This product serves as a guide to the deicing and anti-icing of C-130 aircraft, as well as

some maintenance cold weather procedures. It is a compilation of data from numerous

sources, listed below, and constitutes the best information available at the time it was
written. The procedures and charts in this guide were direct extracts from Technical
Orders or official FAA products. The holdover tables included here are the generic
“worst case” FAA tables for each type of fluid for the winter 2000-2001 season. These
tables are validated and updated every year prior to the start of the icing season. Updated
tables are available on the AFFSA web site upon publication by the FAA.

Again, the information presented here is current as of the writing of this guide. This
product is intended as a guide for maintenance and aircrew, but is UNOFFICIAL, FOR
REFERENCE ONLY. Nothing here replaces T. O. guidance or good judgment.

REFERENCES:

T. O. 1C-130(M)H-1 MC-130H Flight Manual

T. O. 1C-130H-2-00GE-00-1 XXXXXXXXXXXXXX
T. O. 42C-1-2 Anti-icing, De-icing, and Defrosting of Parked
Aircraft.
FAA FSAT 00-11B FAA Approved Deicing Program Updates, Winter
2000-2001.
352 SOG Cold Weather Procedures Guide

ADDITIONAL FAA RESOURCES:

AC 20-117 Hazards Following Ground Deicing and Ground

Operations in Conditions to Aircraft Deicing
AC 120-58 Pilot Guide for Large Aircraft Ground Deicing
AC 120-60 Ground Deicing and Anti-icing Program
AC 135-16 Ground Deicing and Anti-icing Training and
Checking

Clean Aircraft Concept

FAA Clean Aircraft Policy: FAA clean aircraft policy is cited in FAR 121.629 "No
person may take off an aircraft when frost, ice, or snow is adhering to the wings, control
surfaces, propellers, engine inlets or other critical surfaces of the aircraft."

US Air Force Policy: Air Force policy is consistent with the FAA policy and is cited in
AFI 11-202 and reads as follows: "The Pilot in Command will not takeoff with ice,
snow, or frost adhering to the wings, control surfaces, propellers, engine inlets or other
critical surfaces of the aircraft, unless authorized by the aircraft single manager or flight
manual."

The –1 also provides guidance in the form of this Warning:

 WARNING

Do not attempt takeoff with ice, snow, or frost on the wings, empennage, or fuselage.
The roughness caused by ice and snow on the surfaces varies the airfoil shape with a
resulting loss of efficiency. Takeoff run is increased, and rate of climb is decreased.
Stall speed is increased, and stall characteristics are unpredictable.

Test data has proven that ice, snow, or frost formations having a thickness and surface
roughness similar to medium or coarse sandpaper on the leading edge and upper surface
of a wing can reduce wing lift by as much as 30 percent and increase drag by 40 percent.

Ice buildup reduces engine power by obstructing engine inlet air duct causing increased
power requirements, thus increasing fuel consumption and decreasing range and
endurance, and it impairs control response.

Deicing is the process of removing accumulation of snow, frost, slush, and/or ice from
the aircraft critical surfaces, crevices, additional openings and hinge points of an aircraft.
This can be accomplished by brushing, blowing, wiping, and by spraying heated deicing
fluid.

Anti-icing is the process of preventing further accumulations of snow, frost, slush and/or
ice on clean aircraft critical surfaces by the application of fluids. The anti-icing fluids
used to prevent ice or snow forming, or accumulating, have holdover times (HOT) during
which their application prevents the formation of ice or snow crystals.

Active Frost: Active frost is a frost condition that is actively growing crystals and gaining
in mass and thickness and is considered a precipitation condition. It typically forms at
night under clear skies and calm winds when the OAT is below 0 C/32 F and the dew
point temperature spread is less than 3 C. The temperature of the aircraft surface must be
below 0 C/32 F. As an example, if an aircraft is parked outdoors on a cold clear night,
heat can radiate from its surface at a rate greater than is absorbed from its surroundings.
The net effect is that the aircraft surface temperature drops below the OAT. If this
temperature is below the frost point temperature of the air, moisture will deposit in the
form of hoarfrost. As a guide, if there is frost on any object in the deicing area (including
the aircraft) and the OAT and dew point are 3 C apart and narrowing, there is likely to be
active frost. If the OAT and dew point are 3 C apart and expanding, it is not clear if there
is active frost.

