ACPA WINTER OPERATIONS CONFERENCE
OCTOBER 5, 2011
Innovations in Aircraft Ground Deicing
Michael Chaput3551 St. Charles Blvd, Suite #412
Kirkland, Quebec, Canada
H9H 3C4
514.465.8855
www.deicinginnovations.com
Ground de/anti-icing consulting
Commercialization, integration of new technologies
Project management and oversight
Development and implementation of deicing optimization strategies
Air carrier, service provider de/anti-icing program development
Audits, assessments, process verifications
Training
Environmental assessments
Deicing Innovations
Technology manufacturers
Airports
Deicing service providers
Air carriers
Regulators
Deicing fluid manufacturers
Clientele
ROOTS AND RESULTS OF
DEICING RESEARCH AND
DEVELOPMENT
Dryden Crash, March 1989
Commission of inquiry into
the crash was established
Commission put forth 191
recommendations
Research and development
program was established
by Transport Canada
Dryden Aftermath
Program drivers include:
Recommendations from the DCIP
Industry needs
Joint leverage with FAA
SAE G-12 Committee
Major program elements:
De/anti-icing fluids
Weather
Aircraft performance
De/anti-icing operations
Facilities
Sensors
Information dissemination
R & D Program Overview
“WE’VE COME A LONG WAY”
1990
“WE’VE COME A LONG WAY”
2011
AEA/ISO Type I HOT Table
AEA/ISO Type II HOT Table
De/Anti-Icing Holdover Times
1990
De/Anti-Icing Holdover Times
2011 Active Frost Holdover Guidelines
Type I Generic Aluminum Surfaces
Type I Generic Composite Surfaces
Type II Generic Holdover Guidelines
8 Type II Brand-Specific Holdover
Guidelines
Type III Generic Holdover Guidelines
Type IV Generic Holdover Guidelines
15 Type IV Brand-Specific Holdover
Guidelines
De/Anti-Icing Holdover Times
2011
List of fluids tested for Anti-Icing
Performance and Aerodynamic Acceptance
Type I Fluid Application Procedures
Type II, III, IV Fluid Application Procedures
Visibility in Snow vs. Snowfall Intensity Chart
Lowest On-Wing Viscosity Values for
De/Anti-Icing Fluids
LOUT of De/Anti-Icing Fluids
Ice Pellet Allowance Times
Virtually all aspects of
ground de/anti-icing are
covered by robust industry
standards, recommended
practices, guidance
material, advisory circulars,
etc.:
Vehicles
Fluids
Fluid performance
Deicing procedures
Training
De/anti-icing facilities
Sensors
1990 2011
Very little in the way of
industry standards and
guidance
Deficient in quality and
scientific validity
Standards
20111990
Only a handful of
qualified fluids
Over 60 QUALIFIED FLUIDS
Qualified Fluids
SAE AMS 1424 and AMS1428 have been refined on an ongoing basis
SAE ARP 5485 and 5945 were developed and refined
Operational requirements and environmental concerns have stimulated
further fluid developments
Fluids are far better today than in 1990!
Operational performance
Physical properties
Improved environmental performance
2011
De/Anti-Icing Fluids
De/Anti-Icing Vehicles
1990 2011
Little or no glycol
source reduction
technologies or
procedures
Source Reduction
1990 2011
Little or no
devoted facilities
for de/anti-icing
activities
De/Anti-Icing Facilities
1990 2011
Engines-on deicing performed by deicing specialists
Single-Provider CDF: YUL, YYZ, YOW, YVR, YWG, YMX
Multi-User CDF: YYT
Move to centralized deicing underway at YYC, YEG and other airports
Push toward adoption of harmonized procedures at Canadian CDFs
(CDF Best Practices Workgroup)
Transport Canada approval of CDF operating procedures
2011
De/Anti-Icing Facilities
and Procedures
?
