innovations in aircraft ground deicing

ACPA WINTER OPERATIONS CONFERENCE

OCTOBER 5, 2011

Innovations in Aircraft Ground Deicing

Michael Chaput3551 St. Charles Blvd, Suite #412

Kirkland, Quebec, Canada

H9H 3C4

514.465.8855

michael@deicinginnovations.com

www.deicinginnovations.com

Ground de/anti-icing consulting

Commercialization, integration of new technologies

Project management and oversight

Development and implementation of deicing optimization strategies

Air carrier, service provider de/anti-icing program development

Audits, assessments, process verifications

Training

Environmental assessments

Deicing Innovations

Technology manufacturers

Airports

Deicing service providers

Air carriers

Regulators

Deicing fluid manufacturers

Clientele

ROOTS AND RESULTS OF

DEICING RESEARCH AND

DEVELOPMENT

Dryden Crash, March 1989

Commission of inquiry into

the crash was established

Commission put forth 191

recommendations

Research and development

program was established

by Transport Canada

Dryden Aftermath

Program drivers include:

Recommendations from the DCIP

Industry needs

Joint leverage with FAA

SAE G-12 Committee

Major program elements:

De/anti-icing fluids

Weather

Aircraft performance

De/anti-icing operations

Facilities

Sensors

Information dissemination

R & D Program Overview

“WE’VE COME A LONG WAY”

1990

“WE’VE COME A LONG WAY”

2011

AEA/ISO Type I HOT Table

AEA/ISO Type II HOT Table

De/Anti-Icing Holdover Times

1990

De/Anti-Icing Holdover Times

2011 Active Frost Holdover Guidelines

Type I Generic Aluminum Surfaces

Type I Generic Composite Surfaces

Type II Generic Holdover Guidelines

8 Type II Brand-Specific Holdover

Guidelines

Type III Generic Holdover Guidelines

Type IV Generic Holdover Guidelines

15 Type IV Brand-Specific Holdover

Guidelines

De/Anti-Icing Holdover Times

2011

List of fluids tested for Anti-Icing

Performance and Aerodynamic Acceptance

Type I Fluid Application Procedures

Type II, III, IV Fluid Application Procedures

Visibility in Snow vs. Snowfall Intensity Chart

Lowest On-Wing Viscosity Values for

De/Anti-Icing Fluids

LOUT of De/Anti-Icing Fluids

Ice Pellet Allowance Times

Virtually all aspects of

ground de/anti-icing are

covered by robust industry

standards, recommended

practices, guidance

material, advisory circulars,

etc.:

Vehicles

Fluids

Fluid performance

Deicing procedures

Training

De/anti-icing facilities

Sensors

1990 2011

Very little in the way of

industry standards and

guidance

Deficient in quality and

scientific validity

Standards

20111990

Only a handful of

qualified fluids

Over 60 QUALIFIED FLUIDS

Qualified Fluids

SAE AMS 1424 and AMS1428 have been refined on an ongoing basis

SAE ARP 5485 and 5945 were developed and refined

Operational requirements and environmental concerns have stimulated

further fluid developments

Fluids are far better today than in 1990!

Operational performance

Physical properties

Improved environmental performance

2011

De/Anti-Icing Fluids

De/Anti-Icing Vehicles

1990 2011

Little or no glycol

source reduction

technologies or

procedures

Source Reduction

1990 2011

Little or no

devoted facilities

for de/anti-icing

activities

De/Anti-Icing Facilities

1990 2011

Engines-on deicing performed by deicing specialists

Single-Provider CDF: YUL, YYZ, YOW, YVR, YWG, YMX

Multi-User CDF: YYT

Move to centralized deicing underway at YYC, YEG and other airports

Push toward adoption of harmonized procedures at Canadian CDFs

(CDF Best Practices Workgroup)

Transport Canada approval of CDF operating procedures

2011

De/Anti-Icing Facilities

and Procedures

?

