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Rain
cold
soaked
wings
Above 0 0:18 –
0:45
0:12 –
0:30
0:06 –
0:15
0:02 –
0:05
0:06 –
0:15
0 to –7 0:18 –
0:45
0:06 –
0:15
0:06 –
0:15
0:01 –
0:03
N/A
below –7 0:12 –
0:30
0:06 –
0:15
0:06 –
0:15
N/A N/A
Source: (ISO) 11076:1993(E) Table 3
Type II holdover times
Approx anticipated under various conditions (hours:minutes)
Source: ISO 11076:1993(E) Table 4. Under extreme conditions,
heat neat fluid (60°C max) for sprayability. No significant increase
is achieved with a stronger mix of type 1 (AEA) fluids. Stations
using Kilfrost will normally mix 50/50 or 60/40. Freezing Rain
columns have sometimes been replaced with Light Freezing Rain
and Freezing Drizzle.
General Precautions
Deposits must be swept from
hinge areas and system intakes,
and the sprays themselves
should not be directed to them,
since the fluid may be further
diluted by the melting ice it is
designed to remove, and may
refreeze. It may also cause
smearing on cockpit windows
and loss of vision.
OAT (°C) undil
fluid/w
ater
Frost Frzg Fog Snow Frzg Rain Rain cold
soaked
wings
above 0 100/0 12:00 1:15–3:00 0:25–1:00 0:08–0:20 0:24–1:00
75/25 6:00 0:50–2:00 0:20–0:45 0:04–0:10 0:18–0:45
50/50 4:00 0:35–1:30 0:15–0:30 0:02–0:05 0:12–0:30
0 100/0 8:00 0:35–1:30 0:20–0:45 0:08–0:20 N/A
0 to –7 75/25 5:00 0:25–1:00 0:15–0:30 0:04–0:10 N/A
50/50 3:00 0:20–0:45 0:05–0:15 0:01–0:03 N/A
–7 to –14 100/0 8:00 0:35–1:30 0:20–0:45 N/A N/A
75/25 5:00 0:25–1:00 0:15–0:30 N/A N/A
–14 to –25 100/0 8:00 0:35–1:30 0:20–0:45 N/A N/A
100 Operational Flying
Afterwards, confirm that flying
and control surfaces are clear
and move over their full range,
and intake and drain holes are
free of obstructions. Jet engine
compressors should be rotated
by hand to ensure they are not
frozen in position. Propeller
spinners should be checked for
trapped snow or moisture,
which could subsequently
refreeze and cause an imbalance.
Don't forget the undercarriage.
Further Precautions
Holdover time can be affected
by high winds or jet blasts
damaging the fluid film, and skin
temperatures can be significantly
lower than the OAT, which
makes them a more
representative entry point into
the tables above.
Technical Log
An appropriate entry must be
made and signed in the tech log,
including the start and
completion times.
Flight Procedures
Flight Plan Annotation of VFR/IFR
You should normally use the most
convenient airways under IFR,
regardless of weather, although you
can go VFR if there aren’t any.
Certain flights, such as aerial
photography, need VFR by
definition, but IFR can still be used
en route. The (operational) flight
plan should indicate clearly what you
use. Changes should be annotated
on the flight plan, as well as where
they take place. Revised clearances
should be requested immediately
from ATC. Obviously, maintain
VMC until IFR clearance is received.
Minimum Radar Service
When outside airways or advisory
routes, a minimum of Radar
Information Service should always be
available. In UK, you have:
· Radar Advisory Service (RAS),
which gives information and
advisory avoiding action from
conflicting traffic. It can be
requested at any time, but is
usually used in IMC. This can
be time wasting, especially if it's
a clear day and you're
continually given vectors
downwind that take ages to
catch up on; although you are
not obliged to accept the advice,
you must inform the controllers,
as you must if you change
heading or altitude for any
reason. This can also be
expensive, as you immediately
become subject to Eurocharges,
100% in UK (but only 25% in
France).
· Radar Information Service merely
provides information about
conflicting traffic. How you
avoid it is up to you.
· Radar Control Service in controlled
airspace, where you do what
you’re told.
Flight Information Service is just
someone to talk to. There's no radar
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