1990 2011
Environmental Protection
After 20 years of intensive industry focus, the
aircraft ground de/anti-icing industry is
extremely mature
Corporate knowledge and experience have
been replaced by scientifically validated
processes, procedures and technologies
A Mature Industry
RECENT CANADIAN
DEICING
DEVELOPMENTS
AIRCRAFT DEICING SYSTEM
Chinook Mobile Heating
and Deicing Corporation:
based in Smiths Falls,
Ontario
Chinook has patented the
Tempered Steam
technology and is the
manufacturer of the ADS-4
and ADS-5
Chinook Mobile Heating and
Deicing Corporation
✈ Tempered Steam is a precisely controlled stream of moisture laden air
✈ Air temperature is controlled within specified deicing limits
✈ Moisture levels are adjusted to deliver more or less energy without
changing the air temperature
✈ Tempered Steam can provide much of the high energy content of live
steam, but at lower and safer temperatures
Tempered Steam?
✈ Perforated “Delivery Head” has
been patented
✈ Delivery Head is positioned
above/against the aircraft
surfaces to be deiced
Delivery Heads
✈ Chinook’s Tempered Steam technology is designed for a wide range of
conditions and for a number of different applications:
✈Defrosting at the gate prior to pushback
✈Pre-deicing
✈Underwing, technical deicing
✈Engine and fan blade deicing
Potential Applications
2005 2006
FIRST DEMONSTRATION PROOF OF CONCEPT
2007
DETAILED TESTING TESTS ON AIRCRAFT WITH
PROTOTYPE EQUIPMENT
2008
Project Progress
Operational Demonstrations
2009-11
Montreal-Trudeau Airport
SIDE-BY-SIDE AIRCRAFTGATE 50 GATE 51
FLIGHT NUMBER
FIN NUMBER
AIRCRAFT TYPE
SCHEDULED DEPARTURE TIME
DE-FROSTING APPROACH
PUSHBACK TIME
DEPARTURE RUNWAY
WHEELS-UP TIME
TOTAL TIME (MINUTES)
AC 1850 AC 1806
273 209
A320 A320
6h30 6h30
CHINOOK CDF
6h33 6h28
06R 06R
6h44 6h59
11 31
Comparison of Frost Results
April 11, 2009
Frost on control surfaces, -1 Celsius
Toronto City Airport
GATE 4 GATE 5GATE 3
REGISTRATION
SCHEDULED DEPARTURE TIME
PRE-DEICING APPROACH
DEICING APPROACH
TOTAL DEICING TIME (GLYCOL)
TOTAL GLYCOL EMPLOYED (L)
LQL LQN LQX
6:45 6:45 6:50
CHINOOK N/A N/A
GLYCOL GLYCOL GLYCOL
3:10 11:10 9:30
114.3 234.3 356.7
Comparison of Snow Results
February 3, 2010
Snow on aircraft surfaces (1.8 cm), SN-, -3 Celsius
Ottawa Airport
Comparison of Snow Results
February 24, 2010
FIN NUMBER
AIRCRAFT TYPE
PRE-DEICING APPROACH
DEICING APPROACH
GLYCOL EMPLOYED (L)
TOTAL DEICING TIME
217 207
A320 A320
CHINOOK N/A
CDF CDF
884 2293
6 10
Glycol reduction = 1409 litres (61%)
Heavy, wet snow on aircraft surfaces (2-3 cm), SN, -1 Celsius
Helsinki-Vantaa Airport
REGISTRATION
AIRCRAFT TYPE
DEICING APPROACH
TOTAL DEICING TIME
LVD LVD
A319 A319
CHINOOKCABIN
HEATER
2:30 36:05
Comparison of Engine Deicing
Results - March 24, 2011
✈ Over 250 tests performed on various airframes
✈ Comparison of data from aircraft deiced using Chinook approach versushistorical approach indicates that numerous benefits could be achieved:
✈ Reduction in glycol usage, recovery and costs
✈ Reduction in fuel burn
✈ Reduction in aircraft delays
✈ Improvement in airport efficiency
✈ Improvement in carrier system efficiency
✈ Reduction in environmental impacts
Benefits
✈ Chinook has designed a high-quality production vehicle for specialized, long-term commercial use, designated the Chinook Arch Aircraft Deicing SystemADS-4
✈ First unit to be completed in November 2011
✈ Significant upgrade over previous prototypes employed in operational trials,with significant improvements in the design and engineering of the vehicle
✈ Developed on a robust JBT Aerotech Tempest chassis
✈ Vastly improved functionality and outputs, and will be capable of performingaircraft deicing operations in a far shorter time than previous prototypes
Chinook ADS-4
CHINOOK ARCH AIRCRAFT
DEICING SYSTEM ADS-4
✈ Chinook has manufactured a scaled down production unit fornumerous purposes, but specifically for engine and fan blade deicing
✈ Units will be available commercially for winter 2011-12
✈ Potential applications:
✈ Engine/fan blade deicing
✈ Underwing, undercarriage deicing
✈ Cabin heating
Chinook ADS-5
CHINOOK ARCH AIRCRAFT
DEICING SYSTEM ADS-5
CHINOOK ARCH AIRCRAFT
DEICING SYSTEM ADS-5
DEICING INFORMATION SYSTEM
Dan-Ice Canada Inc. is the
authorized agent for D-Ice
A/S (Denmark) in North
America
D-Ice A/S is the
manufacturer of the DIIS
Project developments
have been driven by Dan-
Ice Canada
Dan-Ice Canada Inc.
