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14.1.18  A functional flight control check using an external observer may be required after deicing / anti-icing. This is particularly important in the case of an aircraft that has been subjected to an extreme ice or snow covering.
14.1.19  The procedures developed by Servisair Globe Ground as applicable to the specific aircraft type are to be followed. Specific aircraft precautions with respect to B777 are placed at Appendix – ‘E’

14.2 Fluid related limits
14.2.1  Temperature limits -when performing two-step de-icing/anti-icing, the freezing point of the fluid used for the first step shall not be more than 3° C above ambient temperature.
14.2.2  Type I fluids -the freezing point of the type I fluid mixture used for either one step de-icing /anti-icing or as a second step in the two-step in the two-step operation shall be at least 10° C below the ambient temperature.
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CHAPTER 14  LIMITS AND PRECAUTIONS  PAGE 14-3 

14.2.3  Type II /type III/type IV fluids – type II /III//IV fluids used as de-icing/anti-icing agents may have a lower temperature limit of -25° C. the application limit may be lower , provided a 7° C 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 defined by the aerodynamic acceptance test.

14.3 Aircraft related limits
14.3.1  The application of de-icing /anti-icing fluid shall be in accordance with the requirements of the airframe/engine manufacturers.
14.3.2  During de-icing/anti-icing, the movable surfaces shall be in a position as specified by the aircraft manufacturer.
14.3.3  Engines are generally shut down but may remain running at idle during de-icing/anti-icing operations.
14.3.4  Air-conditioning and/or APU bleed shall be selected OFF, or as recommended by the airframe and engine manufacturer.

14.4 Operational limits
14.4.1 De-icing/anti-icing services MUST NOT be performed if even one of the following conditions exists:
.  
Anti icing fluids will fail before the aircraft can take off, as a result of extreme weather and taxi times to the runway;

.  
Precipitation intensity is such that even when utilizing sectional de/anti-icing techniques, the aircraft surfaces become re-contaminated before the type IV fluid can be applied;

.  
Weather conditions are present that are outside the operational performance specifications described on the appropriate anti-icing fluid Holdover chart;

.  
Wind speed exceeds the safe operating limits of the de-icing equipment;

.  
Lightning detection equipment advises imminent strike(80% chance within 3 km radius)

Issue II 02.07.2009  Rev. 0

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