December 2010 . Issue No.

Aviation Safety Newsletter

Welcome to the Inaugural Issue

As the pioneers in the business aviation world we at IWG always strive to be bigger and better
than everyone around us, we understand the business aspect of every department within our
company and we always want to develop and improve ourselves, therefore our number one issue
of the safety news letter touching a very important topic. We need to have the right skills and
mindset when it comes to safety of our aircraft procedures, day to day operations and decision
making tools that guide us in terms of improving human – machine integration, increasing
survivability when accident occur and of course preparing for future situations as and when the
aviation world evolves. I would like you all to think about this topic and urge you to contribute to
this newsletter in regards to articles and new data pertaining to safety such as hazards, risk
management, investigations and so much more.

Ahmad Abu Ghazaleh

CEO

Introduction
This newsletter is introduced by Gulf Wings Safety Department in line with the onset of the winter season & formed to promote
safe flying practices and standard procedures. The newsletter aims to inform you of safety issues in and around, and to publicize
the activities of the Safety Committee, including their investigations of incidents, their findings, and so on. The newsletter is
aimed at both the ab-initio pilot and the thousand-hour pilot, engineers, dispatchers and all staff members.

When all is said and done, what a pilot does in the cockpit is the pilot’s responsibility - suggestions and advice presented in this
newsletter are just that: suggestions and advice. As pilot, you still need to weigh all of your options and make your own decision!

Scope
This Safety Information Notice is for information only. Nevertheless, all departments involved should appropriately establish and
implement the training, procedures and advice contained within this Notice.

Ground De-De- / Anti

Anti--Icing of Airplanes; Intake / Fan-
Fan-blade Icing and effects of fluid residues on flight
controls..
controls
This Notice is published as a means of providing guidance material regarding airplanes operations during known or
expected icing conditions prior to flight, regarding extended ground operations / taxiing prior to flight during
conditions of moderate to heavy freezing precipitation and regarding maintenance considerations.
Whilst the problems of mounting such operations affect all operators, it is perceived that the smaller sized operators are
especially vulnerable, often operating into/out of unfamiliar aerodromes, without necessarily possessing extensive technical
expertise and/or having wide operating experience in such conditions.
This Notice has been developed to draw attention to the importance of the need for the eradication of frozen deposits, and of
the prevention of the formation of frozen deposits prior to flight. Also, the phenomenon and hazards of the drying out and re-
hydration of certain anti-icing fluids are highlighted, as well as intake and fan blade icing. Reference guidance material is also
contained herein.

Page 1
Intake & Fan blade Icing
a. During extended ground operations/taxiing prior to flight in conditions of moderate to heavy freezing precipitation,
it is possible for snow and slush to accumulate within the engine intake ducting and/or on the rear surfaces of engine
compressor/ fan blades. Such accumulation(s) may not be visible to the crew, nor prevented by the use of engine
anti-icing, especially when engines are operated at or close to ground idle rpm. Intake duct deposits and engine blade
deposits may detach and be ingested by the engine(s) during the subsequent application of high power settings for
takeoff, with consequential adverse effects on engine operation, and possible flameout.

Ice accumulation on the surfaces of engine compressor/fan blades may severely affect the aerodynamic characteristics
of the blade(s) and cause compressor stall, leading to surging and engine malfunctioning and/or reduced thrust.
Several accidents have already occurred due to these phenomena.

Paragraph 2 gives detailed information on general de- / anti-icing precautions for aeroplane operations on the ground.

b. Intake icing. This is, in part, caused by the design of engine intake / ducting on certain aircraft, whereby accumulations
of snow and/or slush can occur in the engine air intake(s) during low power engine operations, such as taxiing after
landing and also prior to takeoff, in certain meteorological conditions. Relatively long/curved intake ducts/tracts are
particularly prone to this phenomenon.

This phenomenon is most likely in occur to susceptible aircraft during precipitation of heavy snow or rain at
temperatures close to 0°c before and after engine start. In such cases, the use of engine anti ice system may be
ineffective in preventing accumulations forming in engine intakes.