1990 2011

Environmental Protection

After 20 years of intensive industry focus, the

aircraft ground de/anti-icing industry is

extremely mature

Corporate knowledge and experience have

been replaced by scientifically validated

processes, procedures and technologies

A Mature Industry

RECENT CANADIAN

DEICING

DEVELOPMENTS

AIRCRAFT DEICING SYSTEM

Chinook Mobile Heating

and Deicing Corporation:

based in Smiths Falls,

Ontario

Chinook has patented the

Tempered Steam

technology and is the

manufacturer of the ADS-4

and ADS-5

Chinook Mobile Heating and

Deicing Corporation

✈ Tempered Steam is a precisely controlled stream of moisture laden air

✈ Air temperature is controlled within specified deicing limits

✈ Moisture levels are adjusted to deliver more or less energy without

changing the air temperature

✈ Tempered Steam can provide much of the high energy content of live

steam, but at lower and safer temperatures

Tempered Steam?

✈ Perforated “Delivery Head” has

been patented

✈ Delivery Head is positioned

above/against the aircraft

surfaces to be deiced

Delivery Heads

✈ Chinook’s Tempered Steam technology is designed for a wide range of

conditions and for a number of different applications:

✈Defrosting at the gate prior to pushback

✈Pre-deicing

✈Underwing, technical deicing

✈Engine and fan blade deicing

Potential Applications

2005 2006

FIRST DEMONSTRATION PROOF OF CONCEPT

2007

DETAILED TESTING TESTS ON AIRCRAFT WITH

PROTOTYPE EQUIPMENT

2008

Project Progress

Operational Demonstrations

2009-11

Montreal-Trudeau Airport

SIDE-BY-SIDE AIRCRAFTGATE 50 GATE 51

FLIGHT NUMBER

FIN NUMBER

AIRCRAFT TYPE

SCHEDULED DEPARTURE TIME

DE-FROSTING APPROACH

PUSHBACK TIME

DEPARTURE RUNWAY

WHEELS-UP TIME

TOTAL TIME (MINUTES)

AC 1850 AC 1806

273 209

A320 A320

6h30 6h30

CHINOOK CDF

6h33 6h28

06R 06R

6h44 6h59

11 31

Comparison of Frost Results

April 11, 2009

Frost on control surfaces, -1 Celsius

Toronto City Airport

GATE 4 GATE 5GATE 3

REGISTRATION

SCHEDULED DEPARTURE TIME

PRE-DEICING APPROACH

DEICING APPROACH

TOTAL DEICING TIME (GLYCOL)

TOTAL GLYCOL EMPLOYED (L)

LQL LQN LQX

6:45 6:45 6:50

CHINOOK N/A N/A

GLYCOL GLYCOL GLYCOL

3:10 11:10 9:30

114.3 234.3 356.7

Comparison of Snow Results

February 3, 2010

Snow on aircraft surfaces (1.8 cm), SN-, -3 Celsius

Ottawa Airport

Comparison of Snow Results

February 24, 2010

FIN NUMBER

AIRCRAFT TYPE

PRE-DEICING APPROACH

DEICING APPROACH

GLYCOL EMPLOYED (L)

TOTAL DEICING TIME

217 207

A320 A320

CHINOOK N/A

CDF CDF

884 2293

6 10

Glycol reduction = 1409 litres (61%)

Heavy, wet snow on aircraft surfaces (2-3 cm), SN, -1 Celsius

Helsinki-Vantaa Airport

REGISTRATION

AIRCRAFT TYPE

DEICING APPROACH

TOTAL DEICING TIME

LVD LVD

A319 A319

CHINOOKCABIN

HEATER

2:30 36:05

Comparison of Engine Deicing

Results - March 24, 2011

✈ Over 250 tests performed on various airframes

✈ Comparison of data from aircraft deiced using Chinook approach versushistorical approach indicates that numerous benefits could be achieved:

✈ Reduction in glycol usage, recovery and costs

✈ Reduction in fuel burn

✈ Reduction in aircraft delays

✈ Improvement in airport efficiency

✈ Improvement in carrier system efficiency

✈ Reduction in environmental impacts

Benefits

✈ Chinook has designed a high-quality production vehicle for specialized, long-term commercial use, designated the Chinook Arch Aircraft Deicing SystemADS-4

✈ First unit to be completed in November 2011

✈ Significant upgrade over previous prototypes employed in operational trials,with significant improvements in the design and engineering of the vehicle

