Deicing 11 01 2006

Deicing/Anti-Icing
Manual
REV. 3, 1 NOV 2006
Volume 10
Deicing/Anti-Icing Manual
Revision Highlights
Volume 10
Revision Highlights
This revision incorporates procedures from Continental Airlines Ground DE-ICING
/ ANTI-ICING Manual.
Updates the list of accepted Deicing/Anti-Icing Programs for use on Chautauqua
Airlines aircraft and the required manual for each of those programs
This revision adds the Canadair CRJ200 references and material
Adds that a tactile check must be accomplished during the post deice check on
Embraer 135/140/145 aircraft.
Adds that a tactile check must be accomplished during the post deice check on
Canadair CRJ200 aircraft (except when operating as US Airways Express).
This revision updates American Connection's de-icing forms.
This revision updates the American Eagle deicing program change from the SOM
to the Ground Deicing/Anti-Icing Program.
This revision adds Type III as an approved deicing fluid for all Chautauqua Aircraft.
This revision updates the list of qualified deicing/anti-icing fluids for the current
2006-2007 deicing season.
Rev. 3, 01 NOV 2006
HGH-1
Revision Highlights
Volume 10
This Page Intentionally Left Blank
Rev. 3, 01 NOV 2006
HGH-2
Record of Revisions Page
Deicing/Anti-Icing Manual Volume 10

Manual #_________ Assigned to_______________________________
VOLUME TEN, DEICING/ANTI-ICING MANUAL
All additions, corrections, or changes to the Deicing/Anti-Icing Manual will be issued as
manual revisions and will be numbered in ascending numerical sequence. Revisions shall
be incorporated into the manual as soon as possible and shall not be inserted out of numerical sequence unless so instructed on the Letter of Transmittal which accompanies the revision. See the General Policies Manual for revision status information and publications
procedures.
Upon completion of a revision, record same on this Record of Revision page and the
Acknowledgement Letter. Sign the Acknowledgement Letter and return it to the Manager
of Publications at IND.
When revisions to the Manual are received, follow the directions on the Instruction Letter
for inclusion in the Manual. It is the manual holders responsibility to become familiar with
the changes in each revision and how they impact their duties.
Record the revision number and date of insertion on this page.
Note: This manual is FAA accepted and bears that signed and dated stamp in the header
section above on the Master Manual on file at Headquarters. 14 CFR 121.135(a)(2)
REVISION NUMBER
DATE ENTERED
YOUR INITIALS
ORIGINAL- NOV. 15, 2003
11/15/03
TR
9/15/03
TR
2/1/06
CC
11/1/06
AB
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
REV. 1, 15 SEP 2004
ROR-1
Manual/Revision Status Reporting

Manual holders are provided multiple ways to access current manual and revision status
information. The various platforms are detailed as follows:
Airline Reservation System Listings/Entries
Each airline we operate for has a proprietary reservation system with a location for posting
our publications revision status. The system must first be signed in with a valid ID/password that is authorized for using these entries.Through the Company Intranet
System/Listings:
Entry
American Airlines Computer System (Sabre)

For Chautauqua
N*RPREVISIONS
Continental Airlines Computer System (Shares)

For Chautauqua
GG RP -OR- GG Chautauqua
Delta Air Lines Computer System (Deltamatic)

For Chautauqua
G.RP*178
United Airlines Computer System (Apollo)

For Chautauqua
S*UAX/RPRP
US Airways Computer System (SABRE)

For Chautauqua
N*JNREVISIONS
For US Airways
N*REVISIONS
For US Airways Express
N*EXPGROUNDOPS
or N*EXPDEICING
All publications issued and tracked by the Publications Department are posted in these
reports. The procedure to access them is as follows:
Log onto the Chautauqua Airlines, Inc. Intranet page. (www.flychautauqua.com, click
on Employee Login)
Click on the Tech Pubs link.
Click on the Manual Revision Status Reports link.
E-mail Status Report
The Chautauqua Airlines- Current Manual Status report is distributed, via E-mail, by the
Publications Department on a regular basis (normally each week, but no more than two
weeks). This report, in addition to listing the current revision for company and selected
maintenance/operations publications, serves as a tool for tracking the status of work in
progress and submitted to the FAA for approval.
The distribution dates are also listed for each publication. This report is used by the Dispatch Department for updating the Flight Release Document.
REV. 3, 01 NOV 2006
ROR-2
This report is also the official list of the Primary and Secondary contacts for each applicable
publication. This serves an aid for other Contacts to use in coordinating publications related
responsibilities.
Note: This information is kept up to date by the Manager of Publications or a
designee, IND, at (317) 484-6038. (This is also a Dialnet number).
REV. 3, 01 NOV 2006
ROR-3
REV. 3, 01 NOV 2006
ROR-4
Operations Bulletin Summary Record
Deice/Anti-Icing Manual Volume 10

Bulletins are issued on an as needed basis to convey timely information. Bulletin information may supersede current information found in this manual or introduce new procedures
due to changes in the regulatory or operating environment. Bulletins will have either a verbal or written FAA acceptance or approval prior to distribution. Bulletins are to be inserted
in the area so designated on the first page of the Bulletin. Their insertion or removal is to
be recorded below. Bulletins will be removed once the material covered is incorporated into
a Company manual revision (usually the next revision), or is nor longer valid. Bulletins will
be numbered consecutively unless otherwise noted. It will be the responsibility of the manual holder to insert bulletins by the date specified on the bulletin and to alert the Station
Manager of the new information. It will be the Station Managers responsibility to implement
the change (s) specified in the Bulletin by disseminating the information to the employees
through Station Managers and Supervisors. Current bulletin status is available in Sabre
(AA/US), Shares (CO)Deltamatic (DL) and Apollo (UA). See Page ROR-1 for more information on revisions.

Bulletin
No.
Date
Issued
Subject
Date
Removed
Chapter/
Page
Location
DI06-01
12-06-06
CRJ200/Power Unit Capabilities and

Requirements, Communication on the
Ramp
DI07-01
01/26/07
Comair Electronic Post Deicing/

Anti-Icing Report
DI07-02
03/01/07
Comair Electronic Post Deicing/

Anti-Icing Report
DI07-03
03/02/07
Deicing Service for Continental Express in

Atlanta
DI07-04
12/01/07
Update of Preface
PRF-1, 5-4
DI07-05
12/03/07
Removing Frozen Contamination
4-12, 5-14
DI07-06
12/07/07
Infrared Deicing
4-19
REV. 3, 01 NOV 2006
6-7
03/01/07
APX-IV-10
APX-IV-10
12/01/07
PRF-1
OBS-1
Deice/Anti-Icing Manual Volume 10

Bulletin
No.
Date
Issued
ORIGINAL, 15 NOV 2003
Subject
Date
Removed
Chapter/
Page
Location
OBS-2
Listing of Effective Pages

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Revision/Dated
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1-3 . . . . . . . . . . . . . . . REV. 2, 1 DEC 2005
1-4 . . . . . . . . . . . . . . Rev. 3, 01 NOV 2006
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APX -I-1 . . . . . . . . ORIGINAL, 15 NOV 2003
APX -I-2 . . . . . . . . ORIGINAL, 15 NOV 2003
APX II-1 . . . . . . . . ORIGINAL, 15 NOV 2003
APX II-4 . . . . . . . . . . . Rev. 3, 01 NOV 2006
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APX II-10 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-1. . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-2. . . . . . . . . . . REV. 1, 15 SEP 2004
APX III-3. . . . . . . . . . . REV. 1, 15 SEP 2004
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APX III-7 . . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-8 . . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-9 . . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-10 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-11 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-12 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-13 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX III-14 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-1 . . . . . . . . . . . REV. 2, 1 DEC 2005
APX IV-2 . . . . . . . ORIGINAL, 15 NOV 2003
APX IV-5 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-6 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-7 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-8 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-9 . . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-10 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-11 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-12 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-13 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-14 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-15 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-16 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-17 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-18 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-19 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-20 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-21 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-22 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-23 . . . . . . . . . Rev. 3, 01 NOV 2006
APX IV-24 . . . . . . . . . Rev. 3, 01 NOV 2006
LEP-2
Table of Contents
Volume 10
Table of Contents
Revision Highlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HGH-1
Record of Revisions Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ROR-1
Operations Bulletin Summary Record . . . . . . . . . . . . . . . . . . . OBS-1
Listing of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEP-1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOC-1
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRF-1
Section 1 Policies and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A. Scope and Commitment 14 CFR 121.135(a)(1), 121.135(b)(1) . . .
B. General 14 CFR 119.43(b), 119.43(b)(1), 119.43(b)(2), 119.43(c),
121.135(b)(1), 121.135(b)(3), 121.629(a)(b)(c). . . . . . . . . . . . . . . .
C. Management Plan 14 CFR 121.135(b)(2), 121.629(c)(1)(i),
121.629(c)(1)(ii). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D. Ground Crew, WOC Training Requirements . . . . . . . . . . . . . . . . .
E. Contractor Deicing/Anti-Icing 14 CFR 121.629(c)(2) . . . . . . . . . . .
F. Charter Flights and Supplemental Operations 14 CFR 121.123. . .
PRF-4
PRF-4
PRF-4
PRF-5
PRF-9
PRF-9
PRF-9
Definitions/Acronyms/Glossary . . . . . . . . . . . . . . . . . . . . . . . . DEF-1
Section 1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEF-1
Section 2 Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEF-2
Section 3 Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEF-3
Chapter 1 General Information

Section 1 Winter Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
B. Duties and Responsibilities 14 CFR 121.629(c)(1)(iv) . . . . . . . . . . . . . 1-2
A. Ground Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
B. How To Build Safe Attitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
C. Passenger Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
D. Winter Watchouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
E. Gate Lead-In Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
F. Winterization Training 14 CFR 121.629(c)(2) . . . . . . . . . . . . . . . . . . . . 1-8
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TOC-1
Table of Contents
Volume 10
Chapter 2 Safety and Precautions

Section 1 Safety 14 CFR 121.135(a)(1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
A. Customer Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
B. Personal Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
C. Personal Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Section 2 Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
A. Deicing/Anti-Icing Fluid Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Chapter 3 Fluids
Section 1 Deicing and Anti-Icing Fluids 14 CFR 121.629(c)(2)(v) . . . . . . . . . 3-1
A. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
B. Type I Fluids (Primarily Deicing Fluids) . . . . . . . . . . . . . . . . . . . . . . . . 3-2
C. Type III Fluid (Deicing/Anti-icing Fluid) . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
D. Type II and Type IV Fluids (Primarily Anti-icing Fluids) . . . . . . . . . . . . 3-2
E. Testing Deicing Fluid Mixtures (Type I Fluid) . . . . . . . . . . . . . . . . . . . . 3-3
F. Glycol/ Water Percentage Chart (Type 1- First Step of Two Step
Method- Heated Fluid only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
G. Deicing Fluid Tester (Refractometer) Type . . . . . . . . . . . . . . . . . . . . . 3-6
H. Testing Glycol Mixture in Deice Units . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
I. Testing Deicing/Anti-icing Fluid Bulk Deliveries . . . . . . . . . . . . . . . . . . 3-10
J. Special Considerations for Deicing/Anti-icing Fluids . . . . . . . . . . . . . . 3-11
Chapter 4 Procedures and Specifics

Section 1 Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
A. Icing Conditions 14 CFR 121.629(c)(1)(i) . . . . . . . . . . . . . . . . . . . . . . . 4-1
B. Determination of Ground Icing Conditions
14 CFR 121.629(c)(1)(i), 121.629(c)(1)(ii), 121.629(c)(1)(iii) . . . . . . . . 4-2
C. Determination of Ground Icing Conditions at Delta/Delta Connection
Stations 14 CFR 121.629(c)(ii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Section 2 Deicing/Anti-Icing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
A. General 14 CFR 121.135(a)(1), 121.629(c)(2)(i) . . . . . . . . . . . . . . . . . 4-3
B. Spraying Deicing/Anti-icing Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
C. Tower/Bucket Unit 14 CFR 121.135(a)(1) . . . . . . . . . . . . . . . . . . . . . . 4-6
D. Deicing/Anti-Icing Preparation and Driving Sequences
14 CFR 121.135(a)(1), 121.629(c)(2)(ii) . . . . . . . . . . . . . . . . . . . . . . . . 4-6
E. Remote Deicing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
F. Communications to Flight Crew 14 CFR 121.629(c)(2)(iii) . . . . . . . . . 4-14
G. Aircraft Inspections 14 CFR 121.135(b)(2), 121.629(c)(2)(ii),
121.629(c)(2)(iv), 121.629(c)(2)(vii) . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
H. RON Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
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I. First flight of the day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
J. Through or Turn-Around Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
K. Holdover Times 14 CFR 121.629(c)(2)(i), 121.629(c)(3),
121.629(c)(3)(i), 121.629(c)(3)(iii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
L. Hot Water Use at Tropical Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Section 3 Storage, Records, and Compliance . . . . . . . . . . . . . . . . . . . . . . . 4-19
A. Fluid Storage and Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
B. Record Keeping Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
C. Audits to Ensure Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
D. Safety Policies and Procedures (Volume 4) . . . . . . . . . . . . . . . . . . . . 4-21
Chapter 5 Training
Section 1 Purpose of Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Section 2 Training Requirements 14 CFR 121.629(c)(2) . . . . . . . . . . . . . . . . 5-1
A. Steps to be Taken by Personnel Involved in Operations and Deicing of
Chautauqua Airlines Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
B. Train The Trainer Requirements 14 CFR 121.629(c)(2). . . . . . . . . . . . 5-2
C. Code Share Training Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
D. Differences/Supplemental Training . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
E. Differences/Supplemental Training For Continental Express . . . . . . . . 5-4
Section 3 Initial Training - Deicing/Anti-Icing
14 CFR 121.135(a)(1), 121.629(c)(2) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
B. Deicing Fluids 14 CFR 121.629(c)(2)(v) . . . . . . . . . . . . . . . . . . . . . . . . 5-6
C. Deicing/Anti-Icing Procedures
14 CFR 121.135(a)(1), 121.629(c)(2)(i) . . . . . . . . . . . . . . . . . . . . . . . . 5-7
D. Communication To The Flight Crew 14 CFR 121.629(c)(2)(iii) . . . . . 5-18
E. Aircraft Inspections 14 CFR 121.135(b)(2), 121.629(c)(2)(ii),
121.629(c)(2)(iv), 121.629(c)(2)(vii) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
F. RON Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
G. First Flight of the Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
H. Through or Turn-Around Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
I. Holdover Times 14 CFR 121.629(c)(2)(i), 121.629(c)(3),
121.629(c)(3)(i), 121.629(c)(3)(iii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
J. Hot Water Use at Tropical Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
K. Storage, Records, and Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
L. Deicing Quiz, Training Rosters, Training Records. . . . . . . . . . . . . . . . 5-27
Section 4 Recurrent Training - Deicing/Anti-Icing. . . . . . . . . . . . . . . . . . . . . 5-28
A. Instructor/ Station Trainer Requirements
14 CFR 121.135(a)(1), 121.629(c)(2) . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
B. Training Guidelines 14 CFR 121.135(a)(1). . . . . . . . . . . . . . . . . . . . . 5-29
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C. Deicing Personnel Recurrent Requirements
14 CFR 121.629(c)(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Chapter 6 Aircraft Specifics

Section 1 General Information Embraer 135/140/145
14 CFR 121.629(c)(2)(ii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
A. Fluid Certification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
B. Power Unit Capabilities and Requirements: . . . . . . . . . . . . . . . . . . . . . 6-1
C. Communications Capabilities on the Ramp:. . . . . . . . . . . . . . . . . . . . . 6-1
Section 2 Embraer 135/140/145 Specifics . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
A. Critical and Caution/Sensitive Areas . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
B. Deicing Sequence for One Truck-Embraer 135/140/145 . . . . . . . . . . . 6-3
C. Deicing Sequence for Two Trucks-Embraer 135/140/145 . . . . . . . . . . 6-4
D. Type II/IV Fluid Application - Embraer 135/140/145 . . . . . . . . . . . . . . . 6-5
Section 3 General Information Canadair CRJ200
14 CFR 121.629(c)(2)(ii) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
A. Fluid Certification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
B. Power Unit Capabilities and Requirements: . . . . . . . . . . . . . . . . . . . . . 6-7
C. Communications Capabilities on the Ramp:. . . . . . . . . . . . . . . . . . . . . 6-7
Section 4 Canadair CRJ200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
A. Critical and Caution/Sensitive Areas . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
B. Deicing Sequence for One Truck - Canadair CRJ200 . . . . . . . . . . . . . 6-9
C. Deicing Sequence for Two Trucks - Canadair CRJ200 . . . . . . . . . . . 6-10
D. Type II/IV Fluid Application - Canadair CRJ200 . . . . . . . . . . . . . . . . . 6-11
Appendix I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX -I-1

A. Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX -I-1
B. Wind Chill Chart Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX -I-2
Appendix II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX II-1

A.
B.
C.
D.
Type I Deicing Fluid Technical Information . . . . . . . . . . . . . . . . APX II-1

Type II Deicing/Anti-Icing Fluid Technical Information. . . . . . . . APX II-2
Type III Deicing/Anti-Icing Fluid Technical Information . . . . . . . APX II-4
Type IV Deicing/Anti-Icing Fluid Technical Information . . . . . . . APX II-5
E. Table 6 List of Qualified(1) Deicing/Anti-Icing Fluids-Winter 20062007 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX II-7
Appendix III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX III-1

A. Chautauqua Airlines Deicing Training Record . . . . . . . . . . . . . . APX III-1
B. Attendance/completion form for Chautauqua Airlines Deicing
Training for: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX III-2
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C. American Connection Sabre Electronic Training Record . . . . . . APX III-3
D. American Connection Training Input Roster. . . . . . . . . . . . . . . . APX III-4
E. Continental Vendor Winter Operations Training Roster (Train
The Trainer). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX III-5
F. ASA Delta Connection Record of Training . . . . . . . . . . . . . . . . . APX III-6
G. Delta Air Lines Electronic Record - LMS (Example). . . . . . . . . . APX III-7
H. United Airlines Electronic Training Roster (Example). . . . . . . . . APX III-7
I. United Airlines Paper Training Roster (Example). . . . . . . . . . . . . APX III-8
J. US Airways Express Deicing Training Record . . . . . . . . . . . . . . APX III-9
K. Deicing Quiz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX III-10
L. Initial Deicing Quiz Answer Key . . . . . . . . . . . . . . . . . . . . . . . . APX III-14
Appendix IV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-1

A. Chautauqua Airlines Ground Deicing Record . . . . . . . . . . . . . . . APX IV-1
B. Chautauqua Glycol Acceptance Record . . . . . . . . . . . . . . . . . . . APX IV-2
C. American Eagle Fluid Application Log . . . . . . . . . . . . . . . . . . . . APX IV-3
D. American Eagle Deicer/Anti-icer Refill Log Form . . . . . . . . . . . . APX IV-4
E. Continental Airlines Aircraft DE-ICE / ANTI-ICE RECORD . . . APX IV-5
F. Continental Airlines Glycol Solution Test Record (Type I / TypeIII)APX IV-6
G. Continental Airlines Type II / IV De-icing Fluid Test Record. . . . APX IV-7
H. Delta Post Deicing/Anti-Icing Report . . . . . . . . . . . . . . . . . . . . . APX IV-8
I. Comair Deicing/Anti-Icing Data Record . . . . . . . . . . . . . . . . . . . . APX IV-9
J. Delta/Delta Connection Type I Glycol Freeze Point/Refractive
Index Log. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-10
K. Delta/Delta Connection Glycol Fluid Tester-Monthly Test
Report Log. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-11
L. Additional Comair Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-12
M. Additional Comair Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-13
N. Delta/Delta Connection Deicers Communication Card . . . . . . APX IV-14
O. United Airlines Aircraft Deicing/Anti-icing Record
(Example With Guide) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-15
P. United Airlines Aircraft Anti-icing Truck Type II/IV Fluid
Check (Example With Guide) . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-16
Q. United Airlines Deicers Communication (UA Pocket Guide) . . APX IV-17
R. US Airways Express Deicing Record . . . . . . . . . . . . . . . . . . . . APX IV-18
S. Servisair/Globe Ground Deicing/Anti-icing Report . . . . . . . . . . APX IV-19
T. Servisair/Globe Ground Daily Refractometer Readings Log. . . APX IV-20
U. Air Canada Winter Operations De-Icing Record- Part 1 . . . . . . APX IV-21
V. Air Canada Monthly Refractometer Test Record- Part 1 . . . . . APX IV-22
W. Air Canada Monthly Refractometer Test Record- Part 2 . . . . . APX IV-23
X. Aeromag De-icing Confirmation Slip. . . . . . . . . . . . . . . . . . . . . APX IV-24
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Volume 10
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Volume 10
BULLETIN- DI07-04 BULLETIN DI07-04
BULLETIN- DI07-04
Bulletin #- DI07-04
Effective Date- December 01, 2007
To- All Deicing/Anti-Icing -Manual Holders
From- Jerome Balsano, Vice President of Customer Service
Subject- Update of Preface And Clarification of Accepted Deicing/Anti-Icing
Programs for Chautauqua Airlines Operating as Continental Express
Recording- This bulletin Supersedes bulletin DI07-03. Please Remove bulletin DI07-03 and
record its removal in the OPERATIONS BULLETIN SUMMARY RECORD, Page
OBS-1. This Bulletin remains in effect until instructed to remove it in a future revision. Be sure to record DI07-04 on the OBS-1.
Placement-
This bulletin is in Two Parts. This is Part One. Insert this part before Page PRF-1.
Background- This bulletin updates and reformats the information found on Pages PRF-1 and
PRF-2 and also adds the changes that follow. The name of the American Eagle
Deice Manual has been changed to American Eagle Ground Deicing/Anti-icing
Program (GDAP). This bulletin adds that change to the manual.
Continental Express stations handled by ExpressJet are now utilizing the
ExpressJet Winter Operations Program for training and deicing/anti-icing in place
of the Continental Ground De-icing/Anti-Icing Manual and training. This bulletin
adds clarification to training and manual requirements for those Continental
Express stations handled by ExpressJet. This bulletin also updates the information
on differences/supplemental training for Continental Express.
Instructions- Part One of this bulletin revises the information found on Page PRF-1 and PRF-2,
Items 1 through 5 and supersedes Bulletin DI07-03.
OVER
Page- 1 of 4
Volume 10
BULLETIN- DI07-04
Preface
14 CFR 121.133(a), 121.135(b)(1)
The Chautauqua Airlines Deicing/Anti-Icing Program is designed to standardize deicing procedures throughout the Chautauqua route structure. Safety is increased
through the creation of a single manual for operator compliance. Policies and procedures are mirrored in the American/American Eagle, Continental/Continental Express,
Delta/Delta Connection, United/United Express, US Airways/US Airways Express,
related manuals. These procedures and training program are structured for standardization and compliance with both the letter and intent of the rule. The following sections providing a complete description of these procedures and training.
The Vice President of Customer Service or his designee is responsible for the oversight of the Deicing/Anti-Icing Program and has the authority to approve changes to the
program and review other carriers programs for acceptance. Comments and recommendations concerning the program should be forwarded to Jerry Balsano, Vice President of Customer Service, at (317) 484-6006.
Accepted Deicing/Anti-Icing Programs
At cities that handle Chautauqua Airlines' aircraft and are staffed by American/American Eagle, Continental/Continental Express, Delta/Delta Connection, United Airlines/
United Express, and US Airways/US Airways Express it is acceptable to use those
code share airline's manuals, training and qualification requirements, and forms (training forms and log sheets). The required training and the manuals that are required to
be at the station and used for reference for deicing/anti-icing are outlined below by specific code share.
Code Share Airline Operation
Training Requirements
Required Manual at Station
American Connection
American/American Eagle
Differences/Online Lesson
American Eagle - GDAP
Continental Express
Utilizing CO GDAM
Continental/Continental Express
Chautauqua Supplemental Training
Chautauqua Airlines
Continental Express
Utilizing ExpressJet WO
Chautauqua Airlines
Initial and Recurrent Training
Chautauqua Airlines
Continental Express At ATL

Utilizing DL Training
Delta/Delta Connection
CO Supervisor Trained on
Chautauqua Supplemental Training
Chautauqua Airlines
Delta Connection
Delta/Delta Connection
Chautauqua Airlines
United Express
United/United Express
Chautauqua Airlines
US Airways Express
US Airways/US Airways Express
US Airways Express
Ground Deicing Manual OR
US Airways Winterization Manual With
Express Differences Section
Page- 2 of 4
Preface
Volume 10
Preface
14 CFR 121.133(a), 121.135(b)(1)
The Chautauqua Airlines Deicing/Anti-Icing Program is designed to standardize deicing procedures throughout the Chautauqua route structure. Safety is increased
through the creation of a single manual for operator compliance. Policies and procedures are mirrored in the American/American Eagle, Continential/Continental Express,
Delta/Delta Connection, United/United Express,US Airways/US Airways
Express,related manuals. These procedures and training program are structured for
standardization and compliance with both the letter and intent of the rule. The following sections providing a complete description of these procedures and training.
The Vice President of Customer Service or his designee is responsible for the oversight of the Deicing/Anti-Icing Program and has the authority to approve changes to
the program and review other carriers programs for acceptance. Comments and recommendations concerning the program should be forwarded to Jerry Balsano, Vice
President of Customer Service, at (317) 484-6006 or dialnet 484-6006.
Accepted Deicing/Anti-Icing Programs
code share airline's manuals, training and qualification requirements, and forms (training forms and log sheets). The manuals that are required to be at the station and used
for reference for deicing/anti-icing are listed below.
1. American Connection Operations
The American Eagle Deice Manual may be used in lieu of the Chautauqua Airlines Deicing/Anti-icing Manual for American Connection operations, for all Chautauqua Airlines' aircraft types. The Chautauqua Airlines manual will not be required for these
operations.
2. Continental Airlines Operations
The Continental Ground De-icing/Anti-Icing Manual is accepted for use on Chautauqua Airlines' aircraft. The Chautauqua Airlines - Deicing/Anti-icing Manual will be used
for Continental/Continental Express operations, for all Chautauqua Airlines' aircraft
types.
3. Delta Connection Operations
The Delta/Delta Connection - De-icing/Anti-Icing Training Program is accepted for use
on Chautauqua Airlines' aircraft. The Chautauqua Airlines - Deicing/Anti-icing Manual
will be used for Delta Connection operations, for all Chautauqua Airlines' aircraft types.
4. United Express Operations
The United Ground Deicing/Anti-Icing Program (GDAP) and the Chautauqua Airlines Deicing/Anti-icing Manual will be used for United Express operations, for all Chautauqua Airlines' aircraft types.
REV. 3, 01 NOV 2006
PRF-1
Preface
Volume 10
5. US Airways Express Operations

The US Airways Express - Ground Deicing Manual may be used in lieu of the Chautauqua Airlines- Deicing/Anti-icing Manual for US Airways Express operations, for all
Chautauqua Airlines' aircraft types. The Chautauqua Airlines manual will not be
required for these operations.
Canadian Operations
For Chautauqua Airlines Canadian operations, the standards set forth from Transport
Canada, and training and qualification requirements outlined by Servisair/Globe
Ground and Air Canada, may be used in conjunction with this manual.
6. Servisair/Globe Ground
Training by Servisair/Globe Ground is provided as appropriate to the job function
within any job aspect of the Servisair/Globe Ground Icing Operations Program.
a. The objectives and the duration of the training is found in the sections of the
Servisair/Globe Ground Icing Operations Program.
b. Since those training records vary as does the qualification for each Servisair/
Globe Ground employee they are not contained within the Chautauqua Airlines
Deicing/Anti-Icing Program.
c. The training files of each Servisair/Globe Ground employee contain the results
and a record of the initial and most recent annual training and examination
scores as a minimum requirement.
d. These results and records must be available upon request by any Chautauqua
Airlines or FAA Representative.
Note: See Appendix IV for Servisair/Globe Ground Deicing/Anti-icing

Report and Servisair/Globe Ground Daily Refractometer Readings
Log.
7. Air Canada
Training by Air Canada is provided as appropriate to the job function within any job
aspect of the Air Canada Publication 75 De-icing /Anti-icing program.
a. The objectives and the duration of the training is found in the sections of the Air
Canada Publication 75 De-icing/Anti-icing program.
b. Since those training records vary as does the qualification for each Air Canada
Employee they are not contained within the Chautauqua Airlines Deicing/Antiicing manual.
c. The training files of each Air Canada employee must contain the results and a
record of the initial and most recent annual training and examinations scores as
a minimum requirement.
d. These results and records must be available upon request by any Chautauqua
REV. 3, 01 NOV 2006
PRF-2
Preface
Note:See Appendix IV for Air Canada's De-icing/Anti-icing Report and
Monthly Refractometer Readings log.
REV. 3, 01 NOV 2006
PRF-3
Preface
Section 1
Volume 10
Policies and Procedures
A. Scope and Commitment 14 CFR 121.135(a)(1), 121.135(b)(1)

This deicing/anti-icing manual covers the approved procedures and policies for deicing/anti-icing aircraft in accordance with FAR 121.629 for Chautauqua Airlines. All
ground personnel involved with deicing must comply with the policies and procedures
set forth in this manual.This manual addresses the general information, the safety procedures and policies, and the operational procedures for deicing/anti-icing and releasing Chautauqua Airlines aircraft during ground icing conditions.
The aircraft specifics, as well as diagrams and caution areas are found in Chapter 6 of
this manual.
Note: In circumstances where a ground deicing/anti-icing event is not

declared, and there is ice contamination on some or all of the
aircraft surfaces, deicing/anti-icing efforts can be localized to
facilitate achieving the clean aircraft concept. A deicing/antiicing event is declared only when there is continuing precipitation
falling and adhering to aircraft surfaces.
B. General 14 CFR 119.43(b), 119.43(b)(1), 119.43(b)(2), 119.43(c),

121.135(b)(1), 121.135(b)(3), 121.629(a)(b)(c)
1. Chautauqua Airlines complies with FAR 121.629 (a) which states that: No person
may dispatch or release an aircraft, continue to operate an aircraft enroute, or land
an aircraft when in the opinion of the pilot in command or aircraft dispatcher
(domestic and flag operations only), icing conditions are expected or met that might
adversely affect the safety of the flight.
2. Chautauqua Airlines complies with FAR 121.629 (c) which states that no person
may dispatch, release, or take off an aircraft any time conditions are such that frost,
ice, or snow may reasonably be expected to adhere to the aircraft, unless
Chautauqua Airlines has an approved ground deicing/anti-icing program in its
operations specifications and unless the dispatch, release, and takeoff comply with
that program.
3. Chautauqua Airlines complies with FAR 121.629 (b), which states that no person
may take off an aircraft when frost, ice, or snow is adhering to the wings, control
surfaces, engine inlets, or other critical surfaces of the aircraft or when the takeoff
would not be in compliance with FAR 121.629 (c).
REV. 3, 01 NOV 2006
PRF-4
Preface
Note:Compliance of FAR 121.629 and AC 120-60 is achieved by following
the policies and procedures in the Chautauqua Airlines Approved
Ground Deicing/Anti-Icing Program (Ops Specs A023). Compliance
of these Federal Air Regulations is mandatory for Chautauqua
Airlines employees and companies under contract for Chautauqua
Airlines. (Contractors must use either the Chautauqua Airlines
Deicing/Anti-Icing Program or a program recognized and accepted
by Chautauqua Airlines and the CHDO.)
4. Compliance of FAR 121.629(a), FAR 121.629(b), and FAR 121.629(c) is mandatory
during Chautauqua Airlines supplemental operations (i.e.; charters).
5. This manual along with the General Operations Manual (GOM) and the Pilot
Operating Handbook (POH) constitutes the deicing/anti-icing program.
6. Chautauqua Airlines is authorized to use the following approved procedures, as
applicable, to determine operations during ground icing conditions as described
below.
a. Approved ground deicing/anti-icing program as defined in the Operations Specifications paragraph A023.
7. At US Airways/US Airways Express and American/American Eagle locations where
there is no Chautauqua staff, the code shares Deicing/Anti-Icing Manual, the
Chautauqua Deicing/Anti-Icing Manual, the General Operations Manual, and the
Pilot Operating Handbook constitutes the deicing/anti-icing program as long as the
differences have been previously accepted by the FAA.
C. Management Plan 14 CFR 121.135(b)(2), 121.629(c)(1)(i),

121.629(c)(1)(ii)
1. Flight Operations
a. Determination of deicing/anti-icing conditions:
The Winter Operations Coordinator (WOC) (a trained individual designated at
each station) will make the determination as to the existence of icing conditions.
This will normally be the Station Manager, Manager on Duty, Supervisor on
Duty, or Lead Agent on duty. At any offline station (a station not served by
Chautauqua Airlines), the pilot in command will determine if icing conditions
exist. The criteria upon which to base the decision will be outside air temperature
and precipitation conditions.
b. Coordination with ATC and Airport Managers:
The Winter Operations Coordinator will notify the local controlling ATC facility,
the airport manager, as necessary, and the Supervisor, Flight Control to advise
that deicing/anti-icing procedures are in effect.
REV. 3, 01 NOV 2006
PRF-5
Preface
Volume 10
c. Entering into agreements with ATC and Airport Managers:

14 CFR 121.629 (c)(1)(iii)
The Director of Flight Operations, or his/her designee, is authorized to enter into
agreements with ATC on communication and coordination procedures used
during deicing/anti-icing conditions. The Station Manager is authorized to enter
into agreements with Airport Managers, regarding facilities and locations for
deicing/anti-icing and pre-takeoff inspections.
d. Continental/Continental Express
1) Winter Operations Management Plan
Each cold weather station will develop "in writing" a specific station winter
operationsplan. The purpose of the Plan is to ensure that all persons who
have duties,responsibilities, and functions during de-icing/anti-icing
operations perform them in accordance with this document and that adequate
Management oversight is maintained. Cold weather operations will be in
effect for all cold weather stations from September 15 through April 15. These
dates are only guidelines and may vary depending on actual station location.
Cold weather planning and preparation must be completed prior to actual season
beginning.
a) The Winter Operations Management Plan must be posted in the operations areaand input into CODACOM so that it can be retrieved using the
JXSSWO XXX (CityCode) WIN entry.
b) In CODACOM, access JXSSOP WINTER for directions on inputting the
WinterOperations Shell and for important winter-planning phone contacts.
2) The plan must include items A thru J and in specified order as shown below:
a) Station code.
b) Identification of a Winter Operations Coordinator(s).
c) Who to contact when de-icing becomes required.
d) Where normal and emergency glycol supplies are obtained (include fluid
type and fluid name).
e) Alternate provisions for de-icing aircraft if normal de-icing equipment
becomes unavailable.
f) Where airplanes will be de-iced/anti-iced.
g) If applicable, departure slot flow control procedures to be used in conjunction with local Air Traffic Control.
h) The communication process for notifying flight deck crewmembers of deicing/anti-icing times.
i) Identify local winter operations season. Station preparations must be
completed prior to the start of the season.
REV. 3, 01 NOV 2006
PRF-6
Preface
Volume 10
j) The review and acceptance of the Plan will be indicated by the presence
of the Winter Operations Managers name and date of acceptance (mm/
dd/yy) on line J. Accepted plan will be returned to the station for posting.
e. Delta/Delta Connection Stations

1) The Local Station De/Anti-Icing Plan
Each Delta station that conducts de/anti-icing due to inclement weather is
required to have a Local Station De/Anti-icing Plan. The purpose of the Plan
is to ensure that all persons who have duties, responsibilities, and functions
during de/anti-icing operations perform them in accordance with this
document, and that adequate management oversight of the Plan is
maintained. The Plan must be kept in a binder in a readily accessible
location.
There are some stations that do not need a Local Station De-icing Plan due
to geographical location, meteorological history, and operational experience.
These stations are listed below.
Stations that do not perform any de-icing are: ATH, AUA, BCN, BDA, BOG,
BOM, CCS, CUN, GCM, GDL, CRU, GUA, HNL, LAX, LIM, LIR, MAD, MEX,
MJB, NAS, NCE, OGG, ONT, PTY, SAL, SAN, SCL, SJO, SJU, SNA, STT,
SXM.
Stations that de-ice cold soaked aircraft are: DAB, FLL, MCO, MIA, MLB,
MSY, OAK, PBI, PHX, RSW, SFO, SRQ, TPA, and VPS. These stations are
required to update their (J) GXRICE template a minimum of once a season
which must be accomplished at the beginning of Delta's de-icing season,
September 1. These stations are exempted from performing monthly
updates, but must update the template as the information within changes.
The Plan must include:
A title, De-icing Plan for _____ _____, where the station name is placed in
the first blank and the year in the second.
A statement naming the individual who is responsible for the development
and revision of the plan.
A list of all trained and/or qualified ground de/anti-icing personnel for this
local station.
Completion and updates to the computer based de/anti-icing template, the
GXRICE or JGXRICE file, including a paper copy of the latest update
which must be filed with the rest of the Plan.
There is a GXRICE or a JGXRICE file in GRS (Deltamatic) for each station:
The file includes the type of glycol available.
The file includes the number of trucks in service.
The file details equipment status and information regarding the number of
aircraft that can be de-iced per hour. (This helps flight dispatchers make
operational decisions during icing events.)
The statement detailing how Air Traffic Control (ATC) will be notified
whenever the Local Station De/Anti-icing Plan is in effect.
REV. 3, 01 NOV 2006
PRF-7
Preface
Volume 10
Instructions stating when to initiate the Local De/Anti-icing Plan

This GXRICE (or JGXRICE) file must be maintained monthly and as
conditions/data change from September 1 to April 30.
Note:The Local De/Anti-icing Plan will be initiated either at, or prior to the
onset of frozen precipitation that can be reasonably expected to
adhere to aircraft surfaces. If the Plan is initiated prior to the
precipitation event, this decision will be based on forecasts from
local, national, Delta meteorologists, personal observations, and
information from flight crews.
f. The Local Airport De-icing Plan (LADP) for Delta/Delta Connection Stations
The Local Airport De-icing Plan details how local Air Traffic Control (ATC), airport
operations and maintenance, and airlines work together to facilitate efficient
airport operation during icing conditions. The local airport manager is
responsible for development of the LADP.
The goal for this plan is to achieve common solutions to local de/anti-icing
problems with emphasis placed on the development of local strategies that
minimize the amount of time an aircraft spends on the ground after being de-/
anti-iced.
Local Delta management is strongly encouraged to contact the airport manager
to request participation in the development of this plan.
g. United/ United Express Stations
Local Management is responsible for developing all the essentials for the Station
Winter Operations Plan for deicing/anti-icing. This plan, to be developed or
updated by the Station Readiness Date, includes all duties, responsibilities,
instructions, and station procedures to be used by ground personnel and
management for safe deicing/anti-icing of all aricraft for dispatch. The Station
Readiness Date is determined by United/United Express stations through
viewing display(*)22151 in the airline computer system. Listed in display(*)22151
are the first expected snofall dates for cold weather stations and this constitues
the Station Readiness DAte. The station(s) General Manager - Customer
Service must ensure local compliance with the UA Ground Deicing/Anti-Icing
Program(GDAP), and is responsible for maintaining a written Station Winer
Operations Plan.
2. Ground Operations
a. Availability of Sufficient Competent Personnel
The Station Manager is responsible for ensuring sufficient trained personnel are
available during deicing/anti-icing conditions. A Winter Operations Coordinator,
or his/her trained delegate must be available during all periods of flight activity
when deicing/anti-icing might be required.
b. Adequate Training of Personnel 14 CFR 121.629(2)(c)
The Station Manager is responsible to ensure that deicing ground crews receive
initial and annual recurrent training and testing which includes all general and
specific requirements of the Chautauqua Airlines approved Deicing/Anti-Icing
Program.
REV. 3, 01 NOV 2006
PRF-8
Preface
Volume 10
D. Ground Crew, WOC Training Requirements

1. After November 2, 1992, no person may perform deicing/anti-icing or act as Winter
Operations Coordinator without receiving initial or recurrent training and testing.
2. All ground crews involved in deicing/anti-icing or serving as the Winter Operations
Coordinator will receive the training contained in this manual to comply with FAR
121.629
E. Contractor Deicing/Anti-Icing 14 CFR 121.629(c)(2)

All contractors are required to meet the same standards of performance as demanded
by Chautauqua Airlines. The contractor will maintain training records, as well as all
other required record keeping/ tracking forms, which will be available for inspection by
Chautauqua Airlines personnel and/or the F.A.A.
A list of contractors who have completed the required deicing/anti-icing training will be
maintained by the Station Manager at that airport.
F. Charter Flights and Supplemental Operations 14 CFR 121.123

Chautauqua Airlines Dispatch will verify in advance of the supplemental operation that
competent personnel and adequate facilities and equipment are available should deicing be anticipated. The verification by Chautauqua Airlines Dispatch is recorded on the
Charter Advisory.
If deicing is required the Pilot in Command will coordinate with the local vendor and
ensure he is confident that the contractor can adequately deice the aircraft. The Pilot
in Command must ensure that the aircraft is properly and adequately deiced.
REV. 3, 01 NOV 2006
PRF-9
Preface
Volume 10
REV. 3, 01 NOV 2006
PRF-10
Definitions/Acronyms/Glossary
Volume 10
Section 1
Definitions
Caution/Sensitive Areas
The following are generally considered to be caution/sensitive areas:
Pitot heads, static ports, outflow valves, ram-air intakes for engine control and flight
instruments
Instrument sensor pickup points, fuel vents, nose wheel steering actuators, brakes,
and engine or APU inlets
Certain composite panels and surfaces
Areas where accumulation of fluid may occur
Clean Aircraft Concept
An aircraft cannot be releassed for takeoff, unless all critical flight survaces (wings, and
control surfaces) are free from ice, snow, frost and other frozen precipitation.
Event
A period in which precipitation is adhering to the aircraft and deicing is required.
Thumbs-up
The Thumbs-up is the indication that the aircraft:
Has been properly deiced
Has received a tactile check
Has been properly anti-iced (if applicable)
and is clean and ready for departure
And is clean and ready for departure
Wave-off
The Wave-off is the signal that it is clear for the aircraft to begin taxi.
WOC
Winter Operations Coordinator.
Miscellaneous Definitions
For fluid type definitions, see Chapter 3.
For icing condition definitions, see Chapter 4.
For aircraft inspection definitions, see Chapter 4.
REV. 2, 01 FEB 2006
DEF-1
Section 2
Volume 10
Acronyms
Deicing Acronyms
Acronym
C
F
FP
FPD
H
ICAO
Min
OAT
REV. 2, 01 FEB 2006
Definition
Celsius
Fahrenheit
Freezing Point
Freeze Point Depressant
Hours
International Civil Aviation Organization
Minutes
Outside Air Temperature
Source
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Section 3
Volume 10
Glossary
Deicing Glossary
Term
Active Frost
Anti-icing
Anti-icing fluids
Buffer/Freezing Points
Checks
Clear Ice
REV. 2, 01 FEB 2006
Definition
Active frost is a condition when frost is forming.
Active frost occurs when aircraft surface
temperature is: at or below 0qC (32qF) or at or
below dew point.
Anti-icing is a procedure, which provides protection
against the formation of frost or ice and
accumulation of snow or slush on clean surfaces of
the aircraft for a limited period of time (holdover
time).
Anti-icing fluids are:
a. SAE Type I Fluid
b. Mixtures of water and SAE Type I Fluid
c. Concentrates or mixtures of SAE Type II
Fluid and water
d. Concentrates or mixtures of SAE Type III
Fluid and water
e. Concentrates or mixtures of SAE Type IV
Fluid and water
The difference between OAT and the freezing point
of the fluid.
Examination of an item against a relevant standard
by a trained and qualified person.
A coating of ice, generally clear and smooth, but
with some air pockets. It is formed on exposed
objects at temperatures below or slightly above
freezing temperature by the freezing of super cooled
drizzle, droplets, or raindrops.
Source
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Volume 10
Glossary (Cont)
Cold Soaked Wing/Cold

Soaked Effect
Cold Weather Preflight

Inspection
Critical Surfaces
REV. 2, 01 FEB 2006
The wings of aircraft are said to be cold soaked

SAE, FAA
when they contain very cold fuel after flight at high
altitude or after refueling with very cold fuel.
Whenever precipitation falls on a cold-soaked
aircraft while on the ground, clear icing may occur.
Even in ambient temperatures between 2C and
15C, ice or frost can form in the presence of visible
moisture or high humidity if the aircraft structure
remains at 0C or below. The following factors
contribute to cold soaking: temperature and quantity
of fuel in fuel cells, type and location of fuel cells,
length of time at high altitude, temperature of
refueled fuel, and time since refueling.
Visual inspection of the aircraft with emphasis on
critical surfaces as defined for the specific aircraft
type. The inspection must be done whenever the
ground deicing/anti-ice program has been
implemented, but may be completed at the
discretion of the flightcrew. This inspection must
incorporate contamination recognition techniques.
The purpose of the cold weather preflight inspection
is to detect the presence of frozen contaminates
adhering to the aircraft and to serve as the basis for
deciding whether or not to deice/anti-ice the aircraft.
A surface of an aeroplane, which shall be
SAE ARP
completely free of ice, snow, slush, or frost before
takeoff. Critical surfaces shall be determined by the
aeroplane manufacturer.
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Volume 10
Glossary (Cont)
Deicing
Deicing Fluids
Deicing/anti-icing
One step deicing/antiicing
Two step deicing/antiicing
REV. 2, 01 FEB 2006
A procedure by which frost, ice, slush, or snow is

removed from the aircraft in order to provide clean
surfaces.
Deicing Fluids are:
a. Heated water
b. SAE Type I
c. Heated Concentrates or Mixtures of water
and SAE Type I fluid
d. Heated Concentrates or Mixtures of water
and SAE Type II fluid
e. Heated Concentrates or Mixtures of water
and SAE Type III fluid
f. Heated Concentrates or Mixtures of water
and SAE Type IV fluid
A combination of the two procedures of deicing and
anti-icing. It can be performed in one or two steps.
One-step deicing/anti-icing is performed using
heated deicing/anti-icing fluids. The correct fluid
concentration is chosen with regard to desired
holdover time, dictated by OAT and weather
conditions.
Consists of two distinct steps. The first step,
deicing, is followed by the second step, anti-icing,
as a separate process. Anti-icing fluid is applied to
protect the relevant surfaces thus providing
maximum possible anti-icing capability.
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Volume 10
Glossary (Cont)
Freezing Drizzle
Freezing Fog
Frost
Hail
High Humidity
Holdover Time
Hoarfrost
Ice Crystals
Ice Pellets
REV. 2, 01 FEB 2006
Fairly uniform precipitation composed exclusively

of fine drops (diameter less than 0.5 mm) very close
together which freezes upon impact with the ground
or other exposed objects.
A suspension of numerous minute water droplets
which freezes upon impact with ground or other
exposed objects, generally reducing the horizontal
visibility at the earths surface to less than 1km (5/8
mile).
Ice crystals that form from ice saturated air at
temperatures below 0qC (32qF) by direct
sublimation on the ground or other exposed objects.
Precipitation in the form of small balls or pieces of
ice with a diameter ranging from 5 to >50 mm (.2 to
>2.0in) falling either separately or agglomerated.
An atmospheric condition where the relative
humidity is close to saturation.
Holdover time is the estimated time anti-icing fluid
will prevent the formation of frost or ice and the
accumulation of snow or slush on the protected
surfaces of an aircraft. Holdover time begins when
the final application of deicing/anti-icing fluid
commences, and it expires when the deicing/antiicing fluid applied to the aircraft loses it
effectiveness.
A deposit of interlocking ice crystals formed by
direct sublimation on objects. Thin hoarfrost is a
uniform white deposit of fine crystalline texture,
which usually occurs on exposed surfaces on a cold
and cloudless night, and which is thin enough to
distinguish surface features underneath, such as
paint lines, markings, or lettering.
A fall of unbranched ice crystals (snow crystals and
branched) in the form of needles, columns, or plates.
Precipitation of transparent (grains of ice) or
translucent (small hail) pellets of ice, which are
spherical or irregular and which have a diameter of
5mm (0.2 in) or less. The pellets of ice usually
bounce when hitting hard ground.
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Volume 10
Glossary (Cont)
Light Freezing Rain
Newtonian Fluids
Non-Newtonian Fluids
Outside the Aircraft

Check (OTAC)
Preflight Check
REV. 2, 01 FEB 2006
Precipitation of liquid water particles which freeze

upon impact with exposed objects, either in the form
of drops, which, in contrast to drizzle, are widely
separated. Measured intensity of liquid water
particles are up to2.5mm or 25 grams/dm/hour (0.10
in/h) with maximum of 0.25 mm (0.01in) in 6
minutes.
Industry Standard, SAE 4737 fluids whose
viscosities are shear independent and time
independent. The shear rate of a Newtonian fluid is
directly proportional to the shear stress. The fluid
will begin to move immediately upon application of
a stress; it has no yield stress to overcome before
flow begins.
Industry Standard, SAE 4737 fluids whose
viscosities are shear and time dependent and whose
shear rate is not directly proportional to its shear
stress. The fluid will not begin to move
immediately upon application of a stress, it has a
yield stress to overcome before flow begins.
A check that must be accomplished from outside the
aircraft. Section 121.629 (d) requires an OTAC of a
certificate holder who operates in ground icing
conditions without an approved Part 121 ground
deicing/anti-icing program. For those operators
without an approved program, any time frost, ice, or
snow may reasonably be expected to adhere to the
aircraft, an OTAC must be performed to ensure that
the wings, control surfaces, and other critical
surfaces are free of contamination. An OTAC must
occur within 5 minutes prior to beginning the
takeoff.
This procedure is performed prior to departure. It is
conducted to note any adhering aircraft surface
contamination and direct any required deicing/antiicing operations. This check is normally conducted
by flightcrew during preflight check.
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FAA AC 12060B
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DEF-7
Volume 10
Glossary (Cont)
Post Deicing/Anti-icing
Check
Pre-takeoff Check
Pre-takeoff
Contamination Check
Rain
Rain or High Humidity

