are
• Type I fluids in accordance with ISO 11075, AMS 1424 /

AMS 1424A
• Mixtures of Type I fluid and water

• Concentrates or mixtures of Type II fluid in
accordance with ISO 11078 or AMS 1428 / AMS
1428A and water
• Concentrates or mixtures of Type IV fluid in

accordance with SAE 1428A and water.
CAUTION:
TYPE I fluids supplied as concentrates for

dilution with water prior to use shall not be used
undiluted.
NOTE: Anti-icing fluid is normally applied unheated on

clean aircraft surfaces, but may be applied heated.
(5) Clear ice A coating of ice, generally clear and smooth, but with
some air pockets. It is formed on exposed objects at temperatures
below or slightly above the freezing temperature by the freezing of
super-cooled drizzle, droplets or rain drops. See also “Rain or
high humidity on a cold soaked wing”.
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(6) Character of precipitation

(7) Continuous Intensity changes gradually, if at all.
(8) Intermittent Intensity changes gradually, if at all, but precipitation
stops and starts at least once within the hour preceding the
observation.
(9) Critical surfaces A surface of the aircraft which shall be
completely free of ice, snow, slush or frost before take-off. The
critical surfaces shall be determined by the aircraft manufacturer.
(10) Contamination means any frost, ice, or snow that
adheres to the critical surfaces of an aircraft.
(11) De/anti-icing A procedure combining both the de-icing
process and the anti-icing process and which can be performed in
one or two steps:
(12) One step de/anti-icing: This procedure is carried out
with an anti-icing fluid which is typically heated. The fluid is used
to de-ice the aircraft and remains on the aircraft surface to provide
anti-icing capability. Type I or Type II/IV fluids can be used, but
the protection provided by Type I fluid is less than that provided
by Type II/IV fluid.
(13) Two step de/anti-icing: This procedure contains two
distinct steps. The first step, de-icing, is followed by the second
step, anti-icing, as a separate fluid application. After de-icing, a
separate overspray of anti-icing fluid is applied to protect the
aircraft's critical surfaces, thus providing maximum anti-icing
protection.
(14) De-icing The process which removes, ice, snow, slush
or frost from aircraft surfaces. This may be accomplished by
mechanical methods or through the use of heated fluids.
Mechanical methods may be preferred under extremely cold
conditions or when it has been determined that the frozen
contaminant is not adhering to the aircraft surfaces. When using
heated fluids and optimum heat transfer is desired, fluids should
be applied at a distance from aircraft surfaces which is in
accordance with the approved operator procedure and fluid
manufacturer specifications.
(15) De-icing fluid: De-icing fluids are
• Heated water
• Heated Type I fluids in accordance with ISO
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11075, AMS 1424 / AMS 1424A
• Heated mixtures of Type I fluid and water

• Heated concentrates or mixtures of Type II fluid
in accordance with ISO 11078, or AMS 1428 /
AMS 1428A and water
• Heated concentrates or mixtures of Type IV fluid

in accordance with AMS 1428A and water.
Note: De-icing fluid is normally applied heated in order to
assure maximum efficiency.
CAUTION: TYPE I fluids supplied as
concentrates for dilution with water prior to use
shall not be used undiluted.
(16) Drizzle Fairly uniform precipitation composed

exclusively of fine drops very close together. Drizzle appears to
float while following air currents, although unlike fog droplets, it
falls to the ground.
(17) Fog and ground fog A visible aggregate of minute
water particles (droplets) at the Earth's surface.
(18) Freezing conditions Defined as OAT below 3°C and
visible moisture in any form (such as fog with visibility below. 1.5
km, rain, snow, sleet or ice- crystals) or when standing water,
slush, ice or snow is present on the runway.
(19) Freezing fog A fog formed of super cooled water
droplets which freeze upon contact with exposed objects and form
a coating of rime/glaze.
(20) Freezing rain and freezing drizzle is rain or drizzle in
the form of super cooled water droplets which freeze upon impact
with any surface.
(21) Fuel frost formed in the area of the fuel tanks by the
temperature effect of cold soaked fuel.
(22) Hoar frost is deposit of ice having a crystalline
appearance, generally assuming the form of scales, needles, or
fans. Hoar frost is formed by sublimation; i.e. when water vapor is
deposited on surfaces whose temperatures are at or below
freezing.
(23) Holdover Time (HOT). The estimated time that
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deicing/anti-icing fluid will prevent the formation of frost or ice and

the accumulation of snow on the critical surfaces of an aircraft.
HOT begins when the final application of deicing/anti-icing fluid
commences and expires when the deicing/anti-icing fluid loses its
effectiveness.
(24) High humidity An atmospheric condition where the
relative humidity is close to saturation.
(25) Ice Pellets A type of precipitation consisting of
transparent or translucent pellets of ice, 5 mm or less in diameter.
They may be spherical, irregular, or
(26) (rarely) conical in shape. Ice Pellets usually bounce
when hitting hard ground, and make a sound upon impact.
a. Sleet or grains of ice generally transparent,

globular, solid grains of ice which have formed
form 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.
b. Small hail generally translucent particles,

consisting of snow pellets encased in a thin
layer may form either by the accretion of
droplets upon the snow pellets, or by the
melting and refreezing of the surface of the
snow pellet.
(27) Icing conditions may be expected when the OAT (on
the ground and for takeoff) or when TAT (in flight) is at or below
10°C, and there is visible moisture in the air (such as clouds, fog
with low visibility of one mile or less, rain, snow, sleet, ice crystals)
or standing water, slush, ice or snow is present on the taxiways or
runways.
(28) Ice pellet is the precipitation in the form of rain that has
turned to ice before it comes into contact with an exposed object.
They generally rebound when striking on the ground.
(29) Inspection means a visual examination of an aircraft’s
critical surfaces to
(30) determine whether they are contaminated or not.
(31) Non-Newtonian fluids have characteristics that are
dependent upon an applied force. In this instance it is the
viscosity of Type II and IV fluids which reduces with increasing
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shear force. The viscosity of Newtonian fluids depends on

temperature only.
(32) Pre-step procedure by which ice, frost or snow are
removed from the critical surface of an aircraft by using
mechanical devices such as brooms, squeegees, forced air.
(33) Pretakeoff Check. A check of the aircraft’s wings or
representative aircraft surfaces for frozen contaminants. This
check is conducted within the aircraft’s HOT and may be made by
observing representative surfaces from the flight deck, cabin, or
outside the aircraft, depending on the type of aircraft and
operator’s CAAV-approved program.
(34) Pretakeoff Contamination Check. A check (conducted
after the aircraft’s HOT has been exceeded) to ensure the
aircraft’s wings, control surfaces, and other critical surfaces, as
defined in the operator’s program, are free of all frozen
contaminants. This check must be completed within 5 minutes
before beginning takeoff and from outside the aircraft, unless the
operator’s CAAV-approved program specifies otherwise.
(35) Post Deicing Check. A check, after deicing application,
to ensure all aircraft surfaces are free of frozen contaminants
(36) Precipitation intensity is an indication of the amount of
precipitation falling at the time of observation. It is expressed as
light, moderate or heavy. Each intensity is defined with respect to
the type of precipitation occurring, basing either on rate of fall for
rain and ice pellets or visibility for snow and drizzle.The rate of fall
criteria are based on time and do not accurately describe the
intensity at the time of observation.
(37) Rain means precipitation of liquid water particles,
either in the form of drops or smaller drops which, in contrast to
drizzle, are widely separated.
(38) Rain (or high humidity) on a cold-soaked wing Even in
ambient temperature between -2°C and at least +15°C, ice or
frost can form in the presence of visible moisture or high humidity
if the aircraft structure remains at 0°C or below. Any time
precipitation falls on a cold soaked aircraft when on the ground,
clear icing may occur. This is most likely to occur on aircraft with
integral fuel tanks after a long flight at high altitude. Clear ice is
very difficult to detect visually and may break loose during or after
takeoff. The following can have an effect on cold soaked wings: -
temperature of fuel in fuel cells, type and location of fuel cells,
length of time at high altitude flights, quantity of fuel in fuel cells,
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temperature of refuel and time since refueling.

(39) Representative surface is an aircraft surface that can
be easily and clearly seen by the flight crew during day and night
operations to determine whether the critical surfaces are
contaminated or not.
(40) Rime A deposit of ice, produced by freezing or super
cooled fog at temperatures below freezing. It is composed of
grains separated by air, sometimes adorned with crystalline
branches.
(41) Shear force is a force applied laterally on anti-icing
fluid. When applied, the shear force will reduce the viscosity of the
fluid; when shear force is no longer applied, the anti-icing fluid
should recover its viscosity. For instance, shear forces are applied
whenever the fluid is pumped, forced through an orifice or when
subjected to airflow. If excessive shear force is applied, the
thickener system could be permanently degraded and the anti-
icing fluid viscosity may not recover and may be at an
unacceptable level.
(42) Sleet is precipitation in the form of a mixture of rain and
snow.
(43) Slush Partly melted or watery snow.
(44) Snow Grains – precipitation of very small white and
opaque particles of ice that are fairly flat or elongated with a
diameter of less than 1 min (0.04 in). When snow grains hit hard
ground, they do not bounce or shatter.
(45) Note: For holdover time purposes treat snow grains as
snow
(46) Snow Precipitation of ice crystals, mostly branched in
the form of six-pointed stars. The crystals are isolated or
agglomerated to form snowflakes.
(47) Dry snow: When the ambient temperature is below or
well below freezing.
(48) Wet Snow: When the ambient temperature is near or
above freezing.
(49) Tactile inspection is an inspection requires that a
qualified person physically contact specific aircraft surfaces with
his bare hands. Under certain circumstances, it may be the only
way of confirming that the critical surfaces are not contaminated.
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(50) Visible moisture Fog, rain, snow, sleet, high humidity

(condensation on surfaces), ice crystals or when taxiways and/or
runways are contaminated by water, slush or snow.
1.7 POLICY & GENERAL REQUIREMENT
a. Purpose
(1) Recent accidents in commercial air transport operations and in
general aviation indicate that misconceptions exist regarding
the effect of slight surface roughness, caused by ice
accumulations on flight surfaces, on aircraft performance and
flight characteristics plus the effectiveness of freezing point
depressant (FDP) ground de/anti-icing fluids.
(2) Civil aviation regulations have been established prohibiting
take-off for aircraft with frost, snow, or ice adhering to wings,
and control surfaces of the aircraft. The effects of such icing
are wide ranging, unpredictable and dependent upon individual
aircraft design. The magnitude of these effects is dependent
upon many variables and is thus unpredictable, but the effects
can be both significant and dangerous.
(3) Wind tunnel and flight tests indicate that ice, frost or 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
per cent and increase drag by up to 40 per cent. These
changes in lift and drag will significantly increase stall speed,
reduce controllability and alter aircraft flight characteristics.
Thicker or rough ice accumulations in the form of frost, snow
or ice deposits can have increasing effects on lift, drag, stall
speed, stability and control, but the primary influence is
surface roughness relative to critical portions of an
aerodynamic surface. Ice on airframe and flight surfaces may
also break away during take-off and be ingested into engines,
possibly damaging fan and compressor blades. Ice forming on
pitot tubes and static ports or on angle of attack vanes may
give false attitude, airspeed, angle of attack and engine power
information for air data systems. It is therefore imperative that
take-off not be attempted unless it has been ascertained that
all critical components of the aircraft are free of adhering
snow, frost or other ice formations. This vital requirement is
known as the 'Clean Aircraft Concept'.
(4) Common practice developed by the aviation industry over many
years of operational experience is to de/anti-ice an aircraft prior to
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take-off. Various techniques of ground de/anti-icing aircraft were

also developed. The most modern of these techniques is the use
of FPD fluids to aid the ground de/anti-icing process and to
provide a protective film of FPD fluid (anti-icing) to delay formation
of frost, snow or other ice.
(5) In scheduled airline operations, where large numbers of aircraft
are dispatched, the process of ensuring airworthiness must be a
team effort where each member of the team has specific duties
and responsibilities.
In all cases, the pilot in command has the ultimate responsibility of
ascertaining that the aircraft is in a condition for safe flight.
(6) The only method currently known of positively ascertaining that an
aircraft is clean prior to take-off is by close inspection. Under
conditions of precipitation, fog or where moisture can be splashed,
blown or sublimated on to critical surfaces in sub-freezing
weather, many factors influence whether and how much ice, frost
or snow may accumulate and result in surface roughness.
Moreover, even in above-freezing weather conditions, for aircraft
which have just landed after descending from high altitude or have
uplifted very cold fuel, the wings may be colder than 0°C due to
fuel in wing tanks being well below zero. This may cause ice to
form on the wing surfaces (cold soak effect). These influencing
factors are listed as follows:
• ambient temperature
• relative humidity
• precipitation type and rate
• aircraft surface temperature (including "cold soak"
effect of fuel in wing tanks)
• presence of de-icing fluid

• de/anti-icing fluid type and temperature
• de/anti-icing fluid aqueous solution (strength)
• de/anti-icing fluid application procedure
• holdover times (and taxying times from gate to departure
runway)
• solar radiation
Page 1 - 15
• operation in close proximity to other aircraft, equipment and

structures
• operations on snow, slush or wet surfaces

• wind speed and direction
• aircraft component inclination angle, contour and surface
roughness
• conditions under which the aircraft was parked (outside,

fully or partially in hanger)
(7) It is essential for Engineering personnel to understand and
have a thorough knowledge of:
• The adverse effects that ice, frost or snow on the flight

surfaces and airframe can have on aircraft performance
and handling qualities;
• “The Clean aircraft Concept”

• The various procedures that are available for aircraft
ground de/anti-icing;
• The capabilities and limitations of these procedures;

• The variables that will influence the effectiveness of these
procedures;
• The critical areas of the particular aircraft;

• Recognition that final assurance for a safe takeoff rests in
a thorough pre takeoff inspection;
• Use of holdover timetables for de/anti-icing fluids;

• Techniques for recognizing frozen precipitation on aircraft
critical surfaces;
• The problems involved with clear ice;

• Personnel safety precautions;
• ISO/SAE code determination and the communication of
this code to the flight crew;
• A Cold Weather Procedures Training Course has been

developed by the VJC and is available to all cold weather
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stations.
b. Standards & Recommendations
The purpose of this publication is to provide the necessary
information to those stations involved with maintaining operations
under cold weather conditions.
This manual provides the general minimum requirements for deicing
and anti-icing of aircraft on the ground. The procedure is based on
ISO and SAE standards and AEA recommendations. However,
aircraft ice inspections, clear ice inspections, and inspections after
deicing/anti-icing must be performed in accordance with the
appropriate aircraft maintenance manual.
Index of Maintenance Manual references for cold weather
procedures and precautions are as follows:-
Aircraft Type: A320-214, A321-211, A321-271N
Manual Reference: AMM 12-31-11/12
This manual does not specify requirements for particular aircraft

model types, and it does not overrule the specific requirements in
the appropriate aircraft maintenance manuals or flight operation
manuals. In case of conflict, the aircraft maintenance manual or
flight operation manuals shall take precedence over this procedure.
Standards / Recommendations:
• AIR 9968, Viscosity test of Thickened De-icing/Anti-icing

• AMS 1424, Deicing/anti-icing fluid, aircraft, SAE type I
• AMS 1428, Fluid, aircraft deicing/anti-icing,
• Non-Newtonian, (pseudoplastic), SAE types II, III, IV.

• ARD 50102, Forced Air Or Forced Air/Fluid Equipment For
Removal of Frozen Contaminants
• ARP 1971, Aircraft deicing vehicle - self-propelled, large capacity.

