leakage on cargo and passenger door seals.
Sensor orifices and probes along the fuselage require caution during the application of FPD fluid. Direct spraying into these openings and resulting fluid residue can result in faulty instrument readings. Also, when protective covers used during applications are not removed, faulty instrument readings can result.
In the use of heated water alone, care must be taken to assure that water freezing does not reoccur or that water does not collect in pockets, such as control balance bays, control seals, etc. where refreezing might occur. Use of water alone for deicing is generally limited to temperatures above 27 degrees F (-3 degrees C) and where the water is heated (to facilitate deicing and evaporation) to about 140 degrees F, followed by very close inspection to assure that refreezing does not occur.
A number of deicing/anti-icing fluids are available for use on commercial large transport category aircraft and some small aircraft, typically used in FAR 135 operations, if approved for use by the aircraft manufacturer. The FPD's used most often in the past were glycol-based fluids produced by a number of North American, European, and Russian chemical manufacturers. Most common fluids in use today conform to SAE or ISO specifications.
Tables 1 and 3 in Appendix A relate guidance suggested by the SAE based upon SAE and ISO recommendations for application of SAE or ISO Type I and Type II fluids. In any case, the procedures for deicing and anti-icing your aircraft must conform to the procedures developed for your aircraft and contained in your operations manual and other documentation.
Heating of deicing/anti-icing fluids increases their deicing effectiveness; however, in the anti-icing process, unheated fluids are generally more effective. SAE and ISO Type II fluids are more effective (last longer) in providing anti-icing protection than traditional North American fluids and SAE and ISO Type I fluids. (See section entitled "Deicing and Anti-icing Fluids" for more complete description of fluid types) Deicing and anti-icing with fluids may be performed as a one-step or two-step process, depending on predetermined practices, prevailing weather conditions, concentration of FPD used, and available deicing equipment and facilities.
The one-stop procedure is accomplished using a heated FPD mixture. In this process, the residual FPD fluid film provides a very limited anti-icing protection. This protection can be enhanced by the use of cold fluids or by the use of techniques to cool heated fluid during the deicing process. A technique used commonly in the past is to spray on a final coat of deicing fluid using a very fine mist, applied in an arched trajectory so as to cool the fluid before contact. With most fluids this produces a thicker fluid film which will have slightly enhanced anti-icing effectiveness. Using this procedure caution must be exercised to assure that the deicing fluid has not begun to crystallize before application of the final overspray.
The two-step procedure involves separate deicing and anti-icing steps. Deicing is accomplished with hot water or a hot mixture of FPD and water. The ambient weather conditions and the type of accumulation to be removed from the aircraft must be considered when determining which deicing fluid to use (see Tables 1 and 3 for guidance, Appendix A).
Only fluids approved for use on your aircraft should be used.
The second (anti-icing) step involves applying SAE or ISO Type II (if approved for use) or a richer mixture (but never the full, undiluted concentrate) of the deicing fluid, preferably unheated, to the critical surfaces of the aircraft.
CAUTION: Exercise caution when using the two-step technique to ensure that freezing has not occurred within the fluid previously applied.
When heated water alone is used in the deicing process, the second step must be performed before refreezing occurs -- generally within 3 minutes after the beginning of the first (deicing) step. If necessary, the process is conducted area-by-area.
CAUTION: SAE and ISO Type II fluids are designed for use on aircraft with rotation speeds (V sub R) in excess of 85 knots and therefore may not be usable on many small aircraft operating under FAR 135 and other rules. As with any deicing or antiicing fluid, AEA, SAE, or ISO Type II fluid should not be used unless the aircraft manufacturer has approved its use.
Under no circumstances should AEA, SAE or ISO Type II fluids, in the concentrated (neat) form, be applied to the following areas of an aircraft:
* Pitot heads and angle-of-attack sensors;
* Control surface cavities;
* Cockpit windows and nose of fuselage;
* Lower portion of fuselage underneath nose (on radome of some aircraft);
* Static ports;
* Air inlets; and * Engines.