(on Cold Soaked Wing)
Representative Surfaces
Rime
REV. 2, 01 FEB 2006
Deicing/anti-icing procedures include a check to

ensure all critical surfaces are free of adhering
contamination performed by qualified ground
personnel after the deicing/anti-icing fluid
application has been completed. This check is an
integral part of the aircraft deicing/anti-icing
procedure. No aircraft shall takeoff after a
deicing/anti-icing operation unless the aircraft has
received a final check by a responsible authorized
person.
A check of the representative or critical surfaces for
adhering contamination performed by the flight
crew prior to takeoff and within the holdover time.
This is a check normally made by observing
representative surfaces from the flight deck, cabin,
or outside the aircraft, depending on the type of
aircraft and the operators FAA-approved program.
A check of the critical surfaces for adhering
contamination. This check is accomplished after the
holdover time has been exceeded and must be
completed within 5 minutes prior to beginning
takeoff. The check must be accomplished from
outside the aircraft, unless the certificate holders
program specifies otherwise (e.g. flight crew check
from cabin). Certificate holder approved alternate
procedures consisting of procedures, techniques, or
equipment (such as wing icing sensors) may also be
used to establish that the critical surfaces are free of
adhering contamination.
Precipitation of liquid water particles, either in the
form of drops of more than 0.5 mm in diameter or
smaller drops which, in contrast to drizzle, are
widely separated.
Water forming ice or frost on the wing surface,
when the temperature of the aircraft wing surface is
at or below 0C (32F)
Aircraft surfaces which the flight crew can readily
observe to determine whether or not ice, frost, or
snow is accumulating or forming on that surface.
A deposit of ice, produced by freezing of super
cooled fog or cloud droplets on objects at
temperatures below or slightly above freezing. It is
composed of grains separated by air, sometimes
adorned with crystalline branches.
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120-60B
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Volume 10
Glossary (Cont)
Shear Force
Slush
Snow
Supercooled Large
Droplets
REV. 2, 01 FEB 2006
Shear force is a force applied laterally on an antiicing fluid. When applied to a Type II, Type III, or
Type IV fluid the shear force will reduce the
viscosity of the fluid; when the shear force is no
longer applied, the anti-icing fluid should recover its
viscosity. Shear forces are applied whenever the
fluid is pumped, forced through an orifice (nozzle)
or when subjected to airflow. If excessive shear
force is applied, the thickener system could be
permanently degraded and the anti-icing fluid
viscosity may not recover and fluid performance can
be affected.
Snow or ice that has been reduced to a soft watery
mixture by rain, warm temperature and/or chemical
treatment.
Precipitation of ice crystals, most of which are
branched, star-shaped, or mixed with unbranched
crystals. At temperatures higher than 5C (23F), the
crystals are generally agglomerated into snowflakes.
Large droplets of extremely cold but not frozen,
water that is up to 10 to 100 times larger than
typical rain droplets. These SLD can pose
significant hazards to aircraft, leading to severe inflight icing during SLD conditions. Ice protection
systems, such as heated wings, propellers,
windshields, and pneumatic boots do not always
protect an aircraft from SLD conditions since they
can impact aircraft behind these surfaces.
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NASA SLD
video
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Volume 10
REV. 2, 01 FEB 2006
DEF-10
Section 1 Winter Operations
Volume 10
Chapter 1
General Information
Section 1
Winter Operations
A. General
1. Winter is a demanding season for the airline. The routine daily operations require
much more attention to detail, such as:
a. Runway conditions
b. Snow removal
c. Aircraft heating
2. Deicing is the removal of snow, ice and frost from an aircraft. Deicing is necessary
since even small amounts of contamination can disrupt the airflow over critical
aircraft surfaces, as well as add significant weight to the aircraft. When disruption of
airflow occurs over the wing and horizontal tail surfaces, lift is reduced which can
result in the aircraft becoming unstable when attempting flight, or preventing the
aircraft from flying at all. Even a small amount of substance build-up on aircraft
surfaces can adversely affect aircraft stability. Wind tunnel flight tests indicate that
formation of snow, ice, or frost on the leading edge or the upper surfaces of a wing
which has a thickness and surface roughness similar to medium or coarse
sandpaper can reduce wing lift by as much as 30% and increase drag by 40%. The
significant changes in lift and drag will increase stall speed, reduce controllability,
and alter flight characteristics. It is imperative that an aircraft not be released for
takeoff unless all critical components of the aircraft are free from adhering snow,
frost, or other ice formations.14 CFR 121.629(c)(2)(iv)
3. Anti-icing is the application of an anti-icing fluid providing protection against the
formation of frost, ice, or the accumulation of frozen precipitation on aircraft flight
surfaces.
4. The Civil Aeronautics Board, in 1950, established the Clean Aircraft Concept
which prohibits takeoff of an aircraft when frost, snow, or ice is adhering to wings or
control surfaces of that aircraft. This regulation remains in effect.
REV. 1, 15 SEP 2004
1-1
Volume 10
5. Extremely severe frozen precipitation may create conditions such that an aircraft
cannot be made safe for flight regardless of deicing efforts. If it appears a condition
is developing, the Captain is to be advised.
6. Chautauqua Airlines aircraft have been designed to fly through moderate icing
conditions. Ice build-up in flight can be handled by the aircrafts deicing and antiicing systems. Ice build-up in flight is of a different nature than ground
accumulations which can spread over the entire surface and have a greater impact
on the aircrafts ability to fly.
7. The freezing point of water is decreased by the use of glycol/water fluid mix to deice
the aircraft.
8. Chautauqua Airlines and its vendors have a number of different deice units in use.
Stations may be responsible for deicing several different types of aircraft, or deicing
may be conducted by an outside contracted agency.
B. Duties and Responsibilities 14 CFR 121.629(c)(1)(iv)

1. Station Manager
a. Ensure an adequate supply of deicing/anti-icing fluid is available.
b. Ensure the station is in compliance with the policies and procedures outlined in
this manual.
c. Ensure availability of competent personnel, and adequate facilities and equipment, for the proper servicing, maintenance, and preventive maintenance of
deicing/anti-icing equipment and facilities. 14 CFR 121.105
d. Ensure deicing/anti-icing equipment and facilities are properly maintained.
e. Ensure all employees responsible for winter operations duties are properly
trained and qualified.
f. Assign a Winter Operations Coordinator (WOC) for each shift during the winter
operations period. The Station Manager will act as the Winter Operations Coordinator when he/she is on duty. The Station Manager is responsible for designating a specific employee as WOC for each shift the Station Manager is not on
duty.
g. Arrange local agreements, as necessary, with the Airport Manager, for acceptable locations for deicing operations and pre-takeoff inspections, and any other
arrangements required to ensure effective winter operations.
2. Winter Operations Coordinator (WOC) 14 CFR 121.629(c)(1)(ii), 121.629(c)(1)(iv)
a. Monitor forecast weather conditions and adjust assets (personnel and equipment) and/or vendor instructions to prepare for potential deicing operation.
b. Determine when weather conditions could result in frost, ice, or snow adhering
to the aircraft surfaces.
REV. 1, 15 SEP 2004
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Volume 10
c. Notify station personnel, deicing/anti-icing vendor (if necessary), Flight Control,

local controlling ATC facility, Airport Manager, if required, as well as all immediately affected flight crews when conditions exist requiring the implementation of
the deicing plan.
3. Person Accomplishing Deicing/Anti-Icing, or Ground Deicing Supervisor
14 CFR 121.629(a), 121.629(c)(1)(iv), 121.629(c)(2)(iii)
a. Ensure the deicing/anti-icing fluid is tested in accordance with prescribed procedures each day that deicing operations are in effect, or whenever the deicing unit
is refilled to ensure the fluid is at the proper mixture for the weather conditions.
(See Chapter 3, Section 1)
b. Ensure all aircraft are deiced/anti-iced in accordance with prescribed procedures.
c. Ensure all aircraft that have been deiced/anti-iced meet the requirements of the
Clean Aircraft Concept before releasing the aircraft for flight.
d. Communication to Flight Crew:
The primary means of communication will be the into plane Ground Crew (Service)
Interphones or VHF radio when available. Should the intercommunications system or
radio not be available, the information will be communicated verbally or in writing.
Each code share has specific information that must be relayed to the flight crew, listed
below are the requirements for each code share partner:
Communication Similarities Applicable to All Approved

Programs
1) Chautauqua Airlines and all code share partners use the following method
when communicating mixture ratio to the flight crew: the first number denotes
deicing fluid, i.e. 55/45, 55% would represent the amount of deicing fluid and
45% would represent the amount of water in the mixture.
2) When individuals are specifically assigned deicing responsibilities, the station
will maintain a log of the individuals deicing the aircraft. In those cases, the
employee number, or the name of the person certifying the aircraft is clean
and ready for departure does not have to be communicated to the flight crew.
Chautauqua Airlines and US Airways Express Communication
1) fluid type
2) mixture ratio (for Type IV fluid only)
3) start time of final deice/anti-ice application
4) verification that the post deice and tactile (if applicable), and/or post anti-ice
check have been completed (aircraft is ready for departure)
Note: A "thumbs-up" from the ramp by the person accomplishing

deicing/anti-icing, or the ground deicing supervisor is an
indication that the post deice and tactile, and/or post anti-ice check
have been completed and the aircraft is clean and ready for
departure. This procedure may be used in lieu of the required
communication identified in (4) above. This is not considered a
wave-off for taxi.
Rev. 3, 01 NOV 2006
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Volume 10
American Connection Communication

1) fluid type
2) mixture ratio (for Types I, II, and IV)
4) verification that the post deice and tactile, and/or post anti-ice check have
been completed (aircraft is ready for departure)
5) employee number, or the name of the person certifying the aircraft has been
properly deiced / anti-iced, cleaned, and is ready for departure.
- Confirmation to the flight crew will always be verbal and will be stated
exactly as below:
"Captain, I am (agents name) your qualified deicer. You have been sprayed with Type
I (% glycol/% water), or Type II 100%, or Type IV (as applicable). Your holdover time
began (number of minutes since the final application of fluid began) ago. Your aircraft
is clean."
Continental/Continental Express Communication
1) fluid type
4) employee number of the individual performing the ground check of the
airplane after the final de-ice/anti-ice step.
Delta Connection Communication
1) fluid type
2) mixture ratio (for Types II and IV)
Note: Type I fluid mixing requirements change with corresponding

changes in ambient temperature and depend on how the fluid is
used. If the fluid is used for anti-icing, the freezing point buffer
must be at least 10C (18F) below OAT. If the Type I fluid is used
for de-icing only, the fluid/water mix must have a freezing point no
higher than 3C (5F) above OAT
3) final fluid application start time and Left or Right (to indicate where final application started)
4) post de/anti-icing check complete
(See Appendix IV for DL/DCI Deicers Communication Card)
United Express Communication
1) aircraft deiced using Type I or
- aircraft anti-iced using or Type II or Type IV, product name:___ and
percentage or mix ratio of fluid___
2) start time of last step ____
3) deicing complete or anti-icing complete
Rev. 3, 01 NOV 2006
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Volume 10
(See Appendix IV for UA/UAX Deicers Communication Prompt)

1. Person Accepting Glycol Shipment
a. Ensure the Material Safety Data Sheets (MSDS) are obtained from the supplier
and are available to employees who will be using the deicing fluid. Material
Safety Data Sheets will be kept on file or in a binder at the station where
employees can have direct access.
b. Ensure the deicing fluid is stored in accordance with federal, state, and local
requirements.
A. Ground Safety
1. Winter operations require more careful handling of ground equipment. Accidents
dont just happen, they are caused. Accidents not only cost money, but can inflict
injury to someone or you. Some basic causes of accidents which we have control
over are:
a. Failure to use safe driving practices. Hurrying to get the flight out.
b. Faulty equipment. Deicing truck with one windshield wiper working, or a
baggage cart with no brakes.
c. Failure to use protective equipment. Ear muffs protect your hearing.
d. Improper housekeeping. Water on the operation floor or in the passenger lounge
could cause a fall.
e. Lack of training. Insufficient snow removal could result in damage to an aircraft
wing with a squeegee.
f. Poor discipline. Failure to enforce safety procedures could result in careless
habits.
g. Failure to obtain help. Not using a guideperson could result in hitting an aircraft
when backing up the deicing unit.
h. Haste. Unnecessary hurrying to get off on time.
i. Inattention. Daydreaming of Hawaii.
2. DO NOT MOVE equipment up to an aircraft before engines stop rotating & wheel
chocks are in position.
3. DO NOT maneuver equipment near the aircraft in an unsafe manner (too fast for
good control on wet/slippery ramp areas).
4. DO NOT drive equipment too close to aircraft.
5. DO NOT pile baggage and cargo too high on carts.
6. NEVER signal aircraft in close quarters without appropriate guidance.
7. ALWAYS set brakes or chock equipment.
8. A safe operation is more important than an on-time operation. Take the time to be
safe.
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Volume 10
B. How To Build Safe Attitudes

1. Safe attitudes grow in a can do environment of mutual respect:
a. They grow as a result of example.
b. They grow if safety instruction and correction is consistent.
c. They grow if backed by firm guidance.
d. They grow if employees have a chance to talk out how accidents can be
prevented.
e. They grow if each employee has a part in the safety effort and knows his part is
recognized.
C. Passenger Safety
1. Ensure the passengers safety:
a. Ensure stairways to gates are free from contamination, holdrooms and ramp with
anti-skid material and maintain handrails in good condition.
b. Keep these areas clear of snow and ice:
1) Doorways leading to and from terminals, gate check-in areas and holdrooms.
2) Walkways leading to and from aircraft stairs, especially the area where
passengers step off the aircraft stairs.
3) Access areas to ticket counters, baggage claim areas, air freight and any
other areas used by the public.
4) Access areas to Operations, baggage rooms, air freight and ground equipment.
5) Parking and working areas for aircraft and ground equipment.
c. Make sure all equipment is parked out of passenger walkways, ground cables,
etc.
d. Avoid spraying deicing fluid on passenger walkways.
REV. 1, 15 SEP 2004
1-6
Volume 10
D. Winter Watchouts
1. Assuming that temperatures are favorable, the following are situations when ice
forms on aircraft on the ground, and/or other precipitation causes the need to deice.
a. Freezing of any water which happens to be on the aircraft. This can affect the
operation of control linkages and hinges that would make operation of the aircraft
inadvisable before disposing of the ice.
b. Ice forming on exposed surfaces during taxi, takeoff or landing, as a result of
splashing water or mud which may be on the taxi way or runway. This can affect
any exposed part of the aircraft, including the landing gear, flaps, brakes, control
linkages and hinges, wings, tail surfaces, windshield, etc.
c. Glazing of the aircraft, if left out of the hanger during freezing precipitation.
d. Frost collecting on the upper surfaces of the aircraft when it is parked outside
overnight and the air is moist. Frost is very deceptive. It is usually quite thin and
appears as though it would not affect the lift and drag of the aircraft as much as
it does. It is a definite hazard during takeoff and ANY FROST IS TOO MUCH
FROST!
e. Snow collecting on the surface of the aircraft. Snow on any part of the aircraft
can freeze and cause loss of control of the aircraft.
f. Any form of visible moisture when the temperature is between 28oF and 34oF
can form ice quickly.
E. Gate Lead-In Lines

1. Winter weather often results in the gate lead-in lines being obscured by snow and/
or ice. It is important that flight crews see these ramp lines for proper line-up during
their approach to the gate. If the lines cannot be kept visible, ground personnel
must be positioned in such a way that the PIC will have him/her in sight at all times
and use standard hand signals to properly position the aircraft.
2. An aircraft that is improperly parked at the gate greatly increases the chance of
being involved in an accident.
REV. 1, 15 SEP 2004
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Volume 10
F. Winterization Training 14 CFR 121.629(c)(2)