• ARP 4737, Aircraft deicing/anti-icing methods.
• ARP 5149, Training Program Guidelines for De-icing/Anti-Icing of
Aircraft on the Ground.
• ARP 5646, Quality Program Guidelines for De-icing/Anti-Icing of

Aircraft on the Ground
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• ARP 5660 De-icing Facilities Operational Procedures

• AS5635, Message Boards (Deicing Facilities).
• ISO 11075 - Aircraft - De-icing/anti-icing fluids, ISO type I.
• ISO 11076 - Aircraft - Ground-based de-icing/anti-icing methods
with fluids
• ISO 11077 - Aerospace - Self-propelled

de-icing/anti-icing vehicles–Functional requirements.
• ISO 11078 - Aircraft - De-icing/anti-icing fluids, ISO types II, III and
IV.
c) Compliance
This document complies with VAR Part 12: Sub Part H: AOC Flight
Operations Management.
With regard to VAR 12.150 APPLICABILITY and 12.153
OPERATIONS MANUAL Part F, this document forms the
compliance document for APPENDIX 1 to 12.153 OPERATIONS
MANUAL Part (A) 15: Instructions for the conduct and control of
ground de-icing/anti-icing operations.
VAR 12.195 DE-ICING AND ANTI-ICING PROGRAMME (a) items
1, 2 and 3 requires
an AOC holder planning to operate in conditions where frost, ice or
snow may reasonably be expected to adhere to the aircraft to
provide a de-icing/ anti-icing program. This document forms the
basis for compliance with APPENDIX 1 TO 12.195, which satisfies
the above.
This document also details compliance with VAR Part 10.323
FLIGHT INTO KNOWN OR EXPECTED ICING subsections (a) (b)
(c).
It has been derived from guidance provided under CAAV Circular
10-012.
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1.8 CONDITIONS WHICH CAUSE AIRCRAFT ICING

1.8.1 Weather-related conditions
Weather conditions dictate the “when” of the “when, why and how” of
aircraft de-
/anti-icing on the ground.
Icing conditions on the ground can be expected when air temperature
fall below freezing and when moisture or ice occurs in the form of either
precipitation or condensation. Precipitation may be rain, sleet or snow.
Frost can occur due to the condensation of fog or mist.
To these weather conditions must be added further phenomena that can
also result in aircraft ice accretion on the ground. For example following
a long flight, fuel in the tanks can be cold and may cool surfaces of the
wings down to freezing conditions even if outside air temperature is
above freezing temperature.
1.8.2 Aircraft-related conditions
The concept of icing is commonly associated only with exposure to
inclement weather. However, even if the OAT is above freezing point,
ice or frost can form if the aircraft structure is below 0°C (32°F) and
moisture or relatively high humidity is present.
With rain or drizzle falling on sub-zero structure, a clear ice layer can
form on the wing upper surface when the aircraft is on the ground. In
most cases this is accompanied by frost on the under wing surface. ref
to Appendix A for sampling of ice in aircraft.
1.8 CLEAN AIRCRAFT CONCEPT
a) During conditions conducive to aircraft icing during ground operations,
Take-off shall not be attempted when ice, snow, slush or frost is
adhering to the wings, control surfaces, engine inlets or other critical
surfaces. This standard is known as the "Clean Aircraft Concept".
b) Test data indicates that ice, snow, slush or frost formations having a
thickness and surface roughness similar to "medium to coarse"
sandpaper on the leading edge or upper surfaces of a wing can
significantly reduce wing lift and increase draft.
c) These changes in lift and drag significantly increase stall speed,
reduce controllability and alter aircraft flight characteristics. Thicker or
rougher frozen contaminants can have increasing effects on the lift,
drag, stall speed, stability and control of the aircraft. The primary
influence is created by any roughness located on critical portions of an
aerodynamic surface. These adverse effects on the aerodynamic
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properties of the airfoil may result in a sudden departure from the

commanded flight path and may not be preceded by any cockpit
indications or aerodynamic warnings to be pilot.
d) There are a large number of variables that have been identified which
can influence whether ice, snow, slush or frost may accumulate and
cause surface roughness on an aircraft. These variables include:
• Ambient temperature;
• Aircraft skin temperature;
• Precipitation rate and moisture content;
• Temperature;
• The fluid/water ratio of the de/anti-icing fluid;
• Relative humidity;
• Wind velocity and direction.
They can also affect the de-icing capabilities of de-icing
fluids and the anti-icing capabilities of anti-icing fluids.
Fluids used for anti-icing should not be considered to
have unlimited or defined anti-icing capabilities.
e) Numerous techniques for complying with the "Clean Aircraft Concept"
have been developed. Proper and adequate de-icing, followed by an
application of appropriate anti-icing fluid, provides the best protection
against contamination. A visual or physical check of critical aircraft
surfaces to confirm that the treatment has been effective and that the
aircraft is in compliance with the "Clean Aircraft Concept", must be
accomplished.
1.9 DE/ANTI-ICING FLUIDS

a) General Characteristics of de/anti-icing fluids
The basic function of de/anti-icing fluids is to lower the freezing point of

freezing precipitations as it collects on the aircraft and thus delay the
accumulation of ice, snow, slush or frost on critical surfaces. There are
two principal classes of anti- icing fluids; they are known as Type I and
Type II/IV fluids. Type I fluids are of a relatively low viscosity which
changes only as a function of temperature. Type II/IV fluids, however,
contain a thickener system and are, therefore, of a higher viscosity which
changes as a function of shear force, fluid/water ratio and temperature.
Generally, Type II/IV fluids have better anti-icing properties than Type I
fluids.
Page 1 - 20
Type II/IV fluids show a sudden loss of viscosity once exposed to a

design level of shear force. The air flow during the takeoff roll exposes
these fluids to the shear force design level, causing a sudden loss of
viscosity, thereby allowing the fluid to flow off the critical portion of the
wings prior to rotation.
Falling precipitation will steadily dilute both Type I and Type II/IV fluids
until the fluid coating freezes. By increasing the viscosity of the fluid (as
in Type II), a higher film thickness and, hence, a greater volume of fluid
can be applied. The greater volume of fluid can absorb more freezing
precipitation before its freezing point is reached and therefore its
holdover time is increased. This protective advantage becomes important
during freezing precipitation conditions when longer taxi times are
expected.
Under no circumstances shall an aircraft that has been anti-iced receive
a further coating of anti-icing fluid directly on top of the existing coating.
Should it become necessary to apply another coating of anti-icing fluid,
the aircraft surfaces must again be de-iced before the next coating of
anti-icing fluid is applied.
b) Specification & standards of de/anti-icing fluids
ISO/SAE Type I Fluid (Reference: ISO 11075; AMS 1424 / AMS

1424A)
o It is an un-thickened fluid whose viscosity is independent to

shear;
o It contains a minimum of 80% by weight of glycols;
o If it is diluted 1:1 with distilled water, the freezing point must not
be greater than -20°C (-4°F);
o The freezing point of the type I fluid mixture used for either one-
step deicing/anti-icing or as a second step in the two-step
operation shall be at least 10°C(18°F) below the ambient
temperature;
o The fluid must have demonstrated acceptable aerodynamic
performance.
ISO/SAE Type II / SAE Type IV Fluid
(Reference: ISO 11078; AMS 1428 / AMS 1428A)

o It is a thickened fluid with a non-Newtonian flow behavior.
o It contains a minimum of 50% by weight of glycols.
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o Type II / IV fluids have normally lower temperature application

limit of -25°C (-13°F).
o The application limit may be lower, provided a 7°C (13°F) buffer
is maintained between the freezing point of the neat fluid and
outside air temperature. In no case shall this temperature be
lower than the Lowest Operational Use Temperature (LOUT) as
demonstrated in an aerodynamic acceptance test.
o The fluid must have demonstrated acceptable aerodynamic
performance.
NOTE: The application of a thickened deicing/anti-icing fluid shall be in
accordance with the requirements of the airframe/engine manufacturer.
Specifically, the fluid type and fluid/water mixture must be in line with
airframe/engine manufacturer’s requirements.
Type III fluids
So called type III fluids are not covered in this procedure manual and
MUST NOT be used on VietJet Air aircraft.
Fluids in accordance with MIL-A-8243D
MIL-A-8243D deicing/anti-icing fluids are also classified as type I and type

II fluids. However, this classification is entirely different from the
ISO/SAE classification. Both MIL-A-8243D types are un-thickened
fluids with a minimum of 88% glycol, and both types are different from
ISO/SAE type I and type II fluids. MIL-A-8243D type I fluids are
propylene glycol based, type II fluids are ethylene glycol based.
CAUTION: MIL-A-8243D fluids are normally not qualified as ISO/SAE
fluids and the holdover tables must not be used for such fluids.
NOTE: In an exceptional case for an individual takeoff, when a qualified
ISO/SAE type I fluid is not available, deicing may be performed with a
MIL-A-8243D fluid provided that:
o No holdover time is assigned to the treatment, and
o The wings are inspected in accordance within maximum five
minutes prior to takeoff
Fluid test standards
The fluids shall have been tested with respect to anti-icing performance
requirements according to SAE AMS 1424, and the aerodynamic
performance test requirements according to SAE AMS 1424.
Page 1 - 22
The acceptable Type II / IV fluids used on VJC aircraft are all listed out
in the Appendix B respectively. The fluids shall have been tested with
respect to anti- icing performance requirements according to SAE AMS
1428, and the aerodynamic performance test requirements according to
SAE AMS 1428 .
Accepted de/anti-icing fluids
Detail ref to Appendix B for Approved for VJC accepted de-icing /

anti-icing fluids.
1.10 VJC POLICY ON HOLDOVER TIME
1.10.1 General
Holdover time is obtained by anti-icing fluids remaining on the aircraft
surfaces. With a one-step deicing/ anti-icing operation the holdover
time begins at the start of the operation and with a two-step operation
at the start of the final (anti-icing) step.
Holdover time will have effectively run out when frozen deposits start to
form/accumulate on treated aircraft surfaces.
Due to their properties, Type I fluids form a thin liquid wetting film,
which provides limited holdover time, especially in conditions of
freezing precipitation. With this type of fluid no additional holdover time
would be provided by increasing the concentration of the fluid in the
fluid/water mix.
Type II and IV fluids contain a pseudo plastic thickening agent, which
enables the fluid to form a thicker liquid wetting film on external aircraft
surfaces. This film provides a longer holdover time especially in
conditions of freezing precipitation.
With this type of fluid additional holdover time will be provided by
increasing the concentration of the fluid in the fluid/water mix, with
maximum holdover time available from undiluted fluid.
The guidelines give an indication as to the time frame of protection that
could reasonably be expected under conditions of precipitation.
However, due to the many variables that can influence holdover time,
these times should not be considered as minimums or maximums as
the actual time of protection may be extended or reduced, depending
upon the particular conditions existing at the time.
The lower limit of the published time span is used to indicate the
estimated time of protection during moderate precipitation and the
upper limit indicates the estimated time of protection during light
precipitation.
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VietJet Air will update FAA handover time table annually in the end of
August.
CAUTION: HEAVY PRECIPITATION RATES OR HIGH MOISTURE
CONTENT, HIGH WIND VELOCITY OR JET BLAST MAY REDUCE
HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE
RANGE. HOLDOVER TIME MAY ALSO BE REDUCED WHEN
AIRCRAFT SKIN TEMPERATURE IS LOWER THAN OAT.
THEREFORE, THE INDICATED TIMES SHOULD BE USED ONLY IN
CONJUNCTION WITH A PRE-TAKEOFF CHECK.
NOTE 1: Certain fluids may be qualified according to fluid
specifications but may not have been tested during winter to develop
the holdovertime guidelines specified in this document.
Holdover time guidelines in this document are not applicable to these
fluids.
NOTE 2: For use of holdover time guidelines consult Fluid
Manufacturer Technical Literature for minimum viscosity limits of fluids
as applied to aircraft surfaces.
NOTE 3: A degraded type II or type IV fluid shall be used with the
holdover time guideline for type I fluids. A type II or type IV fluid is
considered to be degraded if the viscosity is below the minimum limit
as provided by the fluid manufacturer. The type II fluid holdover time
guideline may be used with degraded type IV fluids only after
substantiation by holdover time testing.
NOTE 4: Holdover time guidelines can also be obtained for individual
fluid products and these ”brand name” holdover times will be found to
differ from the guidelines.
NOTE 5: Holdover time guidelines provided in this section are generic.
Refer to FAA approved HOT charts for accurate application of HOT.
1.10.2 Other fluids not listed in this guideline
For stations that require specific holdover time of the fluids for local
use, approval can be sought from VJC Engineering. After a satisfactory
assessment is completed, approved holdover time table (FAA
approved) for that particular 'brand name’ fluid will be sent to the
station, and advised to all parties involved in the De-icing/Anti- icing
process.
1.10.3 FAA Holdover time table
Table 1 – Active frost for holdover times for SAE Type I, Type II, Type
III, and Type IV Fluids
Page 1 - 24
Table 2 – Holdover times for SAE type I fluid on critical aircraft surfaces
composed predominantly of aluminum
Table 3 – Holdover times for SAE type I fluid on critical aircraft surfaces
composed predominantly of composites
Table 4 – Generic holdover times for SAE type II fluids
Table 19 – Generic holdover times for SAE type IV fluids
Table 38 – Allowance times for SAE type III fluids
Table 39 – Allowance times for SAE type IV fluids
Table 45 – Guidelines for the application of SAE type I fluid
Table 47 – Guidelines for the application of heated SAE type III fluid
Table 48 – Guidelines for the application of unheated SAE type III fluid
Table ADJ 1 – Adjusted active frost holdover times for SAE type I, type
II, type III, and type IV fluids
Table ADJ 2 – Adjusted holdover times for SAE type I fluid on critical
aircraft surfaces composed predominantly of aluminum
Table ADJ 3 – Adjusted holdover times for SAE type I fluid on critical
aircraft surfaces composed predominantly of composites
Table ADJ 4 – Adjusted generic holdover times for SAE type II fluids
Table ADJ 38 – Adjusted allowance times for SAE type III fluids
Table ADJ 39 – Adjusted allowance times for SAE type IV fluids
Ref to Appendix F for detail of Holdover time table