Some of these areas can be deiced and anti-iced using a diluted traditional North American or SAE Type I fluid however care should always be exercised to assure that neither FPD fluid nor water enter pitot or static ports. Aircraft and engine manufacturer recommended procedures should be strictly followed when deicing/anti-icing these areas. Some aircraft manufacturers require that protective covers be used during the deicing process.
CAUTION: Protective covers not removed following deicing have caused accidents in the past. Post deicing and pretakeoff inspections and checks must include checks to ensure that covers
have been property removed and stowed.
The freezing point of residual fluids on aircraft surfaces resulting from FPD fluids mixing with precipitation or melted ice should be at least the values presented in tables 1, 2, and 3, Appendix A. FPD freezing points can be determined by using a refractometer or similar devices and methods.
Deicing the Engine Area Minimal amounts of FPD fluid should be used to deice the engine area and APU. FPD fluids ingested in the APU (if installed) can cause smoke and vapors to enter the cabin. Engine air intake areas should be inspected for the presence of ice immediately after shutdown. Any accumulation should be removed while the engine is cooling and before installation of plugs and covers.
Any accumulation of water must be removed to prevent the compressor from freezing. A light coating of deicing fluid applied to the plug may prevent the plugs from freezing to the nacelle.
Fluid residue on engine fan or compressor blades can reduce engine performance or cause stall or surge. In addition, this could increase the possibility of, or the quantity of, glycol vapors entering the aircraft through the engine bleed air system.
Most turbojet and turboprop engine manufacturers recommend, and some AFM's require, that thrust levers be periodically advanced to an N1 rpm of 70 percent to 80 percent during ground operations. This practice is intended to prevent ice buildup that can result in reduced thrust, dynamic imbalance of the fan or compressor, or excessive induction of shed ice. The pilot must be aware of these operating procedures and should comply with procedures established for the aircraft.
NOTE: On turboprop aircraft approved for use of and using SAE Type II fluids specific procedures must be followed to prevent blowoff of FPD fluid during high engine operating speeds prior to takeoff. In most operations this can be done by operation with the propellers disking (flat pitch) for engine runups and by performing taxi operations with minimum thrust and acceleration.
Use of reverse thrust is also discouraged since this may cause contamination of the FPD fluid.
HEALTH EFFECTS Pilots must be aware of the potential heath effects of deicing and anti-icing fluids in order to ensure that proper precautions are taken during the deicing and anti-icing process and to better ensure the well-being of passengers and flightcrew. Passengers and crew should be shielded from all FPD fluid vapors by turning off all cabin air intakes during the deicing and anti-icing process. Exposure to vapors or aerosols of any FPD fluid may cause transitory irritation of the eyes. Exposure to ethylene glycol vapor in a poorly ventilated area may cause nose and throat irritations, headaches, nausea, vomiting, and dizziness.
All glycols cause some irritation upon contact with the eyes or the skin. Although the irritation is described as "negligible," chemical manufacturers recommend avoiding skin contact with FPD and wearing protective clothing when performing normal deicing operations.
Ethylene and diethylene glycol are moderately toxic for humans.
Swallowing small amounts of ethylene or ethylene glycol may cause abdominal discomfort and pain, dizziness, and effects on the central nervous system and kidneys. Because the glycol contained in FPD fluids is considerably diluted with water and other additives, it is highly unlikely that deicing personnel would ingest anything close to a lethal amount (3 to 4 ounces of pure glycol). Detailed information on health effects and proper safety precautions for any commercial FPD fluid is contained in the material safety data sheet for that fluid which is available from the fluid manufacturer and should be on file with the operator providing the deicing or anti-icing service.
APPENDIX A
APPLICATION GUIDELINES
INTRODUCTION This appendix contains guidelines which have been adopted as an American National Standard in the SAE publication, Aerospace Recommended Practice ARP4737. These guidelines are not mandatory for use and are presented herein as one acceptable method of complying with Federal Aviation Regulations. Other methods may also be acceptable.