Aircraft Deicing/Anti-icing Fluids:

MIL-A-8243, Type I and Type II; Deicing fluids. (The closest civilian equivalent to this
fluid is AMS 1424 Type I. The Type I and Type II references for MIL-A-8243 fluid
refer to the actual composition of the fluid and are not the same as the Type I, II,
and IV designations for AMS fluids.) MIL-A-8243 fluid (both Type I and Type II)
has zero (0) holdover time and is never used as an anti-icing fluid.
AMS 1424 Type I; Deicing fluid.

AMS 1428 Type II and Type IV; Anti-icing fluids.

MIL-A-8243 Fluid:
Type I is composed of propylene glycol, Type II is composed of propylene and ethylene
glycol. The Air Force is phasing out MIL-A-8243 Type II due to environmental
concerns.

RAF Mildenhall uses MIL-A-8243 Type II fluid in a 50/50 mix ratio. That mixture can
be used down to a temperature of +1 Fahrenheit.

AMS 1424 Type I:

AMS 1424 Type I fluid is a civilian deicing/anti-icing fluid that is of a similar
composition to MIL-A-8243. This fluid is used primarily as a deicer, but does have
limited anti-icing properties.
AMS 1428 Type II and Type IV:
Type II/IV fluids are designed for large transport aircraft with takeoff rotational speeds
that generally exceed approximately 100 to 110 knots and have a takeoff ground roll time
of not less than 23 seconds.

The advantage of AMS Type II and IV fluids is their ability to prevent ice formation and
their shear characteristics under air loading. These fluids go on as a thicker film than
Type I and stay until takeoff roll. At approximately 75 to 85 knots the fluid will suddenly
shear off the aircraft surfaces, leaving the clean wing for takeoff.

Isopropyl alcohol:

WARNING

The use of isopropyl alcohol may cause a fire hazard or explosive environment.

Isopropyl, NATO Number S-737; US SPEC TT-1-735A, may be used in fluid de-icing
systems of aircraft for applications to windshields, props, and for other purposes as
applicable. If this fluid is used for surface de-icing, caution should be used around intake
and exhaust areas of the engine and APU. Since it is highly flammable, it is
recommended that the engines/APU not be started until the isopropyl fluid has
completely evaporated.

If isopropyl alcohol has been used to remove frost from the airplane, check the interior of
the airplane for alcohol leaks and fumes. This condition may create a fire hazard.

The recommended surface de-icing fluid is MIL-A-8243, NATO number S-742.

(Ethylene Glycol TYPE XX)
Usage Limitations for Deicing Fluids:
The selected mixture of Type I (including MIL-A-8243) fluid will have a freezing point
at least 18 F (10 C) below the outside air temperature or the aircraft surface temperature
(AST), whichever is lower.

The freezing point of Type II or IV fluid will be at least 13 F (7 C) below OAT or AST,
whichever is lower.

All fluids have a Lowest Operational Use Temperature (LOUT) which will never be
exceeded.
WARNING

Heated water deicing (the use of hot water without deicing fluid mixed in) is not
authorized due to the potential for refreezing of aircraft components.

Holdover Times:
Holdover Times (HOT) are published in Holdover Tables, with a specific table for each
different type and manufacturer of fluid. These times are derived from actual test data
and are validated and republished every year. The FAA also publishes a generic “worst
case” table for each type of fluid, to be used in the event that the precise manufacturer is
unknown.

HOT guidelines are intended to provide an indication of the approximate length of time
that a freezing point depressant (FPD) fluid will protect aircraft surfaces, during icing
conditions, while on the ground. It does not imply icing protection while airborne.

The HOT of an FPD fluid is primarily a function of the outside air temperature (OAT),
precipitation type and intensity, and percent FPD fluid concentration that is applied.

The lower holdover time value in a cell presents information for moderate precipitation
conditions and the longer holdover time is representative of fluid performance for light
precipitation conditions.

Concept of use

MIL-A-8243 and AMS 1424 Type I are designed as deicing fluids. These fluids are
applied in the required mixture ratio with water at a temperature of approximately 160-
200 degrees Fahrenheit at 100-200 psi, up to 80 GPM.

AMS 1428 Type II and IV are primarily anti-icing fluids. These fluids are never diluted
and are applied cold.

Fluid Deicing/Anti-icing Procedures.

One-step Deicing Procedure. This procedure shall be accomplished when visible

precipitation is not present or not predicted to occur within the time the aircraft is
scheduled to depart. Selection of the correct fluid mixture is based on either OAT or
AST, whichever is lower.