1. Station Managers or their designee will coordinate initial and recurrent winterization
training annually at their station for all personnel that are assigned deicing of
aircraft. The annual training will be conducted by Station Trainers. The Station
Trainer must complete mandatory Train the Trainer Deicing/Anti-Icing Training prior
to any instruction of station personnel. Records will be maintained by the Station
Manager/Station Director or their designee, or the contract deicing vendor for this
training. A qualified deicing instructor from Chautauqua Airlines will train station
personnel according to the training requirements described in the Chautauqua
Airlines Deicing/Anti-Icing Manual unless the station/vendor participates in a
Deicing/Anti-Icing program approved for use on Chautauqua Airlines aircraft by the
FAA. The Chautauqua Airlines Training Form or the code share airlines training
form (if the station/vendor participates in a Deicing/Anti-Icing program approved for
use on Chautauqua Airlines aircraft by the FAA.) will be kept on file and maintained
by the Station Manager or their designee either electronically or in the station/
vendors training records (see Appendix- III).
2. The Station Manager or their designee is responsible for seeing that the Station
Winterization Trainers accomplish the training for their station.
a. The primary responsibilities of the Station Winterization Trainer will consist of the
following:
1) Train station personnel at their station who have not received current classroom and/or practical training.
2) Ensure that current year winterization procedures are followed by observations of deicing/anti-icing.
3) Ensure that deicing/anti-icing personnel conserve fluid by using proper spray
angles and nozzle settings.
3. Initial and recurrent deicing/anti-icing training will include a comprehensive learning
assessment. Training for Chautauqua Airlines, American/American Eagle,
Continental/Continental Express, Delta/Delta Connection and US Airways/US
Airways Express personnel includes a hands on review.
4. The initial and recurrent training will consist of: 14 CFR 121.629(c)(2)(iv)
Effects of Frost, Ice, Snow and Slush:
- Techniques for recognizing contamination
- Loss of lift
- Increased drag and weight
- Decreased control
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Volume 10
Fluid Characteristics and Capabilities: 14 CFR 121.629(c)(2)(i), 121.629(c)(2)(v)

- General fluid description
- Composition and appearance
- Health precautions
- Environmental considerations
- Material Safety Data Sheets (MSDS)
- Differences between Type I, Type II, and Type IV
- Application methods
- Purpose
- Capabilities
- Storage and handling
- Definition of deicing/anti-icing
- Holdover time
Deicing/Anti-icing Equipment with Discussion On:
- Qualifications for operation of equipment
- Operating procedures to be followed
- Communication
- Use of safety equipment
- Safety requirements and emergency procedures
- Equipment preparation prior to aircraft arrival
- Various equipment for fluid Type I, II, and IV
- One step and two step application
Aircraft Inspection Requirements 14 CFR 121.629(c)(2)(vi)
- When required
- Equipment required
- Where and when accomplished
- Tactile check
Aircraft Specific Areas: 14 CFR 121.629(c)(2)(ii)
- Engine FOD potential
- Ram-air intakes
- Instrument pick-up points
- LED (slats, flaps) and non-LED
- Caution/Sensitive Areas
Communication: 14 CFR 121.629(c)(2)(iii)
Pre-Deicing Communication - Cockpit to Ground and Ground to Cockpit
- Engine idling or off
- Fluid Type-Deice/anti-ice
- Aircraft configured for deicing or deicing/anti-icing
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Volume 10
Post Deicing Communication - Ground to Cockpit 14 CFR 121.629(c)(2)(iii)

- Fluid type
- Mixture ratio
- Start time of the final deice/anti-ice application
- Verification that the post application check has been completed (Aircraft is
ready for departure)
Code share partner specific communication information that must be
relayed to the flight crew, as detailed previously in this chapter.
Remote Location Deicing/Anti-icing (Carwash):
- Aircraft and location specific coordination
- Safety precautions
- Proper coordination with other carriers, vendors, and the airport
Pre-flight Inspection - Deicing/Anti-icing Requirements 14 CFR 121.629(c)(2)(vi)
- RON as required
- Taxi to gate
- After routine crew pre-flight with changing weather or ATC delays when
requested by the flight crew
- Holdover time expiration and/or return to gate
REV. 2, 1 FEB 2006
1-10
Section 1 Safety 14 CFR 121.135(a)(1)
Volume 10
Chapter 2
Safety and Precautions
Section 1
Safety 14 CFR 121.135(a)(1)
A. Customer Safety
1. To enhance customer safety during Winter Operations, Customer Service
personnel are to ensure walkways are clear of ice and snow, are easily identified,
and are adequately lighted during evening hours.
2. Passenger exposure to weather should be limited by boarding aircraft according to
row numbers, giving clear directions to the proper aircraft during enplaning, or to the
terminal entrance upon deplaning, and, when possible, by parking aircraft in
positions which allow the most direct route from the aircraft to the terminal. Do not
rush the boarding or deplaning process.
3. Passengers are to be assisted with boarding and deplaning and reminded to walk
carefully, especially when snow, ice and/or deicing fluid is present on the ramp. The
bottom steps of the airstair doors should be kept clear of snow and slush. Extra care
and additional agents, if needed, should be utilized when lifting or carrying disabled
passengers.
4. Driving on snow or slush covered ramps is extremely hazardous. At no time should
a vehicle be driven such that, should the vehicle slide or loose braking
effectiveness, that either personnel or equipment are endangered of being struck
by the vehicle.
B. Personal Safety
1. Recommended protective personal gear for Ground Service Agents include nonslip, low heel shoes or boots, gloves, and a hat or cap to reduce heat loss. Usual
ramp hearing protection is mandatory, and rings or loose jewelry will not be worn
during Ramp Operations.
2. The most common cause of lost time accidents during winter operations is the result
of slipping and falling. Work areas need to be kept free of snow, ice and slush. An
approved snow and ice melting solution can be used in addition to mechanical
means of cleaning work areas. Inside buildings, melting snow and water on floors
should be mopped immediately.
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Section 1 Safety 14 CFR 121.135(a)(1)
Volume 10
3. If ground service equipment must be started in a closed area, such as a garage or

baggage room, limit the length of time the vehicle is running inside the building and
open the door due to the toxicity of the emitted carbon monoxide.
4. When ramp surfaces are snow packed, additional care is needed when lifting and
loading cargo or equipment. Obtain assistance, if necessary. Ramp personnel as
well as Passenger Service Agents must be cognizant of their balance, as well as
the balance point of the item being lifted or carried.
5. Winter Operations often include the use of small space heaters, which present
special hazards. Heaters must not be placed near wastebaskets, newspapers or
other combustibles. Flammable liquids, or clothing soaked in fuel, shall not be
stored or placed near heaters. Electrical loads must not overload outlets. Heaters
should not be left unattended, need to be unplugged at night, and should have a fire
extinguisher and smoke detector in the immediate vicinity.
C. Personal Safety Equipment

Personal protective equipment use is recommended during deicing operations in order
to comply with safety requirements.
1. Fall Restraining Devices
A fall restraining system and training in its use is required whenever employees are
required to be in buckets/towers above ground level. The components of a fall
restraining system and training program are:
a. Type I Fall Restraining Belt
b. Fall Restraining Lanyard (tie-off line)
c. Training Employees will be trained in the safe use of the system. Employees
should be trained in the proper positioning of the restraining belt on the body (at
waist level), the proper attachment of the hook to the de-icing bucket and
restraining belt, and to recognize defects and unacceptable wear in the belt and
the attachment.
2. Respiratory Protection
Respiratory protection is essential in any atmosphere dangerous to employee
safety. Respirator use is recommended when propylene glycol is used and mandatory when ethylene glycol is used to deice aircraft.
3. Eye and Face Protection
Eye and face protection should be worn when dispensing anti- and/or deicing fluids.
4. Body Protection
Aircraft deicing is a cold weather operation often exposing employees to extreme
temperatures. Body, hand, and foot protection is required when applying deicing
fluid. Appropriate clothing must be worn and work practices must be monitored at
all times by local management to ensure employee safety and to prevent possible
injury.
2-2
Section 2 Precautions
Section 2
Volume 10
Precautions
A. Deicing/Anti-Icing Fluid Precautions

1. All involved personnel must be aware of the potential health effect of deicing and
anti-icing fluids in order to assure that the proper precautions are taken during
deicing and anti-icing procedures.
2. All glycols cause some irritation upon contact with the eyes or the skin; however,
although the irritation is described as negligible, chemical manufacturers
recommend avoiding skin contact with deicing/anti-icing fluid and wearing
protective clothing when performing normal deicing operations. Avoid eye contact
with liquid glycol, or glycol in the vapor or mist state.
3. Ethylene glycol is moderately toxic to humans. Oral consumption of propylene
glycol is not considered toxic. Swallowing small amounts of ethylene or diethylene
glycol may cause abdominal discomfort and pain, dizziness, and effects the central
nervous system and kidneys. Because the glycol contained in deicing/anti-icing
fluids is considerably diluted with water and other additives, it is highly unlikely that
deicing personnel would ingest anything close to a lethal amount (3 to 4 ounces of
pure glycol).
4. Small spills on clothing should be flushed with large amounts of water.
5. Detailed information on health effects and proper safety precautions for any
commercial deicing/anti-icing fluid is contained in the material safety data sheet for
that fluid and will be kept on file or in a binder at the station where employees can
have direct access.
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Section 2 Precautions
Volume 10
2-4
Chapter 3 Fluids
Section 1 Deicing and Anti-Icing Fluids 14 CFR
121.629(c)(2)(v)
Volume 10
Chapter 3
Fluids
Section 1
Deicing and Anti-Icing Fluids 14 CFR 121.629(c)(2)(v)
A. General Information
1. Chautauqua Airlines may use different types of fluids for deicing and anti-icing
aircraft. These fluids are designated as Type I, Type II, Type III or Type IV fluids.
These fluids have very different characteristics.
2. Type I, Type II, Type III or Type IV fluids may never be mixed together.
3. Type I, certain Type II, Type III and Type IV fluids (in proper concentration) are
approved for use on Chautauqua Airlines aircraft.
4. Type III fluid should be applied undiluted only.
5. Deicing fluid is a liquid generally applied heated and under pressure in order to
remove all deposits of frost, ice, or snow from aircraft surfaces.
6. Anti-icing is a liquid which is not required to be heated. This liquid is applied to
aircraft surfaces to prevent the formation or accumulation of frost, ice, and snow.
Anti-icing fluid effectiveness covers a limited period of time. Holdover tables are
used to gauge the effectiveness over a period of time.
7. Many factors influence the effectiveness and protection time provided by deicing
and anti-icing fluids. Some major factors are:
a. temperature of aircraft surfaces and outside air
b. fluid type, amount, strength, and application method
c. precipitation type and rate
d. wind velocity and direction
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Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
B. Type I Fluids (Primarily Deicing Fluids)

1. SAE Type I fluid has little holding properties to the surfaces of the aircraft.
Therefore, any stress applied to the fluid (such as wind, jet blast, heavy
precipitation) will cause the fluid to depart from the aircraft surfaces and reduces its
anti-icing properties. These Type I fluids are sometimes called Newtonian fluids.
2. Chautauqua Airlines and code chare partners may use either propylene or ethylene
glycol as Type I fluid. Glycol is a substance similar to antifreeze used in
automobiles. While both propylene and ethylene glycols are used in the same
manner, the testing, handling, and disposal procedures are different from each
other. For appropriate handling and disposal procedures, refer to the appropriate
Material Safety Data Sheet (MSDS) located at the station.
3. Type I fluid is to be used diluted only with water. The Chautauqua Airlines
recommended mixture is 1:1 (50% Type I Fluid with 50% water). Certain vendor
mixtures may vary.
C. Type III Fluid (Deicing/Anti-icing Fluid)

1. Type III fluid is designed primarily for aircraft with low rotation/takeoff speeds, and
offers substantial improvements in anti-icing performance when compared to Type
I fluid. Also, it does not require specialized low shear application and transfer
equipment. This particular fluid was designed to be used in Type I storage tanks and
application equipment, either diluted or undiluted for deicing and undiluted (readymix) for anti-icing. Type III fluids can be applied heated or unheated for anti-icing.
Type III Fluid can also be called a Non-Newtonian fluid. Type III fluid may be used
at 100% full strength as deicing / anti-icing fluid.
2. Type III fluid flowing off aircraft surfaces during takeoff can make the runway
slippery, reducing aircraft braking action.
D. Type II and Type IV Fluids (Primarily Anti-icing Fluids)

1. SAE Type II and Type IV fluids have a greater resistance to forces or stress before
beginning to flow. Such resistance to stress allows Type II and Type IV fluids to
remain on aircraft surfaces for longer periods of time providing greater protection
against re-freezing or accumulation of frozen precipitation. Type II and Type IV
fluids can also be called Non-Newtonian fluids.
2. Type II and Type IV fluids may be used at 100% full strength as an anti-icing fluid,
or they may be diluted with water and heated either as a deicing or anti-icing fluid.
3. The stress or shear resistance of Type II and Type IV fluid is reduced when diluted
with water.
4. Fluid pumps, valves, piping, and spray nozzles must be compatible for use with
Type II or Type IV fluids or the performance characteristics of the fluids may be
degraded.
5. Excess, abrupt, or repeated heating of Type II or Type IV fluids can degrade the
Rev. 3, 01 NOV 2006
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Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
performance characteristics of the fluid.

6. Type II and Type IV fluids work best for anti-icing when applied cold, full strength,
and at low pressure.
7. Type II and Type IV fluids flowing off aircraft surfaces during takeoff can make the
runway slippery, reducing aircraft braking action.
E. Testing Deicing Fluid Mixtures (Type I Fluid)

1. glycol/water percentage chart (Type I - One step method)
a. Use the following chart (Chart A) to verify that premixed deicing/anti-icing fluid is
mixed properly. This chart includes the lowest usable outside air temperature
(OAT) for ethylene/propylene glycol keeping within the required 180 buffer.
b. Samples are to be checked with an approved refractometer tester (See Chapter
3 Section 1 F).
TYPE I - One Step Method
Chart A
Ethylene
Propylene
Mixture
Tester
Reading 0F
Actual
Fluid
FP 0F
Lowest
Usable
OAT 0F
Tester
Reading 0F
Actual
Fluid
FP 0F
Lowest
Usable
OAT 0F
Glycol
%
Water
%
+32
+32
+50
100
+30
+29
+47
95
+26
+26
+44
10
90
+22
+22
+40
15
85
+18
+17
+35
+19
+19
+37
20
80
+13
+11
+29
+15
+13
+31
25
75
+7
+5
+23
+11
+9
+27
30
70
+1
-2
+16
+5
+3
+21
35
65
-7
-11
+7
-1
-3
+15
40
60
-15
-20
-2
-9
-12
+6
45
55
-25
-31
-13
-15
-22
-4
50
50
-36
-42
-24
-25
-30
-12
55
45
-51
-53
-35
-35
-17
60
40
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Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
1) No data available for ethelyne mixtures less than 20% glycol.