The holdover time guidelines described herein, Tables 2 and 4, are extracted from SAE Aerospace Recommended Practice (ARP) 4737 along with application procedures which are summarized by Tables 1 and 3. The ARP reflects the procedures being used by major North American air carriers for deicing and anti-icing of large transport airplanes.
PRECAUTIONS * ARP4737 may change periodically * Existing procedures based upon large airplanes * Deicing and anti-icing fluids developed for large airplanes may not be applicable for use on some small airplanes * Holdover times shown in the holdover time tables are the result of an assessment of operational experience and laboratory testing.
* Weather conditions subject to interpretation * Typical misinterpretations of holdover time guidance include:
- The assumption that the ranges indicate minimum and maximum holdover times.
- The assumption that a 5 minute period is always valid.
Estimating Holdover Time If the holdover time tables are approved for use in conjunction with your operations extreme caution must be exercised to assure that neither misinterpretation nor improper use occurs. This section of this AC is intended to provide the rationale for these safeguards and to provide methodology that may be used. This is considered generic guidance only. Specific methods and procedures appearing in your operations specifications, AFM's, etc. should be used unless there is conflict with the guidance contained herein.
Proper interpretations of holdover time tables The range of values given in tables 2 and 4, of this Appendix, represent two maximums. For example, Table 4 gives "0:15-0:30" (meaning 15-30 minutes) for snow in the OAT range 19 degrees F to 32 degrees F for a 75/25 mixture of SAE Type II fluid. Proper interpretation of this particular time range is that under various weather conditions and the conditions stated in this table the estimated holdover time range may be between 15 minutes and 30 minutes. Generally for snow, the lower range has been found to be a useful approximation for moderate, steadily falling snow (zero to light winds) while the upper range is a useful approximation for light steadily falling snow. Therefore, as a general rule, the maximum time within the holdover time range applies in light precipitation conditions, and the minimum time applies to moderate precipitation conditions. It should be noted the SAE and ISO holdover timetables specifically state that holdover time protection will be shortened in heavy weather conditions. The effectiveness of deicing/anti-icing fluids is based on a number of variables (e.g., temperature, moisture content of the precipitation, wind, and aircraft skin temperature). The holdover timetables are to be used for departure planning and in conjunction with pretakeoff check procedures.
Proper training and specific knowledge on the part of ground and flight crews is considered essential to preclude improper and indiscriminate use of holdover time tables. Tables 2 and 4 should only be used in conjunction with the SAE deicing procedures document (ARP4737).
---------------------------------------------------------------- TABLE 1 - Guideline for Application of SAE Type I Fluid Mixture (Minimum Concentration) as a Function of OAT _________________________________________________________________ OAT ¦ 1 Step ¦ 2 Step Procedure ¦ Procedure ¦ ¦ Deicing/ ¦ ___________________¦ Anti-icing ¦________________________________ Degrees C¦Degrees F¦ ¦ 1st Step ¦ 2nd Step
¦ ¦ ¦ Deicing ¦ Anti-Icing * _________¦_________¦____________¦_______________¦________________ ¦ ¦ ¦Water heated to¦ ¦ ¦ ¦60 degrees C ¦ -3 ¦ 27 and ¦ FP of ¦(140 degrees F)¦ FP of fluid and ¦ above ¦ heated ** ¦minimum at the ¦ mixture shall above ¦ ¦ fluid ¦ nozzle, or a ¦ be at least ¦ ¦ mixture ¦ heated mix of ¦ 10 degrees C ¦ ¦ should be ¦ fluid and ¦ (18 degrees F) ¦ ¦ at least ¦ water ¦ below actual ¦ ¦10 degrees C¦ ¦ OAT ¦ ¦(18 degrees ¦ ¦ _________¦_________¦F) below OAT¦_______________¦________________ below ¦ below ¦ ¦ FP of heated ¦ -3 ¦ 27 ¦ ¦ fluid mixture ¦ ¦ ¦ ¦ shall not be ¦ ¦ ¦ ¦ more that ¦ ¦ ¦ ¦ 3 degrees C ¦ ¦ ¦ ¦ (5 degrees F) ¦ ¦ ¦ ¦ above actual ¦ ¦ ¦ ¦ OAT ¦ _________¦_________¦____________¦_______________¦________________ o C Degrees Celsius o F Degrees Fahrenheit OAT Outside Air Temperature FP Freezing Point Heated Fluid - Fluid temperature not less than 60 degrees C (140 degrees F) at the nozzle is desirable.