MIL-A-8243 Type I/II and AMS 1424 Type I are effective deicers.

There is no anti-icing benefit in using the MIL-A-8243 Type I/II fluids.

There is limited anti-icing benefit in using AMS 1424 Type I.

Two-step Anti-icing Procedure. This procedure shall be accomplished when visible

precipitation is present or predicted to occur within the time the aircraft is scheduled to
depart. It involves the combination of both deicing (step one) and anti-icing (step two).

a. For deicing purposes, use an application of a water diluted and heated fluid (MIL-A-
8243 Type I/II, or AMS 1424 Type I).

1. SAE permits deicing with hot diluted AMS 1428 Type II/IV fluids. Due to the
higher costs, the Air Force position is to not use these fluids for Step One deicing
except in extreme cases. It is possible that aircraft in International Airports will
be deiced with AMS 1424 Type II/IV fluids.

b. For anti-icing purposes, use an application of a non-diluted and cold fluid (AMS 1428
Type II/IV).

c. Until residual stocks of MIL-A-8243 Type I and Type II at an installation are depleted,
the combination of MIL-A-8243 Type I or Type II as Step One (deicer) and the AMS
1428 Type II/IV as the Step 2 (anti-icer) are permitted only if the fluid supplier of the
AMS 1428 Type II/IV agrees.

d. Contact the fluid supplier of the AMS 1428 Type II/IV for approval.

e. Do not continue to purchase the MIL-A-8243 Type I product once the aircraft specific
Technical Orders have included authorization and application procedures for the AMS
1424 Type I fluid. New procurements for a deicer fluid shall be for AMS 1424 Type I.

One Step Anti-icing. With a clean aircraft surface and a forecast for inclement weather
(especially frosting conditions), anti-icing fluid can be applied in preparation for
forecasted inclement weather.

a. This procedure is most applicable for use at night when frosting conditions are
forecasted for the next morning. It will also assist in the future removal of frozen
precipitation by either deicing fluids or forced air if the anti-icing fluid is applied in
anticipation of a forecasted weather event.

1. If inclement weather is forecasted, applying AMS1428 Type IV fluid to a clean

aircraft will facilitate a future deicing operation and may result in the overall use
 of less fluid. It will also assist in the future removal of frozen precipitation by
either deicing fluids or forced air if the anti-icing is applied in anticipation of a
forecasted weather event.

b. Generally frost will occur when the Relative Humidity is more than 50%, wind speed
is less than 7 knots, temperature is less than 41 F, and the sky cover is less than 3/10.

c. Relative humidity of 91-100%, wind speeds of 0-4 knots, sky cover of 3/10 or less, and
temperatures of 30 F to 37 F will result in wide-spread frost on all horizontal and vertical
surfaces.

d. Local conditions can often be different.

e. If precipitation does occur and the holdover time is exceeded (and there is a subsequent
need to deice), deicing in preparation for flight will be much simpler.

WARNING

Attempting to takeoff with aged anti-icing fluid on the surface can result in the fluid not
shearing as designed and resulting in unknown aerodynamics when the aircraft is at
takeoff speed.

f. If precipitation does not occur and the aircraft does not fly, the anti-icing fluid will
typically lose its effectiveness within 18 hours or less (dependant upon weather
conditions) from application. If visual indications show loss of effectiveness of the fluid
after 18 hours or earlier, do not attempt to fly the aircraft with the fluid. An appropriate
mixture of heated water/deicing fluid shall be used for removal. If the aircraft does not
fly within the effectiveness period of the fluid, the fluid can be left on the aircraft to assist
in the subsequent removal of any frozen precipitation that may occur. Prior to any flight,
it shall be removed.

WARNING

Application of anti-icing fluid to a surface that already has anti-icing fluid can result in
unknown aerodynamics when the aircraft is at takeoff speed.

Re-application of Anti-icing Fluid. Never apply AMS 1428 Type II/IV fluid as an anti-
icing fluid to an aircraft surface that has already been anti-iced. Should it become
necessary to re-accomplish the anti-icing (weather delays, operational holds, maintenance
delays), the aircraft shall first be deiced with a hot deicing fluid mix before the anti-icing
application.

