Westwind IA-1124 Aircraft Configuration for De-icing/Anti

Westwind IA-1124 Aircraft Configuration for De-icing/Anti-icing with Engines Shut Down
1. Before Type I De-icing/Anti-icing Begins:
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.
n.
o.
p.
q.
r.
s.
t.
u.
v.
w.
Thrust Reversers – STOWED and OFF
Thrust Levers – IDLE
Parking Brake – SET
Standby Gyro – CAGED
Entertainment System – OFF
Emergency Lights – ON (for cabin illumination)
All External Lights (Except Anti-Collision) – OFF
Voltmeter – BAT
Engine Anti Ice – OFF
Windshield Heat – OFF
Pitot-static heat – OFF
Ignition – OFF
Windshield Wipers – PARK / OFF
Avionics Master Switches – 1 and 2 OFF
AC Control Switches – 1 and 2 ALT
AOA Probe Heat – OFF
Air Conditioner – OFF
Cabin Air Selector – RAM
Baggage Heat – OFF
Thrust Levers – CUT OFF
Boost Pumps – OFF
Fuel Controllers – MAN
Battery Master Switch – OFF or ON
(Use ON for radio communications on COMM 1)
2. Ground personnel should be informed that the aircraft is ready for de-icing by radio,
through pre-arranged hand signals, or verbally through the pilot’s DV window.
3. The critical surfaces which must be de-iced are shown in Figure 1, Essential Areas to be
De-Iced.
a. The areas which ground personnel should avoid spraying directly are shown in
Figure 2, De-Ice Fluid Minimum Spray Areas.
b. De-icing should begin at the Left Nose and proceed counterclockwise around the
aircraft, as shown in Figure 303, De-icing Application.
4. Before Type II/IV Anti-icing Begins, one crewmember (typically the PIC) must visually
check that all critical surfaces are free of frozen contaminants:
a. The other crewmember (typically the SIC) should hold the yoke aft to position the
elevators full-up.
b. Open the cabin door.
NOTE: Have a towel available to catch any de-ice fluid that may drip into the cabin.
c.
Stand upright in the open doorway.
d. Visually check that the following surfaces are free of frozen contaminants:
i.
ii.
iii.
iv.
v.
Nose
Left Wing and Tip Tank
Engines and Empennage
Right Wing and Tip Tank
Fuselage Upper Surface
e. Return to the cabin.
f. Close the cabin door.
i. Instruct the SIC to turn the Battery Master Switch ON
ii. Verify that the “CABIN DOOR” light is extinguished
iii. Instruct the SIC to turn the Battery Master Switch OFF (as required).
g. Return to the cockpit.
5. If anti-icing is necessary, the critical surfaces which must be anti-iced are shown in Figure
4, Areas to Apply Anti-Ice Fluid.
a. The areas which ground personnel must not spray directly are shown in Figure 5,
Anti-Ice Fluid Application Prohibited Areas.
b. Anti-icing should begin at the Left Wing Root and proceed counterclockwise
around the aircraft, as shown in Figure 6, Anti-icing Application.
6. When de-icing/anti-icing is complete, obtain and make note of the following information
from ground personnel:
a.
b.
c.
d.
Time at which the final step began
Fluid type
Mix ratio
Quantity of each fluid type used
7. Verify with ground personnel that all equipment is clear of the aircraft and that it is safe to
start engines.
8. Complete the following normal procedures checklists:
a. Before Starting Engines (Through-Flight Items)
b. Engine Start
c. Before Taxi
i. Before moving the Cabin Air Selector from the RAM position, the engines
should be run at 65% N2 for approximately 30 seconds in order to clear
any fluid from the engines and prevent it from entering the bleed air
system.
9. Passengers should be advised that
a. The de-icing process may cause a thin smoke-like vapor and a sweet-smelling
odor to enter the cabin when the air conditioning system is turned on,
b. This is normal, and
c. The vapor/odor should dissipate after several seconds.
