.  
Horizontal stabilizer upper surface,

.  
Vertical stabilizer and rudder,

.  
Fuselage depending upon amount and type of precipitation.

12.3.7 Type I fluids have limited effectiveness when used for anti-icing purposes. Little benefit is gained from the minimal holdover time generated.
Issue II 02.07.2009  Rev. 0

DE/ANTI-ICING LOCATIONS

Depending on the procedures in use at a particular airfield, the crew could opt for on gate de-icing or remote location de/anti-icing.

13.1  Gate De-icing
13.1.1 Gate de-icing is carried out on specified gates and the de-icing personnel have to be informed well in advance so that the procedure is finished at least 90 minutes before departure for wide bodied aircraft.
13.1.2 It should be ensured that no other servicing or vehicle is obstructing the de-icing operations.
13.1.3 The aircraft is configured for de-icing.
13.1.4 Generally gate de-icing is  performed to remove frost on the aircraft provided the temperature is above -18 deg C.
13.1.5 Gate de-icing is carried out for aircraft that have stayed over night at the airfield.
13.1.6 The service provider is to be given the authority to de-ice/anti-ice the aircraft.
Only type I fluid will be used for on gate de-icing.
13.1.7 In case of falling precipitation, de-icing will have to be carried out at the remote location.
The aircraft has to be configured for receiving the treatment.
13.1.8 All recommendations of the manufacturer as given in the AFM/AMM have to be complied with.

13.2  Remote de/anti-icing
o  Remote de/anti-icing is carried out on specified bays or on a de-icing facility.

o  The crew must be fully conversant with the local de/anti-icing procedure.

o  The aircraft is taxied to the facility.

o  The aircraft is configured for either the engines on or engines off de/anti-icing.

o  The PIC establishes proper communication with the facility.

o  The passengers are briefed about the operation.

o  After the procedure is completed the anti-icing code is correctly noted.

o  The crew monitors the correct HOT and ensures that the aircraft remains clean at take off.

Issue II 02.07.2009  Rev. 0

LIMITS AND PRECAUTIONS
14.1 General Limits
14.1.1 Application limits: Under no circumstances can an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film.
14.1.2 In continuing precipitation, the original anti-icing coating will be diluted at the end of the holdover time and re-freezing could begin. Also a double anti-ice coating should not be applied because the flow-off characteristics during takeoff may be compromised. Some Type IV fluids may, over a period of time under certain low humidity conditions, thicken and affect the aerodynamic performance of the fluid during subsequent takeoff. If gel residues of Type IV fluids are found at departure, the surface must be cleaned and re-protected as necessary.
　
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