De-iced procedure failure
#21
Gets Weekends Off
Joined APC: Oct 2008
Position: JAFO- First Observer
Posts: 997
Purely hypothetical- "If" someone (such as the OP) had the requisite knowledge, training and experience on the certificate holder's approved de-ice/anti-ice procedures, and believes they were not followed correctly, he/she should consider informing the PIC by every means available. Without having all the facts, this is very difficult to assess. However, This type of situation "could" be a significant safety issue. If the company has an organization-wide safety reporting system (SMS)- I would also encourage anyone to submit a report.
#22
Banned
Joined APC: Nov 2013
Position: 7th green
Posts: 4,378
I don't know any major carrier that uses type I. In fact type I is hardly used. Most carriers use type IV for both deice and anti ice. The fluid usually has a color to it. The flight crew looks at a deice table to decide how long the fluid is effective for the current weather conditions.
#23
I don't know any major carrier that uses type I. In fact type I is hardly used. Most carriers use type IV for both deice and anti ice. The fluid usually has a color to it. The flight crew looks at a deice table to decide how long the fluid is effective for the current weather conditions.
Huh??? This is out to lunch...we use type I all the time, applied by DAL and UAL stations. It is applied hot as a de-ice fluid.
Type IV is applied cold, and is a protective anti-ice fluid. It is viscous and sticks to the plane until it blows off on T/O...that's why it's applied cold. And when applied cold it cannot do much to remove existing ice.
There are a lot of possible variations on de-ice/anti-ice, but the most common is hot type 1 to de-ice, and then cold type 4 if needed for anti-ice.
#24
I don't know any major carrier that uses type I. In fact type I is hardly used. Most carriers use type IV for both deice and anti ice. The fluid usually has a color to it. The flight crew looks at a deice table to decide how long the fluid is effective for the current weather conditions.
#25
Heated Type II/IV is allowed for deicing in lieu of Type I...the FBO in GFK had their deice truck break down in the middle of a snowstorm a few years back and the FBO borrowed Delta's deice truck...which was a hot then cold Type II application.
I didn't know Type II was even still used, and specifically asked if they meant Type IV...they were adamant it was Type II.
I didn't know Type II was even still used, and specifically asked if they meant Type IV...they were adamant it was Type II.
#26
Heated Type II/IV is allowed for deicing in lieu of Type I...the FBO in GFK had their deice truck break down in the middle of a snowstorm a few years back and the FBO borrowed Delta's deice truck...which was a hot then cold Type II application.
I didn't know Type II was even still used, and specifically asked if they meant Type IV...they were adamant it was Type II.
I didn't know Type II was even still used, and specifically asked if they meant Type IV...they were adamant it was Type II.
#27
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,898
Light freezing rain has holdover times. Anything more than light, you're in no man territory and will be returning to the gate and cancelling unless the freezing rain lets up.
#28
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,898
I don't know any major carrier that uses type I. In fact type I is hardly used. Most carriers use type IV for both deice and anti ice. The fluid usually has a color to it. The flight crew looks at a deice table to decide how long the fluid is effective for the current weather conditions.
#29
Gets Weekends Off
Joined APC: Nov 2005
Position: Lantis 838 k-loader/Freightliner FL70
Posts: 133
Delta-trained deicing operator at major Delta hub speaking here.
I've been trying to figure out what exactly Type II is and what it was used for. I think it's considered obsolete and I'm not sure why anyone uses it, anywhere.
#30
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