10. For taxi in ground icing conditions, engine anti-ice and ignition should be selected ON,
a. For takeoff in ground icing conditions, engine anti-ice must be selected ON. Use
the appropriate “Anti-Ice ON” performance data to determine the required runway
length, takeoff N1 value, and V-speeds.
11. For takeoff in ground icing conditions, a pre-takeoff contamination check must be
performed within 5 minutes before beginning the takeoff roll, as follows:
a. Set the parking brake.
b. One crewmember (typically the PIC) will enter the cabin
i. Bring a flashlight for night operations.
c.
Inspect the left wing root (the first critical surface to be de-iced/anti-iced):
i. Look for indicators of good Type II or IV fluid:
1.
2.
3.
4.
Glossy
Smooth
Wet
Placards or surface details such as rivets can easily be seen
ii. Look for indicators of failed Type II or IV fluid:
1.
2.
3.
4.
Dull reflections
A grayish appearance
Small round ice mounds beginning to appear on the surface
Placards or surface details such as rivets are no longer visible.
iii. Look for frozen contaminants such as snow, ice pellets, or frost adhering
to the wing.
d. Return to the cockpit. If the aircraft is clean and free of frozen contaminants,
takeoff within 5 minutes.
12. If there is any doubt that the aircraft is clean and free of frozen contaminants – DO NOT
DEPART! Return and de-ice again.
Figure 1 – Essential Areas to be Deiced
NOTE: SHADED AREAS INDICATE ESSENTIAL AREAS TO BE DEICED
PAY SPECIAL ATTENTION TO THE GAPS BETWEEN
THE FLIGHT CONTROLS. ALL SNOW, ICE, AND
SLUSH MUST BE REMOVED FROM THESE GAPS.
REMOVE
SNOW, ICE,
AND SLUSH
FROM ANGLE
OF ATTACK
PROBE BY
HAND ONLY.
ENGINE INLTES
CLEARED FROM
ALL SNOW, ICE,
AND SLUSH BY
HAND ONLY.
LANDING GEAR DOORS AND
WHEEL WELLS MUST BE FREE OF
SNOW, ICE, AND SLUSH
Figure 2 –Deice Fluid Minimum Spray Areas
RAM AIR INLETS
ENGINE INLETS
ANGLE OF ATTACK
PROBE
WINDSHIELDS
ENGINE EXHAUST
STARTER/GENERATOR
INLETS
AC INVERTER
EXHAUST
STATIC PORTS
CABIN
WINDOWS
PITOT TUBES
BRAKES
Figure 3 – Deicing Application
NOTE: BY STARTING DEICE APPLICATION AT LEFT NOSE, THE PILOT CAN GET A
CONSERVATIVE ESTIMATE OF ICE REFORMATION FROM INSIDE THE COCKPIT.
SINCE THIS WAS THE FIRST AREA DEICED, IT WILL BE THE FIRST AREA TO
EXPERIENCE NEW ICE REFORMATION.
NOTE: THE NOSE SKIN AND UPPER WING SURFACE SHOULD BE ILLUMINATED WHEN
APPLYING ANTI-ICE/DEICING FLUID IN POOR VISIBILITY.
FINISH
START
Figure 4 – Areas to Apply Anti-Ice Fluid
NOTE: THE SHADED AREAS INDICATE AREAS WHERE ANTI-ICE FLUID IS APPLIED.
UPPER FUSELAGE IS ANTI-ICED TO PRECLUDE ICE FORMATION WHICH COULD
BE INGESTED INTO ENGINE INLETS
Figure 5 – Anti-Ice Fluid Application Prohibited Areas
RAM AIR INLETS
ENGINE INLETS
ANGLE OF ATTACK
PROBE
WINDSHIELDS
ENGINE EXHAUST
AC INVERTER
EXHAUST
STARTER/GENERATOR
INLETS
PITOT TUBES
STATIC PORTS
LOWER RADOME
CABIN
WINDOWS
BRAKES
Figure 6 – Anti-Icing Application
NOTE: ANTI-ICE FLUID SHOULD BE APPLIED AT LOW PRESSURE TO FORM A THIN FILM
ON SURFACES. FLUID SHOULD JUST COVER AIRPLANE WITHOUT RUNOFF.