It is also likely that such deposits may not be visible or apparent to pilots and ground staff, particularly so in the case of
high-mounted engines. Also, in some cases, accumulation will not take place until after engine start. This situation may
be masked by the fact that the de/anti-icing treatment of the rest of the airframe is still effective, with frozen deposits
not yet forming on the treated areas.

The consequences of unrecognized intake icing will only become evident during high power engine running (i.e.
during takeoff), when it can be too late to take precautionary actions.

c. Ice accumulation on the rear face of engine compressor / fan blades. This phenomenon is most likely to occur in
susceptible engines during precipitation of heavy snow or rain precipitation at temperatures close to 0°c before and
after engine start. In such cases, the use of engine anti-ice system may be ineffective in preventing accumulations
forming on the rear faces of blades.

It is also likely that such deposits may not be visible or apparent to pilots and ground staff, particularly so in the case of
high-mounted engines. Also, in some cases, accumulation will not take place until after engine start (rotating parts
striking super- cooled droplets).

Note: Compressor/fan blade icing may have occurred during the previous approach/taxi in. In this case, such
accumulations may be detected during a subsequent pre-flight inspection (PFI). The potential for re-occurrence during
any subsequent operation of engine(s) must be recognized and precautionary measures taken.

Alternatively, accumulations may occur after engine-start on previously inspected and “clean” blades. Such
occurrences will therefore not be detected during PFI, nor during normal idle/low power running of engines
during ground manoeuvring.
In such cases, it is vital that the potential for blade icing is fully understood by responsible staff and
appropriate countermeasures are employed, as recommended by the aircraft manufacturer.
The consequences of unrecognized blade icing will only become evident during high power engine running (i.e. during
takeoff), when it can be too late to take precautionary actions.

d. Recommendation. In the first instance, manufacturers’ recommendations, where given, should be followed.
In cases where guidance is not provided, operators should liaise with manufacturers and other qualified entities to obtain
advice in order to develop suitable procedures.

It is recommended that operators take appropriate action to recognize

and address these phenomena in their Operations Manuals and to give
suitable advice, guidance and training to pilots and ground staff.

Good coordination between Operations and Maintenance is essential, in

particular with regard to maintenance inspections (in conjunction with
the maintenance program and manufacturer’s recommendations).
Although these phenomena are known to affect certain turbine
powered aircraft, it should be borne in mind that certain piston-engine
powered aircraft could be susceptible to these phenomena, too.

Page 2
Ground De-
De- / Anti
Anti--Icing of Airplanes

a. Any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may drastically affect its flying qualities
because of reduced aerodynamic lift, increased drag, modified stability and control characteristics. Furthermore,
freezing deposits may cause moving parts, such as elevators, ailerons, flap actuating mechanism etc., to jam and create
a potentially hazardous condition. Propeller / engine / APU / systems performance may deteriorate due to the
presence of frozen contaminants to blades, intakes and components. Also, engine operation may be seriously
affected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. In addition, ice / frost may
form on certain external surfaces (e.g. wing upper and lower surfaces, etc.) due to the effects of cold fuel / structures,
even in ambient temperatures well above 0° C.

b. The procedures established by the operator for de-icing and / or anti-icing in accordance with OPS 1.345 - are
intended to ensure that the airplane is clear of contamination so that degradation of aerodynamic characteristics or
mechanical interference will not occur and, following anti-icing, to maintain the airframe in that condition during the
appropriate holdover time. The de-icing and / or anti-icing procedures should therefore include requirements,
including type-specific, taking into account manufacturer’s recommendations and cover:

(i) Contamination checks, including detection of clear ice and under-wing frost.
Note: limits on the thickness / area of contamination published in the AFM or other manufacturers’ documentation
should be followed;
(ii) De-icing and / or anti-icing procedures including procedures to be followed if de- icing and /
or anti-icing procedures are interrupted or unsuccessful
(iii) Post treatment checks
(iv) Pre take-off checks
(v) Pre take-off contamination checks
(vi) The recording of any incidents relating to de-icing and/or anti-icing; and
(vii) The responsibilities of all personnel involved in de-icing and/or anti-icing.

c. Under certain meteorological conditions de-icing and / or anti-icing procedures may be ineffective in providing sufficient
protection for continued operations. Examples of these conditions are freezing rain, ice pellets and hail, heavy snow, high
wind velocity, fast dropping OAT or any time when freezing precipitation with high water content is present. No
Holdover Time Guidelines exist for these conditions.