Areas not to be deiced. Typically, these areas should not receive a direct stream of hot
deicing fluid.

a. Landing gear brakes

 b. Wheels
c. Exhausts.
d. Engine/APU cores.
e. Thrust reversers
f. Orifices of sensors

CAUTION

Fighter type aircraft canopies, transport aircraft flight deck windows, cabin windows, and
window seals can be damaged by the direct application of hot deicing fluid.

NOTE

On many transport aircraft flight deck and cabin windows, spraying deicing fluid on the
fuselage above the windows and allowing fluid to run down is acceptable.

g. Fighter type aircraft canopies, transport aircraft flight deck windows, cabin
windows.

WARNING

It is possible on some aircraft that deicing from the rear to the front of a wing or tail
surface can result in water to be trapped in balance bays or other cavities. Only with the
Aircraft Single Manager approval can deicing be accomplished from the rear to the front.

ANTI-ICING WITH AMS 1428 TYPE II/IV

Critical Areas to be Anti-iced. The aircraft Single Manager shall identify and develop
procedures for anti-icing critical areas. Typical critical areas are but are not limited to:

a. Wing upper surface and leading edges.

b. Horizontal stabilizer and elevator upper surfaces.
c. Vertical stabilizer and rudder.
d. Fuselage upper surfaces on center engine aircraft (KC-10), depending on
amount and type of precipitation.

Areas not to be Anti-iced. Typically, the following areas should not receive anti-icing
fluid. The aircraft Single Manager shall review the following areas, analyze any other
potential non-deicing areas, and make final determinations.

a. Landing gear brakes.

b. Wheels.
c. Exhausts.
d. Engine/APU cores.
e. Thrust reversers.
f. Orifices of sensors. Heated surfaces that should not ice.
 WARNING

Anti-icing fluid applied to any area forward of the flight deck window or canopy
will shear during takeoff roll and may obstruct the pilot’s vision.

g. Radome (upper surfaces) if the anti-icing fluid could blow back on the flight
deck windows or canopy.
h. Flight deck windows, cabin windows, canopy, and the area just forward of
these windscreens.

WARNING

Surfaces shall be sprayed symmetrically. Whatever is done to one side, the

identical process shall be done to the other side. Flight performance and safety
can be compromised if this does not occur.

The 3-minute time between deicing and the start of anti-icing is critical to
ensuring three is no potential for the reformation of ice.

The first application of anti-icing fluid shall occur in an unheated area that is visible (if
possible) to the Aircraft Commander. This area will be known as the Representative
Surface. This should be the first surface on which the anti-icing fluid will fail with
precipitation.

Holdover time starts when the first anti-icing fluid is applied to any aircraft surface.

MIL-A-8243 fluid (both Type I and Type II) has zero (0) holdover time and is never used
as an anti-icing fluid.

Visual Indications for Loss of Fluid Effectiveness. A fluid has lost its ability to provide
anti-icing when it is no longer able to absorb and melt precipitation.

Preliminary aircraft testing during the past year indicates that the first fluid failures on
test aircraft appear to occur in the leading or trailing edges of the wing’s surface rather
than the mid-chord section of the wing. Tests also indicate that fluid failures may be
difficult to identify.

Some visual clues that a fluid has lost this ability include loss of gloss. Look for a
change from a smooth gel-like appearance to a slushy milky appearance and finally to a
snow or crusted surface.

Some other signs of fluid failure include, but are not limited to:
• Ice or snow accumulation.
• Build up of ice crystals in or on the fluid.
• Surface freezing, or the presence of slush.
 • The windshield wipers can be an excellent indicator for those aircraft so
equipped.
• The leading edge of the wing closest to the point where the application began
will usually fail first.

At all US airports, and most large international airports, ground personnel accomplishing
the deicing/anti-icing procedure will communicate to the pilot the Type fluid used (for
Type II and Type IV fluids the specific manufacturer name and type fluid or SAE Type II
or SAE Type IV), the percentage of fluid within the fluid/water mixture, and the local
time the final deicing/anti-icing began. The results of the post-deicing/anti-icing check
should also be reported to the pilot unless the approved program has other procedures for
ensuring this information is conveyed to the pilot. Although reporting the results of the
post-deicing/anti-icing check may be redundant in some cases, it is one method to
confirm to the pilot that all contamination has been removed from the aircraft.