✈ Developed on a robust JBT Aerotech Tempest chassis

✈ Vastly improved functionality and outputs, and will be capable of performingaircraft deicing operations in a far shorter time than previous prototypes

Chinook ADS-4

CHINOOK ARCH AIRCRAFT

DEICING SYSTEM ADS-4

✈ Chinook has manufactured a scaled down production unit fornumerous purposes, but specifically for engine and fan blade deicing

✈ Units will be available commercially for winter 2011-12

✈ Potential applications:

✈ Engine/fan blade deicing

✈ Underwing, undercarriage deicing

✈ Cabin heating

Chinook ADS-5

CHINOOK ARCH AIRCRAFT

DEICING SYSTEM ADS-5

CHINOOK ARCH AIRCRAFT

DEICING SYSTEM ADS-5

DEICING INFORMATION SYSTEM

Dan-Ice Canada Inc. is the

authorized agent for D-Ice

A/S (Denmark) in North

America

D-Ice A/S is the

manufacturer of the DIIS

Project developments

have been driven by Dan-

Ice Canada

Dan-Ice Canada Inc.

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

DIIS = Holdover Time Determination System (HOTDS)

System consists of numerous sensors enabling the determination of:

Rate of precipitation

Type of precipitation

Ambient temperature

System measurements can be employed to generate a “single-value”

holdover time for each departing aircraft

Holdover time information can be sent electronically to the flight deck

Deicing Information System

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

D-ICE SYSTEM INSTALLATION AND COMPONENTS

Weather sensor

Temperature sensorPrecipitation rate unit

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

Collection Unit

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

DIIS IN THE FIELD D-ICE SERVER

END USER

Data Communication

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

DIIS CYUL

0801211755Z

SN M1

HLD OVR TYPE I 8MIN

HLD OVR TYPE IV 38MIN

DIIS CYUL

0801211640Z

FZRA M1

HLD OVR TYPE I 4MIN

HLD OVR TYPE IV 31MIN

ACARS Data Provision

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

The holdover time for any aircraft de/anti-icing fluid is a

function of three variables:

Rate of precipitation (LWE)

Type of precipitation

Ambient temperature

Holdover Time Tables

The holdover time for any aircraft de/anti-icing fluid is a

function of three variables:

Rate of precipitation (LWE) = ???

Type of precipitation = Snow

Ambient temperature = -4°C

0:40 – 1:05

Holdover Time Tables

0

10

20

30

40

50

60

70

80

90

100

110

120

0 5 10 15 20 25 30 35 40 45Plate Pan

Rate of Precipitation (g/dm²/h)

Fail

ure T

ime (

min

)

Below -3 to -14ºC -14

-14ºC

Rate of 7 g/dm2/h

= 1:20 HOT

Rate of 17 g/dm2/h

= 0:50 HOT

Rate of 40 g/dm2/h

= 0:31 HOT

CURRENT HOT RANGE

0:40 to 1:05

LIGHT SNOW MODERATE SNOW HEAVY SNOW

-4.3C

-14C

Holdover Time Science

Rate of 17 g/dm2/h

= 1:15 HOT

Flight crew’s ability to extract the proper information from the tables

has not advanced with the science employed to build the tables

Despite the quality of the holdover time information, the paper format

of the tables limits them to being vague guidelines

Refinement of the “format” would allow for expansion of operational

use of fluid holder times

Holdover Time Tables

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

Simplistic Summary

Outside Air Temperature

Approximate Holdover Times Under Various Weather Conditions (hours:minutes)

Degrees Celsius

Degrees Fahrenheit

Type II Fluid Concentration

Neat Fluid/Water

(Volume %/Volume %)

Active Frost

Freezing Fog

Snow or Snow Grains

Freezing Drizzle

4

Light Freezing Rain

Rain on Cold Soaked Wing

Other2

100/0 8:00 3:30 – 4:00 1:00 – 1:35 1:20 – 2:00 0:45 – 1:25 0:10 – 1:30

75/25 5:00 2:30 – 4:00 0:40 – 1:20 1:15 – 2:00 0:30 – 0:55 0:05 – 1:20 -3 and above