Holdover Protection
a. Holdover protection is achieved by a layer of anti-icing fluid remaining on and protecting aeroplane surfaces for a period of
time. With a one-step de-icing / anti-icing procedure, the holdover time (HOT) begins at the commencement of de-icing /
anti-icing. With a two-step procedure, the holdover time begins at the commencement of the second (anti- icing) step.
The holdover protection runs out:
(i) At the commencement of take-off roll (due to aerodynamic shedding of fluid) or
(ii) When frozen deposits start to form or accumulate on treated aeroplane surfaces, thereby indicating the loss of
effectiveness of the fluid.

b. The duration of holdover protection may vary subject to the influence of factors other than those specified in the holdover
time (HOT) tables. Guidance should be provided by the operator to take account of such factors which may include:

(i) Atmospheric conditions, e.g. exact type and rate of precipitation, wind direction and velocity, relative humidity and
solar radiation and
(ii) The aeroplane and its surroundings, such as aeroplane component inclination angle, contour and surface roughness,
surface temperature, operation in close proximity to other aeroplanes (jet or propeller blast) and ground equipment
and structures.

c. Holdover times are not meant to imply that flight is safe in the prevailing conditions if the specified holdover time has not
been exceeded. Certain meteorological conditions, such as freezing drizzle or freezing rain, may be beyond the
certification envelope of the aeroplane.

d. The operator should publish in the Operations Manual the holdover times in the form of a table or diagram to account for
the various types of ground icing conditions and the different types and concentrations of fluids used. However, the times
of protection shown in these tables are to be used as guidelines only and are normally used in conjunction with pre-take-
off check.

e. References to usable HOT tables may be found in the ‘AEA recommendations for de- / anti-icing aircraft on the ground’.

Page 3
Procedures to be used
Operator’s procedures should ensure that:
a. When airplane surfaces are contaminated by ice, frost, slush or snow, they are de- iced prior to take-off; according to the
prevailing conditions. Removal of contaminants may be performed with mechanical tools, fluids (including hot water), infra-
red heat or forced air, taking account of airplane type-specific requirements.

b. Account is taken of the wing skin temperature versus OAT, as this may affect:
(i) The need to carry out airplane de-icing and / or anti-icing; and
(ii) The performance of the de-icing / anti-icing fluids.

c. When freezing precipitation occurs or there is a risk of freezing precipitation occurring, which would contaminate the
surfaces at the time of take-off, aeroplane surfaces should be anti-iced. If both de-icing and anti-icing are required, the
procedure may be performed in a one or two-step process depending upon weather conditions, available equipment,
available fluids and the desired holdover time. One-step de-icing / anti-icing means that de-icing and anti-icing are carried
out at the same time using a mixture of de-icing / anti-icing fluid and water. Two-step de-icing / anti-icing means that de-
icing and anti-icing are carried out in two separate steps. The aeroplane is first de-iced using heated water only or a heated
mixture of de-icing / anti-icing fluid and water. After completion of the de-icing operation a layer of a mixture of de-icing /
anti-icing fluid and water, or of de-icing/anti-icing fluid only, is to be sprayed over the aeroplane surfaces. The second step
will be applied, before the first step fluid freezes, typically within three minutes and, if necessary, area by area.
d. When an aeroplane is anti-iced and a longer holdover time is needed / desired, the use of a less diluted Type II or Type IV
fluid should be considered.
e. All restrictions relative to Outside Air Temperature (OAT) and fluid application (including, but not necessarily limited to
temperature and pressure), published by the fluid manufacturer and/or airplane manufacturer, are followed.
Procedures, limitations and recommendations to prevent the formation of fluid residues are followed.

f. During conditions conducive to airplane icing on the ground or after de-icing and / or anti-icing, an airplane is not dispatched
for departure unless it has been given a contamination check or a post treatment check by a trained and qualified person.
This check should cover all treated surfaces of the aeroplane and be performed from points offering sufficient accessibility to
these parts. To ensure that there is no clear ice on suspect areas, it may be necessary to make a physical check (e.g. tactile).