1.11 DE/ANTI-ICING VEHICLES
1.11.1 General requirements
In general, the de/anti-icing vehicles shall be manufactured in
accordance with the ISO 11077 standards.
The vehicle should equip with a lift platform/elevator to reach the above
requirements, however, if the boom is not able to reach the height,
there shall be an extending nozzle boom that covers the remaining
distance.
When the De/Anti-icing equipment is used on the ramp, the equipment
shall have a storage tank for the de/anti-icing fluid. The de/anti-icing
fluid shall not be mixed with other fluids. The fluid can only be used at
Page 1 - 25
the recommended concentration for the temperature to get a correct

protection.
The tank of the equipment shall be labeled clearly for the fluid type /
mix. The vehicle also needs labeling at all appropriate areas, such as
hoses, fluids, filling ports, instructional plates etc.
Labeling of different hoses and filling ports is important so no confusion
would exist when performing deicing and anti-icing respectively. Since
some service providers use uncolored deicing and anti-icing fluids, this
aspect is even more important. Spray tests must be performed
periodically for thickened fluid in order to verify that the vehicle (pumps,
nozzles etc.) do not degrade the viscosity of the fluid when sprayed.
1.11.2 Mixing and spraying functions of the vehicles
Basically the fluids can be either premixed before use or a proportional
mixing system according to selection will mix the appropriate solution of
glycol and water. Thickened fluid is not generally mixed with water but
may be if fluid is diluted as a deicing fluid.
The system should be able to indicate any mixing problems or be
designed so that the mixture would become stronger instead of leaner if
something fails. Make periodical and daily checks for the fluids as well
as visual checks according to current standards and recommendations
to make sure that correct mixtures are used.
The differences are mainly dependent on what particular need each
station has and how local settings are set up.
Vehicles using pre-heated fluid should monitor the temperature.
Vehicles using so- called burners should verify the correct temperature
while spraying. Note that when the vehicle has not been in use for
some time, it may take time to reach the proper temperature at the
nozzle.
The demand of spray pressure and flow rate depends largely on
elements such as the contamination on aircraft surfaces, wind
conditions, temperature of fluid, spraying distance etc. Generally a 50 –
275 l/min flow rate at a pre-nozzle discharge pressure of 650 kPa with
the boom fully elevated will be suitable for any deicing task.
However, the specific requirement of supply pressure applying at the
specific area of the aircraft shall be noticed. According to the Airbus
Aircraft Maintenance Manual, for VJC A320/321 aircraft, the applying
pressure shall:
 Not more than 1.5 psi (0.1034 bar) impact pressure on the
radome, belly fairing, rudder and elevators;
Page 1 - 26
 Not more than 10 psi (0.6895 bar) impact pressure on all other
surfaces.
To perform an effective deicing operation, the de-icer should have full
control over the movement of the nozzle. It is necessary for the nozzle
to be able to vary the pattern between a cone shaped and solid stream,
and the flow rate from minimum to maximum.
1.11.3 Equipment communication requirements
The deicing vehicle needs to have an appropriate communication
system that is suited for the operation in use, e.g. VHF, UHF, mobile
phone etc.
A two-way communication needs to be established between the vehicle
and the aircraft (or the coordinator). This communication needs to be
performed via VHF- radio.
The radio needs to be approved for use for aviation frequencies. An
intercom communication (or similar) needs to be established when two
persons are operating the vehicle.
Certain airports have separate frequencies for different areas of deicing
operation. The communication equipment must be suited for the local
setting and the personnel trained accordingly.
1.11.4 Before-use
The ground de-icing crew shall check vehicles for proper operation
before use.
The basic operation shall be verified and discrepancies noted. The
different systems used in the vehicle should be checked for proper
performance, e.g. fluid quantity indication, burner and other similar
elements that have to do with the proper operation of the vehicle.
Additional equipment shall be checked and located (e.g. safety
harnesses, hearing protectors, fire extinguisher).
The vehicle should be checked for all fluids needed when in use (e.g.
windshield washing fluid, fuel etc.).
The ground crew shall note that the vehicle is usually used in areas
where space is limited, where visibility can be limited and where the
surface is slippery due to ice or the mix of glycol on the ground.
It is recommended to test the brakes before approaching the aircraft to
verify how slippery the surface is and in general test the performance of
the brake.
Page 1 - 27
1.12 Responsibility of each related parties

1.12.1 General
The person technically releasing the aircraft is responsible for the
performance and verification of the results of the treatment. This is
normally completed by the station engineer who will complete the
required Techlog entry and certify released to service (CRS) or PIC if
he/she is qualified and authorized. The responsibility of accepting the
performed treatment is PIC or qualified and authorized ground staff.
A PIC shall not commence takeoff unless the external surfaces are
clear of any deposit which might adversely affect the performance
and/or controllability of the aircraft except as permitted in the AFM, and
as contained within this document.
1.12.2 Pilot-in-command responsibility
The pilot-in-command (PIC) has the responsibility to ensure
compliance with the Clean Aircraft Concept.
During pre-flight check, pilot-in-command shall request de/anti-icing of
the aircraft, to ensure that all aircraft surfaces, except where specified
in FCOM are free from all forms of frost, snow and ice before take-off.
The inspection shall be equivalent to the requirements as set in Section
1.3 & 1.4. The PIC shall ensure that the Techlog entry and CRS with
correct Holdover Time details is completed prior to dispatch.
As the final decision rests with the PIC, his/her request will supersede
the ground staff’s judgment not to de-ice.
As the pilot-in-command is responsible for the anti-icing condition of the
aircraft during ground maneuvering prior to take off, he/she can request
another anti- icing application with a different mixture ratio to have the
aircraft protected for a longer period against accumulation of
precipitation. Equally he/she can simply request a repeat application.
The ground de-icing staff share this responsibility by providing an
aircraft that complies with the Clean Aircraft Concept. To ensure
compliance, the pilot-in- command shall evaluate:
 actual and forecast weather conditions
 taxi times and conditions
 de/anti-icing fluid characteristics
 other relevant factors
Page 1 - 28
The information is used to determine the estimated holdover time. The

pilot-in- command is responsible for continually monitoring the
condition of the aircraft after de/anti-icing has been completed and for
ensuring that the aircraft complies with the Clean Aircraft Concept at
the time of take-off.
1.12.3 Maintenance responsibility
The trained and qualified station engineer is responsible to verify the
performance and result of the de/anti-icing treatment. He is then
responsible to pass the information in de-icing codes to the pilot-in-
command. With this information, the PIC therefore makes his/her final
decision.
1.12.4 De/Anti-icing ground staff responsibility
The trained and qualified de/ anti-icing ground staff is responsible to
perform the de/ anti-icing activities whenever requested by the Station
Engineer or the Pilot- in-command. The activities are described in the
contractual agreement between the service provider and VJC.
At stations where there is no support by Station engineers during
aircraft departure, the trained and qualified ground staff shall be
responsible to verify the result of the treatment, and provide the
information of the treatment to the pilot- in-command.
1.12.5 Contract terms
The responsibility of the Station engineer and the de-icing ground staff
shall be clearly stated in the Standard Ground Handling Agreement
(SGHA) of the station. The following responsibilities shall be clearly
identified:
 Who to check for the “Need to deice”
 Who to perform the de/anti-ice process
 Who to check and verify the performance and result of the
treatment
 Who to communicate with the pilot-in-command, and give
the information of the treatment
 How to keep the ground records of de/anti-icing
 How long the ground records of de/anti-icing to be kept
Page 1 - 29
1.13 DEICING/ANTI-ICING TRAINING

1.13.1 Training Requirements
De/anti-icing procedure must be carried out exclusively by trained and
qualified personnel. For personnel performing the actual de/anti-icing
treatment on aircraft, practical training with the deicing/anti-icing
equipment shall be included.
Scope of Training Flight Operations:
Flight operations will provide theory training to flight crew and
Dispatcher prior to them utilizing De/anti-icing procedures. The training
shall include a self study or e-learning unit that includes reviewing the
following:
- VJC De-icing/anti-icing Self Familiarization PowerPoint

(including De-icing/anti-icing policy and procedure)
- The applicable sections of the FCOM and QRH (applied for

flight crew only)
- De-icing/ anti-icing checklist (applied for flight crew only)

1.13.2 Engineering, Ground Operations:
Both initial and annual recurrent training shall be conducted to ensure
that all such crews obtain and retain a thorough knowledge of aircraft
ground de/anti-icing policies and procedures, including new
procedures/procedure amendments, SQA Notice issued for de/anti-
icing operations, new technologies, etc. New/changed procedures
issued after training for the reason shall also be trained.
1.13.3 Recurrent Training
Recurrent training does not have to be performed exactly or before the
date of the previous qualification. This would lead to a never-ending
advancement of training. The qualification will stay valid for the
beginning of the next season but needs to be renewed before the years
end.
For an example: if qualified on 1st November 2014 a renewal is
forthcoming in November 2015 but no later than 31st December 2015.
However, it is highly recommended that the training be performed as
early in the season (or before the beginning of the season) as
practicable.
1.13.4 Training Standards
Page 1 - 30
The training records and training programs of the contracted de/anti-

icing service providers will be audited and reviewed by VJC SQA, as of
part of the Quality Assurance Program. If the standards and
compliance are found to be equivalent to the VJC training standards as
addressed in this procedure, the training system will be accepted by
VJC SQA. Otherwise, difference course shall be attended by the
contracted company staff before actual operation is performed.
1.13.5 Training Records
The training records ensure all required personnel have been
satisfactorily trained. Records of personnel training shall be maintained
for proof of qualification. The record shall clearly show that instruction
has been given and received. Names, dates and the scope of training
must be clearly stated.
Training records for Captains will be captured by Training Manager,
and retained by Training Manager. On completion of training, a
Certificate of training will be signed and held on the individual pilots’
training file (Refer to Appendix H for training certification)
Training records for others are retained at station (Refer to Appendix I)
The flow of information, when issuing new/changed procedures after
training must be verified so that it reaches all persons involved. A read-
and-sign system, for the new/changed de-icing procedures / bulletins,
shall be established as proof that all personnel have received the
information.
1.13.6 Training Program
Flight crew, Dispatcher and Ground Personnel must be trained and
tested or qualified on at least the subjects identified below.
Those subject limited to specific technical specialities are identified
immediately after the training element as:
 F = Flight crew
 D = Dispatcher
 G = Ground Personnel
 None of them = Flight crew, Dispatcher and Ground
Personnel
Training subjects shall include but are not limited to (when applicable):
1.13.6.1 Clean Aircraft Concept (effects of frost, ice, snow, and slush on
aircraft surfaces).
Page 1 - 31
This discussion is intended to provide an understanding of the critical

effect the presence of even minute amounts of frost, ice, or snow on
flight surfaces and should include, but is not limited to, the following:
1) Loss of Lift;
2) Increased drag and weight;
3) Decreased control;
4) Tendency for rapid pitch-up and roll-off during rotation (F/D
only);
5) Stall occurs at lower-than-normal angle of attack (F/D only);
6) Buffet or stall occurs before activation of stall warning (F/D
only);
7) Aircraft specific areas;
a) Engine foreign object damage potential;
b) Ram air intakes;
c) Instrument pickup points;
d) Leading edge device (LED) aircraft (aircraft
that have slats or leading edge flaps) and non
LED aircraft;
e) Airworthiness Directives/Specific inspections;
f) Winglets.
1.13.6.2 Aircraft Ground Icing Conditions.
A. Describe conditions that cause implementation of deicing/anti icing
procedures.
1) In-flight Ice Accumulation;
2) Frost, including hoarfrost;
3) Freezing Precipitation. Snow, freezing rain, freezing drizzle, or
hail which could adhere to aircraft surfaces;
4) Freezing Fog;
5) Rain or High Humidity on Cold Soaked Wing;
6) Rain or High Humidity on Cold Soaked Wing Fuel Tanks;
7) Under-wing Frost. (may not require deicing/anti-icing within
Page 1 - 32
certain limits)
8) Fluid failure identification;
9) “Location specific” deicing/anti-icing procedures, including (G
only):
 Environmental considerations.
B. Communications procedures between the flight crew, ground personnel,
ATC, and company station personnel.
Communications with ATC includes coordinating deicing/anti-icing of the
aircraft with any proposed ATC push back time and coordinating any
other special requirements needed for accomplishing required aircraft
checks.
C. Means for obtaining most current weather information.
D. Characteristics and capabilities of fluids utilized:
1) General fluid descriptions;
2) Composition and appearance;
3) Differences between Type I and Type II/III/IV deicing/anti-icing fluids;
4) Purpose for each type;
5) Deicing fluids;
6) Anti-icing fluids;
7) Deicing/anti-icing fluids capabilities;
8) Approved deicing/anti-icing fluids for use (SAE, ISO, etc.);
9) Fluid specific information provided by fluid or aircraft manufacturer.
10) Fluid temperature requirements (Hot vs. Cold);
11) Properties associated with infrared deicing/anti-icing.
1.13.6.3 Fluid Storage and handling (G only)

1) Fluid storage;
2) Fluid handling;
3) Fluid sampling;
4) Fluid testing.
1.13.6.4 Deicing/Anti-icing Facilities and Equipment Operation

Procedures
Page 1 - 33
A. This subject promotes an understanding of the capabilities of the

deicing equipment and the qualifications for operation (G).
B. The equipment portion of the training program should include the
following (G):
1) Description of various equipment types;
2) Operation of the equipment;
3) Emergency procedures
C. Health, Safety, and First Aid

D. Fluid Selection
E. Service Provider Deicing/Anti-icing. Train-the-trainer (per the approved
program).
F. Methods/Procedures:
1) Inspection of critical surfaces;
2) Clear ice precautions;
3) Flight crew/Ground crew preflight check requirement;
4) Deice/Anti-ice determination;
5) Deice/Anti-ice location;
6) Communication prior to deicing/anti-icing;
7) General deice/anti-ice precautions;
8) Aircraft specific requirements;
9) De-icing:
Requirements
Effective removal or frost, snow and ice
10) Anti-icing
Requirements
Preventative anti-icing (G)
Application (G)
11) De /Anti-icing
One step
Two step
Page 1 - 34
12) Guidelines for the Application of Deicing/Anti-icing Fluids
13) Post De/Anti-icing Checks Requirement
14) Flight Control Check
15) Communications after Deicing/Anti-icing
1.13.6.5 The Use of Holdover Time.

1) Definition of holdover time;
2) When holdover time begins and ends;
3) Limitations and cautions associated with the use of holdover times;
4) Source of holdover time data;
5) Relationship of holdover time to particular fluid concentrations and for

different types of fluids;
6) Precipitation category (for example, fog, drizzle, rain, or snow);
7) Precipitation intensity.
8) How to determine a specific HOT from the HOT range that accounts
for moderate or light weather conditions (F/D)
9) Adjusting HOT for changing weather conditions (F/D)
10) Pre-takeoff contamination check requirement (F/D)
11) Identification of representative surfaces
12) Pretakeoff Contamination Check Requirement
13) Communications.
14) Aircraft surface contamination recognition.

1.14 QUALITY ASSURANCE PROGRAM
1.14.1 Quality Control of the Contracted Providers
The company which provides the de/anti-icing service to VJC aircraft
shall maintain the vehicles / equipment, fluids, training, qualifications
and procedures in accordance with the requirements addressed in this
Manual. The company/agency shall establish its internal quality system
to assure the safety and effectiveness of operation, and carry out
internal inspections/audits to monitor the performance and standards.
The personnel who carrying out the de/anti-icing operations, and the
person who is responsible for checking and/or communication with the
cockpit shall be trained and qualified by the company under its own
Page 1 - 35
quality system. He/she shall also be responsible for ensuring that the
task is performed in accordance with the requirements addressed in
this Manual.
In general, the quality system shall have a good control of the following
operational areas:
a) Inspection of the vehicle and relating equipment;
b) Inspection of the fluid storage area and relevant systems;
c) Daily checks and records;
d) Performance of all de/anti-icing related areas;
e) Safety issues and special situations;
f) Personnel and clothing/safety gear;
g) Communication procedures;
h) Delivery of fluids and quality checks/procedures;
i) Records of de/anti-icing events;
1.14.2 Acceptance of Line Station De/Anti-icing Arrangement
VJC SQA Director may accept the local de/anti-icing agency’s de/anti-
icing procedures for the de/anti-icing service, provided that the
procedures and operation are shown to be satisfactory through audit or
survey and VJC de/anti-icing training has been completed.
VJC SQA may issue an acceptance letter to the de/anti-icing agency,
when the standards and requirements addressed in this Manual are
met by the service provider.
1.14.3 De/Anti-icing Audit
Annual Station Audits at De-icing stations are beneficially arranged in
the winter period (Sep – Dec) if possible, to ensure:
a) The availability and use of adequate facilities and equipment
for aircraft de-/anti-icing operations at applicable locations as
specified in the Section 12 of this procedure.
b) The fluids used in de-icing and anti-icing operation are:
• Stored, handled and applied in accordance with criteria

established by VJC, fluid manufacturer and aircraft
manufacturer;
• Manufactured in accordance with ISO specifications.