* To be applied before 1st Step fluid freezes, typically within 3 minutes ** Clean aircraft may be anti-iced with cold fluid CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HIGH WIND VELOCITY AND JET BLAST MAY CAUSE A DEGRADATION OF THE PROTECTIVE FILM. IF THESE CONDITIONS OCCUR THE TIME OF PROTECTION MAY BE SHORTENED CONSIDERABLY. THIS IS
ALSO THE CASE WHEN THE FUEL TEMPERATURE IS SIGNIFICANTLY LOWER THAN OAT.
CAUTION: AIRCRAFT SKIN TEMPERATURE AND OAT MAY DIFFER.
---------------------------------------------------------------- ---------------------------------------------------------------- TABLE 2 - Guideline for Holdover Times Anticipated for SAE Type I Fluid Mixture as a Function of Weather Conditions and OAT
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH
THE USER AND SHOULD ONLY BE USED IN CONJUNCTION WITH THE SAE METHODS DOCUMENT (SEE CAUTIONS).
FP of SAE Type I Fluid Mixture Must be at least 10 degrees C (18
degrees F) below OAT _________________________________________________________________ OAT ¦ Appropriate Holdover Times Under Various Weather ¦ Conditions (hours:minutes) ______________¦__________________________________________________ ¦ ¦ FROST ¦FREEZING ¦ SNOW ¦FREEZING ¦RAIN ON o ¦ o ¦ ¦ FOG ¦ ¦ RAIN ¦ COLD C ¦ F ¦ ¦ ¦ ¦ ¦ SOAKED ¦ ¦ ¦ ¦ ¦ ¦ WING ______¦_______¦_________¦_________¦_________¦_________¦__________ 0 and¦ 32 and¦0:18-0:45¦0:12-0:30¦0:06-0:15¦0:02-0:05¦0:06-0:15 above¦ above ¦ ¦ ¦ ¦ ¦ ______¦_______¦_________¦_________¦_________¦_________¦_________ below¦ below ¦ ¦ ¦ ¦ ¦ 0 ¦ 32 ¦ ¦ ¦ ¦ ¦ to ¦ to ¦0:18-0:45¦0:06-0:15¦0:06-0:15¦0:01-0:03¦ -7 ¦ 19 ¦ ¦ ¦ ¦ ¦ ______¦_______¦_________¦_________¦_________¦_________¦ below¦ below ¦0:12-0:30¦0:06-0:15¦0:06-0:15¦ -7 ¦ 19 ¦ ¦ ¦ ¦ ______¦_______¦_________¦_________¦_________¦ _________________________________________________________________ o C = Degrees Celsius o F = Degrees Fahrenheit OAT = Outside Air Temperature FP = Freezing Point CAUTION: CLEAR ICE MAY REQUIRE TOUCH FOR CONFIRMATION.
CAUTION: THIS TABLE IS FOR USE IN DEPARTURE PLANNING ONLY AND IT SHOULD BE USED IN CONJUNCTION WITH PRETAKEOFF CHECK PROCEDURES.