2) Tester reading of -350F for 7084VP+ (Orange). Reading below these must be
reported to the WOC.
F. Glycol/ Water Percentage Chart (Type 1- First Step of Two Step

Method- Heated Fluid only)
1. Use the following chart (Chart B) to verify that premixed deicing fluid is properly
mixed. This chart includes the lowest usable outside air temperature (OAT) for
ethylene/ propylene glycol maintaining at least a 00F buffer. This is a Chautauqua
Airlines requirement which is more stringent than the SAE.
2. Samples are to be checked with an approved refractometer tester. (See Chapter 3
Section 1 F)
Chart B (USED BY BLENDING STATIONS ONLY)
Ethylene
Propylene
Mixture
Tester
Reading 0F
Actual
Fluid
FP 0F
Lowest
Usable
OAT 0F
Tester
Reading 0F
Actual
Fluid
FP 0F
Lowest
Usable
OAT 0F
Glycol
%
Water
%
+32
+32
+32
100
+30
+29
+29
95
+26
+26
+26
10
90
+22
+22
+22
15
85
+18
+17
+17
+19
+19
+19
20
80
+13
+11
+11
+15
+13
+13
25
75
+7
+5
+5
+11
+9
+9
30
70
+1
-2
-2
+5
+3
+3
35
65
-7
-11
-11
-1
-3
-3
40
60
-15
-20
-20
-9
-12
-12
45
55
-25
-31
-31
-15
-22
-22
50
50
-36
-42
-42
-25
-30
-30
55
45
-51
-53
-53
-35
-35
60
40
1. No data available for ethylene mixtures less than 20% glycol.
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Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
2. Tester reading of -350F for 7084VP+ (ORANGE). Readings below these must be
reported to the WOC prior to use of fluid mix.
Note: The two step method (using Type I and Type II/ IV fluids) should not
be used when outside air temperature (OAT) is below -20oF, due to
unfavorable shear characteristics of Type II/IV fluid.
Rev. 3, 01 NOV 2006
3-5
Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
G. Deicing Fluid Tester (Refractometer) Type

1. The AO DUO-CHECK refractometer type coolant tester (Model 7084VP+ Orange
(920-2186)) is approved by Chautauqua Airlines for testing deicing fluid for freezepoint (FP). The tester has temperature scales for ethylene and propylene base
fluids. The model DOES NOT require calibration per the manufacturer.
FIGURE 1
2. This tester is designed specifically for rapid and accurate checking of permanent
anti-freeze protection and battery charge; however, it also works equally well for
testing ethylene glycol and propylene glycol type deicing fluids. Only a few drops
of fluid are required to take an accurate reading. The tester automatically corrects
for fluid temperature.
3. To figure the % of GLYCOL/WATER RATIO, with this type tester do the following:
a. Before each use, swing back the plastic cover at the slanted end of the tester
exposing both the measuring window and the bottom of the plastic cover. Wipe
both clean and dry with tissue or clean soft cloth. Close the plastic cover flat
against the measuring window (see FIGURE 2).
b. With plastic cover flat against the measuring window, place a few drops of
deicing fluid so that it runs down between the plastic cover and the measuring
window. This can be accomplished by either using the CLEAN PLASTIC ANTIFREEZE PUMP that is attached to the refractometer or by drawing a sample
from tank.
c. Point the tester toward any light source (headlight) and look into the eyepiece
(see FIGURE 4).
Rev. 3, 01 NOV 2006
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Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
4. Delta/ Delta Connection Stations check refractometer and glycol testers monthly for
accuracy, September 1 through April 1, using distilled water as the reference test
fluid and the procedures below.
a. Open the cover and carefully wipe the prism and cover clean with soft, clean
tissue.
b. Place a few drops distilled water on the prism and close the cover.
c. 7064VP+ glycol testers should read 0*C. Misco 7084VP+ glycol testers should
read 32*F. Misco Brix refractometer should read 0* Brix and Kilfrost and equivalent refractometer should read 1.333.
d. The Kilfrost and equivalent refractometers are not temperature compensated
and should be tested when the devices are near room temperature.
The results are recorded on the Glycol Fluid Tester Monthly Report. (See Appendix
IV)
5. Continental/Continental Express Stations check refractometer and glycol testers
before each use during the winter season using distilled water as the reference test
fluid and the procedures below.
a. Open the cover and carefully wipe the prism and cover clean with soft, clean
tissue.
b. Place a few drops distilled water on the prism and close the cover.
c. 7064VP+ glycol testers should read 0*C. Misco 7084VP+ glycol testers should
read 32*F. Misco Brix refractometer should read 0* Brix and Kilfrost and equivalent refractometer should read 1.333.
d. The Kilfrost and equivalent refractometers are not temperature compensated
and should be tested when the devices are near room temperature.
The results are recorded on Form 44.0509, Glycol Solution Test Record. (See
Appendix IV)
Rev. 3, 01 NOV 2006
3-7
Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
Glycol Charts
6. The deicing fluid freeze-point reading is at the point where the dividing line between
light and dark (edge of the shadow) crosses the scale. Use the anti-freeze
protection scale on the Propylene (right-hand) side for deicing fluid.
7. Now take that temperature reading from the Refractometer Scale and convert it to
% of GLYCOL/WATER RATIO by using the GLYCOL/WATER PERCENTAGE
CHART (see EXAMPLE:).
REV. 3, 01 NOV 2006
3-8
Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
H. Testing Glycol Mixture in Deice Units

1. It is required that the Type I fluid mixture in the deice/anti-ice units be tested for
proper ratio each time that the unit is refilled or topped off and if the unit has not
been used in more than 30 consecutive days, or if the unit has been taken out of
service for maintenance since it's last use.
2. Sample is to be taken from the fluid tank and checked with an approved glycol
tester. The results will be recorded on a Deicing Record and keep on file with the
station or vendor.
3. For Delta/Delta Connection Stations the freezing point of Type I de-icing and antiicing fluids must be tested:
a. After partially or completely filling the de-icing truck or cart.
b. Immediately prior to the first use of the equipment for the day.
c. Any time there is a de-icing vehicle truck or cart crew change.
A record of the freezing point tests must be kept for seven days.
The recorded data must include:
The three letter station code
The vehicle number
The brand name (manufacturer's part number) of the fluid
The glycol type in the fluid, either eg for ethylene glycol or pg for propylene glycol
Date
Time
The freezing point or refractive index of the fluid tested.
The signature and employee number of the person testing the fluid.
A copy of the Type I Glycol Freeze Point/Refractive Index Log is provided in Appendix
IV. It can be duplicated if originals are not available.
REV. 3, 01 NOV 2006
3-9
Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
I. Testing Deicing/Anti-icing Fluid Bulk Deliveries

1. Type I Fluid
a. Deicing/anti-icing fluid is usually delivered in a pure concentrated state which
contains about 90% glycol and about 10% of other additives.
b. Our approved glycol testers CANNOT be used to test mixtures containing more
than about 65% glycol; however, high concentrated mixtures can be tested with
the following procedure.
1) Mix ethylene glycol deicing/anti-icing fluid and water approximately (50/50
mixture) or propylene glycol deicing/anti-icing fluid and water approximately
(55/45).
2) Take reading with refractometer glycol tester.
3) Reading should indicate a freeze point of approximately -28oF.
4) If reading is not approximately -28oF for ethylene glycol or propylene glycol,
report findings to and your supervisor or manager.
5) FP of TYPE I fluid mixture must be at least 10oC or 18oF below OAT.
2. Type III
a. A Manufacturer Certification Report showing fluid conformance to type specs will
be received with each delivery, and kept on file with the station or vendor.
3. Type II/IV Fluid
a. A Manufacturer Certification Report showing fluid conformance to type specs will
be received with each delivery, and kept on file with the station or vendor.
b. Test fluid upon receipt of delivery for:
1) Freeze Point (-32.8oF)
2) Color
- Type II - Clear/Amber/Cloudy
- Type IV - Green
c. Annually samples will be taken from the station and sent to the supplier or laboratory for testing. If test results are out of specifications:
DO NOT use until the fluid is sent to the manufacturer for retesting
Contact Station Management
Rev. 3, 01 NOV 2006
3-10
Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
J. Special Considerations for Deicing/Anti-icing Fluids

1. The performance characteristics of SAE Type II/IV deicing/anti-icing fluids may be
degraded by excessive mechanical shearing or chemical contamination. Therefore,
only compatible pumps, control valves, piping and application devices shall be
used. The design of fluid transfer systems shall be in accordance with the fluid
manufacturers recommendations.
2. Heating - SAE Type II/IV deicing/anti-icing fluids, if heated, shall be heated in a
manner to preclude fluid degradation in storage or application. The integrity of the
fluid following heating shall be checked periodically. Factors like heating rate and
heating time cycles should be considered in determining frequency of fluid
inspections. Refer to fluid manufacturers recommendations.
Rev. 3, 01 NOV 2006
3-11
Chapter 3 Fluids
121.629(c)(2)(v)
Volume 10
Rev. 3, 01 NOV 2006
3-12
Section 1 Conditions
Volume 10
Chapter 4
Procedures and Specifics
Section 1
Conditions
A. Icing Conditions 14 CFR 121.629(c)(1)(i)

Frozen moisture, in many different forms and atmospheric conditions, can adhere to
aircraft surfaces. All personnel involved in deicing operations must be knowledgeable
about these various forms and the conditions under which they are likely to develop.
Be especially aware of the following considerations:
1. Inflight Ice Accumulation Arriving aircraft may have ice adhering to the aircraft
due to recent flight through icing conditions. It is the responsibility of the arriving
crews to notify the local station if they suspect accumulated aircraft ice.
2. Frozen Precipitation Snow, sleet, or hail which adheres to aircraft surfaces.
3. Frost Frozen water vapor on surfaces which are at or below 0oC (32oF).
4. Freezing Fog Clouds of supercooled water droplets that form a deposit of ice on
objects in cold weather conditions.
5. Snow Precipitation in the form of small ice crystals or flakes which may
accumulate on aircraft surfaces.
6. Freezing Rain/Drizzle Rain/drizzle falling in temperatures at or below freezing
forming on contact with an object.
7. Rain or High Humidity Water forming ice or frost on the wing surface when the
temperature of the aircraft wing is at or below 0oC (32oF).
REV. 1, 15 SEP 2004
4-1
Section 1 Conditions
Volume 10
B. Determination of Ground Icing Conditions

14 CFR 121.629(c)(1)(i), 121.629(c)(1)(ii), 121.629(c)(1)(iii)
1. The Winter Operations Coordinator or their delegate, will monitor the outside air
temperature and precipitation conditions.
2. The Winter Operations Coordinator or their delegate is responsible to determine
and implement ground deicing/anti-icing operational procedures.
3. Any condition that results in frost, ice, or snow adhering to the aircraft requires the
implementation of the deicing/anti-icing program. Some basic guidelines:
a. any time freezing rain or freezing drizzle is falling
b. when freezing fog is present
Note: When operating during light freezing rain/drizzle using Type I fluid,
the ground crew completing the deicing process will perform an
external pre-takeoff contamination check.
4. In the event of a disagreement between the flight crew and the Winter Operations
Coordinator or their delegate as to the conditions, the more conservative opinion will
apply.
5. Once deicing/anti-icing conditions have been declared, all departing aircraft will be
deiced/anti-iced, or properly inspected following the procedures outlined in this
manual.
6. The deicing/anti-icing program will continue until the Winter Operations Coordinator
or their delegate, has determined the conditions no longer exist.
7. Deicing/Anti-icing is not required if snow is falling but not adhering to the aircraft.
This is typical when the OAT and the aircraft are cold. In fact, putting fluid on when
snow is falling and nothing is adhering is less safe. Without the fluid, there is no
holdover time limit. With the fluid, there is a limited holdover time. This is because
the added fluid will now cause the snow to be absorbed on the aircraft. At some
point the fluid will become contaminated and adhere to the aircraft. When you
cannot determine if contamination is adhering, ask the deicing crew for a
Contamination Inspection.
CAUTION:
Icing conditions may exist when the OAT on the ground and for
takeoff is 10C or below when operating on ramps, taxiways, or
runways where surface snow, ice, standing water, or slush maybe
ingested by the engines, or freeze on engines, nacelles, or engine
sensor probes.
Rev. 3, 01 NOV 2006
4-2
Section 2 Deicing/Anti-Icing Procedures
Volume 10
8. The declaration and termination of icing conditions will be communicated to the

following: (as needed)
a. All station personnel
b. Deicing vendor (if applicable)
c. Flight Control, by transmitting a revised field condition report, followed by a telephone call
d. Local ATC facility (if required)
e. Airport manager
f. All immediately affected flight crews
C. Determination of Ground Icing Conditions at Delta/Delta

Connection Stations 14 CFR 121.629(c)(ii)
The local Station Manager is ultimately responsible for the de-icing operation at his/her
station, including all contract de-icing.
At the local station, when conditions conducive to ground icing occur, the Station Manager is responsible for ensuring that the ground de-icing/anti-icing program is implemented according to this document.
The Station Manager may delegate this responsibility to another person who must be
trained to the same level as the de-icing crew. This person must know that he or she
is responsible for de-icing. Other personnel at the local station must also know that the
person designated by the Station Manager holds this responsibility.
CAUTION:
Section 2
Icing conditions may exist when the OAT on the ground and for
takeoff is 10C or below when operating on ramps, taxiways, or
runways where surface snow, ice, standing water, or slush maybe
ingested by the engines, or freeze on engines, nacelles, or engine
sensor probes.
Deicing/Anti-Icing Procedures
A. General 14 CFR 121.135(a)(1), 121.629(c)(2)(i)

1. Deicing and anti-icing can be accomplished in either a 1-step or 2-step process. A
1-step process involves deicing the aircraft with a deicing or an anti-icing fluid. The
2-step process involves deicing the aircraft as step 1, immediately followed by an
application of an anti-icing fluid as step 2.
a. Deicing/Anti-Icing at Delta and Delta Connection operations can be performed at
the same time. The aircraft should be divided into sections and each section is
deiced (step one) then immediately anti-iced (step two). If using this procedure
see CAUTION below and reference the Delta and Delta Connection suggested
spray sequence in Section 2 D. 5.
Rev. 3, 01 NOV 2006
4-3
CAUTION: Holdover Time starts at the beginning of the application of Type IV
on the first section.
Awareness of wind direction is critical.
Monitor to ensure there is no overspray on an area that is already
protected with Type IV when spraying Type I to remove contamination
from the next section.
If overspray or contamination occurs in an area previously protected
with Type IV, the contaminated section must be deiced/anti-iced
again.
2. Anti-icing is only required when the possibility exists of aircraft surfaces re-freezing,
or when frozen precipitation is falling.
3. Efficiency considerations will occasionally dictate a combination of ice removal
methods. Heavy accumulations of snow may be more effectively removed using
brooms, followed by a final cleaning with heated deicing fluid.
4. Aircraft deicing fluids are very soluble in water. However, the rate at which ice will
absorb deicing fluid is very slow. If frost, ice, or snow is adhering to the wing
surface, that ice formation may be melted by repeated applications of aircraft
deicing fluid.
5. Deicing units should be checked prior to each operation to ensure an adequate
quantity to complete the deicing/anti-icing procedures.
6. When a self-heating deicing unit is available, the deicing fluid should be heated to
a temperature of approximately 140oF minimum at the nozzle (but not to exceed
200o F) and sprayed onto critical aircraft surfaces. Check the fluids temperature
prior to deicing. This is recorded and tracked on the Daily Deicing Log. If the
heating unit is a flame-type heater, it must not be running while deicing is in
progress. If the heating unit is electrical, verify that all electrical cords are
unplugged before moving the unit.
7. Brooming to brush snow accumulation off the aircraft prior to deicing the aircraft.
a. Use only a soft bristle broom.
Note: The broom used for snow removal is not to be used for any other
purpose.
b. Do not stand on the aircraft. Sweep off only what can be reached safely considering weather conditions at the time.
c. Sweep from the leading edge to the trailing edge in the direction of airflow.
d. Sweep off fuselage accumulations when possible.
e. Use extreme caution not to damage vortex generators, static wicks, antennas,
pitot tubes, etc., when brooming.
CAUTION:
Never strike an aircraft to remove ice accumulation.
Rev. 3, 01 NOV 2006
4-4
Volume 10
B. Spraying Deicing/Anti-icing Fluid

1. Spray the critical aircraft surfaces with enough fluid to wet the entire area(s) down,
then let the snow, ice, or frost melt.
Note: Do not try to blast or wash all the snow, ice, or frost off the wings
and tail surfaces during the first spraying.
2. It may be necessary to spray aircraft surfaces a second time to ensure they are
completely free of snow, ice, or frost.
3. The removal of thick frozen snow or glazed ice is best accomplished by spraying
hot deicing fluid in one spot until bare metal is exposed. The heat of the fluid will
then lift the snow or ice from the aircraft surfaces without requiring melting, thus
saving deicing fluid.
4. If frozen precipitation is falling or there is a chance of aircraft surfaces re-freezing,
anti-icing should be completed as step 2 immediately following deicing. Complete
anti-icing as close to departure time as possible in order to achieve maximum
holdover time. The anti-icing fluid should be applied equally to both sides of the
aircraft. The correct amount of fluid required will be visually indicated by the fluid
just beginning to drip off the leading and trailing edges. Surfaces to be anti-iced are:
a. wing upper surfaces
b. vertical stabilizer and rudder
c. horizontal stabilizer and elevator upper surfaces
5. When spraying the critical surfaces, the direction of the spray should be kept flowing
from the leading edge to the trailing edge. However, in order to ensure the hinged
areas of the tail and wings are completely free of ice, snow, and frost, it may be
necessary to direct the spray from the trailing edge toward the leading edge.
CAUTION:
Do not spray fluid into intake or exhaust areas of engine nacelles,

pitot tubes, static vents, aircraft ducts, APU ducts, or any other
openings. Avoid direct spray fluid onto the cockpit windows. Avoid
direct spray onto the passenger doors, service doors, and cargo
doors. Fluid sprayed directly on the doors may leak and drip on
customers and baggage and should be avoided.
6. Deicing fluid should be sprayed onto the aircraft surfaces in the same direction in
which the wind is blowing. If possible, the aircraft should be faced into the prevailing
wind.
REV. 1, 15 SEP 2004
4-5
Volume 10
7. When aircraft have been or will be taxied on wet or slushy taxiways, remove any
accumulation of ice and/or slush from the landing gear components. Use wheel
chocks to secure the aircraft and allow the glycol to cascade over wheels and
brakes to remove ice and slush.
CAUTION:
Avoid Direct Spray to brakes and exposed portions of the strut

pistons. DO NOT SPRAY HOT BRAKES.
8. Use as much fluid as is needed for each deicing/anti-icing operation, keeping in

mind that the critical surfaces must be completely free of snow, ice, and frost.
C. Tower/Bucket Unit 14 CFR 121.135(a)(1)