FINISH
START
APPENDIX B (3):
MAINTENANCE MANUAL EXCERPT
INDEX
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MAINTENANCE
MANUAL
ISRAEL AIRCRAFT INDUSTRIES LTO
ICE AND RAIN PROTECTION
1.
- DESCRIPTION
/ OPERATION
General
A.
2.
SERVICING
Servicing consists primarily of maintaining the ice and rain protection system in an
operational condition. This includes cleaning and polishing the wing and empennage
deicer boots and engine inlet anti-ice ducts. It also includes periodically opening the pitot
and static system moisture drains, maintaining the windshield wipers and windshield
desiccant system and cleaning windshields and windows. For maintenance information,
refer to Chapter 30, Ice and Rain Protection.
Approved
A.
Cleaners
and Treatment
(Wing and Empennage
Only the following products are approved
empennage deicer boots:
(1)
Age Master (B.F. Goodrich)
(2)
Icex (B.F. Goodrich)
EFFECTIVITY:
Deicer Boots)
for cleaning and treating the wing and
ALL
12-10-08
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COLD WEATHER
1.
- MAINTENANCE
PRACTICES
General
A.
2.
SERVICING
MAINTENANCE
MANUAL
Operating the aircraft in cold weather can present difficulties due to the effects of low
temperatures, such as ice and frost buildup on wings and control surfaces.
Parking / Storing
A.
When the probability of ice, snow, or heavy frost is forecast, the use of a hangar is
recommended.
In most cases, the use of a hangar is more economical and more
environmentally friendly than the use of a deicing service.
B.
When moving an aircraft from a warm hangar to outdoors in freezing rain or snow
conditions, be alert for ice formation on wing and control surfaces. When falling snow
melts on the warm aircraft skin, it may refreeze causing the necessity to deice the aircraft.
C.
Apply engine covers during precipitation
D.
In extreme
aoc.
when OAT is near
cold with or without frost or precipitation,
the following
(1)
Remove oxygen masks and personal gear.
(2)
Make sure that all water and galley liquids (including
removed to prevent bursting.
(3)
Adding glycol to the toilet fluid mix helps to prevent freezing
glycol to water).
(4)
Use covers (engine, pitot, static ports and windshield
(5)
With an ambient temperature of below -20° Centigrade
battery and store in a warm dry place.
is recommended:
wine / beer / milk, etc.) are
(approximately
60%
covers).
(_4° Fahrenheit),
remove
E.
When wheel brakes come in contact with ice, slush, or snow with freezing conditions; the
brake disk packs may freeze and bind if adequate steps are not taken. Park the aircraft
with parking brake lever in OFF position. Ensure the aircraft is properly chocked and
moored.
F.
Clear snow, slush and ice from the area where the aircraft will be parked or, as a
minimum, clear the area around the tires to prevent them from freezing to the ground.
G.
On an ice-covered ramp, position airplane so that it will not be required to make sharp
turns during taxi to exit the ramp. Aiming the airplane directly at the taxiway will minimize
turns and allow for lower power settings, which reduces. blowing snow and FOD.
EFFECTIVITY:
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3.
MAINTENANCE
MANUAL
H.
Tires will appear to have low pressure in cold weather. Refer to 12-10-04, Landing Gear
System Servicing for servicing procedures. Goodyear recommends adjusting for
temperature when tires are subjected to ground temperature changes in excess of 50°
Fahrenheit due to flight to a different climate. Adjust tire pressures to the worst (coldest)
case prior to takeoff. The minimum required inflation must be maintained for the cooler
climate and readjusted in the warmer climate. Before returning to the colder climate, adjust
inflation pressures for the lower temperature. An ambient temperature change of 5°
Fahrenheit produces approximately one percent (1 %) of pressure change. All adjustments
to inflation pressure should be performed on tires cooled to ambient temperature.