g. The required entry is made in the Technical Log.

h. The Commander continually monitors the environmental situation after the performed treatment. Prior to take-off he
performs a pre-take-off check, which is an assessment whether the applied HOT is still appropriate. This pre-take-off check
includes, but is not limited to, factors such as precipitation, wind and OAT.
i. If any doubt exists as to whether a deposit may adversely affect the aeroplane’s performance and / or controllability
characteristics, the Commander should require a pre-take-off contamination check to be performed in order to verify that
the aeroplane’s surfaces are free of contamination. Special methods and / or equipment may be necessary to perform this
check, especially at night time or in extremely adverse weather conditions. If this check cannot be performed just prior
take-off, re- treatment should be applied.
j. When re-treatment is necessary, any residue of the previous treatment should be removed and a completely new de-
icing / anti-icing treatment applied.
k. When a Ground Ice Detection System (GIDS) is used to perform an aeroplane surfaces check prior to and/or after a
treatment, the use of GIDS by suitably trained personnel should be a part of the procedure.

Special operational considerations

a. When using thickened de-icing / anti-icing fluids, the operator should consider a two- step de-icing/anti-icing procedure, the
first step preferably with hot water and / or non thickened fluids.

b. The use of de-icing / anti-icing fluids has to be in accordance with the aeroplane manufacturer’s documentation. This
is particular true for thickened fluids to assure sufficient flow-off during take-off.

c. The operator should comply with any type-specific operational requirement(s) such as an aeroplane mass decrease and/or a
take-off speed increase associated with a fluid application.

d. The operator should take into account any flight handling procedures (stick force, rotation speed and rate, take-off
speed, aeroplane attitude etc.) laid down by the aeroplane manufacturer when associated with a fluid application.

e. The limitations or handling procedures resulting from c and / or d above should be part of the flight crew pre take-off
briefing. Page 4
Special maintenance considerations
a. General
The operator should take proper account of the possible side-effects of fluid use. Such effects may include, but are not
necessarily limited to, dried and / or re-hydrated residues, corrosion and the removal of lubricants.
b. Special considerations due to residues of dried fluids
The operator should establish procedures to prevent or detect and remove residues of dried fluid. If necessary the operator
should establish appropriate inspection intervals based on the recommendations of the airframe or engine manufacturers
and / or own experience:
(i) Dried fluid residues.
Dried fluid residue could occur when surfaces have been treated but the aircraft has not subsequently been
flown and not been subject to precipitation. The fluid may then have dried on the surfaces;
(ii) Re-hydrated fluid residues.
Repetitive application of thickened de-icing / anti-icing fluids may lead to the subsequent formation / build up of
a dried residue in aerodynamically quiet areas, such as cavities and gaps. This residue may re-hydrate if exposed
to high humidity conditions, precipitation, washing, etc., and increase to many times its original size / volume. This
residue will freeze if exposed to conditions at or below 0° C. This may cause moving parts such as elevators, ailerons,
and flap actuating mechanisms to stiffen or jam in flight.
Re-hydrated residues may also form on exterior surfaces, which can reduce lift, increase drag and stall speed.
Re-hydrated residues may also collect inside control surface structures and cause clogging of drain holes or
imbalances to flight controls.
Residues may also collect in hidden areas: around flight control hinges, pulleys, grommets, on cables and in gaps;
(iii) Operators are strongly recommended to request information about the fluid dry-out and re-hydration characteristics
from the fluid manufacturers and to select products with optimized characteristics;
(iv) Additional information should be obtained from fluid manufacturers for handling, storage, application and testing of
their products.
(v) Special attention, if necessary, should be paid during the pre-flight, especially when performed by ground handling
organization on behalf of the crew.
(vi) Inspections should be addressed in the maintenance program in order to describe what and when to inspect
(vii) Maintenance organizations should have the proper documentation: how to inspect, tolerances or acceptable residue
development, how to remove and to clean, tools to be used etc.
(viii) The Safety and Quality policy, Maintenance procedures and Quality system should include considerations for icing.
Special procedures and audits / organizational reviews should be performed by skilled personnel.