THOUGHTS AND MUSINGS

The information in this short section is derived mainly from personal experience and
shared events and occurrences. As the Pilot/Aircraft Commander, you will have to make
a lot of decisions that affect the airplane and everyone concerned with it. These are just a
few things to think about

As the pilot, know what the ground crew is using on your airplane. Know what fluids,
what concentrations, and what your holdover time is going to be. If you are at a civilian
field, try to find out how they do business before you need deice, that way you won’t
have angry airline pilots waiting on you to get out of the way.

Allow for the time that it will take to de-ice. Most airfields have a designated deicing pad
or area equipped to recover the used fluid. Most likely, you will have to start up the
plane and move to that area. Start all four engines to taxi, it warms up the engines and
you may catch an airplane problem before you spend the money on the fluid.

Consider how much accumulation is on the plane. Ice is really heavy and can really mess
with your CG. Ice on the wings and tail tends to move the CG aft, so if you are already at
a mid-or aft- CG, plus three or four inches of ice/snow on the plane, you may be in
danger of setting the airplane on its tail when you taxi. Maintenance is allowed on the
top of the aircraft to sweep off as much snow as possible, however, it is a judgment call
whether it is safe to be up there. Take temperatures, the wind, etc. into account before
you send up the crew chief(s). If you have deployed maintenance with you, the pro super
will make the call whether he sends people up top or not.

The overhead hatches in our planes are far from watertight. Because of this, deicing fluid
sprayed on top of the airplane tends to wind up in the airplane. If the airplane only has
frost or a light layer of snow, have maintenance open the plane and use ground heaters or
the APU/AC to warm up the body. This won’t de-ice the wings or tail, but it will
probably melt most of the ice off the fuselage. Then when you get deiced, you will most
likely only get a light spray on top of the fuselage, and hopefully you will get less inside.
Just keep in mind the warnings about melting ice and the refreezing of the water in
undesirable places.

Experience has shown that leaving the APU running for de-icing is a hit and miss
proposition. Anything that the trucks knock off the front of the wing, including fluid,
runs or falls down the fuselage right in front of the APU air intake. Any reasonable sized
chunk of snow or ice will get sucked down the APU, causing surges and flameouts.
Either event will dump the electrics, (which is why you had the APU running in the first
place), and both are hard on the APU. Unless there is some overriding reason, shut down
the APU during de-icing.

Make sure they really de-ice you. If you have several inches of snow or ice on the plane,
it will take a LOT of fluid to get it all clear. I have been told I was “all done”, and looked
out to see icicles hanging off the leading edge where the fluid had melted the goo, and it
had run down the front and refrozen on the bottom of the wing. The ice that you are
melting off dilutes the de-icing fluid, and when it gets diluted enough, it will refreeze.
The most critical parts of the airplane for de-icing are the leading edges and the tops of
the wings and tail.

Do not exceed your “hold time” if there is precip coming down. Again, the precip dilutes
the fluid, and eventually it will refreeze.

Props. Light frost will sublime off with the engines running. Heavy ice needs to be
removed, because the prop will be severely out of balance at engine start, and because
you can’t guarantee that it will shed off evenly as the engine comes up on speed. Plus, a
large chunk flying off the prop could punch a hole in the airplane, a building, or someone
standing around outside. There is no “hold time” for props. Any fluid on the prop will
be thrown off as soon as you start the engine, but you also should not get any appreciable
buildup either.

GENERAL COLD WEATHER OPERATIONS

The guidance in this section is mainly derived from T.O. 1C-130H-2-00GE-00-1, which
outlines the maintenance general ground handling procedures for all C-130H aircraft. It
is included here as an aircrew reference to supplement the –1 and the SOG Cold Weather
Handout, and as a guide to what preflight maintenance should be performed on the
aircraft. Again, these procedures are FOR REFERENCE ONLY.

WARNING

Do not allow moisture from melted ice to drain into critical areas where it may refreeze.
Do not chip or scrape ice from fuselage or flight surfaces. Exercise care during snow and
ice removal from the top surfaces of the airplane to prevent injury of personnel due to
slipping, and to prevent damage to airplane surfaces.

Cold Weather Precautions:

For cold weather operation, observe the following points:
A. Remove all ice, snow, and heavy frost from the entire airplane.

B. Remove snow and heavy frost with pushbrooms.

CAUTION

Ensure moisture from melted ice is not allowed to remain in critical areas where it may
refreeze.

C. Remove any ice accumulation by using a de-icing fluid. Use hot air only if other
means are not available.

D. Once the aircraft becomes Cold Soaked, avoid temperature changes. Condensation
forms causing electrical problems.

E. Avoid the use of de-icing fluid on the following: flight deck windows, GTC, APU, and
engine intakes/exhausts, air conditioning intakes, and electrical conduits/connectors.