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
DIIS = Holdover Time Determination System (HOTDS)
System consists of numerous sensors enabling the determination of:
Rate of precipitation
Type of precipitation
Ambient temperature
System measurements can be employed to generate a “single-value”
holdover time for each departing aircraft
Holdover time information can be sent electronically to the flight deck
Deicing Information System
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
D-ICE SYSTEM INSTALLATION AND COMPONENTS
Weather sensor
Temperature sensorPrecipitation rate unit
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
Collection Unit
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
DIIS IN THE FIELD D-ICE SERVER
END USER
Data Communication
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
DIIS CYUL
0801211755Z
SN M1
HLD OVR TYPE I 8MIN
HLD OVR TYPE IV 38MIN
DIIS CYUL
0801211640Z
FZRA M1
HLD OVR TYPE I 4MIN
HLD OVR TYPE IV 31MIN
ACARS Data Provision
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
The holdover time for any aircraft de/anti-icing fluid is a
function of three variables:
Rate of precipitation (LWE)
Type of precipitation
Ambient temperature
Holdover Time Tables
The holdover time for any aircraft de/anti-icing fluid is a
function of three variables:
Rate of precipitation (LWE) = ???
Type of precipitation = Snow
Ambient temperature = -4°C
0:40 – 1:05
Holdover Time Tables
0
10
20
30
40
50
60
70
80
90
100
110
120
0 5 10 15 20 25 30 35 40 45Plate Pan
Rate of Precipitation (g/dm²/h)
Fail
ure T
ime (
min
)
Below -3 to -14ºC -14
-14ºC
Rate of 7 g/dm2/h
= 1:20 HOT
Rate of 17 g/dm2/h
= 0:50 HOT
Rate of 40 g/dm2/h
= 0:31 HOT
CURRENT HOT RANGE
0:40 to 1:05
LIGHT SNOW MODERATE SNOW HEAVY SNOW
-4.3C
-14C
Holdover Time Science
Rate of 17 g/dm2/h
= 1:15 HOT
Flight crew’s ability to extract the proper information from the tables
has not advanced with the science employed to build the tables
Despite the quality of the holdover time information, the paper format
of the tables limits them to being vague guidelines
Refinement of the “format” would allow for expansion of operational
use of fluid holder times
Holdover Time Tables
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
Simplistic Summary
Outside Air Temperature
Approximate Holdover Times Under Various Weather Conditions (hours:minutes)
Degrees Celsius
Degrees Fahrenheit
Type II Fluid Concentration
Neat Fluid/Water
(Volume %/Volume %)
Active Frost
Freezing Fog
Snow or Snow Grains
Freezing Drizzle
4
Light Freezing Rain
Rain on Cold Soaked Wing
Other2
100/0 8:00 3:30 – 4:00 1:00 – 1:35 1:20 – 2:00 0:45 – 1:25 0:10 – 1:30
75/25 5:00 2:30 – 4:00 0:40 – 1:20 1:15 – 2:00 0:30 – 0:55 0:05 – 1:20 -3 and above
27 and above
50/50 3:00 0:55 –1:45 0:10 – 0:25 0:20 – 0:30 0:10 – 0:15
100/0 8:00 0:55 – 1:45 0:40 – 1:05 0:35 – 1:303 0:25 – 0:45
3 below -3
to -14 below 27
to 7 75/25 5:00 0:40 – 1:10 0:20 – 0:40 0:25 – 1:103 0:30 – 0:40
3
below -14 to -25
below 7 to -13
100/0 8:00 0:30 – 0:50 0:15 – 0:30
CAUTION: No holdover
time guidelines exist
below -25 below -13 100/0 Type II fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least 7°C (13°F) below the outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type II fluid cannot be used.