1. When a tower or bucket unit is used, a minimum of two agents will be necessary.
One agent will drive the unit or tug, the second will be on top of the tower or in the
bucket spraying. A third agent, if available, can assist in guiding the unit and
relaying messages between the driver and agent spraying.
2. When an agent is in the bucket or on top of the tower, a fall-restraining-belt and a
fall-restraining-lanyard must be worn. The deicing unit should not be moving when
anyone is climbing or standing on the ladder.
3. A 10 foot clearance should be maintained at all times between the aircraft and the
unit. A minimum of 5 feet should be allowed between the bucket and the aircraft.
4. The speed of the tug or truck should not exceed 5 mph.
5. Delta/ Delta Connection Difference at Delta/Delta Connection Station:
4 X 4 X 5 Rule
The truck speed should never exceed 4 miles per hour.
The distance of the basket/enclosed cab should remain 4 feet away from the
aircraft.
The distance from the nozzle should be no more than 5 feet away from the
surface of the aircraft.
D. Deicing/Anti-Icing Preparation and Driving Sequences

14 CFR 121.135(a)(1), 121.629(c)(2)(ii)
1. Wings, tail section, all control surfaces, and flaps must be clear of snow, frost, and
ice before releasing the aircraft for takeoff.
Note: Upon acceptance by the pilot-in-command, loose dry snow, or

frost under the wings may be permitted.
2. Deicing should be performed as close as possible to takeoff time in order not to
exceed the holdover time.
3. Preparation:
a. Install wheel chocks, as required
b. Make certain that all windows, doors, and emergency exits are closed
c. Remove accumulated snow and ice from the landing gear, when necessary
REV. 1, 15 SEP 2004
4-6
Volume 10
4. Deicing Spray Sequence (single truck)

The deicing spray sequence will begin forward of the tail section at the tip of the left
outboard wing and work clockwise around the aircraft. The starting outboard wing
and work direction may be changed to accommodate the carriers preferences, or if
obstructions preclude this, the deicer will ensure ALL critical areas in the sequence
are deiced. The last section of the aircraft to be deiced should be the tail
section. The sequence listed below is for representative purposes. It is obvious that
all aircraft are not configured alike and general adherence to these items is
intended. See Chapter 6 for Aircraft Specific Diagrams.
Note: The single truck deicing sequence may sometimes begin at the
nose of the aircraft (aircraft left) this is usually due to an
obstruction such as a jetway which would prevent the deicing
equipment from moving a full circle around the aircraft.
Note: The flight crew must be notified for any deviation of sequence
during deicing/anti-icing.
Step 1
flap and hinge points
slot between flap and wing
top of wing center section
left wheel well area
Step 2
aileron, tab and horn area
top of outer wing
Step 3
outer leading edge
top of outer wing
Step 4
inner wing leading edge and fairing
Step 5
top forward fuselage
left side of fuselage
(Fluid sprayed directly on the customer doors or cargo doors may leak
and drip onto customers and baggage, and should be avoided.)
Rev. 3, 01 NOV 2006
4-7
Volume 10
Step 6
nose section
forward windows
(Unless specifically requested by the crew, DO NOT spray fluid onto
cockpit windows. If Type II or Type IV fluid inadvertently runs onto the
cockpit windows, the windows must be cleaned with an approved
window cleaner and a clean cloth prior to releasing the aircraft for flight.
Windshield wipers can not be used to remove fluid. )
Step 7
right side of fuselage
Step 8
Step 9
outer leading edge
top of outer wing
Step 10
top of outer wing
Step 11
top and aft fuselage
right wheel well area
Step 12 (Aircraft Right)
leading edge of horizontal stabilizer
leading edge of vertical stabilizer
top of connection point where the engine and fuselage meet
Step 13
elevator hinge points
elevator, tab and horn area
top of horizontal stabilizer
rudder
Rev. 3, 01 NOV 2006
4-8
Volume 10
Step 14 (Aircraft Left)

top of connection point where the engine and fuselage meet
5. Delta and Delta Connection Suggested Deicing Spray Sequence (single truck)
Divide the aircraft into four work areas. Separate work areas as follows:
Forward left fuselage and left wing.
Forward right fuselage and right wing.
Aft right fuselage and tail.
Aft left fuselage and tail.
Apply the Type I fluid solution to the aircraft in the following suggested sequence:
Wings (upper surfaces) - Start at the leading edge of the wing tip and work back
toward the trailing edge and toward the wing root.
Fuselage (upper surfaces) - Start at the top of the fuselage and work downward
to wing level.
Stabilizers - Ensure that the last section of the aircraft that is deiced is the tail
section. Start at the leading edge of the vertical stabilizer and work toward the
trailing edge, then the leading edge of the horizontal stabilizer and work toward
the trailing edge. Thoroughly deice the elevator from leading edge to trailing
edge top and bottom, elevator attachment points must be thoroughly deiced.
Ensure that the top of the horizontal stabilizer and rudder are thoroughly deiced.
Note: Lower Surfaces - Apply the solution to the bottom surfaces of

fuselage, wings, horizontal stabilizer, landing gear doors, and
landing gear as necessary.Keep application of de-icing fluid to the
landing gear and landing gear doors to a minimum.
CAUTION:

pistons. DO NOT SPRAY HOT BRAKES
Check the aircraft surface and spray additional heated Type I fluid solution, as
required, to completely remove all frozen accumulations.
6. Deicing Spray Sequence (two trucks or Carwash)
The deicing spray sequence will begin at the nose of the aircraft, with a truck on
each side working around a wing, meeting at the tail section to finish. The last
section of the aircraft to be deiced should be the tail section. The deicer will
ensure ALL critical areas in the sequence are deiced. The sequence listed below is
for representative purposes. It is obvious that all aircraft are not configured alike and
general adherence to these items is intended. See Chapter 6 for Aircraft Specific
Diagram.
Rev. 3, 01 NOV 2006
4-9
Note: ln a 2 truck operation, both trucks will usually begin at the nose of
the aircraft and work back towards the tail. Occasionally the spray
sequence may begin at a different location; this is usually due to
an obstruction such as a jetway. At Delta/ Delta Connection
Stations the sequence for a two truck operation generally starts at
the left wing and right wing.
Step 1
nose section
forward windows
(Unless specifically requested by the crew, DO NOT spray fluid onto cockpit
windows. If Type II or Type IV fluid inadvertently runs onto the cockpit
windows, the windows must be cleaned with an approved window cleaner and
a clean cloth prior to releasing the aircraft for flight. Windshield wipers can not
be used to remove fluid.)
Step 2
left and right side of fuselage
(Fluid sprayed directly on the customer doors or cargo doors may leak and
drip onto customers and baggage, and should be avoided.)
Step 3
Step 4
outer leading edge
top of outer wing
Step 5
top of outer wing
Step 6
left and right wheel well area
Rev. 3, 01 NOV 2006
4-10
Volume 10
Step 7
top of connecting point where the engine and fuselage meet
Step 8
elevator hinge points
elevator, trim and spring tab and horn area
rudder
7. Delta and Delta Connection Suggested Deicing Spray Sequence (two trucks or
"Carwash")
Divide the aircraft into two work areas. Separate work areas as follows:
Left wing, forward left fuselage, aft left fuselage and tail.
Right wing, forward right fuselage, aft right fuselage and tail.
Left wing (wing tip to wing root) and left side of fuselage, top forward of fuselage,
forward windows and nose section. Left side of aft fuselage, top of aft fuselage,
leading and trailing edge of vertical stabilizer, leading and trailing edge of
horizontal stabilizer, elevator hinge points, elevator, trim and spring tab and horn
area, top of horizontal stabilizer and rudder.
Right wing (wing tip to wing root) and right fuselage, top forward of fuselage,
forward windows and nose section. Right side of aft fuselage, top of aft fuselage,
leading and trailing edge of vertical stabilizer, leading and trailing edge of
horizontal stabilizer, elevator hinge points, elevator, trim and spring tab and horn
area, top of horizontal stabilizer and rudder.

CAUTION:

8. Critical Areas to Spray 14 CFR 121.629(c)(2)(iv)

a. Thoroughly deice tail and elevator areas, especially the slots between the
elevator and vertical tail assembly (see illustration below)
Rev. 3, 01 NOV 2006
4-11
Volume 10
EMBRAER 135/140/145
b. leading edge, all wing areas, and forward fuselage

c. top of connecting point where the engine and fuselage meet
Note: Spray from side to avoid spraying deicing fluid into engine air
intake.
d. landing gear and gear doors
CAUTION:

pitons. DO NOT SPRAY HOT BRAKES.
e. Aileron area
9. Caution/Sensitive Areas (Avoid Direct Spray)

a. engine air intake
b. APU air intake
c. static ports and pitot tubes
CAUTION:
DEICING FLUIDS IN THESE AREAS COULD CAUSE IMPROPER

COCKPIT INSTRUMENT READING.
d. Main landing gear proximity switches
e. fresh air vents
f. air conditioning inlets
g. engine exhaust areas
h. APU exhaust area
i. all doors and emergency exits
j. refueling panels
k. all windows
Rev. 3, 01 NOV 2006
4-12
Volume 10
BULLETIN- DI07-05
Bulletin #- DI07-05
Subject- Removing Frozen Contamination from Engine Inlet and Exhaust Areas
Recording- This Bulletin remains in effect until instructed to remove it in a future revision. Be
SURE to record this in the OPERATIONS BULLETIN SUMMARY RECORD, Page
OBS-1.
Placement-
This bulletin is in Two Parts. This is Part One. Insert this part in Chapter 4 after
Page 4-12.
Background- This bulletin adds procedures for removing frozen contamination from engine inlet
and exhaust areas.
Instructions- This Bulletin adds new information to Chapter 4, Section 2, D., 9. a. and g. and
adds a new number 10.
9. Caution/Sensitive Areas (Avoid Direct Spray)

a. engine air intake (reference number 10 that follows)
b. APU air intake
c. static ports and pitot tubes
CAUTION:: DEICING FLUIDS IN THESE AREAS COULD CAUSE

IMPROPER COCKPIT INSTRUMENT READING.
d. Main landing gear proximity switches
e. fresh air vents
f. air conditioning inlets
g. engine exhaust areas (reference number 10 that follows)
h. APU exhaust area
i. all doors and emergency exits
j. refueling panels
k. all windows
10. Engine Inlet and Exhaust Areas
a. Engine inlet and exhaust areas must be free of snow, ice, or slush prior to engine
start.
b. If there is an accumulation of snow, ice, or slush on engine inlets and exhaust
areas the flight crew will contact operations for deicing.
Page- 1 of 4
Volume 10
BULLETIN- DI07-05
c. Frozen contamination may be removed by spraying above these areas and
letting the fluid cascade down or by using a light mist of fluid around the area until
free from contamination.
CAUTION:Do not spray deicing fluid directly into the engine inlets or
exhausts.
d. If the accumulation of snow, ice, or slush is heavy, it may be necessary to
remove most of the frozen contamination from the engine inlet and exhaust
areas by hand (with the engines shut down) allowing an indirect flow of deicing
fluid to remove the remaining frozen contamination.
CAUTION: Do not approach an engine inlet or exhaust area when an

engine is operating.
Page- 2 of 4
CAUTION: DIRECT SPRAY ON WINDOW AREAS MAY CAUSE WINDOWS TO
LEAK.
Note: Aircraft with operable APU equipment will normally be deiced/antiiced with engines shut down. However, anytime the aircraft does
not have an operable APU and is remotely deiced, OR, when the
flight may otherwise be unable to take-off due to holdover times
limitations, OR, during car wash operations at hub cities, deicing/
anti-icing may be conducted with the engines operating at idle.
The flight crew and ground crew will make the determination that
the engines will or will not be operated during deicing/anti-icing.
After repositioning to the Deicing Pad, the engines are shutdown
or idled as appropriate to the situation. If deicing/anti-icing is to be
accomplished with the engines running, aircraft in required POH
configuration, the parking brake set, and radio communications
established with the flight crew. In either case, the flight crew will
signal the deice crew that the parking brakes have been set.
CAUTION:
Prior to approaching the aircraft, check the operation of the lift

device and ensure that emergency signals have been established
between the driver and the lift operator, to be used in case of
danger or equipment malfunction.
Note: At American (Eagle) cities AA/AE personnel will not routinely

deice/anti-ice with the engines operating. Aircraft engines must be
shut down prior to deicing/anti-icing. In this situation the station
will provide a GPU to provide power to the aircraft. The only
exception allowed for operating aircraft engines during the deice/
anti-ice at American (Eagle) cities is in non-routine situations, and
both the flight crew and the ground crew will make the
determination and must be in agreement that the engines should
be operating.
E. Remote Deicing Procedures

Deicing procedures may be accomplished at a remote site called a Deice Pad or Car
Wash. The objectives of this arrangement are to:
Provide aircraft electrical power to non-APU equipped aircraft during deicing/antiicing at remote (off gate) locations.
Minimize aircraft exposure to ground icing conditions when the aircraft otherwise
may not be able to takeoff within holdover time.
Expedite fleet deicing operations at hub cities.
The flight crew and ground crew will make the determination that the engines will or will
not be operated during deicing/anti-icing.
Rev. 3, 01 NOV 2006
4-13
Volume 10
F. Communications to Flight Crew 14 CFR 121.629(c)(2)(iii)

The individual who performs the deicing/anti-icing procedure and certifies the aircraft
is clean and ready for departure, or the supervisor of the ground deicing activity, will
provide the information indicated in Chapter 1, Section 1, Item B.
G. Aircraft Inspections 14 CFR 121.135(b)(2), 121.629(c)(2)(ii),

121.629(c)(2)(iv), 121.629(c)(2)(vii)
1. Importance of Inspection
When disruption of airflow occurs over the wing and horizontal tail surfaces, lift is
reduced which can result in the aircraft becoming unstable when attempting flight,
or preventing the aircraft from flying at all. Even a small amount of substance buildup on aircraft surfaces can adversely affect aircraft stability. Wind tunnel flight tests
indicate that formation of snow, ice, or frost on the leading edge or the upper
surfaces of a wing which has a thickness and surface roughness similar to medium
or coarse sandpaper can reduce wing lift by as much as 30% and increase drag by
40%. The significant changes in lift and drag will increase stall speed, reduce
controllability, and alter flight characteristics. It is imperative that an aircraft not be
released for takeoff unless all critical components of the aircraft are free from
adhering snow, frost, or other ice formations.
2. Post Deice Check
All critical surfaces of the aircraft must be visually inspected before an aircraft is
released for departure during icing conditions or when deicing/anti-icing has been
completed. The inspection is to be performed by the ground crew from an elevated
piece of equipment offering sufficient visibility of these critical surfaces. The
aircrafts critical surfaces must meet the Clean Aircraft Concept before being
cleared to depart. Critical surfaces to inspect include:
a. wings, tail and control surfaces
b. pitot heads, static ports, and angle of attack sensors
c. engine inlets
d. air conditioning inlets, exhausts
e. landing gear and landing gear doors
f. fuel tank vents
g. fuselage
h. a flight control check at the discretion of the flight crew
(A functional check of ailerons, elevators, rudder, and flaps accomplished
by the flight crew and may be necessary if the aircraft has been subjected
to extreme ice or snow covering.)
CAUTION:
Be aware that clear ice can form on critical surfaces when the
aircraft is exposed to some icing conditions and/or when the
ambient temperature is 10C or below.
REV. 2, 01 FEB 2006
4-14
Volume 10
3. Tactile Check / Inspection

a. A tactile check must be accomplished during the post deice check on Embraer
135/140/145 and Canadair CRJ200 aircraft.
b. This check is accomplished after deicing has been completed and if anti-icing is
necessary, before anti-icing begins.
c. A tactile check must be accomplished from outside of the aircraft by qualified
ground personnel.
d. This is performed by physically touching the wing leading edge and an arm's
length section of the upper wing surface to ensure surfaces are free of frost, ice
and snow.
Use a gloved hand on the surfaces across the wing leading edge, wing
forward upper surface and wing rear upper surface to determine that the wing
is free from frost, ice, snow or slush.
When performing a tactile check, you should be able to feel wing seams
where two pieces of metal are joined or screw/rivet heads. If you cannot feel
the differences in these surfaces, this is an indication that ice may be present
and additional deicing is required.
Note: It is recommended that a thin protective glove (i.e. latex, rubber or

vinyl) is worn to complete tactile checks.
CAUTION:
When performing a tactile inspection of the wings rear upper

surface, the inspecting agent should not touch the area between
the extended flaps or aileron and the wing surface
CAUTION:
The tactile inspection should be of the center area, not around the
edges of the flaps or ailerons. These areas are extremely
dangerous and only require a visual inspection.
CAUTION:
During inspection of the wings rear upper surface it is important

that the inspecting agent stay clear of the engine intake danger
area.
4. Post Anti-ice Check

