Cold Weather Deicing/Anti-icing Manual 寒冷天气除防冰手册 Operations Manual Training 运行手册培训(19)

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15.1 Importance of Communication
To obtain the highest levels of safety concerning de/anti-icing, a good level of communication between ground and flight crews is necessary. Any observations or points significant to the flight or ground crew should be mutually communicated. These observations may concern the weather or aircraft-related circumstances or other factors important for the dispatch of the aircraft.

15.2 De-Icing Reporting
The minimum communication requirements must comprise the details of when the last full application of de-icing/anti-icing fluid began, the type of fluid used and the ratio of the fluid mixture. The report must also confirm that all critical surfaces are free of contamination.
Remember: Uncertainty should not be resolved by transferring responsibility. The only satisfactory answer is clear communication. Don’t rely on someone else to have done the job, unless it is clearly reported as having been done.

15.3 Flight Crew information / communication Reporting
15.3.1 No aircraft should be dispatched for departure after a de-icing / anti-icing operation unless the flight crew has been notified of the type of de-icing / anti-icing operation performed. The flight crew should make sure that they have the information from the ground crew of the time the last full application of de-icing/anti-icing fluid began, the type of fluid used, the ratio of fluid mixture, the report must also confirm that all critical surfaces are free of contamination and the de-icing vehicles and personnel are clear of the aircraft. This would enable the crew to estimate the duration of the holdover time depending on the prevailing weather conditions.
15.3.2 Anti-icing information
15.3.2.1 It is essential that the flight crew receive clear information from ground personnel concerning the treatment applied to the aircraft. The AEA (Association of European Airlines) recommendations and the SAE and ISO specifications promote the standardized use of a four-element code. This gives flight crew the minimum details to assess holdover times. The use of local time is preferred but, in any case, statement of the reference is essential. This information must be recorded and communicated to the flight crew by referring to the last step of the procedure. The information could also be passed to the crew in plain language in case no codes are in use at that particular station. Channel of communication would be VHF/RT or by written document.
Issue II 02.07.2009 Rev. 0

15.3.2.2 Examples of anti-icing codes:
AEA Type II/75/16.43 local TLS / 19 Dec 99
AEA Type II : Type of fluid used
75  : Percentage of fluid/water mixtures by volume 
75% fluid / 25% water 
16.43  : Local time of start of last application 
19 Dec 99  : Date 

ISO Type I/50:50/06.30 UTC/ 19 Dec 99
50:50 : 50% fluid / 50 % water
06.30 : Time (UTC) of start of last application
　
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