I.
Landing gear oleo struts should be serviced with nitrogen as per 12-10-04, Landing Gear
System Servicing, Paragraph 1, to prevent the formation of ice crystals in the hydraulic
fluid that could cut the seals.
J.
Lubricate the aircraft per 12-20-00, Scheduled
K.
Filling fuel tanks at low temperatures then moving aircraft into a warm hangar can cause a
fire hazard due to possible fuel expansion and overflow.
Servicing - Maintenance
Practices.
Towing
A.
The operation of towing equipment becomes more hazardous during winter weather when
reduced visibility and poor traction are added hazards. Stopping distances are greatly
increased. Maintaining your equipment in good condition helps prevent unnecessary
delays or potential accidents.
B.
Dry snow gives better towing traction than wet snow. Wet snow
cause hazardous driving conditions. Heavy traffic or the exhaust
warm an ice or snow covered ramp, making it wet and slippery.
starts that spin the wheels of a vehicle. Make gradual turns and
C.
Approach the aircraft slowly with the tow vehicle. Stopping distances on a slick surface
can be as much as ten times greater than on a dry surface. Occasionally try brakes while
driving at slow speeds to get a feel of how slippery the surface is. If the brakes must be
used on a slippery surface, use a fast, light pumping action. This shortens stopping
distances and keeps the vehicle under control.
CAUTION:
D.
thaws and refreezes to
from parked vehicles can
Traction is lost with fast
steer smoothly.
WHEN TOWING THE AIRCRAFT, HAVE SOMEONE IN THE COCKPIT.
PROPER TOW VEHICLE WITH TIRE CHAINS, WHEN APPROPRIATE.
REMEMBER THAT THE PRESENCE OF ICE WILL CAUSE WHEEL
CHOCKS TO SLIDE.
USE
When towing, there is a tendency for the towed vehicle to jackknife if brakes are applied
suddenly or too hard. On hard packed snow, apply brakes until wheels start to slide, then
release them slightly to slow down and keep the vehicle under control.
EFFECTIVITY:
ALL
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WARNING:
E.
INDEX
MAINTENANCE
MANUAL
DISCONNECT SCISSORS BEFORE TOWING.
Before towing the aircraft, disengage the nose gear scissors and secure the upper scissor
in the up position with the pip pin. With scissors disconnected, the nose wheel can be
safely turned 360 by hand.
0
4.
F.
If the aircraft becomes mired in soft mud or snow, the aircraft must be towed backward
using ropes or a harness assembly attached to the main gear. The nose gear tow bar
should be used only for steering.
G.
There are a number of products that, when applied in the gear door and gear well area, will
inhibit the accumulation of ice or slush. Some of these products are WD40, LPS-2, and
ICEX II. If operating from snow or slush coated taxiways and runways, thoroughly spray
down the main landing gear door area before each flight. If you choose to use this type of
product, ensure that it is one that will not damage the paint on your aircraft. By following
this preventive procedure, you should be able to avoid ice accumulations on the main
landing gear doors.
Deicing 1 Anti-icing Fluids
A.
Deicing 1 anti-icing should begin at a location where the pilot can get a conservative
estimate of ice reformation from inside the cockpit, (i.e., left nose, left wing leading edge)
because the first area deiced will be the first area to experience ice reformation.
B.
It should be understood that even high concentrates will provide protection from further
adherence of ice, snow, or frost for only approximately 15 minutes. A pre-takeoff check
should be conducted by the PIC 1 SIC within 5 minutes of takeoff, preferably just prior to
taxiing onto the active runway. Critical areas of the aircraft such as the empennage, wing,
windshield, and control surfaces should be checked to ensure they are free of ice, slush
and snow and that the deice 1 anti-ice fluids are still protecting the aircraft.