F. Special care must be exercised to prevent overtorque of bolts, cables, fittings, etc.
Torque values are listed in T.O. 1-1A-8 or applicable aircraft handbook.

G. Painful injuries can result from touching metal with bare hands. Use ground heaters to
preheat hand tools and work area.

H. Service struts and accumulators with nitrogen of dry air when operating in extreme
cold climate for extended periods.

I. Preheat GTC/APU compartment prior to start as required.

CAUTION

On airplanes prior to AF74-01658, when the ATM is operated in an environment of high

humidity and shut down in temperatures below freezing, heat should be applied in the
compartment if ATM fails to start, as moisture may have frozen in the ATM controls.

J. Preheat cargo compartment air conditioner unit to eliminate possible icing.

Cold Weather Check List Before Flight

A. Remove all ice, snow, frost, and foreign materials from nose wheel well.
B. Check door linkage for snow, ice, excess lubricant, and foreign material.

C. Inspect radome for overheat damage.

D. Inspect pitot tube and static pressure ports for freedom of ice, snow, and foreign
material.

E. Inspect for snow, ice, and foreign material in brakes, shelf brackets, jackscrews, gear
tracks, and limit switch.

F. Ensure ice, snow, and frost are removed from engines.

CAUTION

Do not statically change the blade angle of a propeller which ahas been exposed to
prolonged temperatures below 0 C (32 F). Warm the propeller hub with warm air or run
the engine until engine oil temperature is at least 40 C. Propeller blade seal damage and
oil leakage may occur if propeller is operated while too cold. (Previous experience has
shown that even running the engines may not warm up the props enough to prevent
seal damage. The only sure answer is to use ground heaters on the props before
engine start.)

G. Push propeller in direction of normal rotation to insure freedom of movement. (Aid to

starter)

H. Ensure rudder, elevators, ailerons, trim tabs, and attaching hinges are free from ice,
snow, and foreign material.

I. Ensure flare and sextant ports are free of ice and snow.

J. Preheat flight deck and under flight deck area as required.

K. Use an approved heat source and preheat all condensate drains prior to draining

Cold Weather Checklist After Flight.

A. Remove all ice, snow, frost, and foreign materials from nose wheel well.

B. Check door linkage for snow, ice, excess lubricant, and foreign material.

C. Inspect radome for overheat damage.

D. Inspect pitot tube and static pressure ports for freedom of ice, snow, and foreign
material.

E. Inspect for snow, ice, and foreign material in brakes, shelf brackets, and limit switches.
F. Inspect jackscrews and tracks for snow, ice, excess lubricant, and foreign material.

G. Check door linkage for snow, ice, excess lubricant, and foreign material.

H. Ensure flaps are retracted after inspection is completed.

I. Remove aircraft battery to warm storage area if aircraft will be inactive in excess of 4
hours and the temperature is below -20 Fahrenheit.

J. Use an approved heat source and preheat all condensate drains prior to draining.
TABLE 1A - Guidelines for the application of SAE Type I fluid mixtur es.
Minimum Concentr ations as a Function of Outside Air Temper atur e(OAT)
Conce ntra tions in % V/V

Outs ide Air One -s te p Proce dure Two-s te p P roce dure

Tempe rature De icing/a nti-icing
1
OAT Firs t s te p: De icing S e cond s te p Anti-icing
Water he ate d to 60 C
-3 C (27 F) (140 F) minimum at the
a nd a bove FP of hea te d fluid 2 nozzle or a he ate d mix FP of fluid mixture s ha ll be a t
mixture s ha ll be of fluid a nd wa te r le a s t
a t le a s t 10 C (18 F) FP of hea te d fluid 10 C (18 F) be low a ctua l OAT
Be low be low OAT mixture s ha ll not be
-3 C (27 F) more tha n 3 C (5 F)
a bove OAT
Note : For he ate d fluids , a fluid te mpera ture not le s s than 60 C (140 F) at the nozzle is de s ira ble .
Uppe r tempera ture limit s ha ll not e xce e d fluid a nd a ircraft ma nufa cturers re comme ndations .