27 and above

50/50 3:00 0:55 –1:45 0:10 – 0:25 0:20 – 0:30 0:10 – 0:15

100/0 8:00 0:55 – 1:45 0:40 – 1:05 0:35 – 1:303 0:25 – 0:45

3 below -3

to -14 below 27

to 7 75/25 5:00 0:40 – 1:10 0:20 – 0:40 0:25 – 1:103 0:30 – 0:40

3

below -14 to -25

below 7 to -13

100/0 8:00 0:30 – 0:50 0:15 – 0:30

CAUTION: No holdover

time guidelines exist

below -25 below -13 100/0 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 outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type II fluid cannot be used.

0

10

20

30

40

50

60

70

80

90

100

110

120

0 5 10 15 20 25 30 35 40 45Plate Pan

Rate of Precipitation (g/dm²/h)F

ail

ure

Tim

e (

min

)

Below -3 to -14ºC -14

-14ºC

LWE

Outside Air Temperature

Approximate Holdover Times Under Various Weather Conditions (hours:minutes)

Degrees Celsius

Degrees Fahrenheit

Type II Fluid Concentration

Neat Fluid/Water

(Volume %/Volume %)

Active Frost

Freezing Fog

Snow or Snow Grains

Freezing Drizzle

4

Light Freezing Rain

Rain on Cold Soaked Wing

Other2

100/0 8:00 3:30 – 4:00 1:00 – 1:35 1:20 – 2:00 0:45 – 1:25 0:10 – 1:30

75/25 5:00 2:30 – 4:00 0:40 – 1:20 1:15 – 2:00 0:30 – 0:55 0:05 – 1:20 -3 and above

27 and above

50/50 3:00 0:55 –1:45 0:10 – 0:25 0:20 – 0:30 0:10 – 0:15

100/0 8:00 0:55 – 1:45 0:40 – 1:05 0:35 – 1:303 0:25 – 0:45

3 below -3

to -14 below 27

to 7 75/25 5:00 0:40 – 1:10 0:20 – 0:40 0:25 – 1:103 0:30 – 0:40

3

below -14 to -25

below 7 to -13

100/0 8:00 0:30 – 0:50 0:15 – 0:30

CAUTION: No holdover

time guidelines exist

below -25 below -13 100/0 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 outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type II fluid cannot be used.

METAR

NO LWE

SCIENCE

OPERATIONS

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

Outside Air Temperature

Approximate Holdover Times Under Various Weather Conditions (hours:minutes)

Degrees Celsius

Degrees Fahrenheit

Type II Fluid Concentration

Neat Fluid/Water

(Volume %/Volume %)

Active Frost

Freezing Fog

Snow or Snow Grains

Freezing Drizzle

4

Light Freezing Rain

Rain on Cold Soaked Wing

Other2

100/0 8:00 3:30 – 4:00 1:00 – 1:35 1:20 – 2:00 0:45 – 1:25 0:10 – 1:30

75/25 5:00 2:30 – 4:00 0:40 – 1:20 1:15 – 2:00 0:30 – 0:55 0:05 – 1:20 -3 and above

27 and above

50/50 3:00 0:55 –1:45 0:10 – 0:25 0:20 – 0:30 0:10 – 0:15

100/0 8:00 0:55 – 1:45 0:40 – 1:05 0:35 – 1:303 0:25 – 0:45

3 below -3

to -14 below 27

to 7 75/25 5:00 0:40 – 1:10 0:20 – 0:40 0:25 – 1:103 0:30 – 0:40

3

below -14 to -25

below 7 to -13

100/0 8:00 0:30 – 0:50 0:15 – 0:30

CAUTION: No holdover

time guidelines exist

below -25 below -13 100/0 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 outside air temperature and the aerodynamic acceptance criteria are met. Consider use of Type I when Type II fluid cannot be used.