Page 1 - 36
• VJC accepted de-icing and anti-icing fluids refer to the Part

0.4 of this Manual.
c) Items such as mixer nozzles must be correctly calibrated and
it must be ensured that they are not replaced with incorrectly
calibrated nozzles during the winter seasons.
d) Satisfactory procedures for testing mixtures of de-icing fluids
must be established together with suitable conditions for the
storage and identification of de-icing fluid.
e) Policy and procedures are in place that results in:
• Standardized methods of fluid application;

• Compliance with specific aircraft limitations;
• A clean aircraft through proper treatment of applicable
surfaces.
f) All De/anti-icing staff has obtained the local initial training and
recurrent training (every year).
Line station de/anti-icing audit check list can be used as for this
audit purpose.
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HANDLING PROCEDURES
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DE ICING / ANTI ICING OF THE FLUIDS
CHAPTER 2
HANDLING PROCEDURES OF THE FLUIDS
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HANDLING PROCEDURES
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DE ICING / ANTI ICING OF THE FLUIDS

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TABLE OF CONTENT Iss01/Rev00

Contents
2.1 HANDLING PROCEDURES OF THE FLUIDS 5

2.1.1 Acceptance of fluids 5
2.1.2 Checks of fluids upon receipt 5
2.1.3 Storage / Pumping 6
2.1.4 Heating of fluids 7
2.1.5 Fluid dilution/mixing 7
2.2 CHECKING METHODS OF DE/ANTI-ICING FLUIDS 8
2.3 GENERAL CHECKS TO DETERMINE THE NEED TO DE-ICE/ANTI-ICE
10
2.4 CONTAMINATION CHECK PRIOR TO DE-ICING/ ANTI-ICING 11
2.5 COMMUNICATION IN DE-ICING/ANTI-ICING 13
2.6 DE-ICING/ANTI-ICING PROCEDURE 16
2.6.1 General 16
2.6.2 Flight Operations Procedures 17
2.6.3 Precautions 19
2.6.4 De-icing 23
2.6.5 General De-icing Fluid application Strategy 27
2.6.6 Sequence of Treatment 28
2.6.7 Landing Gear and Wheel Bays 29
2.6.8 Anti-icing 30
2.6.9 Anti-icing Fluid Application Strategy 31
2.6.10 USE OF DEICING/ANTI-ICING FLUIDS 35
2.6.11 Other requirements of fluid application 35
2.6.12 Engine de-icing 38
2.6.13 De-icing/anti-icing Fluid Spraying pattern 40
2.6.14 One De-icing Unit Method (Recommended Sequence) 40
2.6.15 Two De-icing Units Methods (If Two Units Available)
(Recommended Sequence) 41
2.7 FINAL CHECK FOLLOWING DE-ICING/ANTI-ICING 42
2.8 TECHNICAL LOGBOOK ENTRY & GROUND RECORD 44
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2.8.1 Technical Log Entry 44

2.8.2 Ground Records 44
2.9 PRETAKEOFF CHECK (WITHIN THE HOT) 45
2.10 PRE-TAKEOFF CONTAMINATION CHECK (WHEN HOT HAS BEEN
EXCEEDED) 45
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HANDLING PROCEDURES OF THE
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2.1 HANDLING PROCEDURES OF THE FLUIDS

2.1.1 Acceptance of fluids
The acceptance of fluids shall include the following items:
1) Fluid quality testing
2) Certificates of conformity
3) Batch and shipment documents
4) Expiry dates
5) Specification of fluids that accepted by VJC
Before filling the tank with the deicing/anti-icing fluid it shall be established
that the brand name and the concentration of the product mentioned in the
packing list corresponds to the brand name and the concentration mentioned in
the storage tank.
2.1.2 Checks of fluids upon receipt
A sample of the delivered product shall be taken and checked from each
batch before the storage tank/vehicle is filled. The sample delivery check shall
include:
Type I fluid:
1) Perform a visual contamination check
2) Perform a refractive index check
Type II / IV fluids:
1) Perform a visual contamination check
2) Perform a refractive index check
The idea of the visual check is to identify the correct coloring and look for any
particles of dirt, rust or other substances that should not be in the fluid.
The refractive index check is a check to identify the correct mixture rate as to
have a correct freezing point for the fluid. This can also be directly identified
with a freezing point check of the fluid. The other point is to have the correct
fluid mix as freezing point and aerodynamic problems may appear if the fluid
is too lean or strong respectively.
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2.1.3 Storage / Pumping

Tanks and transfer systems dedicated to the storage of deicing/anti-icing
fluids shall be used to avoid contamination with other fluids. Tanks and
systems shall be of a material of construction compatible with the deicing/anti-
icing fluid, as specified by the fluid manufacturer.
Tank corrosion can cause severe degradation of type II / type IV fluids.
Therefore, corrosion resistant steel tanks are recommended. Mild steel tanks
are only acceptable when coated with a suitable lining to prevent corrosion.
The lining must be resistant to hot glycol/water mixtures for fluid storage in
heated condition.
The tanks shall be conspicuously labeled to avoid contamination, e.g. “ISO
Type II Aircraft Deicing/Anti-icing Fluid”.
All fill ports and discharge points shall be conspicuously labeled to prevent
contamination due to inadvertent product mixing.
Tanks shall be inspected annually for corrosion and/or contamination, unless
the maintenance concept for the affected tanks for good reasons specifies
another interval. The latest inspection date shall be shown on the tank, or the
company shall have the inspection records available for proof of inspection.
Dedicated transfer lines shall be conspicuously labeled to prevent
contamination and shall be compatible with the deicing/anti-icing fluids to be
transferred.
An inline filter, constructed according to the fluid manufacturer’s
recommendations, should be used to remove any solid contaminant.
Type II / type IV deicing/anti-icing fluids can show degradation caused by
excessive mechanical shearing. Therefore, only compatible pumps and
spraying nozzles shall be used. The design of the pumping systems shall be
in accordance with the fluid manufacturer’s recommendations. The use of
pressure relief valves shall be avoided.
Fluid transfer systems shall be dedicated to the specific fluid to prevent mixing
of fluids of different types or manufacturers. To avoid degradation of type II /
type IV fluids, the transfer pumps shall be suitable for type II / type IV fluids.
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2.1.4 Heating of fluids

When deicing/anti-icing fluid is heated, heating must be done according to the
fluid manufacturers guidelines. Specifically, fluid must only be heated while
circulating or being agitated, and heating element surface temperature limits
and fluid storage time limitation in heated condition must be observed.
De-icing/anti-icing fluid in trucks shall not be heated in confined or poorly
ventilated areas such as hangars.
Prolonged or repeated heating of fluids (directly or indirectly) may result in
loss of water, which can lead to performance degradation of the fluid. Caution
must be taken to avoid unnecessary heating of fluid in vehicle tanks.
The following conditions may accelerate the fluid performance degradation:
 Low fluid consumption;
 Trucks being in standby mode with heating system on

for extended periods of time;
 High temperatures in fluid tanks;
 High temperatures in water tanks, which are in direct

contact with the fluid tank (no insulation between
tanks).
Checking heated fluids in the storage tanks and vehicle tanks when they have
been unused and heated for a long time identifies that the water content is
correct in the water/glycol mixture (no evaporation).
2.1.5 Fluid dilution/mixing
CAUTION: Fluids from different manufacturers and different brands must not
be mixed. Severe performance degradation could result!
If a type II /type IV deicing/anti-icing fluid is to be diluted batches with water
and no special mixing equipment designed for this task is available, special
care must be taken to reach a uniform mix throughout the tank. Put in hot
water first, and then add the concentrated deicing/anti-icing fluid. Prolonged
stirring is necessary for a uniform mix.
CAUTION: Type II / Type IV deicing/anti-icing fluid must not be added to cold
water, since a uniform mix cannot be achieved by this method.
After preparation of the mix, the fluid concentration must be checked with a
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refractometer. For refractive index of fluids, see fluid manufacturers’ data

sheet.
Do not mix other fluids with the anti/de-icing fluid. Use the fluid at the
recommended concentration for the temperature to get a correct protection
2.2 CHECKING METHODS OF DE/ANTI-ICING FLUIDS
a) Visual contamination check
Put fluid from the sample into a clean glass bottle or equivalent;
Check for any kind of contamination (e.g. rust particles, metallic debris, rubber
parts, etc.);
The check can be made by any equivalent method.
b) Refractive index check
 Make sure the refractometer is calibrated and clean;

 Put a fluid drop taken from the sample or from the nozzle onto the
test screen of the refractometer and close the prism. Note that you
should purge the line well before taking a sample for the refractive
index check;
 Read the value on internal scale and use the correction factor given
by the manufacturer of the fluid in case the temperature of the
refractometer is not 20ºC;
 Compare the value with the figures from the fluid manufacturer;
 Clean the refractometer and return it into the protective cover;
 The check can be made by any equivalent method.
If a fluid manufacturer has not published any tolerances for the refractive index
of diluted fluids, the measured refractive index shall be within limits
corresponding to a concentration not lower than the nominal concentration
and not higher than 7% above the nominal concentration. For Type I fluids,
the highest concentration at which a product may be used must also be
observed.
Example: For a sample with 50% nominal concentration, the measured
refractive index must correspond to minimum 50% and maximum 57%
concentration
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At those Airports where VJC staff are responsible for mixing the fluid, the
Engineering Manager or his delegated representative is charged with the
responsibility of checking the quality of each separate mix.
Where a handling agent is responsible for mixing de-icing fluid that will be
used on VJC aircraft, that handling agent will be responsible for ensuring that
the fluid is to the correct mix. At these Airports, the Engineering Manager or
his delegated representative is charged with the responsibility to carry out
audit checks and ensure the integrity of the fluid used on VJC aircraft. A
record must be maintained of these spot checks.
c) pH-value Check
 Take a piece of pH paper and put it in the fluid so that the pH paper
becomes wetted with the fluid;
 Remove the pH paper from the fluid and compare its color with the
color of the table provided with the pH paper and read the
corresponding pH value;
 Compare the pH-value with the figures from the fluid manufacturer;
 The check can be made by any equivalent method;
 pH check in the laboratory should be performed with a pH-
measurement instrument
The pH-check only identifies if the fluid is a neutral fluid as glycol should be.
As this is very difficult to identify precisely with pH-paper a laboratory test
sample may be more representative. This is not always possible to do in a
laboratory and the main point is to identify that the fluid is not contaminated
with e.g. an acid or alkaline substance that may change the correct
performance of the fluid when mixed with the glycol in great amounts.
Another possibility is to identify aircraft glycol from runway glycol when they
are not colored. This can be noted with visibly different pH-values, even with a
paper test.
d) Field Viscosity Check
 This check shall be made with a falling ball method, where the
reference liquids represent the minimum and maximum allowed
viscosity of the tested product;
 Put the sample into a clean sample tube;
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 Fill the glass tube completely, insert the steel ball into the glass and
close it;
 Return the glass into the test tool and turn it vertically and let all steel
balls reach the lower end of the test tubes;
 After all 3 balls have reached the bottom of the tubes, turn the tool
±180 degrees to a full vertical position;
 The balls will move downwards with a different speed;
 The speed of the middle steel ball shall be between the speed of the
two other balls or be equal to the speed of one of them;
 The check can be made by any equivalent method.
e) Laboratory Viscosity Check
 Perform the viscosity check in accordance with AIR 9968 (Viscosity

test of Thickened De-icing/Anti-icing);
 The measurements shall be carried out at rotation speeds of 0.3 rpm;
 The temperatures at which the measurements are made and the
spindle number shall be reported;
 Compare the viscosity values with figures from fluid manufacturer;
 The check can be made by any equivalent method;
 Relevant test procedure documents shall be used, e.g. SAE AIR
9968
2.3 GENERAL CHECKS TO DETERMINE THE NEED TO DE-ICE/ANTI-ICE
Should either flight crew or ground crew deem it necessary to de-ice / anti-ice,
this should be communicated as soon as possible to allow sufficient time to
organize and conduct the additional checks and procedures.
When using the fluid method, de-icing/ anti-icing is generally conducted once
all passengers are on board and doors are closed.
Although ground staff is responsible for handing over aircraft to Pilot in
Command (PIC) in a de-iced condition, it is the responsibility of PIC to ensure
that all aircraft surfaces, except where specified are free from all forms of
frost, snow and ice before take-off. In some cases the presence of ice can
only be determined by touch.
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Frost is permitted on the underside of the wing, provided it is confined to the

general area of the fuel tanks and that the depth does not exceed 1/8" (3
mm.)
CAUTION:
FROST AND ICE MAY FORM ON BOTH UPPER AND LOWER WING
SURFACES UNDER ANY AMBIENT CONDITION IF THE FUEL IN THE
TANKS IS SUFFICIENTLY COLD.
CAUTION: ICE RIDGES THAT HAVE FORMED UNDERWING, DUE EITHER
TO RAIN OR MELTING FROST, ICE OR SNOW RUNNING BACK AND RE-
FREEZING IN THE VICINITY OF THE FUEL TANKS, ARE NOT
ACCEPTABLE AND MUST BE DE-ICED.
No ice is permitted on top of the wing. Thin hoar frost is permitted on the
surface of the fuselage, providing the static vents are clear.
NOTE:
Thin hoar frost is a uniform white deposit of fine crystalline texture through
which surface features, such as paint lines, markings or lettering can be
distinguished. This must not be confused with rime ice which may form on
windward surfaces in freezing fog conditions and is NOT acceptable.
NOTE:
Alternate technology may be used to accomplish the de-icing process,
provided that the requirements in Section 5.3 are accomplished.
Pre-step process to be done prior to de-icing/anti-icing:
A pre-step process prior to the de-icing process, in order to remove large
amounts of frozen contamination (e.g. snow, slush or ice), may be considered
to reduce the quantity of glycol-based de-icing fluid that is needed.
This pre-step process may be performed with various means (e.g., brooms,
forced air, heat, heated water, and heated fluids with negative buffer freezing
point). If the pre-step procedure is used, make sure that the subsequent de-
icing process removes all frozen contamination including the contamination
that may have formed on surfaces and or in cavities due to the pre-step
process.
2.4 CONTAMINATION CHECK PRIOR TO DE-ICING/ ANTI-ICING
a) During the pre-departure inspection, the following critical aircraft
surfaces shall be inspected for deposits of frost, ice or snow:-
• Wings upper surfaces including leading edges

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• Horizontal stabilizer upper and lower surface

• Vertical stabilizer and rudder
• Fuselage
• Air data probes
• Static vents
• Angle-of-attack sensors
• Control surface cavities
• Engines
• Generally intakes and outlets
• Landing gear and wheel bays
Should any deposits, other than those detailed in Section 2.1 be found, the
aircraft will require a de-icing treatment followed by an anti-icing treatment if
required.
When de-icing is to be performed sometime before departure, it is advisable
to ensure that any deposits of under wing frost are removed during the initial
de-icing operation. Failure to remove these deposits at this stage may result in
the frost subsequently melting, running back over the fuel tank area and
refreezing in ridges. These ice ridges are not acceptable and will invariably
result in a call for under wing de-icing immediately prior to departure.
Note: If no frozen deposits are in evidence de-icing will be unnecessary.
b) Significant deposits of clear ice can form, in the vicinity of the fuel
tanks, on wing upper surfaces as well as under wing. Aircraft are
most vulnerable in regard to this type of build-up when:
c) Wing temperatures remain well below zero during the
turnaround/transit.
d) Ambient temperatures between -2° and +15° are experienced.
e) Precipitation occurs while the aircraft is on the ground.