Ca ution: Wing s kin te mpe ra ture s ma y differ a nd in s ome ca s e s ma y be lowe r tha n OAT.
A s tronge r mix (more Glycol) ca n be us e d unde r the la tter conditions .
1 ) To be a pplie d before firs t s te p fluid fre e ze s , typica lly within 3 minute s .
2 ) Cle a n a ircraft ma y be a nti-ice d with unhe a te d fluid.
TABLE 1 - Guideline for Holdover Times Anticipated for SAE Type I Fluid Mixtur e as a Function of Weather Conditions and OAT

CAUTION: THIS TABLE IS FOR US E IN DEP ARTURE P LANNING ONLY, AND IT S HOULD BE US ED IN
CONJ UNCTION WITH P RE-TAKEOFF CHECK P ROCEDURES .

OAT Approxima te Holdove r Time s Unde r Va rious We a the r Conditions

(hours : minute s )
‡
*Fros t Fre e zing Fog S now **Fre e zing Drizzle Light Fre e zing Ra in on Cold Other
°C °F Ra in S oa ke d Wing

a bove 0 a bove 32 0:45 0:12-0:30 0:06-0:15 0:05-0:08 0:02-0:05 0:02-0:05 CAUTION:

No holdove r time
guide line s e xis t
CAUTION:
0 to -10 32 to 14 0:45 0:06-0:15 0:06-0:15 0:05-0:08 0:02-0:05 Cle a r ice ma y
re quire touch
for confirma tion

be low -10 be low 14 0:45 0:06-0:15 0:06-0:15

°C Degrees Celsius
°F Degrees Fahrenheit
OAT Outside Air Temperature
FP Freezing Point

THE RES P ONS IBILITY FOR THE AP P LICATION OF THES E DATA REMAINS WITH THE US ER.

* During conditions tha t a pply to a ircra ft prote ction for ACTIVE FROS T
** Us e light fre e zing ra in holdove r time s if pos itive ide ntifica tion of fre e zing drizzle is not pos s ible .
‡ Snow pellets, snow grains, ice pellets, moderate and heavy freezing rain, hail

SAE Type I fluid/water mixture is selected so that the FP of the mixture is at least 10 C (18 F) below OAT

CAUTION: THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH
MOISTURE CONTENT, HIGH WIND VELOCITY OR JET BLAST WILL REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE.
HOLDOVER TIME MAY BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THAN OAT.

CAUTION: SAE TYPE I FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING
FLIGHT.
 TABLE 2 - Guideline for Holdover Times Anticipated for SAE Type II Fluid Mixtur es as a Function of Weather
Conditions and OAT
CAUTION: THIS TABLE IS FOR USE IN DEPARTURE PLANNING ONLY, AND IT SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK PROCEDURES.

OAT SAE Type II Fluid Approxima te Holdove r Time s unde r Va rious We a the r Conditions (hours : minute s )
Concentration
°C °F Frost* Freezing Fog Snow Freezing Light Freezing Rain on Cold ‡
Other
Neat-Fluid/Water Drizzle*** Rain Soaked Wing
(Vol. %/Vol. %)

100/0 12:00 0:35-1:30 0:20-0:55 0:30-0:55 0:15-0:30 0:05-0:40 CAUTION:

a bove 0 a bove 32
75/25 6:00 0:25-1:00 0:15-0:40 0:20-0:45 0:10-0:25 0:05-0:25 No holdove r
50/50 4:00 0:15-0:30 0:05-0:15 0:05-0:15 0:05-0:10 CAUTION: time guide line s

100/0 8:00 0:35-1:30 0:20-0:45 0:30-0:55 0:15-0:30 Cle a r ice e xis t

0 to -3 32 to 27
75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25 ma y re quire

50/50 3:00 0:15-0:30 0:05-0:15 0:05-0:15 0:05-0:10 touch for

be low be low 100/0 8:00 0:20-1:05 0:15-0:35 **0:15-0:45 **0:10-0:30 confirma tion

-3 to -14 27 to 7 75/25 5:00 0:20-0:55 0:15-0:25 **0:15-0:30 **0:10-0:20

be low be low 100/0 8:00 0:15-0:20 0:15-0:30
-14 to -25 7 to -13
SAE Type II fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least 7 C (13°F) below the OAT and
be low be low 100/0
the aerodynamic acceptance criteria are met. Consider use of SAE Type I when SAE Type II fluid cannot be used.
-25 -13