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HIGH WIND VELOCITY AND JET BLAST MAY CAUSE A DEGRADATION OF THE PROTECTIVE FILM. IF THESE CONDITIONS OCCUR, THE TIME OF PROTECTION MAY BE SHORTENED CONSIDERABLY. THIS IS
ALSO THE CASE WHEN THE FUEL TEMPERATURE IS SIGNIFICANTLY LOWER THAN OAT.
---------------------------------------------------------------- ---------------------------------------------------------------- TABLE 3 - Guideline for Application of SAE Type II Fluid Mixtures (Minimum Concentrations) as a Function of OAT _________________________________________________________________ ¦ Concentration, Heated - Fluid/Water Ratio OAT ¦ (Vol %/Vol %) ¦____________________________________________________ ¦1 Step Procedure¦ 2 Step Procedure ¦Deicing/ ¦ ____________¦Anti-icing ¦___________________________________ o ¦ o ¦ ¦ 1st Step Deicing ¦ 2nd Step C ¦ F ¦ ¦ ¦Anti-icing _____¦______¦________________¦_______________________¦___________
¦ ¦ ¦ Water heated to ¦ ¦ ¦ ¦ 60 degrees C ¦ -3 ¦ 27 ¦ 50/50 ¦ (140 degrees F) ¦ and ¦ and ¦ Heated Type II ¦ minimum at the nozzle ¦ 50/50 above¦above ¦ ¦ or a heated mix of ¦ Type II ¦ ¦ ¦Type I or II with water¦ _____¦______¦ ¦_______________________¦ below¦below ¦ ¦ 50/50 Heated to ¦ -3 ¦ 27 ¦ ¦suitable mix or Type I ¦ to ¦ to ¦ ¦ with FP not more than ¦ -7 ¦ 19 ¦ ¦3 degrees C (5 degrees ¦ ¦ ¦ ¦ F) above actual OAT ¦ _____¦______¦________________¦ ¦___________ below¦below ¦ 75/25 ¦ ¦ 75/25 -7 ¦ 19 ¦ Heated Type II ¦ ¦ Type II to ¦ to ¦ ¦ ¦ -14 ¦ 7 ¦ ¦ ¦ _____¦______¦________________¦ ¦___________ below¦below ¦ ¦ ¦ -14 ¦ 7 ¦ ¦ ¦ to ¦ to ¦ ¦ ¦ -17 ¦ 1 ¦ ¦ ¦ 100/0 _____¦______¦ ¦_______________________¦ Type II below¦below ¦ ¦ 75/25 Heated to ¦ -17 ¦ 1 ¦ ¦suitable mix or Type I ¦ ¦ ¦ ¦ with FP not more than ¦ ¦ ¦ ¦3 degrees C (5 degrees ¦ to ¦ to ¦ ¦ F) above actual OAT ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ -25 ¦ -13 ¦ ¦ ¦ _____¦______¦________________¦_______________________¦___________ below¦below ¦Use of SAE Type II for Anti-icing below -25 degrees -25 ¦ -13 ¦C (-13 degrees F) shall maintain 7 degrees C (-13 ¦degrees F) buffer, and the fluid shall conform to ¦the lowest operational use temperature/aerodynamic ¦acceptance limitation. Consider use of SAE Type I ¦where SAE Type II cannot be used (see Table I).
_________________________________________________________________ o C = Degrees Celsius o F = Degrees Fahrenheit OAT = Outside Air Temperature FP = Freezing Point Table 3 notes and cautions continued on next page Heated Fluid - Fluid temperature not less than 60 degrees C (140 degrees F) at the nozzle is desirable. To be applied before 1st Step fluid freezes, typically within 3 minutes (see para.
6.3.3.2) NOTE: FOR OVERNIGHT PROTECTION SEE 2 STEP PROCEDURE, 2ND STEP ANTI-ICING (SEE PARA. 6.2.2.1)
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HIGH WIND VELOCITY AND JET BLAST MAY CAUSE A DEGRADATION OF THE PROTECTIVE FILM. IF THESE CONDITIONS OCCUR THE TIME OF PROTECTION MAY BE SHORTENED CONSIDERABLY. THIS IS
ALSO THE CASE WHEN THE FUEL TEMPERATURE IS SIGNIFICANTLY LOWER THAN OAT.
