CHECKS BEFORE AIRCRAFT DISPATCH
16.1 Critical Surface Inspection
16.1.1 No aircraft should be dispatched for departure under icing conditions or after a de-icing / anti-icing operation unless the aircraft has received a check called the critical surface inspection by a responsible authorized person.
16.1.2 The inspection must visually cover all critical parts of the aircraft and be performed from points offering sufficient visibility on these parts (e.g. from the de-icer itself or another elevated piece of equipment). It may be necessary to gain direct access to physically check (e.g. by touch) to ensure that there is no clear ice on suspect areas.
16.2 Pre takeoff contamination inspection.
16.2.1 When ground icing conditions exist, the representative surface must be checked by the flight crew just prior to the aircraft taking the active runway or initiating the takeoff roll in order to confirm that the aircraft is clean.
On swept wing jet aircraft this will require a flight crew member to enter the cabin and view the representative surface through a cabin window. This is particularly important when severe conditions are experienced, or when the published holdover times have either been exceeded or are about to run out.
In case the crew decide to carry out de-icing with passengers on board a briefing to that effect should be carried out.
Whenever required the aircraft must be inspected in well lit areas, under conditions of adequate visibility with wing lights on and from clear windows.
16.2.2 If aircraft surfaces cannot adequately be inspected from inside the aircraft, the same must be conducted by a trained technician or member ot the de-icing team from outside the aircraft and a report given to the crew regarding the aircraft condition.
16.2.3 The inspection should be conducted as near as practical to the beginning of the departure runway. It must be conducted within 5 minutes of commencement of take-off roll provided the holdover time was at least 20 minutes in duration.
Issue II 02.07.2009 Rev. 0
16.2.4 When airport configuration allows, it is desirable to provide de-icing/anti-icing and inspection of the aircraft near the beginning of departure runways to minimize the time interval between aircraft de-icing / anti-icing and takeoff, under conditions of freezing precipitation.
16.2.5 When deposits are in evidence, it will be necessary for the de-icing operation to be repeated.
Issue II 02.07.2009 Rev. 0
FLUID APPLICATION AND HOLDOVER TIME (HOT) GUIDELINES
17.1 General
Holdover protection is achieved by anti-icing fluids remaining on and protecting aircraft surfaces for a period of time.
17.2 One/Two Step HOT
With a one-step de/anti-icing operation, holdover begins at the start of the operation. With a two-step operation, holdover begins at the start of the second (anti-icing) step. In either a one step or two step process, the critical surface must be the first surface on the aircraft to which the fluid is applied. Holdover time will have effectively run out, when frozen deposits start to form/accumulate on aircraft surfaces.
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