C.
A complete operational check of all control surfaces through full travel must be made
before airplane is flown.
D.
Deicing fluid is classified as Type I (Deicing) and Type II (Anti-icing) or Type IV
(Anti-icing). There are two methods of airplane deicing. The one-step method of airplane
deicing utilizes only Type I fluid. The two-step approach to airplane deicing utilizes Type I
fluid to deice the plane, followed by application of Type II or Type IV fluid to delay the
onset of refreezing.
EFFECTIVITY: ALL
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ISRAEl. AIRCRAFT INDUSmIES LTO
MAINTENANCE
MANUAL
CAUTION: TYPE I, TYPE II, AND TYPE IV FLUIDS ARE NOT COMPATIBLE AND MAY
NOT BE MIXED. ADDITIONALLY, MOST MANUFACTURERS PROHIBIT
MIXING OF BRANDS WITHIN A TYPE.
CAUTION: USE TYPE II AND TYPE IV ANTI-ICING FLUIDS WITH EXTREME CAUTION
NEAR ENGINE INTAKES AND EXHAUSTS TO AVOID ACCUMULATIONS
WHICH COULD BE INGESTED AND IGNITED WHEN STARTING ENGINES.
IF ACCUMULATION IS EVIDENT, REMOVE BEFORE STARTING.
E.
Type I, Type II, and Type IV fluids have time limitations before refreezing begins. This time
limitation is referred to as 'holdover time'. Type II and Type IV anti-icing fluids have a much
longer holdover time than Type I deicinq fluids. Refer to Tables 201 through 212 for
application and holdover time guidelines. Because holdover time is highly dependent on a
number of factors, the tables can provide only approximate estimates. Refer to specific
manufacturer's data sheets for holdover times, mixing and application instructions. It
remains the responsibility of the flight crew to determine the effectiveness of any deicing or
anti-icing procedures.
CAUTION: NEVER RISK DAMAGE TO THE AIRCRAFT BY SCRAPING OR CHIPPING
ICE.
F.
Deicing and anti-icing fluids are not intended for use in removing snow deposits. Snow is
best removed by mechanically sweeping or brushing it from the airplane structure.
G.
Deicing/Anti-Icing procedures must be closely coordinated with the flight crew and carried
out in a timely manner. Ultimate responsibility for safety of flight rests with the flight crew,
and any decisions to deice / anti-ice an airplane must be accomplished under their direct
supervision.
H.
The effectiveness of any Freezing Point Depressant (FPD) deicing or anti-icing treatment
can only be estimated because of the many variables that influence holdover time. Those
variables are:
Ambient Temperature
Airplane surface temperature
Freezing Point Depressant fluid application procedure
Freezing Point Depressant solution strength
Freezing Point Depressant film thickness
Freezing Point Depressant fluid temperature
Freezing Point Depressant fluid type
Operation in close proximity to other airplanes, equipment and structures
Operation on snow, slush, wet ramps, taxiways and runways
Precipitation type and rate
Residual moisture on airplane surface
Relative humidity
Solar radiation
Wind velocity and direction
EFFECTIVITY: ALL
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ISRAEL AIRCRAFT INDUSTRIES LTO
I.
Qualified Type I Deicing I Anti-icing Fluids
J.
W.
X.
Product Name
ARCOPlus
ARCOPlusDilute(48)
ArcoPlus Canadian Dilute(56)
Arerex 102
Safewing DG I 1937
Safewing MP I 1938
Kilfrost DF
Octaflo
Octaflow Dilute
SPCA DE-825
SPCA DE-910
UCAR® ADF Concentrate
UCAR® ADF 50/50
UCAR® ADF XL 54
Y.
Qualified Type II Deicing I Anti-icing Fluids
z.
product Name
Company Name
AA.
AB.
AC.
AD.
Safewing MP II 1951
KilfrostABC-3
Forty Below
SPCA AD-104/N
Clariant
Kilfrost
Octagon Press
SPCA
AE.