Training
a. An operator should establish appropriate initial and recurrent de-icing and / or anti-icing training programs (including
communication training) for flight crew and those of his ground crew who are involved in de-icing and / or anti-icing.

b. These de-icing and / or anti-icing training programs should include additional training if any of the following will be
introduced:

(i) A new method, procedure and/or technique;

(ii) A new type of fluid and/or equipment; and
(iii) A new type(s) of aeroplane.

c. Coordination between Operations and Maintenance must be enhanced, in particular for the maintenance inspections to be
performed and the log book to be filled in. Operators should ensure that contracted maintenance staff is well aware of
the concern and appropriately trained, for both line and base maintenance.

Subcontracting
The operator should ensure that the subcontractor complies with the operator’s quality and training / qualification
requirements together with the special requirements in respect of:

a. De-icing and / or anti-icing methods and procedures;

b. Fluids to be used, including precautions for storage and preparation for use;
c. Specific airplane requirements (e.g. no-spray areas, propeller / engine de-icing, APU operation etc.);
d. Checking and communications procedures.
e. The Safety and Quality policy, Maintenance and Operation procedures and Quality system. Page 5
Kinds of Ice & their effects on flight
Structural ice is the stuff that sticks to the outside of the airplane. It is described as rime, clear (sometimes called glaze),or mixed.
1. Rime ice has a rough, milky white appearance, and generally follows the contours of the surface. Much, of it can be removed
by deice systems or prevented by anti-ice.
2. Clear (or glaze) ice is sometimes clear and smooth, but usually contains some air pockets that result in a lumpy, translucent
appearance. The larger the accretion, the less glaze ice conforms to the shape of the wing; the shape is often characterized
by the presence of upper and lower “horns.” Clear ice is denser, harder, and more transparent that rime ice, and is generally
hard to break.
3. Mixed ice is a combination of rime and clear ice.

Ice can distort the flow of air over the wing, diminishing the wing’s maximum lift, reducing the angle of attack for maximum lift,
adversely affecting airplane handling qualities, and significantly increasing drag. Wind tunnel and flight tests have shown that
frost, snow and ice accumulations (on the leading edge or upper surface of the wing) no thicker or rougher than a piece of coarse
sandpaper can reduce lift by 30% and increase drag upto 40%. Larger accretions can reduce lift even more and can increase drag
by 80% or more.
Even aircraft equipped for flight into icing conditions are
Icing Risk
significantly affected by ice accumulation on the unprotected Cumulus Clouds Stratiform Clouds Rain and Drizzle
areas. A NASA study (NASA TM83564) showed that close to
0o to -20o C 0o to -15o C 0o C and below

High

High
30% of the total drag associated with an ice encounter
remained after all the protected surfaces were cleared. Non 32o to -4o F 32o to 5o F 32o F and below
protected surfaces may include antennas, flap hinges, control
-20o to -40o F 0o to -20o C

Med

Med
horns, fuselage frontal areas, windshield wipers, wing struts,
fixed landing gear, etc. -4o to -40o F -20o to -40o C
< than -40oC < than -30oC

Low

Low
Some unwary pilots have, unfortunately, been caught by
surprise with a heavy coating of ice and no plan. < than -40oF < than -22oF

Page 6
 Gulfwings Safety Record of 2010

COLUMN CHART (MONTHLY ACHIEVEMENT SUMMARY PER AIRCRAFT)

100.0
A6-AAH
90.0
A6-AAG
80.0

70.0

60.0
HOURS FLOWN

50.0

40.0

61.8

59.3
30.0

55.2
49.7

47.8
43.9

43.3
42.0

41.8
44

39.7
20.0

35.2
35.1
32.4

32.4
32.2
25.7
24.6

22.2
20.8
20.5

18.4

10.0
2.0

2.0

0.0

MONTH

• (0) Accidents.
• (0) Incidents.
• No enforcement actions by regulatory authorities.
• All audits findings are cleared.
• Two technical interruptions led to flight cancellation due to maintenance (subcontracted).

Editor in Chief: Engr. Nafez Zahdeh

References: EASA & FAA safety newsletters & brochures
Newsletter Feedback :
Feedback is very much appreciated! Email any of your
comments, questions, article ideas, contributions and
concerns to :
[email protected]
Page 7