This type of ice formation is extremely difficult to detect therefore, when the
above conditions prevail, or when there is otherwise any doubt that clear ice
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may have formed, a close inspection of upper wing surfaces must be made
using suitable means of access. Should de-icing be required, a further close
inspection must be
Note: The low wing temperatures, associated with this type of build- up,
normally occur when large quantities of super cooled fuel remain in wing tanks
during the turnaround/transit, and any subsequent fuel uplift is insufficient to
cause a significant increase in fuel temperature.
f) Ice can build-up on control surfaces when descending through thick
cloud or precipitation during an approach. When ground temperatures
at the destination are low, it is possible for flaps to be retracted and
for accumulations of ice to remain undetected between stationary and
movable surfaces. It is therefore important that these areas are
checked prior to departure and any frozen deposits removed.
g) Under freezing fog conditions it is necessary for the rear side of the
fan blades to be checked for ice build-up prior to start-up. Any
deposits discovered are to be removed by directing air from a low
flow hot air source, such as a cabin heater, onto the affected area.
h) When slush is present on runways, inspect the aircraft when it arrives
at the ramp for slush/ice accumulations. If the aircraft arrives at the
gate with flaps in a position other than fully retracted, those flaps
which are extended must be inspected and if necessary de-iced
before retraction.
2.5 COMMUNICATION IN DE-ICING/ANTI-ICING
2.5.1 Importance of communication
To get the highest possible visibility concerning de-/anti-icing, a good level of
communication between ground and Flight Crew is necessary.
Observations or points significant to the Flight or ground crew should be
reported between them.
These observations may concern the weather or aircraft-related
circumstances or other factors important for the dispatch of the aircraft.
Several incidents have shown that increased awareness of one part of the
flight/ground crew team could have avoided a critical situation.
The MINIMUM requirements of communication must comprise the details of
WHEN the aircraft was de-iced and the QUALITY of treatment (TYPE of fluid).
See below.
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2.5.2 Before-dispatch
No aircraft shall be dispatched for departure after a de-icing / anti-icing
operation unless the Flight Crew has been notified of the type of de-icing /
anti-icing operation performed. The ground crew must make sure that the
Flight Crew has been informed. The Flight Crew should make sure that they
have the information. This information must be communicated to flight crew
via an aircraft tech log entry.
If de-icing/anti-icing has been completed and the door remains open details of
the resultant clean aircraft shall be relayed to fight crew via a techlog entry;
This information includes the results of the final inspection by qualified
personnel, indicating that the aircraft critical parts are free of ice, frost and
snow. It also includes the necessary anti-icing codes to allow the Flight Crew
to estimate the holdover time to be expected under the prevailing weather
conditions.
When the aircraft is to be treated with the Flight Crew on board, the Flight and
ground Crews should confirm the fluid to be used, the extent of treatment
required, and any aircraft type specific procedure(s) to be used. Any other
information needed to be applied to the HOT (Holdover Time) tables shall be
exchanged.
Before reconfiguring or moving the aircraft, the Flight Crew should receive a
confirmation from the ground crew that all de-icing and/or anti-icing operations
are complete and that all personnel and equipment are clear of the aircraft.
2.5.3 Anti-icing codes
It is essential that Flight Crew receives clear information from ground
personnel as to the treatment applied to the aircraft.
After de-icing, the Flight Crew will receive a four-element code, giving the
minimum details to assess holdover times. The use of local time is preferred
but, in any case, statement of the reference is essential. This information must
be recorded and communicated to the Flight Crew by referring to the last step
of the procedure.
The following information shall be recorded and be communicated to the flight
crew by referring to the last step of the procedure provided below:
The fluid type (e.g. Type I, II, III, IV);
The concentration of fluid within the fluid/water mixture, expressed as
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a) De/Anti-icing survey
Before winter period starts, De/Anti-icing Survey (Form xxx 03) is sent out to
the De/Anti-icing agency. The agency shall fill in the De/Anti-icing Survey and
revert to VJC SQA together with the local De/Anti-icing procedures. The VJC
SQA shall then review the information provided by the De/Anti-icing agent and
advise the Technical Director whether the local procedure is acceptable or
not.
b) De-icing Line Station Information
VJC MCC shall maintain a “De-icing Line Station Information” List as per
Appendix C. The table lists out all De/Anti-icing Stations that have the
potential for ground icing conditions. as operated by VJC. This table shall be
updated in winter season only or under special circumstances: The “De-icing
Line Station Information” List shall pass to Flight Operation for reference. Ref
to Appendix C for the detail of De-icing Line Station Information
o percentage by volume. Note that this is not a requirement for Type I
fluid;
o The local time (hours/minutes) at the beginning of the final
deicing/anti- icing step;
o The date (written: day, month, and year). Note that this is only
required for record keeping, optional for crew notification;
o The complete name of the anti-icing fluid (so called “brand name”).
o Note that the name is optional and for Type II, III and IV fluids only.
Examples of anti-icing codes:
AEA Type II / 75 / 16.43 local / FRA 19 Jan 02
AEA Type II: Type of fluid used
75: Percentage of fluid / water mixtures by volume 75% fluid /
25% water 16.43: Local time of start of last application
19 Jan 02: Date
ISO Type I / 50:50 / 06.30 UTC / 19 Jan 02
ISO Type I: Type of fluid used
50:50: Percentage of fluid / water mixtures by volume 50% fluid / 50 % water
06.30: Time (UTC) of start of last application 9 Jan 02: Date
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NOTE 1: When a two-step de-icing/anti-icing operation has been carried out,

the Anti-Icing Code is determined by the second step fluid. Fluid brand
names may be included, if desired.
c) Standard communication terminology
i. De-icing/anti-icing ground crew:

"Set parking brakes, confirm aircraft is ready for treatment, inform any
special requests"
ii. Pilot-in-command:
"Brakes are set; you may begin treatment and observe… (Any special
requests like: ice under wing/flaps, clear ice on top of wing, snow on
fuselage, ice on landing gear, anti-ice type IV…)"
iii. De-icing/anti-icing ground crew:

"We begin treatment and observe… (Special requests mentioned above). I
will call you back when ready".
iv. Only after equipment is cleared from aircraft and all checks are made:
 De-icing/anti-icing ground crew:
"De-icing/anti-icing completed. Anti-icing code is: … (Plus
any additional info needed). I am disconnecting, standby for
clear signal at right/left and/or contact ground/tower for taxi
clearance".
 Pilot-in-command:
"De-icing/anti-icing completed, anti-icing code is…"
2.6 DE-ICING/ANTI-ICING PROCEDURE

2.6.1 General
This Section specifies the methods for deicing and anti-icing of aircraft on the
ground with fluids, in order to provide an aerodynamically clean aircraft.
When aircraft surfaces are contaminated by snow, frost, slush or ice, or when
freezing precipitation exists at the time of dispatch, aircraft surfaces shall be
deiced/anti-iced prior to dispatch.
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If both deicing and anti-icing are required, the procedure may be performed in
one or two steps. The selection of a one- or two step process depends upon
on actual weather conditions, available equipment, available fluids and the
conditions of the aircraft (snow, ice, slush or frost covering or adhering to the
critical aircraft surfaces).
Two-step de/anti -icing is the Airbus and EASA-preferred method because
one- step de-icing, with Type II, III or IV, only causes build-up of residues in
the aircraft.
After long periods of de-icing/anti-icing, it is recommended to do a check of
areas and cavities that are not in the aerodynamic airflows (such as balance
bays and wing and stabilizer rear spars) for thickened fluid residues.
Large contaminants can be removed by air blower or brooms manually before
the actual de/anti-icing fluids are applied. This pre-step process can shorten
the time taken for de/anti-icing steps and less fluid will be consumed.
2.6.2 Flight Operations Procedures
In conjunction with compliance with this manual, Flight Operations procedures
for deicing and anti-icing of aircraft on the ground with fluids are contained in
the AFM and FCOM. These procedures are augmented by provisions in the
approved OM Suite. Flight operations policy as contained in this document
have been contained within the following approved manuals:
- De-icing/anti-icing Program Manual (This document)
- VJC De-icing/ anti-icing checklist (See appendix G)
a) One-step method
This procedure is carried out with heated anti-icing fluid. The fluid is used to
de- ice the aircraft and remains on the aircraft surface to provide anti-icing
capability. The SAE / ISO Type I, II, III and IV fluids can be used, but the
protection provided by Type I fluid is less than that provided by Type II, III and
IV fluids.
One-step deicing/anti-icing is generally performed with a heated un-thickened

fluid. Thickened fluid can and is in some cases used for this one-step process.
Caution must be taken for the dry-out characteristics and gel residue
problems of this particular scenario.
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The mixture to choose for this step is the mixture that gives a protective cover;
in other words, the deicing is performed with an anti-icing mixture, which
protects the surface at the same time. The correct fluid concentration shall be
chosen with regard to desired holdover time and is dictated by outside air
temperature and weather conditions.
Wing skin temperatures may differ and, in some cases, be lower than OAT. A
stronger mix (more glycol in the glycol-water mixture) can be used under
these conditions. The stronger mix will not improve the holdover time but it will
lower the freezing point of the mixture.
b) Two-step method
The first step is performed with a hot deicing/anti-icing fluid. The correct fluid
shall be chosen with regard to temperature and shall provide protection of the
treated surfaces until the second step is performed.
The second step is performed on clean surfaces with an anti-icing fluid which
may be applied cold. The second step must be performed before the fluid
applied in the first step starts to freeze, typically within three minutes after the
first step. If necessary, the second step shall be performed area by area.
When applying the second step fluid, use a spraying technique which
effectively flushes off the first step fluid and provides a sufficient amount of
second step fluid to completely cover the surfaces with an adequate film
thickness. The second step fluid shall be applied from highest point to lowest
on the critical surfaces and in the same direction the first step fluid had been
applied. Where Re-freezingoccurs following the initial treatment both first and
second step must be repeated. The correct fluid concentration for the second
step shall be chosen with regard to desired holdover time, temperature and
weather conditions.
NOTE:
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When holdover time is critical, a two-step procedure should always be

considered, using undiluted fluid for the second step.
CAUTION:
When a type II or type IV fluid is applied in the second step of a two-step

procedure and a type I fluid has been applied in the first step, severe
performance degradation results if the two different fluids are not fully
compatible. This kind of two-step procedure may only be performed if the
combination of fluids is approved by the manufacturer of the type II or IV fluid.
Complete first step fluid (Type I) must be removed before the application of
second step fluid. (Type II or IV).
2.6.3 Precautions
Engines and APU may be running during some de-icing operations (i.e. for
taxy through deicing rigs).
MAIN ENGINES must be at IDLE power and all AIR IN TAKES from ENGINE
and APUs MUST be selected OFF. Air conditioning packs should also be
switched off.
CAUTION:
De-icing fluid ingestion will cause damage to the engine/APU internal surfaces
and contaminate the pneumatic systems. Therefore, precautions MUST be
taken to PREVENT DE-ICING FLUID INGESTION WITH ENGINES
RUNNING.
DO NOT spray de-icing fluids into engines, APU or other intakes/outflow
valves/air-conditioning ram air inlets outlets, control surface cavities and servo
control areas and avionic cooling outlets.
DO NOT spray de-icing fluids onto brakes, wheels, brake fans, exhausts or
thrust reversers.
Prior to snow or ice being removed, either manually or with de-icing fluid, from
the tail plane area, first ensures the horizontal stabilizer is positioned in its
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leading edge 'UP' positions. This will enable residues to run back off the
stabilizer rather than running forward from the trailing edge areas into
cavities/balance bays where they could subsequently refreeze.
DO NOT direct solid fluid stream at right angles to the surface. Apply at a low
angle to prevent damage to aircraft.
De-icing fluid must not be directed into the orifices of pitot heads, static vents
or directly onto airstream direction detector probes/angle of attack airflow
sensors.
DO NOT direct fluids onto flight deck or cabin windows as this can cause
crazing of acrylics or penetration of the window sealing.
All doors and windows must be closed to prevent:
a) Door entrance and galley floor areas being contaminated with
slippery de-icing fluids.
b) Carpets and upholstery becoming soiled.
Before closing any aircraft door, all slush and water must be removed from the
door area. This is essential at galley doors and any entrance not utilizing a
loading bridge. Ensure girt bar lugs on door sill are clear of ice and snow.
Any forward area from which fluid may blow back onto windscreens during
taxi or subsequent takeoff must be free of fluid residues prior to departure.
Any trace of de-icing fluid on flight deck windows must be removed prior to
departure, particular attention being paid to windows fitted with wipers (de-
icing fluid can be removed by rinsing with clean water or WWF de-icing fluid
and a soft cloth). Do not use windscreen wipers for this purpose.
Landing gear and wheel bays must be kept free from buildup of slush, ice or
accumulations of blown snow.
When sweeping ice, snow or slush from aircraft surfaces care must be taken
to prevent it entering and accumulating in auxiliary intakes or control surface
hinge areas, i.e. sweep snow from wings and stabilizer surfaces forward
towards the leading edge and sweep ailerons and elevators BACK towards
the trailing edge.
All snow must be removed from the nose radome area, in order to prevent
deposits from blowing back and obscuring the pilot’s vision on takeoff.
During heavy accumulations of snow. It is essential that the snow be removed
from the tail surfaces first.
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Clear ice can form on an aircraft’s surfaces, below a layer of snow or slush. It
is therefore important that surfaces are closely inspected following each de-
icing operation, in order to ensure that all deposits have been removed.
After prolonged periods of de-/anti-icing it is advisable to check
aerodynamically quiet areas and cavities, such as balance bays, wing and
stabilizer rear spar areas, for residues of thickened de-/anti-icing fluids.
Cargo and catering personnel must be notified when de-icing will take place.
Do not de-ice while cargo or catering personnel are loading or off-loading the
aircraft.
The flight crew must be notified that de-icing is about to commence in order to
ensure appropriate systems are shut down.
On completion of de-icing the flight crew must be advised in order that they
may verify that the aircraft is acceptable for departure and that the appropriate
systems may be re-activated. Prior to the aircraft movement, flight crew must
be advised all ground equipment and personnel are cleared from the aircraft.
Fluid Related Limits
Temperature Limits
When performing two-step deicing/anti-icing, the freezing point of the fluid
used for the first step shall not be more than 3°C (5,4°F) above ambient
temperature, provided heated fluid is used. See Appendix 1.5/1.6.
CAUTION: Aircraft skin temperature and outside air temperature can differ.
NOTE:
If the cabin of the aircraft has been heated for more than two hours when the
deicing/anti-icing treatment is performed, the fuselage is less susceptible to
accumulation of ice and snow. In this case, when type II or IV fluid is used,
only the first step of a two-step procedure, should be performed on the
fuselage, however below 0 to -3°C (32 to 27°F) a fluid mix of at least 25/75
shall be used instead of water. The remaining parts of the aircraft shall be
treated as normal.
ISO/SAE Type I Fluids
CAUTION:
Type I fluids supplied as concentrates for dilution with water prior to use shall
not be used undiluted, unless they meet the aerodynamic performance and
freezing point buffer requirements. This is due to adverse aerodynamic effects
of propylene glycol and diethylene glycol based fluids and the freeze point
characteristics of ethylene glycol and diethylene glycol based fluids.
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The freezing point of the type I fluid mixture used for either one- step
deicing/anti-icing or as a second step in the two-step operation shall be at
least 10°C(18°F) below the ambient temperature.
NOTE:
When longer holdover times are desired, use of undiluted type II or IV fluid
should be considered.
ISO/SAE Type II / Type IV Fluids
Type II / type IV fluids used as deicing/anti-icing agents generally have a
lower temperature application limit of -25°C (-13°F). The application limit may
be lower, provided a 7°C (12.6°F) buffer is maintained between the freezing
point of the neat fluid and outside air temperature. Under no circumstances
must a product be used if the outside air temperature is lower than the Lowest
Operational Use Temperature as defined by the aerodynamic acceptance test
of the used product.
For other type II / type IV fluid requirements and limitations see Appendix 1 &
2. For restrictions regarding application of type II or IV fluids as second step
over type I fluid in first step.
WARNING:
DEICING FLUIDS ARE SLIPPERY. USE EXTREME CARE TO AVOID