Qualified Type IV Deicing I Anti-icing Fluids
AE.
product Name
Company Name
AG.
AH.
AI.
AJ.
AK.
AL.
AM.
Safewing MP IV 1957
Safewing MP IV 2001
KiIfrostABC-S
Max Flight
SPCA AD-404
SPCAAD-480
UCAR® ADF/AAF ULTRA+
Clariant
Clariant
Kilfrost
Octagon Process
SPCA
SPCA
Union Carbide
K.
L.
M.
N.
O.
P.
Q.
R.
S.
T.
U.
V.
5.
MAINTENANCE
MANUAL
Company Name
ARCO
ARCO
ARCO
BASF AG
Clariant
Clariant
Kilfrost
Octagon Process
Octagon Process
SPCA
SPCA
Union Carbide
Union Carbide
Union Carbide
Deicing Procedures
WARNING:
A.
DEICING FLUID MAKES ALL SURFACES SLIPPERY. WORK CAUTIOUSLY TO
AVOID PERSONNEL INJURY.
Before Type I deicing procedures begin, maintenance personnel should familiarize
themselves with areas to be sprayed and areas to avoid with a direct spray of fluid.
EFFECTIVITY: ALL
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6.
INDEX
MAINTENANCE
MANUAL
B.
Preliminary removal of heavy accumulations of snow may be accomplished using brooms
or other similar methods. Exercise caution when brushing around antennas, windows,
flight controls, deice boots, probes, vanes and similar obstructions.
C.
Deicing is best accomplished using the ambient temperature available from a heated
hangar or by mechanical means using heated glycol-based Freezing Point Depressant
(FPD) Type I fluid.
D.
A heated hangar is an excellent option to deice airplanes and should be utilized whenever
possible. Care must be exercised, however, to ensure that all melted precipitation is
removed from the airplane to prevent refreezing once the airplane is moved from the
hangar to the flight line.
E.
Heated solutions of Freezing Point Depressant are more effective than unheated solutions
because thermal energy is used to melt the ice, snow or frost formations. Type I deicing
fluids are used in the diluted state, with specific ratios of fluid-to-water dependent on
ambient temperature. Type I deicing fluids have a very limited holdover time. Use deicing
fluid sparingly around hinge point and bearings. Do not spray directly on these areas.
F.
It is the heat of the deicing fluid that melts ice and snow. The function of Glycol in the
deicing solution is to lower the freezing point of the fluid remaining on the airplane to allow
time to apply the longer lasting Type II and Type IV anti-icing fluids.
Anti-icing Procedures
A.
Anti-icing is accomplished by using Type II or Type IV fluids, and their purpose is to delay
the reformation of ice, snow or frost on the airplane. This is accomplished by using
chemically thickened formulas with pseudo-plastic properties. This feature enables the
fluid to form a protective film on treated surfaces of the airplane, and is designed to flow off
airplane surfaces at high speeds.
NOTE: Anti-icing fluids may not be readily available at all locations. If this is the case,
unheated Type I Fluids may be used for anti-icing, but provides protection for a
very limited time.
Type IV fluids can form a thick or a high-strength jell during dryout.
CAUTION: ANTI-ICING FLUIDS ARE OFTEN USED UNDILUTED AND TYPICALLY
ARE APPLIED TO THE AIRPLANE UNHEATED. HOLDOVER TIMES FOR
TYPE II AND TYPE IV FLUIDS CAN VARY WIDELY BASED ON
ATMOSPHERIC CONDITIONS. CONSULT SPECIFIC MANUFACTURER'S
CHARTS FOR HOLDOVER TIMES.
B.
Anti-icing fluid should be applied within 3 minutes after deicing is completed due to the
limited holdover time of Type I deicing fluid. If anti-icing fluid has been applied and the
airplane has not been dispatched before new ice has formed, the airplane must be
completely deiced again and anti-icing treatment applied immediately.
EFFECTIVITY: ALL
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