0
10
20
30
40
50
60
70
80
90
100
110
120
0 5 10 15 20 25 30 35 40 45Plate Pan
Rate of Precipitation (g/dm²/h)F
ail
ure
Tim
e (
min
)
Below -3 to -14ºC -14
-14ºC
LWE
Outside Air Temperature
Approximate Holdover Times Under Various Weather Conditions (hours:minutes)
Degrees Celsius
Degrees Fahrenheit
Type II Fluid Concentration
Neat Fluid/Water
(Volume %/Volume %)
Active Frost
Freezing Fog
Snow or Snow Grains
Freezing Drizzle
4
Light Freezing Rain
Rain on Cold Soaked Wing
Other2
100/0 8:00 3:30 – 4:00 1:00 – 1:35 1:20 – 2:00 0:45 – 1:25 0:10 – 1:30
75/25 5:00 2:30 – 4:00 0:40 – 1:20 1:15 – 2:00 0:30 – 0:55 0:05 – 1:20 -3 and above
27 and above
50/50 3:00 0:55 –1:45 0:10 – 0:25 0:20 – 0:30 0:10 – 0:15
100/0 8:00 0:55 – 1:45 0:40 – 1:05 0:35 – 1:303 0:25 – 0:45
3 below -3
to -14 below 27
to 7 75/25 5:00 0:40 – 1:10 0:20 – 0:40 0:25 – 1:103 0:30 – 0:40
3
below -14 to -25
below 7 to -13
100/0 8:00 0:30 – 0:50 0:15 – 0:30
CAUTION: No holdover
time guidelines exist
below -25 below -13 100/0 Type II fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least 7°C (13°F) below the outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type II fluid cannot be used.
METAR
NO LWE
SCIENCE
OPERATIONS
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
Outside Air Temperature
Approximate Holdover Times Under Various Weather Conditions (hours:minutes)
Degrees Celsius
Degrees Fahrenheit
Type II Fluid Concentration
Neat Fluid/Water
(Volume %/Volume %)
Active Frost
Freezing Fog
Snow or Snow Grains
Freezing Drizzle
4
Light Freezing Rain
Rain on Cold Soaked Wing
Other2
100/0 8:00 3:30 – 4:00 1:00 – 1:35 1:20 – 2:00 0:45 – 1:25 0:10 – 1:30
75/25 5:00 2:30 – 4:00 0:40 – 1:20 1:15 – 2:00 0:30 – 0:55 0:05 – 1:20 -3 and above
27 and above
50/50 3:00 0:55 –1:45 0:10 – 0:25 0:20 – 0:30 0:10 – 0:15
100/0 8:00 0:55 – 1:45 0:40 – 1:05 0:35 – 1:303 0:25 – 0:45
3 below -3
to -14 below 27
to 7 75/25 5:00 0:40 – 1:10 0:20 – 0:40 0:25 – 1:103 0:30 – 0:40
3
below -14 to -25
below 7 to -13
100/0 8:00 0:30 – 0:50 0:15 – 0:30
CAUTION: No holdover
time guidelines exist
below -25 below -13 100/0 Type II fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least 7°C (13°F) below the outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type II fluid cannot be used.