WALKING ON AIRCRAFT SURFACES TO WHICH IT HAS BEEN APPLIED.
WARNING:
DEICING FLUID CONTACT WITH THE SKIN OR EYES SHOULD BE
AVOIDED. WASH SKIN WITH SOAP AND WATER AND FLOOD EYES
WITH WATER IN EVENT IF CONTACT WITH THE FLUID. SEEK MEDICAL
ASSISTANCE IF REQUIRED.
CAUTION:
UNDER NO CIRCUMSTANCES CAN AN AIRCRAFT THAT HAS BEEN
ANTI-ICED RECEIVE A FURTHER COATING OF COLD NEAT FLUID
DIRECTLY ON TOP OF THE EXISTING FILM. SHOULD IT BE NECESSARY
FOR AN AIRCRAFT TO BE REPROTECTED PRIOR TO FLIGHT THEN THE
EXTERNAL SURFACES MUST FIRST BE DE-ICED WITH HOT MIXED
FLUID BEFORE A FURTHER APPLICATION OF ANTI-ICE FLUID IS MADE.
CAUTION:
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IN CONDITIONS OF ICE PELLETS, EXTRA CAUTION SHOULD BE TAKEN

AND EXTRA INSPECTIONS CONDUCTED, BECAUSE THERE IS
BELIEVED TO BE A HIGH RISK OF FLUID FAILURE AND THE
ATTENDANT WING CONTAMINATION. THE HOT TABLES ARE NOT A
RELIABLE SOURCE OF PREDICATING FLUID FAILURE UNDER ICE
PELLETS CONDITIONS.
Heating
De-icing/anti-icing fluids shall be heated according to
the fluid manufacturer's guidelines.
For Type I fluids, water loss may cause undesirable aerodynamic effects.
For Type II/IV fluids thermal exposure and/or water loss may cause a
reduction in fluid viscosity leading to lower holdover times.
The fluids shall be checked periodically.
CAUTION:
AVOID UNNECESSARY HEATING OF FLUID IN VEHICLE TANKS.
PROLONGED OR REPEATED HEATING OF FLUIDS (DIRECTLY OR
INDIRECTLY) MAY RESULT IN LOSS OF WATER WHICH CAN LEAD TO
PERFORMANCE DEGRADATION OF THE FLUID.
Any of the following situations or a combination of them can accelerate the
fluid performance degradation:
 Low fluid consumption;
 Trucks being in standby mode with heating system on for extended
periods of time;
 High temperatures in fluid tanks;
 High temperatures in water tanks which are in direct contact with the
fluid tanks (no insulation between tanks)
2.6.4 De-icing
a) Removal of frost and light ice
A nozzle setting giving a solid cone (fine) spray should be used. This ensures
the largest droplet pattern available, thus retaining the maximum heat in the
fluid. If the hot fluid is applied close to the aircraft skin, a minimal amount of
fluid will be required to melt the deposit.
NOTE:
A thin layer of frost on the upper half of the fuselage is generally permitted,
provided that painted markings or letters are still visible.
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NOTE:
A thin layer of frost not exceeding 3 mm thickness is generally permitted on
the wing lower surfaces within the wing tank areas. Operation with frost
adhering on areas of the wing other than the lower surface fuel tank area is
not permitted.
b) Removal of snow or slush
A nozzle setting sufficient to flush off deposits shall be used.
The method adopted will depend on the equipment available and the depth a
nd type of snow; i.e. light and dry or wet and heavy.
In general, the heavier the deposits the heavier the fluid flow t will be required
to remove it effectively and efficiently from the aircraft surfaces. For light
deposits of both wet and dry snow, similar procedures as for frost removal
may be adopted. Wet snow is more difficult to remove than dry snow and
unless deposits are relatively light, selection of high fluid flow will be more
effective. Under certain
conditions it will be possible to use the heat, combined with the hydraulic force
of the fluid spray, to melt and subsequently flush off frozen deposits.
A layer of snow can hide a sub-layer of clear ice. Therefore, snow removal is
not a guarantee for a completely deiced surface since the clear ice layer is
difficult to see.
NOTE:
Heavy accumulations of snow will always be difficult to remove from aircraft
surfaces and vast quantities of fluid will be consumed. Serious consideration
should be given to manual removal of deposits with long soft brooms before
normal deicing with fluids.
CAUTION:
Prior to deicing of wings, it must be determined whether or not ice exists
under the snow.
CAUTION:
When removing snow from the aircraft surfaces, do not damage antennas,
vortex generators, sensors, pitot tubes, static dischargers, clear ice indicators
or similar.
Remove snow with a soft brush from:
The engine air intake and exhaust nozzle;
The APU exhaust nozzle;
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The landing gear;

The outlets of outflow valves;
The inlets and outlets of the air-conditioning packs
Removal of ice
Heated fluid shall be used to break the ice bond. The method makes use of
the high thermal conductivity of the metal skin.
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 the heat laterally in all
directions raising the temperature above the freezing point, thereby breaking
the adhesion of the frozen mass to the aircraft surface. By repeating this
procedure a number of times, the adhesion of the large area of frozen snow or
glazed ice can be broken.
The deposits can then be flushed off with either a low or high flow, depending
on the amount of the deposit.
CAUTION:
Consult aircraft manufacturers’ limitations for maximum fluid application
pressure.
Where available, undiluted type II / type IV fluid should always be considered
for the anti-icing step after removal of the ice.
c) Removal of Cold Soaked Fuel Frost (CSFF)
The effect of Cold Soaked Fuel Frost (CSFF) on wing surfaces can happen on
any aircraft at any station. In many cases the frost or ice melts away when
warm fuel is added to the tanks in sufficient quantities, or local ambient
conditions are warm enough to eventually melt it.
To handle the CSFF Phenomenon, first, the engineer should confirm the
existence of the upper wing surface contamination by identifying if ice is
present or absolute and conclusive proof that no ice or frost exists, this
sometimes is quite difficult in low light conditions. Secondly, remove the ice
and frost found on the wing surface.
A flow chart (see below) has been produced to assist with evaluation and
resulting actions when ice or frost is suspected to be present.
CAUTION:
IT IS PROHIBITED TO USE COLD OR AMBIENT TEMPERATURE
WATER.TO REMOVE FROST AND ICE, EVEN IN SMALL LOCALISED
AREAS OF CONTAMINATION, EVEN IN WARM AMBIENT CONDITION.
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CAUTION:
HOT WATER CAN ONLY BE USED AS PART OF TWO STEPS PROCESS

AS DESCRIBED IN THIS MANUAL.
A simple plastic ice scraper and rubber squeegee can be used to determine
ice or moisture presence on upper wing surfaces. When using the ice scraper
or rubber squeegee care must be exercised to ensure that access to the
upper wing surface is with use of approved steps or high access equipment
and care is taken to avoid damaging the wing surfaces, particularly the
composite material panels.
Some stations have been able to incorporate the use of the "hand held
sprayer" concept for localized area deicing-this is an approved procedure in
this manual. However, local policies will dictate the use of this device.
If practical scraping ice or frost from wings is permissible as per MM and this
manual, but when large areas of ice or total wing contamination occurs the
only practical solutions may be full de-icing or wait for the contamination to
melt. Accelerating the melting process may be possible with adding warm fuel
to the cold wing fuel. Consultation with Flight Crew will determine how much
additional fuel is acceptable for the intended flight.
The Safe operation of the aircraft is of utmost concern and should be the
highest priority with no compromise when dealing with CSFF and other cold
weather contaminated aircraft.
Note:
During night time operations, moisture on a wing can look like ice, and vice
versa. It is possible that the need to de-ice could be avoided if absolute proof
could be given to the presence of moisture rather than ice.
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2.6.5 General De-icing Fluid application Strategy
For effective removal of snow and ice, the following techniques shall be
adopted. Certain aircraft require unique procedures to accommodate design
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differences, the aircraft maintenance manual must be consulted for

appropriate instructions.
Removal of snow, slush and ice shall always be done by spraying in

forward-to-aft direction to prevent movement of snow and ice into internal
control areas or control surface hinge areas. Make sure that all controls
and mechanisms are completely free from frozen deposits to prevent
malfunction of flight controls.
2.6.6 Sequence of Treatment
Generally, the surfaces to be treated shall be sprayed from the highest

point to the lowest, in order to use as little deicing fluid as possible.
De-icing of higher surfaces must be completed before start of anti-icing of

lower surfaces, in order to prevent dilution of anti-icing fluid with snow,
slush or deicing fluid with lower concentration. For instance vertical
stabilizer must be treated before horizontal stabilizer; fuselage must be
treated before wing.
 Fuselage
 Spray along the top center line and then outboard.
 Vertical surfaces
 Start at the top and work down.
 Wings / Tail plane
 Spray from the tip inboard to the root from the highest point of the surface
camber to the lowest.
However, aircraft configurations can dictate a different procedure.
NOTE:
The “clean wing concept” also applies to the horizontal stabilizer and
elevator. However, there is no frost permitted on the lower side of the
horizontal stabilizer.
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CAUTION:
Prior to removal of snow from the wings, it must be determined if ice exists
under the snow.
CAUTION:
Deicing/anti-icing fluid or water shall not be sprayed directly against trailing

edges of wings and control surfaces.
Engines / APU
Any frozen deposits that have bonded to either the lower surface of the
intake or the fan blades, shall be removed by hot air or other means
specified in the applicable aircraft maintenance manual or recommended
by the engine manufacturer.
CAUTION:
Do not spray deicing fluid into engine and APU intakes and exhausts.
Remaining fluid must be removed before start of engine or APU.
2.6.7 Landing Gear and Wheel Bays

Deicing with water only is not permitted.
.The application of deicing fluid in this area shall be kept to a minimum.

Frozen deposits shall be removed with hot air. To prevent re-freezing, a
light spray of type II / type IV deicing/anti-icing fluid may be applied either
by brushing on or with a compression sprayer (garden sprayer).
NOTE:
Do not apply anti-icing fluid on the landing gear oleos. Anti-icing of the
exposed chrome of landing gear oleos shall be performed with hydraulic oil
MIL-H-5606.
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CAUTION:
Do not spray deicing fluid directly on landing gears, wheels or brakes.

Also, avoid spilling of deicing fluid on wheels and brakes during under-
wing deicing. Brake malfunction or damage can occur. Spraying will also
cause de-greasing of lubricated joints. Keep spraying of glycol/water
mixtures in this area to a minimum.
2.6.8 Anti-icing
Application of anti-icing fluids will, for a limited period of time, prevent ice,
snow, slush or frost from adhering to or accumulating on aircraft surfaces.
WARNING:
Before anti-icing fluid is applied, all ice and frozen material must be
removed from the aircraft. Melted ice and water mixed with the anti-icing
fluid can freeze again and prevent movement of controls. For specific
requirements, the aircraft maintenance manual for the affected aircraft type
must be consulted.
Required Usage
Anti-icing fluid shall be applied to the aircraft surfaces when freezing rain,
snow or other freezing precipitation may adhere to the aircraft at the time
of aircraft takeoff.
Optional Usage
Anti-icing fluid may be applied to aircraft surfaces at the time of arrival
(preferably before unloading begins) on short turnarounds during freezing
precipitation, and on overnight aircraft. This will minimize ice accumulation
prior to departure and often makes subsequent deicing easier. However,
the holdover time of the treatment must not be exceeded.
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On receipt of a frost, snow, freezing rain or freezing fog warning from the
local meteorological service, anti-icing fluid may be applied to aircraft
surfaces prior to the start of freezing precipitation. This will minimize or
reduce the accumulation of frozen precipitation on aircraft surfaces and
facilitate subsequent deicing.
General Usage
For effective anti-icing, an even film of anti-icing fluid is required over the
aircraft surfaces which are clean or which have been deiced. For longer
anti- icing protection, undiluted, unheated type II or type IV fluid should be
used.
CAUTION:
ISO/SAE type I fluids have limited effectiveness when used for anti-icing
purposes. Little benefit is gained from the minimal holdover time
generated.
As a second step in a two-step procedure, anti-icing shall be performed

before first step freezes (typically within 3 minutes), if necessary area by
area. If freezing has occurred, the first step has to be repeated.
2.6.9 Anti-icing Fluid Application Strategy

The high fluid pressures and flow rates normally associated with deicing
are not required for this operation and, where possible, pump speeds
should be reduced accordingly. The nozzle of the spray gun should be
adjusted to give a medium spray.
The process should be continuous and as short as possible. Anti-icing

should be carried out as near to the departure time as possible in order to
utilize available holdover time. The anti-icing fluid shall be distributed
uniformly over all surfaces to which it is applied. In order to control the
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uniformity, all aircraft surfaces shall be visually checked during application

of the fluid.
NOTE:
The correct amount of fluid is applied when the fluid is just beginning to
drop off the leading and trailing edges.
The following surfaces shall be treated:
Fuselage upper surfaces, depending upon outside air temperature and the
amount and type of precipitation.
Wing upper surfaces and leading edges;
Horizontal stabilizer upper surfaces including leading edges and elevator

upper surfaces;
Vertical stabilizer and rudder.
CAUTION:
De-icing of higher surfaces must be completed before start of anti-icing of

lower surfaces, in order to prevent dilution of anti-icing fluid with deicing
fluid of lower concentration. For instance, vertical stabilizer must be treated
before horizontal stabilizer; fuselage must be treated before wing.
CAUTION:
It is possible that anti-icing fluids may not flow evenly over wing leading
edges, horizontal and vertical stabilizers. These surfaces must be checked
to ensure that they are properly coated with fluid.
On the wings, the most effective results are obtained by commencing on

the highest part of the wing section and covering from there towards the
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leading and trailing edges. On vertical surfaces, start at the top and work
down.
CAUTION:
Under no circumstances can an aircraft that has been anti-iced receive a

further coating of fluid directly on top of the existing film. Should it be
necessary for an aircraft to be re-protected prior to the next flight, the
external surfaces must first be de-iced with hot mixed fluid before a further
application of anti-icing fluid is made.
CAUTION:
The repeated application of Type II or IV fluid may cause residues to

collect in aerodynamically quiet areas, cavities and gaps. Dried residues
may rehydrate and freeze, follow a period of high humidity and/or rain
conditions.
This may impede flight control systems. These residues may require
removal. Consult the aircraft manufacturer with regard to inspection
methods and frequency, related maintenance requirements and aircraft
washing recommendations.
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The use of hot water or heated mix of type i fluid/water for the first step of a
two-step de-icing/anti-icing process may minimize the formation of
residues.
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2.6.10 USE OF DEICING/ANTI-ICING FLUIDS

*These fluids provide minimal protection of aircraft surfaces from
refreezing.
**Use of cold concentrates of Type II fluids aircraft surfaces.
***Type IV fluids provide maximum protection of aircraft surfaces from

refreezing.
2.6.11 Other requirements of fluid application

For maximum effect, fluids shall be applied close to the surface of the skin
to minimize heat loss but equipment must remain at a safe distance to
avoid aircraft damage;
NOTE:
According to the AMM 12-31-12, for the fluids applied on the aircraft skin
with the spray gun:
The nozzle must be at a distance of between 0.5 m (1.64 ft.) and 3 m (9.84
ft.) from the aircraft skin;
At a distance of more than 3 m (9.84 ft.), the effect of the de-icing fluid will
not be satisfactory.
The heat in the fluid effectively melts any frost, as well as light deposits of
snow, slush/sleet and ice. A stream of hot fluid is directed at safe close
range onto one spot at an angle of less than 90, until the aircraft skin is
exposed. 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 off the residue;
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CAUTION:
According to the AMM 12-31-12 applicable to VJC A320/321 fleet, during

de-icing procedures:
THE HOT WATER OR HOT WATER/FLUID MIXTURES DO NOT CAUSE

THE TEMPERATURE OF THE AIRCRAFT SKIN TO INCREASE TO
MORE THAN +70°C;
DO NOT USE STEAM. STEAM CAN CAUSE DAMAGE TO THE

SURFACE OR TO PARTS.
The high fluid pressures and flow rates associated with deicing are not
allowed for this operation and, where possible, pump speeds should be
reduced accordingly. The nozzle of the spray gun should be adjusted to
provide a medium spray. The process should be continuous and as short
as possible;
NOTE:
According to the AMM 12-31-11/12, the supply pressure of the fluids shall
be set to:
Not more than 1.5 psi (0.1034 bar) impact pressure on the radome, belly
fairing, rudder and elevators;
Not more than 10 psi (0.6895 bar) impact pressure on all other surfaces.
Do not apply the de/anti-icing fluid directly from the rear to the front of the
structure of the aircraft (Wings, horizontal stabilizers and elevator).
CAUTION:
According to the AMM 12-31-12, during de/anti-icing:

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IN THE TRIMMABLE HORIZONTAL STABILIZER (THS) AREA, BE

ESPECIALLY CAREFUL TO POINT THE SPRAY FROM THE FRONT TO
THE REAR. IF NOT, THE FLUID CAN GO INTO THE REAR FUSELAGE
NON- PRESSURIZED COMPARTMENT AND CAUSE DAMAGE TO THE
FLIGHT DATA RECORDER (FDR)
Besides, fluid SHALL NOT be directly applied on:
APU air intake and exhaust;
Engine cowls, air intakes and exhausts;
Outflow valve air-outlet;
Outlet and inlet of the avionics-compartment ventilation system;
Outlets and inlets of the air conditioning system;
Landing gear doors;
Brake systems and wheels of the landing gears;
Battery venture;
Pitot Probes;
Static Probes;
Angle of Attack (AOA) sensors;
Temperature sensor;
Ice detectors (If installed);
Cabin windows and window seals.