CAUTION: AIRCRAFT SKIN TEMPERATURE AND OAT MAY DIFFER.
---------------------------------------------------------------- ---------------------------------------------------------------- TABLE 4 - Guideline for Holdover Times Anticipated for SAE Type II Fluid Mixtures as a Function of Weather Conditions and OAT
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH
THE USER AND SHOULD ONLY BE USED IN CONJUNCTION WITH SAE METHODS DOCUMENT. (SEE CAUTIONS) _________________________________________________________________ OAT ¦SAE Type II Fluid¦ Approximate Holdover Times ¦ Concentration ¦ under Various Weather ¦ Neat-Fluid/Water¦ Conditions (hours:minutes) ______________¦ (Vol %/Vol % ¦________________________________ o ¦ o ¦ ¦ FROST* ¦ FREEZING ¦ SNOW C ¦ F ¦ ¦ ¦ FOG ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ______¦_______¦_________________¦________¦___________¦___________ ¦ ¦ 100/0 ¦ 12:00 ¦ 1:15-3:00 ¦ 0:25-1:00 ¦ ¦ ¦ ¦ ¦ 0 ¦ 32 ¦ ¦ ¦ ¦ and ¦ and ¦ ¦ ¦ ¦ above¦ above ¦_________________¦________¦___________¦___________ ¦ ¦ 75/25 ¦ 6:00 ¦ 0:50-2:00 ¦0:20-0:45 ¦ ¦_________________¦________¦___________¦___________ ¦ ¦ 50/50 ¦ 4:00 ¦ 0:35-1:30 ¦ 0:15-0:30 ______¦_______¦_________________¦________¦___________¦___________ below¦ below ¦ 100/0 ¦ 8:00 ¦ 0:35-1:30 ¦ 0:20-0:45 ¦ ¦ ¦ ¦ ¦ 0 ¦ 32 ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ to ¦ to ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ -7 ¦ 19 ¦_________________¦________¦___________¦___________ ¦ ¦ 75/25 ¦ 5:00 ¦ 0:25-1:00 ¦ 0:15-0:30 ¦ ¦_________________¦________¦___________¦___________ ¦ ¦ 50/50 ¦ 3:00 ¦ 0:20-0:45 ¦ 0:05-0:15 ______¦_______¦_________________¦________¦___________¦___________ below¦ below ¦ 100/0 ¦ 8:00 ¦ 0:35-1:30 ¦ 0:20-0:45 -7 ¦ 19 ¦ ¦ ¦ ¦ to ¦ to ¦ ¦ ¦ ¦ -14 ¦ 7 ¦_________________¦________¦___________¦__________ ¦ ¦ 75/25 ¦ 5:00 ¦ 0:25-1:00 ¦ 0:15-0:30 ______¦_______¦_________________¦________¦___________¦___________ below¦ below ¦ ¦ ¦ ¦ -14 ¦ 7 ¦ ¦ ¦ ¦ to ¦ to ¦ 100/0 ¦ 8:00 ¦ 0:35-1:30 ¦ 0:20-0:45
-25 ¦ -13 ¦ ¦ ¦ ¦ ______¦_______¦_________________¦________¦___________¦___________ below¦ below ¦ 100/0 ¦Use of SAE Type II for Anti- -25 ¦ -13 ¦ ¦icing below -25 degrees C (-13 ¦ ¦ ¦degrees F) must maintain 7 ¦ ¦ ¦degrees C (-13 degrees F) ¦ ¦ ¦buffer, and the fluid shall ¦ ¦ ¦conform to the lowest ¦ ¦ ¦operational use temperature/ ¦ ¦ ¦aerodynamic acceptance ¦ ¦ ¦limitation. Consider use of SAE ¦ ¦ ¦Type I where SAE Type II cannot ¦ ¦ ¦be used.