0
10
20
30
40
50
60
70
80
90
100
110
120
0 5 10 15 20 25 30 35 40 45Plate Pan
Rate of Precipitation (g/dm²/h)F
ail
ure
Tim
e (
min
)
Below -3 to -14ºC -14
-14ºC
LWE
SCIENCE
OPERATIONS
AUTOMATED
SYSTEM
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
Logical Scenario
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
Transport Canada
Regulatory Approval Process
Transport Canada has developed and implemented a
regulatory approval process for holdover time
determination systems
Exemption from Canadian Aviation Regulation 602.11
Minimum Performance Specifications
Quality Assurance Requirements
FAA is in the process of developing and implementing
a similar regulatory approval process
Technical evaluation of the DIIS was
completed by APS (6-year program)
Compliance of the DIIS outputs with the TC
Minimum Performance Standards and
Quality Assurance Requirements has been
documented
Technical Evaluation
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
Potential Benefits
More frequent winter weather information for winter flight planning
More accurate identification of de/anti-icing conditions
Better identification of changing weather
Accurate determination of fluid holdover times
Enable better fluid selection
Enable expanded use of current holdover time information
Reduction of human factor involvement in holdover time
assessment
Reduction of departures with exceeded fluid holdover times
Economic Savings
Cost of fluids
Costs of glycol recovery and recycling
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
Source Reduction of Glycol
Reduction of environmental impacts and costs
Operational Improvement
Airport throughput
Time management
Airport Implications
Runway maintenance
Application of runway de/anti-icers
Potential Benefits
DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS
DIIS Service 2011-12
DIIS Trial 2011-12
ELECTRONIC MESSAGE BOARDS
✈ Number of recent accidents/incidents have occurred
involving contact between deicing vehicles and aircraft in
engines-on deicing operations
✈ General understanding that the standards, regulations and
industry guidance related to communication protocols for
engines-on deicing operations were deficient
EMB Background
✈ In 2010, the SAE G-12 Facilities Subcommittee recommended changes to SAE ARP
5660, Deicing Facility Operational Procedures; revision issued in January 2011
✈ Changes to SAE ARP 5660 focused largely on the requirement for visual and verbal
communication during engines-on deicing operations
✈ SAE ARP 4737, Aircraft Deicing/Anti-Icing Methods, will also be modified to include
wording on the need for visual communication during engines-on deicing in the next
revision of the document
✈ Other industry guidance and standards will be modified to include similar wording in
upcoming months and years
SAE Guidance – Positive Hold
Positive Hold Procedures
✈ Congested work environment due to presence of equipment and personnel
✈ Increase in safety risk by having personnel and equipment in proximity to
the aircraft in an engines-on environment
✈ Expensive: Labor, Operating Costs
✈ Increased verbal communications to the flight deck
Deficiencies of Current Approaches
EMBs: The Optimized Solution
✈ Developed by JCAII of Mississauga, Ontario
✈ AIM: Airfield Intelligent Management Systems
✈ Visual communication technologies for airports
AIM Systems EMBs
AIM Systems EMBs
✈ Maintain visual communications for aircraft throughout the deicing process
✈ Provides safety through clear communication
✈ Decisive and direct messaging with instant updating
✈ Efficient transition through the deicing process allows for more aircraft to be deiced
✈ Standardized, easy-to-read, critical information delivery
✈ Eliminates unnecessary traffic and personnel on pad
EMB Benefits
Current Installations - YYZ
Current Installations - YVR
Dynamic Airfield EMBs
Dynamic Gate EMBs
Bound for Europe
JCAII has an agreement in
principle to implement the
first EMB installation (AIM
Systems) at Schiphol in
advance of winter 2011-12
One additional mobile
EMB installation will be
implemented at another
major European airport
EMB Benefits
Final Thoughts
✈ Aircraft ground deicing is a very mature industry
✈ Wealth of niche expertise in Canada and worldwide, and an abundance
of creative ideas to optimize aircraft ground deicing operations exist
✈ Manufacturers of new technologies require industry support
✈ All stakeholders share a responsibility to support the development and
implementation of new approaches and optimized practices
Final Thoughts
For more information:
www.deicinginnovations.com
www.dan-ice.com
www.chinookmhd.com
www.theaimsystem.ca
“Do not follow where the path may lead. Go
instead where there is no path and leave a trail.”
-Harold R. McAlindon