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2.6.12 Engine de-icing
Ice and snow adhering to the interior cowling, fan blades, first stage stator
or any component of an aircraft’s engine should be removed by the
application hot air. If loose contaminates are present, they should be
removed by hand. Ice and snow adhering to the bottom interior section of
the cowling forward of the fan blades (See figure) may be removed with a
very light flushing spray (Use indirect spray, at an angle, away from the
core inlet, the deicing fluid should barely flow out of the nozzle).
NOTE:
After all contaminates are removed from the engine components and
engine cowling, the fan blades shall be turned to assure free movement.
WARINING:
Never spray deicing/anti-icing fluid directly into the aircraft’s engine.

Deicing fluid can cause damage to an engine, or cause poor performance.
Hot air removal
When removing contaminates with hot air, the airflow should be directed at
the center of the engine first. When the center hub is free of contaminates,
the airflow should be directed in an outward direction until all contaminates
are melted and removed from the engine
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IF ICE IS FOUND THE FOLLOWING PROCEDURE IS THE ONLY

APPROVED PROCEDURE FOR REMOVAL
REMOVE ICE FROM THE LPC FIRST STAGE STATOR SPLITTER AND
FIRST VANE BY DIRECTING HOT AIR AT THE ICE.
CAUTION:
HOT AIR MUST NOT EXCEED 175º FAHRENHEIT/ 79 º Celsius
APPLY HEAT UNTIL ALL ICE IS MELTED FROM THE LPC (LOW
PRESSURE COMPRESSOR) FIRST STAGE SPLITTER AND FIRST
VANE.
DO NOT ALLOW ANY REMOVED ICE TO ACCUMULATE IN THE

BOTTOM OF THE FAN DUCT HOLDOVER TIMES
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2.6.13 De-icing/anti-icing Fluid Spraying pattern

Aircraft shall be treated symmetrically, that is, left-hand and right-hand side
shall receive the same treatment, even when only one side of the aircraft is
contaminated.
If the wing and/or the horizontal stabilizer/elevator is to be treated, the

treatment shall always cover the entire wing and/or the entire horizontal
stabilizer/elevator on both sides of the aircraft.
De/anti-icing is generally carried out by using heated fluids dispensed from

spray nozzles mounted on specially designed de/anti-icing trucks, de/anti-
icing gantry systems small portable spraying equipment or by mechanical
means (brushes, ropes etc.)
2.6.14 One De-icing Unit Method (Recommended Sequence)

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2.6.15 Two De-icing Units Methods (If Two Units Available) (Recommended
Sequence)
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2.7 Final check following de-icing/anti-icing

No aircraft should be departed under icing conditions or after a
deicing/anti-icing operation unless the aircraft has received a "FINAL
CHECK" by a qualified and authorized ground staff.
Following the deicing/anti-icing procedures and prior to takeoff, the

critical aircraft surfaces must be clean of all frost, ice, snow and slush
accumulations in accordance with the following requirements:
(1) Wings, tail, control surfaces including hinge

points/shrouds/fairings/seals, and aileron balance panel
areas must be free of ice, slush, snow and frost except that a
coating of frost may be present on wing lower surfaces in
areas in contact with cold soaked fuel between forward and aft
spars, in accordance with the manuals published by the
aircraft manufacturer’s.
(2) Pitot heads, static ports, angle of attack sensors and ice
detection probes must be clear of ice, frost, slush, snow and
fluid residues.
(3) Engine / APU inlets and exhausts must be clear of internal

ice, frost, slush, snow, and remaining deicing/anti-icing fluid,
and fans must be free to rotate.
Under freezing fog or other freezing precipitation conditions,

it is necessary for the front and rear side on the fan blades to
be checked for ice buildup prior to start-up of the engine; this
check is normally performed before deicing/anti-icing. Any
deposits are to be removed by directing air from a low flow hot
air source or other means recommended by the aircraft end
engine manufacturer.
(4) Air conditioning inlets and outlets must be clear of ice, frost,
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slush and snow. Outflow valves must be clear and

unobstructed.
(5) Landing gear, landing gear doors and landing gear wheel
wells must be unobstructed and clear of ice, frost, slush and
snow.
(6) Fuel tank vents must be clear of ice, frost, slush and snow.
(7) Fuselage must be clear of ice, slush and snow. In accordance
with the aircraft manufacturers’ manuals, a thin layer of frost
on top of the fuselage may be allowed, provided that painted
markings or letters are still visible.
Do not close any door until all ice or snow has been removed
from the surrounding door frame area.
(8) Antennas must be clean.

(9) Flight compartment windows and windshields must be clean.
Note: After prolonged periods of de-icing/anti-icing it is
advisable to check aerodynamic quiet areas and cavities for
residues of thickened de-icing/anti-icing fluid.
(10) Flight Control Check

A functional flight control check is required after deicing/anti-icing
depending upon aircraft type. This check is normally conducted
by flight crew during standard taxi procedures. An external
observer may be required after the aircraft has been subjected
to an extreme ice or snow covering.
Clear ice can form on an aircraft’s surfaces, below a layer of

snow or slush and following the removal of these deposits,
remain undetected below the de-icing fluid film. It is therefore
extremely important that surfaces are closely inspected,
following each de-icing operation, in order to ensure that ALL
frozen deposits have been removed.
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(11) Check After Spraying With Type IV Fluids

Ensure any residue fluids on the wings do not form a thick or
high strength gel or powder when the fluid dries out.
(12) Dried fluid residues when the aircraft has not been flown after
anti-icing
Dried fluid residue could occur when surfaces have been treated
but the aircraft has not subsequently been flown and not been
subject to precipitation. The fluid may then have dried on the
surfaces. In such situations the aircraft must be checked for
residues from de-icing / anti-icing fluids and cleaned as
necessary.
2.8 Technical Logbook Entry & Ground Record
2.8.1 Technical Log Entry

The Pilot-in-command will make correspondence entries in
Technical Log, “DE/ANTI-ICING” box. The following information
shall be completed:
- Type of fluid applied, fluid/water mix ratio
- Starting time of fluid application (UTC)
- Post application check accomplished (finished time in UTC)
- PIC signature
Note:
At some stations which have remote de-icing facilities, it is not

possible to certify the de-icing process. In this case the fluid type
can be advised to the crew/entered in the log before de-icing.
2.8.2 Ground Records

After the de-icing / anti-icing process, the qualified de-icing/anti-
icing Handling Agent should make a ground record of the following
information and retain for 2 weeks at least
Page 2 - 45
Iss01/Rev00
FLUIDS
2.9 Pretakeoff check (within the HOT)

The PIC shall continually monitor the weather conditions after the
performed de-icing/anti-icing treatment. Prior to takeoff he/she shall
assess whether the applied holdover time is still appropriate and/or
if untreated surfaces may have become contaminated.
This Check is normally performed from inside the flight deck.
2.10 Pre-takeoff contamination check (When HOT has been

exceeded)
This check shall be performed when the condition of the critical
surfaces of the aeroplane cannot be effectively assessed by a pre-
takeoff check or when the applied holdover time has been
exceeded.
The PIC shall continue flight following and contact with ATC at
each airport to request Ground staff to perform a complete de-
icing/anti-icing re-treatment of the aeroplane.
Page 3 - 1
FORM Iss01/Rev00
CHAPTER 3
FORM
Page 3 - 2
FORM Iss01/Rev00

Page 3 - 3
FORM Iss01/Rev00
Contents
3.1 INTRODUCTION 5
3.2 MASTER FORMS CONTROL LIST 5
3.3 FORMS SAMPLING 6
Page 3 - 4
FORM Iss01/Rev00

Page 3 - 5
FORM Iss01/Rev00
3.1 Introduction
• The forms enclosed herein part 2 of this manual is for reference only, all
forms are controlled separately from manual in real time by VJC SQA.
• SQA will raise new forms or amend forms when needed, and update
master control list accordingly, and if necessary update the manual at next
revision.
• All Stakeholder Managers are responsible to update the library when new
forms or form amendments raised.
3.2 Master Forms control list

Appendix Form Description Form Form Remark
Refere Version
No.
nce
1 Line station de/anti-
icing audit check list
2 Acceptance of De-
icing Procedure and
Training （ English
version）
3
De/Anti-icing Survey
5
6
7
8
9
10
11
12
Page 3 - 6
FORM Iss01/Rev00
3.3 Forms sampling
FORM VJC-SSQA-F-042: Line station de/anti-icing audit check list

Page 3 - 7
FORM Iss01/Rev00
Page 3 - 8
FORM Iss01/Rev00
Page 3 - 9
FORM Iss01/Rev00
Page 3 - 10
FORM Iss01/Rev00
Acceptance of De-icing/Anti-icing Procedure and Training
Ref: EXT/XX /XX /AUD Date:

DD -MM-YYYY
Acceptance of De-icing/Anti-icing Procedure and

Training
With reference to the XXX station (de-icing) audit in YYYY, it was

completed on DD -MM-YYYY and the result was considered satisfactory
VietJet Air hereby to grant the acceptance of
’s De-icing Procedure and authorize
the trained staff to conduct de-icing service at XXX Airport.
This acceptance letter is rendered valid from DD -MM-YYYY until DD

-MM-YYYY.
Best Regards
（XXXXX Title）
SQA Director
VJC Safety & Quality Assurance

Department VietJet Air
Page 3 - 11
ANTI ICING/DE ICING
Form VJC-SSQA-F-044: De/Anti Icing Survey
De/Anti-icing Survey
8 Ratio of fluid/ Water

9 Refractive Index
7 – De-Anti-icing Vehicle
1 Manufacturer
2 Tank 1 Fluid (Type)
5 Is the vehicle maintained

IAW an approved
Maintenance Schedule?
6 Are mixer nozzles calibrated?
7 Pre-Heat Temperature? De-Icing Anti-Icing
What is the maximum height

8 of De- icing vehicle can
reach? (A330 59ft/18m,
A320 39ft/12m, B737
40ft/12.5m)
9 How does the De-Anti- Auto mix Vehicle/Pre-mix by

icing fluid mixed? staff
8 – Fluid Storage
Page 3 - 12
ANTI ICING/DE ICING
1 How is fluid
stored (Mobile
Tank/Fixed
Tank/Barrels)?
2 Are tanks labelled for fluid

Type?
3 Are tanks checked regularly?
4 Are expiry dates of fluid

controlled?
Name: Signature:
Page 4 - 1
APPENDIX Iss01/Rev00
CHAPTER 4
APPENDIX
Page 4 - 2

Page 4 - 3
Contents
APPENDIX A SAMPLING OF AIRCRAFT ICING 5
APPENDIX B APPROVED DE-ICING / ANTI-ICING FLUIDS 8
APPENDIX C DE/ANTI-ICING FLUIDS NO SPRAY ZONE 12
APPENDIX D COMMUNICATION GUIDELINE 15
APPENDIX E AIRCRAFT TECHNICAL LOGBOOK ENTRY AND GROUND
RECORDS 18
APPENDIX F FAA HOLDOVER TIME TABLE 20
APPENDIX G DE-ICING/ ANTI-ICING CHECKLIST FOR FLIGHT CREW 36
APPENDIX H GROUND DE-ICING/ANTI-ICING TRAINING CERTIFICATION
44
APPENDIX I AIRCRAFT DE-ICING/ANTI ICING TRAINING RECORD 45
Page 4 - 4

Page 4 - 5
Appendix A Sampling of aircraft icing
Rime ice
White or milky and opaque granular deposits of ice, that can form on the aircraft wing
leading edge, vertical and horizontal stabilizer and winglet.
Clear ice
Page 4 - 6
A clear, smooth coating of ice on wing upper surfaces and on some aircraft the lower
surfaces also that Is not readily visible and may only be detected by a tactile inspection.
Freezing ice
Page 4 - 7
When the outside temperature is below 3°C and moisture is visible in

any form or standing water, slush, ice or snow on the runways or
taxiways.
Page 4 - 8
Appendix B Approved de-icing / anti-icing fluids

De-icing / anti-icing fluids shall meet the ISO/SAE specifications, and
are listed in the aforesaid Operations Manual.
 ICAO Doc 9640 Manual of Aircraft Ground De/Anti-icing operations,

2nd edition 2000
 AEA ‑ Recommendations for De‑icing/Anti‑icing of Aircraft on the
Ground Rev. 28, July 2013
 Accepted Type I de/anti-icing fluids
Company Fluid
Name Name
ABAX Industries DE-950
ABAX Industries DE-950 Colorless
AllClear Systems Lift-Off P-88
AllClear Systems Lift-Off E-188
Arcton Ltd. Arctica DG Ready to Use
Arcton Ltd. Arctica DG 91 Concentrate
Aviation Shaanxi High-Tech Cleanwing I

Physical Co. Ltd.
Aviation Xi’an High-Tech KHF-1
Beijing Phoenix Air Traffic CBSX-1
Product Development and
Trading Co.
Page 4 - 9
Company Fluid
Name Name
Beijing Wangye Aviation Chem. KLA-1
Prod. Co.
Beijing Yadilite Aviation YD-101 Type I
Chemical Product Co. Ltd
Clariant GmbH EcoFlo Concentrate

(formerly Octagon
EcoFlo)
Clariant GmbH EcoFlo 2 Concentrate
(formerly Octagon EcoFlo
2)
Clariant GmbH Octaflo EF Concentrate
(formerly Octagon Octaflo
EF)
Clariant GmbH Octaflo EF 80 (formerly
Octagon Octaflo EF-80)
Clariant GmbH Octaflo EG Concentrate

(formerly Octagon Octaflo
EG)
Clariant GmbH Safewing MP I 1938 ECO
(80)
(80) Pre-mix 55%
Page 4 - 10
Clariant GmbH Safewing EG I 1996
Clariant GmbH Safewing EG I 1996 (88)
Clariant GmbH Safewing MP I ECO PLUS (80)
Clariant GmbH Safewing MP I SKY (80)
Cryotech Deicing Technology Polar Plus
Cryotech Deicing Technology Polar Plus (80)
Deicing Solutions LLC Safetemp ES Plus
Dow Chemical Company UCAR™ ADF Concentrate
Dow Chemical Company UCAR™ ADF XL-54
Dow Chemical Company UCAR™ PG ADF Concentrate
Dow Chemical Company UCAR™ PG ADF Dilute 55/45
Harbin Aeroclean Aviation HJF-1

Tech Co. Ltd.
HOC Industries SafeTemp ES Plus
Hokkaido NOF Corporation Fever Snow AG
Inland Technologies Duragly-E Concentrate
Inland Technologies Duragly-P Concentrate

Page 4 - 11
Kilfrost Kilfrost DF PLUS
Kilfrost Kilfrost DF PLUS (80)
Kilfrost Kilfrost DF PLUS (88)
Kilfrost Kilfrost DFsustain ™
LNT Solutions E188
LNT Solutions P180
LNT Solutions P188
Newave Aerochemical Co. , FCY-1A

Ltd
Shanxi Cleanway Aviation Cleansurface I
Chemical Co. , Ltd.
Shanxi Cleanway Aviation Cleansurface I-BIO
Chemical Co. , Ltd.
Page 4 - 12
Appendix C De/Anti-icing Fluids No Spray Zone
Radome & cockpit windshield
DO NOT spray directly on the radome due to its fragilities;
Apply deicing fluid below the cockpit windshield and

let the heated fluid flowing down;
Always use light low spray pattern.