0

10

20

30

40

50

60

70

80

90

100

110

120

0 5 10 15 20 25 30 35 40 45Plate Pan

Rate of Precipitation (g/dm²/h)F

ail

ure

Tim

e (

min

)

Below -3 to -14ºC -14

-14ºC

LWE

SCIENCE

OPERATIONS

AUTOMATED

SYSTEM

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

Logical Scenario

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

Transport Canada

Regulatory Approval Process

Transport Canada has developed and implemented a

regulatory approval process for holdover time

determination systems

Exemption from Canadian Aviation Regulation 602.11

Minimum Performance Specifications

Quality Assurance Requirements

FAA is in the process of developing and implementing

a similar regulatory approval process

Technical evaluation of the DIIS was

completed by APS (6-year program)

Compliance of the DIIS outputs with the TC

Minimum Performance Standards and

Quality Assurance Requirements has been

documented

Technical Evaluation

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

Potential Benefits

More frequent winter weather information for winter flight planning

More accurate identification of de/anti-icing conditions

Better identification of changing weather

Accurate determination of fluid holdover times

Enable better fluid selection

Enable expanded use of current holdover time information

Reduction of human factor involvement in holdover time

assessment

Reduction of departures with exceeded fluid holdover times

Economic Savings

Cost of fluids

Costs of glycol recovery and recycling

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

Source Reduction of Glycol

Reduction of environmental impacts and costs

Operational Improvement

Airport throughput

Time management

Airport Implications

Runway maintenance

Application of runway de/anti-icers

Potential Benefits

DEICING DECISION SUPPORT FOR OPTIMIZED WINTER OPERATIONS

DIIS Service 2011-12

DIIS Trial 2011-12

ELECTRONIC MESSAGE BOARDS

✈ Number of recent accidents/incidents have occurred

involving contact between deicing vehicles and aircraft in

engines-on deicing operations

✈ General understanding that the standards, regulations and

industry guidance related to communication protocols for

engines-on deicing operations were deficient

EMB Background

✈ In 2010, the SAE G-12 Facilities Subcommittee recommended changes to SAE ARP

5660, Deicing Facility Operational Procedures; revision issued in January 2011

✈ Changes to SAE ARP 5660 focused largely on the requirement for visual and verbal

communication during engines-on deicing operations

✈ SAE ARP 4737, Aircraft Deicing/Anti-Icing Methods, will also be modified to include

wording on the need for visual communication during engines-on deicing in the next

revision of the document

✈ Other industry guidance and standards will be modified to include similar wording in

upcoming months and years

SAE Guidance – Positive Hold

Positive Hold Procedures

✈ Congested work environment due to presence of equipment and personnel

✈ Increase in safety risk by having personnel and equipment in proximity to

the aircraft in an engines-on environment

✈ Expensive: Labor, Operating Costs

✈ Increased verbal communications to the flight deck

Deficiencies of Current Approaches

EMBs: The Optimized Solution

✈ Developed by JCAII of Mississauga, Ontario

✈ AIM: Airfield Intelligent Management Systems

✈ Visual communication technologies for airports

AIM Systems EMBs

AIM Systems EMBs

✈ Maintain visual communications for aircraft throughout the deicing process

✈ Provides safety through clear communication

✈ Decisive and direct messaging with instant updating

✈ Efficient transition through the deicing process allows for more aircraft to be deiced

✈ Standardized, easy-to-read, critical information delivery

✈ Eliminates unnecessary traffic and personnel on pad

EMB Benefits

Current Installations - YYZ

Current Installations - YVR

Dynamic Airfield EMBs

Dynamic Gate EMBs

Bound for Europe

JCAII has an agreement in

principle to implement the

first EMB installation (AIM

Systems) at Schiphol in

advance of winter 2011-12

One additional mobile

EMB installation will be

implemented at another

major European airport

EMB Benefits

Final Thoughts

✈ Aircraft ground deicing is a very mature industry

✈ Wealth of niche expertise in Canada and worldwide, and an abundance

of creative ideas to optimize aircraft ground deicing operations exist

✈ Manufacturers of new technologies require industry support

✈ All stakeholders share a responsibility to support the development and

implementation of new approaches and optimized practices

Final Thoughts

For more information:

www.deicinginnovations.com

www.dan-ice.com

www.chinookmhd.com

www.theaimsystem.ca

“Do not follow where the path may lead. Go

instead where there is no path and leave a trail.”

-Harold R. McAlindon