______¦_______¦_________________¦________________________________ _________________________________________________________________ OAT ¦SAE Type II Fluid¦ Approximate Holdover Times ¦ Concentration ¦ under Various Weather ¦ Neat-Fluid/Water¦ Conditions (hours:minutes) ______________¦ (Vol %/Vol % ¦________________________________ o ¦ o ¦ ¦ FREEZING RAIN ¦ RAIN ON COLD C ¦ F ¦ ¦ ¦ SOAKED WING ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ______¦_______¦_________________¦_______________¦________________ ¦ ¦ 100/0 ¦ 0:08-0:20 ¦ 0:24-1:00 ¦ ¦ ¦ ¦ 0 ¦ 32 ¦ ¦ ¦ and ¦ and ¦ ¦ ¦ above¦ above ¦_________________¦_______________¦________________ ¦ ¦ 75/25 ¦ 0:04-0:10 ¦ 0:18-0:45 ¦ ¦_________________¦_______________¦________________ ¦ ¦ 50/50 ¦ 0:02-0:05 ¦ 0:12-0:30 ______¦_______¦_________________¦________________________________ below¦ below ¦ 100/0 ¦ 0:08-0:20 ¦ ¦ ¦ ¦ ¦ 0 ¦ 32 ¦ ¦ ¦ ¦ ¦ ¦ ¦ to ¦ to ¦ ¦ ¦ ¦ ¦ ¦ ¦ -7 ¦ 19 ¦_________________¦_______________¦ ¦ ¦ 75/25 ¦ 0:04-0:10 ¦ ¦ ¦_________________¦_______________¦ ¦ ¦ 50/50 ¦ 0:01-0:03 ¦ ______¦_______¦_________________¦_______________¦ below¦ below ¦ 100/0 ¦ -7 ¦ 19 ¦ ¦ to ¦ to ¦ ¦ -14 ¦ 7 ¦_________________¦ ¦ ¦ 75/25 ¦ ______¦_______¦_________________¦ below¦ below ¦ ¦ -14 ¦ 7 ¦ ¦ to ¦ to ¦ 100/0 ¦ -25 ¦ -13 ¦ ¦ ______¦_______¦_________________¦________________________________ below¦ below ¦ 100/0 ¦Use of SAE Type II for Anti- -25 ¦ -13 ¦ ¦icing below -25 degrees C (-13
¦ ¦ ¦degrees F) must maintain 7 ¦ ¦ ¦degrees C (-13 degrees F) ¦ ¦ ¦buffer, and the fluid shall ¦ ¦ ¦conform to the lowest ¦ ¦ ¦operational use temperature/ ¦ ¦ ¦aerodynamic acceptance ¦ ¦ ¦limitation. Consider use of SAE ¦ ¦ ¦Type I where SAE Type II cannot ¦ ¦ ¦be used.
______¦_______¦_________________¦________________________________ o C Celsius o F Degrees Fahrenheit OAT Outside Air Temperature VOL Volume * for maintenance purposes CAUTION: CLEAR ICE MAY REQUIRE TOUCH FOR CONFIRMATION.
CAUTION: THIS TABLE IS FOR USE IN DEPARTURE PLANNING ONLY
AND IT SHOULD BE USED IN CONJUNCTION WITH PRETAKEOFF CHECK PROCEDURES.
Table 4 cautions continued on next page.
CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HIGH WIND VELOCITY AND JET BLAST MAY CAUSE A DEGRADATION OF THE PROTECTIVE FILM. IF THESE CONDITIONS OCCUR THE TIME OF PROTECTION MAY BE SHORTENED CONSIDERABLY. THIS IS
ALSO THE CASE WHEN THE FUEL TEMPERATURE IS SIGNIFICANTLY LOWER THAN OAT.
----------------------------------------------------------------