Page 4 - 13
Deicing fluid Sensing zone
 Pitot probes.
 Total Air temp probes.
 Ice detection probes.
 Angle of attack sensors.
 Static ports.
 Engine intake/exhaust
 A.P.U. intake/exhaust.
 Windshield
 Wheel brakes.
 emergency exits
 cabin doors
Page 4 - 14
Page 4 - 15
Appendix D Communication Guideline
Communication between the commander and the ground crew shall

be set before any de-icing / anti-icing to be carried out;
Ground crew must provide de-icing / anti-icing fluid type to the

commander and get permission from the commander before
starting the de-icing / anti-icing so that the preparation of aircraft
configurations can be confirmed and start time be recorded;
Once de-icing / anti-icing fluid application is completed, ground crew

shall inform the commander immediately;
Ground crew with de-icing /anti-icing equipment shall

only be released by confirmation of the commander
Anti-icing codes
When a two-step de-icing/anti-icing operation has been carried out, the
Anti-Icing Code is determined by the second step fluid. Fluid brand

names may be included, if desired.
• The fluid type (e.g. Type I, II, III, IV);

• The concentration of fluid within the fluid/water mixture,
expressed as a percentage by volume. Note that this is not a
requirement for Type I fluid;
• The local time (hours/minutes) at the beginning of the final deicing/anti-

icing step;
• The date (written: day, month, and year). Note that this is only
required for record keeping, optional for crew notification;
• The complete name of the anti-icing fluid (so called “brand name”). Note
that the name is optional
and for Type II, III and IV fluids only.
Examples of anti-icing codes:

Page 4 - 16
AEA Type II / 75 / 16.43 local / FRA 19 Jan 02 AEA Type II: Type of fluid
used
75: Percentage of fluid / water mixtures by volume 75% fluid / 25%

water
16.43: Local time of start of last application 1
9 Jan 02: Date
ISO Type I / 50:50 / 06.30 UTC / 19 Jan 02
ISO Type I: Type of fluid used
50:50: Percentage of fluid / water mixtures by volume 50% fluid / 50 %

water 06.30: Time (UTC) of start of last application
19 Jan 02: Date
Standard communication terminology
i. De-icing/anti-icing ground crew:

"Set parking brakes, confirm aircraft is ready for treatment, inform any
special requests"
ii. Pilot-in-command:
"Brakes are set; you may begin treatment and observe… (Any special
requests like: ice under
wing/flaps, clear ice on top of wing, snow on fuselage, ice on landing

gear, anti-ice type IV…)"
iii. De-icing/anti-icing ground crew:

"We begin treatment and observe… (Special requests mentioned
above). I will call you back when ready".
Only after equipment is cleared from aircraft and all checks are made:
iv. De-icing/anti-icing ground crew:

“De-icing/anti-icing completed. Anti-icing code is: … (Plus any
Page 4 - 17
additional info needed). I am disconnecting, standby for clear signal at

right/left and/or contact ground/tower for taxi clearance".
v. Pilot-in-command:
"De-icing/anti-icing completed, anti-icing code is…"

Page 4 - 18
Appendix E Aircraft Technical Logbook Entry and Ground Records
Aircraft Technical Logbook Entry
Initial application:
Prior signing the Flight Acceptance, the Pilot-in-command will make
correspondence entries in Technical Log, “DE/ANTI-ICING” box. The
following information shall be completed:

- PIC signature
Re-application of de-icing/anti-icing treatment:
The PIC shall determine the necessity of further re-application of deicing

and anti-icing treatment against the Holdover time. If further de-icing
treatment is required, the PIC will put the ‘DE-ICING REQUIRED’ in ‘Defect’
column of the Aircraft Technical Log book.
Upon satisfaction of de-icing treatment, the PICwill make entry “DE-ICING

ACCOMPLISHED” on the ‘Action Taken’ column
The following information shall be entered in the ‘Action taken box’:
De-icing accomplished Start and Stop time
Brand Name of the fluid applied Type of fluid applied
Fluid / water mix ratio
Commander’s signature
Note: No CRS is required after completion of de-icing and anti-icing

work
Page 4 - 19
Ground De-icing/Anti-icing Accomplished:
After the de-icing / anti-icing process, the qualified de-icing/anti-icing

Handling Agent should make a ground record of the following
information and retain for 2 weeks.
 Station name
 Deicing provider
 Flight date
 Aircraft registration number
 Weather condition at time of deicing
 Outside temperature
 Fluid freezing point
 Fluid type
 Fluid / water mix ratio (%)
 Specify local start time and end time of final fluid application
 Signature or employee number of the person
confirming that the aircraft is free of contaminants
and all required inspections
Page 4 - 20
Appendix F FAA Holdover time table

Page 4 - 21
Page 4 - 22
Page 4 - 23
Page 4 - 24
Page 4 - 25
Page 4 - 26
Page 4 - 27
Page 4 - 28
Page 4 - 29
Page 4 - 30
Page 4 - 31
Page 4 - 32
Page 4 - 33
Page 4 - 34
Page 4 - 35
Page 4 - 36
Appendix G De-icing/ anti-icing checklist for Flight Crew

General
The aircraft can be de-iced and/or anti-iced when the APU and engines are
either stopped or running. However, do not start the engines when the ground
crew is spraying fluid on the aircraft. CAUTION: Make sure that the low or
high-pressure ground connectors do not supply any external air to the aircraft.
CAUTION:
1. Do not move flaps, slats, ailerons, spoilers or elevators, if

they are not free of ice.
2. The left and right sides of the aircraft should receive the
same, complete and symmetrical de-icing / anti-icing
treatment.
3. In the case of frost formation on one or several areas of the

wing surface, the captain can request a local de-icing
application only on the affected area(s). The captain shall
take care that both wings must received the same
symmetrical treatment even if frost formation does not
affect symmetrically both wings.
Technical Log Entry in “DE/ANTI-ICING” box.

BEFORE DE-ICING / ANTI-ICING
• If required to taxi to de-ice bay and required to shutdown

engines: Perform normal engine start. AFTER START
Perform normal AFTER START procedure but with the
following exceptions:
APU
BLEED............................................................................................OFF
APU MASTER.........................................................................................
ON
ENG 1+2 ANTI ICE ........................................................................ AS
RQRD
Page 4 - 37
PITCH TRIM............................................................................DO NOT

RESET
GROUND
SPOILERS..........................................................................DISARM
RUD TRIM........................................................................................DO
NOT
RESET FLAPS ............................................................................DO NOT
SET
1.1.a.1.1 ENGINE SHUTDOWN
Perform normal engine shutdown and parking procedures.
1.1.a.1.2 BEFORE FLUID SPRAYING
CAB PRESS MODE SEL................................................................Check
AUTO
ENG
BLEED1+2.....................................................................................OFF
APU
BLEED...........................................................................................OFF
Page 4 - 38
DITCHING pb-sw....................................................................................ON
NOTE: If VENT AVNCS SYS FAULT warning appears, reset the
AEVC circuit breaker at the end of the aircraft de-icing procedure.
AIR COND/AVNCS VENT/CTL D06 on 49VU AIR
COND/AVNCS/VENT/MONG Y17 on 122VU
THRUST LEVERS
..........................................................................Check IDLE
“AIRCRAFT PREPARED FOR SPRAYING” ...............................
Advise ground crew UPON COMPLETION OF SPRAYING
OPERATION
DITCHING pb-sw ...................................................................................OFF

OUTFLOW VALVE.......................................................................CHECK
OPEN
On ECAM PRESS page, confirm that the outflow valve
indication reaches the open green position to avoid any
unexpected aircraft pressurisation.
ENG BLEED 1+2
......................................................................................ON PITOTS
and STATICS (ground crew)
.....................................................CHECK
CAUTION: When the OAT is low (below -5deg C) during snow /

freezing rain precipitation and crosswind conditions, melted
snow or raindrops may drip from the cockpit windshields and
freeze on the fuselage below. Ice may then build up and
possibly disturb the airflow around the static / pitot probes, and
result in unreliable air data measurements during takeoff.
GROUND EQUIPMENT (ground crew)
...................................................Remove
Page 4 - 39
DE-ICING/ANTI-ICING
REPORT.........................................................Received
Upon completion of the de-icing / anti-icing procedure the
ground personnel supervising the process will contact the flight
crew and confirm that the process is complete.
Technical Log Entry
“DE/ANTI-ICING” box. The following information shall be completed:

- PIC signature
A few minutes after
completion of spraying
operation: APU
BLEED...................................................................................................ON
NOTE: If the fuselage has been sprayed, there is a risk of de-icing fluid
ingestion by the APU air intake, resulting in specific odors, or smoke
warnings. Keep the APU running with the APU BLEED OFF for about 5 min
after spraying completion before selecting APU BLEED ON.
Consider APU BLEED OFF for takeoff.
If aircraft engines were started and subsequently shutdown for
deicing/anti-icing spraying:
- Reload the INIT B page from Weight and Balance Data then
conduct data cross checks for INIT B as per normal
procedures.
- Notate the fuel used on the flight plan for reference.
NORMAL PROCEDURES....................................................................
Resume
Page 4 - 40
- Apply normal procedures.

- Pay special attention to the flight control check.
If restarting engines after shutdown after taxiing to de-ice bay:
BEFORE START
PROCEDURES............................................................Resume
Resume before start procedures from “below the line”. Subsequently
resume after
start procedures, etc.
DE-ICING /ANTI-ICING REQUIREMENTS FOR TAKEOFF

Page 4 - 41
Fluid has failed if fluid has lost its gloss (sheen) or if precipitation (snow, ice)
is visible on top of wing and is adhering.
Page 4 - 42
If fluid has failed, aircraft must return for removal of anti-icing fluid and
complete re-treatment.
NOTE:
HOT or Holdover time is the effective period of protection against
precipitation adhering to the aircraft surfaces starting from beginning
of the application of the anti-icing fluid.
TAXYING IN ICING CONDITIONS
Taxi Out
When taxiing out in icing conditions with precipitation on

runways/taxiways, slush/ snow:
• Keep flaps/slats retracted until reaching the holding point on

the takeoff runway to avoid mechanism contamination;
• Conduct Before Takeoff Checklist after FLAP selection;

• Consider GROUND ENGINE ICE SHEDDING PROCEDURE.
If there has been ANY precipitation since the commencement
of the HOT then a Pre-Takeoff inspection (Representative
Inspection) is required.
Taxi In (after landing)
• Do not retract the flaps/slats to avoid damage of the structure.

• Notify ATC that flaps remain extended due contamination.
• After engine shutdown require a visual inspection to determine
that the flap/slat mechanism is free of contamination.
When the mechanism is clean and engineering clearance
received, use the following procedure to retract the flaps/slats
before the aircraft electric network is de-energized:
• Select ON the BLUE and YELLOW ELEC PUMP;

• Retract the FLAPS, and monitor retraction on ECAM page
Page 4 - 43
• Select OFF the BLUE and YELLOW ELEC PUMP and

resume with normal procedure.
NOTE:
• On contaminated runways and taxiways, the radio altitude

indications may fluctuate and auto call outs or GPWS
warnings may be activated. Disregard them
• During taxi on snowy runways, the radio altimeters may not

compute any data and the ECAM warnings ‘DUAL ENG
FAILURE’, ‘ANTI ICE CAPT TAT FAULT’, ANTI ICE F/O TAT
FAULT’, ‘L/ G SHOCK ABSORBER FAULT’ may be
triggered. Disregard these.
Page 4 - 44
Appendix H Ground de-icing/anti-icing training certification

By signing this form, I confirm that I have completed the self-study unit that
includes reviewing the following:
- VJC De-icing/anti-icing Self Familiarization PowerPoint

- Review the applicable sections of the FCOM and QRH
- De-icing/ anti-icing checklist
CAPTAIN:
………………
………………
…………Date:
Training Manager
Page 4 - 45
Appendix I Aircraft de-icing/anti icing training record
DATE: LOCATION: COURSE NUMBER:
Employee Employee Employee Company Station Course Training Signature

name classification ID result hour
1
2
3
4
5
6
7
8
9
10
11
12
INSTRUCTOR
NAME:
SIGNATURE:

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AUTH-1

AUTHORISATION PAGE Iss01/Rev00

SAFETY, QUALITY ASSURANCE DEPARTMENT

AUTHORISATION PAGE Iss01/Rev00

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1.0 OPERATING CERTIFICATE

Manufacturer Type Model Engine WV

Airbus S.A.S. A320 214 CFM56-5B4 Various

Airbus S.A.S. A321 211 CFM56-5B3 Various

Airbus S.A.S. A321 271N PW1133G-GM Various

3.0 MAINTENANCE ORGANISATION

4.0 COMMON LANGUAGE

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1.14 QUALITY ASSURANCE PROGRAM 34

1.1 GENERAL INTRODUCTION

1.5 LIST OF ABBREVIATIONS

1.6 GLOSSARY OF TERMS

• at or below 0°C and

• Type I fluids in accordance with ISO 11075, AMS 1424 /

• Mixtures of Type I fluid and water

• Concentrates or mixtures of Type IV fluid in

TYPE I fluids supplied as concentrates for

NOTE: Anti-icing fluid is normally applied unheated on

(6) Character of precipitation

11075, AMS 1424 / AMS 1424A

• Heated mixtures of Type I fluid and water

• Heated concentrates or mixtures of Type IV fluid

(16) Drizzle Fairly uniform precipitation composed

deicing/anti-icing fluid will prevent the formation of frost or ice and

a. Sleet or grains of ice generally transparent,

b. Small hail generally translucent particles,

shear force. The viscosity of Newtonian fluids depends on

temperature of refuel and time since refueling.

(50) Visible moisture Fog, rain, snow, sleet, high humidity

take-off. Various techniques of ground de/anti-icing aircraft were

• presence of de-icing fluid

• operation in close proximity to other aircraft, equipment and

• operations on snow, slush or wet surfaces

• conditions under which the aircraft was parked (outside,

• The adverse effects that ice, frost or snow on the flight

• “The Clean aircraft Concept”

• The capabilities and limitations of these procedures;