°C = Degrees Celsius OAT = Outside Air Temperature

°F = Degrees Fahrenheit VOL = Volume

THE RES P ONS IBILITY FOR THE AP P LICATION OF THES E DATA REMAINS WITH THE US ER.
* During conditions tha t a pply to a ircra ft prote ction for ACTIVE FROS T
** No holdove r time guide line s e xis t for this condition be low -10 C (14 F)
*** Us e light fre e zing ra in holdove r time s if pos itive ide ntifica tion of fre e zing drizzle is not pos s ible
‡ Snow pellets, ice pellets, moderate and heavy freezing rain, hail
Snow includes snow grains
CAUTION: THE TIME OF P ROTECTION WILL BE S HORTENED IN HEAVY WEATHER CONDITIONS . HEAVY P RECIP ITATION RATES OR HIGH MOIS TURE
CONTENT, HIGH WIND VELOCITY OR J ET BLAS T MAY REDUCE HOLDOVER TIME BELOW THE LOWES T TIME S TATED IN THE RANGE. HOLDOVER TIME MAY
BE REDUCED WHEN AIRCRAFT S KIN TEMP ERATURE IS LOWER THAN OAT.

CAUTION: S AE TYP E II FLUID US ED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT P ROVIDE P ROTECTION DURING FLIGHT.
TABLE 4 - Guideline for Holdover Times Anticipated for SAE Type IV Fluid Mixtures as a Function of Weather Conditions and
OAT
CAUTION: THIS TABLE IS FOR USE IN DEPARTURE PLANNING ONLY, AND IT SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK PROCEDURES.

OAT SAE Type IV Fluid Approxima te Holdove r Time s unde r Va rious We a the r Conditions (hours : minute s )
°C °F Concentration Frost* Freezing Snow Freezing Light Freezing Rain on Cold ‡
Other
Neat-Fluid/Water Fog Drizzle*** Rain Soaked Wing
(Vol. %/Vol. %)

100/0 18:00 1:05-2:15 0:35-1:05 0:40-1:00 0:25-0:40 0:10-0:50

a bove 0 a bove 32 75/25 6:00 1:05-1:45 0:20-0:40 0:30-1:00 0:15-0:30 0:05-0:35 CAUTION:
50/50 4:00 0:15-0:35 0:05-0:20 0:10-0:20 0:05-0:10 CAUTION: No holdove r

100/0 12:00 1:05-2:15 0:30-0:55 0:40-1:00 0:25-0:40 Cle a r ice time guide line s

0 to -3 32 to 27 75/25 5:00 1:05-1:45 0:20-0:35 0:30-1:00 0:15-0:30 ma y re quire e xis t

50/50 3:00 0:15-0:35 0:05-0:15 0:10-0:20 0:05-0:10 touch for

be low be low 100/0 12:00 0:20-1:20 0:20-0:40 **0:20-0:55 **0:10-0:30 confirma tion

-3 to -14 27 to 7 75/25 5:00 0:25-0:50 0:15-0:25 **0:20-0:50 **0:10-0:25

be low be low 100/0 12:00 0:15-0:40 0:15-0:30
-14 to -25 7 to -13
be low -25 be low -13 100/0 SAE Type IV fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least 7°C(13°F) below the
OAT and the aerodynamic acceptance criteria are met. Consider use of SAE Type I when SAE Type IV fluid cannot be
used.

°C = Degrees Celsius OAT = Outside Air Temperature

°F = Degrees Fahrenheit VOL = Volume

THE RES P ONSIBILITY FOR THE AP PLICATION OF THES E DATA REMAINS WITH THE US ER.
* During conditions tha t a pply to a ircra ft prote ction for ACTIVE FROS T
** No holdove r time guide line s e xis t for this condition be low -10 C (14 F)
*** Us e light fre e zing ra in holdove r time s if pos itive ide ntifica tion of fre e zing drizzle is not pos s ible
‡ Snow pellets, ice pellets, moderate and heavy freezing rain, hail
Snow includes snow grains
CAUTION: THE TIME OF P ROTECTION WILL BE S HORTENED IN HEAVY WEATHER CONDITIONS . HEAVY P RECIP ITATION RATES OR HIGH MOIS TURE CONTENT, HIGH
WIND VELOCITY OR J ET BLAS T MAY REDUCE HOLDOVER TIME BELOW THE LOWES T TIME S TATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN
AIRCRAFT S KIN TEMP ERATURE IS LOWER THAN OAT.

CAUTION: SAE TYPE IV FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES
NOT PROVIDE PROTECTION DURING FLIGHT.