If the aircraft has been treated with anti-icing fluid, critical surfaces should appear
glossy, smooth, and wet.
The post anti-ice check must ensure that the application of the anti-icing material
has been applied uniformly.
There should be no accumulations of ice, snow, or frost on critical surfaces of the
aircraft.
Reference Chapter 6 - For aircraft specifics and detail on critical surfaces.
If these inspections indicate that the anti-icing has not been applied uniformly or if
accumulations of ice, snow, or frost are on the aircraft, the aircraft shall return for
additional deicing and, where appropriate, additional anti-icing.
Rev. 3, 01 NOV 2006
4-15
Volume 10
5. Pre-Takeoff Contamination Check 14 CFR 121.629(c)(4)

In the event that the holdover time has been exceeded after deicing/anti-icing, or if
freezing precipitation is falling and the aircraft has not been deiced or anti-iced, a
pre-takeoff contamination check is required to be completed within 5 minutes of the
aircraft being cleared onto the runway for takeoff.
This inspection, when performed by ground personnel, will be completed from an
elevated vantage point permitting a clear view of the top of all horizontal aircraft
surfaces, and must be completed prior to the release of the aircraft, or giving the
Thumbs Up signal to the captain.
Aircraft horizontal and vertical flight and control surfaces must meet the Clean
Aircraft Concept for the aircraft to be release for flight.
glossy, smooth, and wet. If these inspections indicate accumulations of ice, snow,
or frost, the aircraft shall be returned for additional deicing and, where appropriate,
additional anti-icing.
6. Pre-Takeoff Check 14 CFR 121.629(c)(3)(i), 121.629(c)(3)(ii), 121.629(c)(4)
A pre-takeoff check is a required check that is accomplished by the flight crew any
time the aircraft has been deiced/anti-iced and a holdover time has been established. The Flight crew procedures for this may be found in the Pilots Operating
Handbook and the General Operations Manual.
Rev. 3, 01 NOV 2006
4-16
Volume 10
H. RON Aircraft
1. Deice upon reporting
2. Station Call
3. It is acceptable to treat RON aircraft with Type II or Type IV due to impending storm
or if frozen precipitation is forecast.
Application Guidelines
a) Embraer (135/140/145 Apply on wings and tail only.
(for more detail see illustrations in Chapter 6)
b) Canadair (CRJ200) Apply on wings and tail only.
The flight crew on the departing flight MUST be informed by station personnel if antiicing fluid has been applied to their aircraft during an overnight or extended ground
stay. It is required that station personnel verbally notify the flight crew if the aircraft has
been treated with Type II/ Type IV the night before. This is determined by station personnel by checking the Post Deicing/Anti-Icing Report completed the night before.
CAUTION:
I.
The person accomplishing the Anti-Icing for an RON or the Ground

Deicing Supervisor MUST ensure that this has been logged on the
ground deicing record.
First flight of the day

1. When an aircraft has been parked outside overnight and heavy frost, snow, or ice
is present on the critical surfaces, and there is no falling precipitation, deicing should
be done automatically by the opening ground personnel as soon as possible.
2. If snow or freezing rain is falling, deicing and anti-icing should be accomplished as
close to departure time as possible.
3. It is required that station personnel verbally notify the flight crew if the aircraft
has been treated with Type II/ Type IV the night before. Station personnel can
determine this by checking the Post Deicing/Anti-Icing Report completed the
night before.
4. If an aircraft is treated with Type II/Type IV over night it must be deiced the
next morning with heated Type I regardless of precipitation during the night.
CAUTION:
Type II or Type IV must be completely cleaned off with heated Type

I or Type III before dispatching the aircraft. Failure to remove
residual Type II or Type IV from an overnight or extended stay
aircraft, with heated Type I prior to departure, can result in fluid dryout. Fluid dry-out is a condition causing restricted movement of
flight control surfaces in flight.
Rev. 3, 01 NOV 2006
4-17
Volume 10
J. Through or Turn-Around Aircraft

1. The pilot-in-command, if available, should be advised before beginning deicing the
aircraft.
2. The pilot-in-command may request the aircraft be sprayed with deicing/anti-icing
fluid if the temperature is at or below the freezing point and the aircraft will be
subjected to rain between the ramp departure and takeoff.
3. Deicing/anti-icing is to be completed anytime it is requested by the pilot-incommand.
K. Holdover Times 14 CFR 121.629(c)(2)(i), 121.629(c)(3),

121.629(c)(3)(i), 121.629(c)(3)(iii)
1. Holdover time is defined as the estimated time the application of deicing or anti-icing
fluid will prevent the formation of frost or ice, and the accumulation of snow on the
treated surfaces of the aircraft.
2. Many factors influence the effectiveness and protection time provided by anti-icing
fluids. Some of the major factors are:
3. Holdover time begins when the final application of the deicing/anti-icing fluid
commences and expires when the deicing/anti-icing fluid loses its effectiveness.
4. Holdover times are calculated by the flight crew using the holdover tables located
in the General Operations Manual. Flight crew members obtain the training for the
calculation and the specific requirements of the deicing/anti-icing program through
initial and recurrent training and testing.
5. When the holdover time has expired, or when it has been determined through
inspection that the deicing/anti-icing fluid has lost its effectiveness, the wings,
control surfaces, and other critical surfaces must be deiced again. When that occurs
a new holdover time is determined.
CAUTION:
Ice formation may be difficult to detect during conditions of freezing

drizzle and light freezing rain. Strict adherence to Pre-Takeoff Check
and Pre-Takeoff Contamination Check procedures in these
conditions is especially important at night and limited visibility
conditions. If any doubt exists concerning the aircrafts condition
after completing either check, the aircraft cannot take off unless it is
deiced again or it is determined that the aircraft is free of
contamination.
Rev. 3, 01 NOV 2006
4-18
Volume 10
BULLETIN- DI07-06
Bulletin #- DI07-06
Subject- Infrared Deicing
OBS-1.
Placement-
Insert this Bulletin before page 4-19.
Background- This bulletin adds infrared deicing procedures to the Chautauqua Airlines Deicing/
Anti-Icing Manual for Embraer 135/140/145 and Canadair CRJ200 aircraft and is
only permitted at New Yorks JFK Airport.
Instructions- This Bulletin adds new letter M. to Chapter 4 Section 2.
OVER
Page- 1 of 4
Volume 10
BULLETIN- DI07-06
M. Infrared Deicing Procedures
1. Description
a. Infrared Radiant Heat
Infrared (IR) radiant heat deicing involves using gas fired infrared radiant heating
units installed in the ceiling of a facility similar to a hanger that can transmit
sufficient infrared energy to melt frozen contamination from aircraft surfaces. The
aircraft skin temperature during the infrared deicing process never exceeds
120F.
b. Use
The use of infrared radiant heat is considered an alternate method for deicing
only; no anti-icing benefit is derived when using infrared radiant heat.
c. Approved Facilities
Due to procedures and training requirements IR deicing is only approved at the
following locations:
New York John F Kennedy (JFK) facility - United/United Express Operations
2. Procedure
a. The flight crew must configure the aircraft for deicing before entering the IR
facility.
b. Aircraft will be taxied to the entrance of the IR facility and will be marshalled into
the facility by a guideman or through radio instructions from the IR Control
Center. The facility operator is located in the control booth inside the facility and
communicates to the flight crew on a dedicated frequency. The frequency can be
found in the Jeppesen Station Information Pages.
c. When the aircraft enters the facility the flight crew will position the aircraft as
instructed by the facility operator. Constant radio communications shall be maintained between the IR Control Center and the flight crew.
d. Flight crews will follow the instructions provided by the IR Control Center
throughout the process.
e. Deicing operations are normally performed while the aircraft engines are operating at low idle.
f. The deicing process will continue until all frozen contamination has been
removed from aircraft surfaces, as confirmed by certified personnel.
g. Certified personnel will perform a complete inspection of the aircraft including the
tactile check after the Infrared (IR) radiant heat deicing. The certified personnel
will notify the captain that the process is complete or that additional de-icing is
required. The process will be repeated if necessary.
Page- 2 of 4
Volume 10
BULLETIN- DI07-06
If certified personnel performing the inspection determine that there are
aircraft surfaces that have remained wet after the removal of the infrared
energy source those surfaces will require an application of heated deicing
fluid to prevent refreezing when the O.A.T. is 0 degrees Celsius or colder.
h. When the IR deicing process is completed, the aircraft may be anti-iced using
anti-icing fluid at that location or taxied from the IR facility to another area per the
instructions of the IR Control Center.
WARNING: If an application of anti-icing fluid is required, it must be

applied before any snow or freezing precipitation can
adhere to the aircraft surfaces.
3. Deicing and Anti-Icing Methods
In accordance with SAE/AEA infrared deicing recommendations as follows:
a. Frost or Leading Edge Ice only
Infrared deicing only
b. Snow/Ice with O.A.T greater than 0 degrees Celsius
Infrared deicing only
c. Snow/Ice with O.A.T 0 degrees Celsius or colder
Infrared deicing followed by hot deicing fluid on wings and horizontal
stabilizers
d. Type IV anti-icing fluid will be applied inside the system as necessary according
to ambient conditions
4.
Aircraft Manufacturers Guidance

Only the INFRATEK INFRARED DEICING method is approved.
Aircraft skin temperature is limited to 120 Fahrenheit.
An aircraft that has been anti-iced cannot be deiced again using the Infrared Deicing
Process when holdover time has expired. The aircraft must be deiced with Type I/
III fluid using the standard deicing procedures described in the Chautauqua Airlines
Deicing/Anti-Icing Manual (or a Deicing/Anti-Icing Program that has been approved
by the FAA for use on Chautauqua Airlines aircraft).
Page- 3 of 4
Volume 10
BULLETIN- DI07-06
Page- 4 of 4
Section 3 Storage, Records, and Compliance
Volume 10
L. Hot Water Use at Tropical Stations

1. It is acceptable to use hot water when the outside air temperature is 40 degrees F
or above and remains 40 degrees F or above at tropical stations located between
28 degrees North and 28 degrees South Latitude, frost or wing ice may be removed
from an aircraft through normal deicing techniques, using hot water (without
glycol) at a temperature of 180o F not to exceed 200o F.
2. Heated Type I deicing fluid mixture must be used if the outside air temperature is
below 40o F at the time of deicing or falls below 40o F between the time of deicing
and takeoff, the aircraft MUST be deiced with a 140o F not to exceed 200o F heated
Type I fluid mixture before takeoff using the steps outlined in this manual. Cities
included in this geographical zone are TPA, RSW, SRQ, APF, EYW, MTH, MIA,
FLL, PBI, CRP, LRD, MFE, and HRL.
Section 3
Storage, Records, and Compliance
A. Fluid Storage and Handling
1. Deicing/anti-icing fluid is a chemical product with environmental impact. During fluid
handling, avoid any unnecessary spillage, comply with local environmental and
health laws, and manufacturers material safety data sheet (MSDS). Mixing of
different deicing fluid types is not recommended.
2. A slippery condition may exist on the ground or equipment following the deicing/
anti-icing procedure. Caution should be exercised, particularly under low humidity
or non-precipitation weather conditions.
3. Tanks are dedicated for the storage of deicing/anti-icing fluids to avoid
contamination with other fluids. Storage tanks shall be constructed of materials
compatible with deicing/anti-icing fluids, as specified by the manufacturer.
4. Tanks shall be inspected annually for corrosion and/or contamination.
5. To minimize corrosion in the vapor space, a high liquid level in the tanks is
recommended.
6. The deicing/anti-icing fluid will be checked routinely to ensure that no degradation/
contamination has occurred.
B. Record Keeping Requirements

1. A file for winter operations information is to be maintained at each station by the
WOC, their delegate or the deicing vendor. The file is to include current copies of:
a. The Material Safety Data Sheets (MSDS) for the type of fluid being used (kept
for two years)
b. Ground Deicing Record (kept for 30 days)
c. Training records for qualified deicing personnel (kept for one year), (see
Appendix III)
d. Glycol test records (kept for 30 days following the last entry) (see Appendix IV).
Rev. 3, 01 NOV 2006
4-19
Volume 10
e. Differences for Continental/Continental Express/Continental Connection retention of forms:

Aircraft De-ice/Anti-Ice Records are retained for 60 days (see Appendix IV).
Glycol Solution Test Records Type I / Type III are retained for 60 days (see
Appendix IV).
Type II / IV De-icing Fluid Test Records are retained for 2 years or until the
product in a given shipment is completely used plus 60 days (see Appendix
IV).
f. Differences for Delta/Delta Connection retention of forms:
Post Deicing/Anti-icing Report for Delta/Delta Connection are retained for 6
months (see Appendix IV).
Type I Glycol Freeze Point/Refractive Index Test Logs for Delta/Delta
Connection are retained for 7 days from the last date entered on the form (see
Appendix IV).
g. Differences for United/United Express retention of forms:
Aircraft Deicing Records for United/United Express are retained for 60 days
(see Appendix IV).
Type I fluid tests are recorded on the Aircraft Deicing/Anti-icing Record (see
Appendix IV).
Type IV test records are kept for a calender day and are recorded on the
aircraft Anti-icing Truck Type II/IV Fluid Check Record. (see Appendix IV).
Note: At stations where American/ American Eagle, Continental/

Continental Express/Continental Connection, Delta/Delta
Connection, United/United Express, and US Airways/ US Airways
Express are the deicing vendor and at our own cities that fly in their
colors, the forms listed in their own manuals may be used in place
of: The Ground Deicing Record, Glycol Test Record, Glycol
Acceptance Record, Chautauqua Training Record, and Roster/
Attendance for Deicing Training (See Appendices), as well as any
carrier specific electronic training record. All these must be
available upon request by any Chautauqua or FAA Representative.
2. Glycol Acceptance Record
a. The following information must be recorded and maintained in the station file for
each shipment of glycol delivered and accepted in Chautauqua Airlines handled
cities:
1) date
2) station (station accepting glycol)
3) manufacturer (Manufacturer producing the glycol)
4) Type I/Type II/Type IV (type of glycol delivered)
5) number/gallons (number of gallons delivered)
6) container(s) labeled (labels indicating ethylene or propylene)
Rev. 3, 01 NOV 2006
4-20
Volume 10
7) storage (drums, underground tanks, etc.)

8) chemical qualifications, (such as mixture ratio and refractive index), MSDS
(Material Safety Data Sheets information received from vendor and placed in
appropriate file)
9) serial/identification number (the number on the barrel or container)
10) accepting employees signature
b. Maintain completed records on file for two (2) years. (See Appendix IV)
C. Audits to Ensure Compliance

1. Audits of Chautauqua Airlines and contractors stations and/or facilities will be
accomplished at intervals designated by the Manager of Customer Service
Training.
2. Audits will be performed by the Manager of Customer Service Training or designee.
3. Audits will include a review of:
Training Records
MSDS (location and accessibility)
Ground Deicing Records (applicable to the appropriate code share partners
accepted program operating at the station)
Appropriate Glycol Test Records
Glycol Acceptance Records
Specific Record/Paperwork (required by an approved code share program)
The equipment used for the deicing and anti-icing
4. Audits will include observations of the deicing operation (weather permitting)
5. At the completion of an audit, a verbal debriefing will take place between the auditor
and the Station/Contractor Management
6. Audit reports, discrepancies, and corrective action will be discussed with Station/
Contractor Management, if there is no resolution within seven business days to the
discrepancies on the audit, then the audit report and discrepancies will be reviewed,
discussed and resolved with:
The Chautauqua Airlines Vice President of Customer Service
The immediate supervisor (Manager, Director) of the audited Station/Contractor
Management
D. Safety Policies and Procedures (Volume 4)

A complete program which will verify compliance and receive input to improve this program, is contained in the Chautauqua Airlines Safety Policies and Procedures Manual.
Rev. 3, 01 NOV 2006
4-21
Volume 10
Rev. 3, 01 NOV 2006
4-22
Chapter 5 Training
Section 1 Purpose of Training
Volume 10
Chapter 5
Training
Section 1
Purpose of Training
The deicing/anti-icing training covers the approved procedures and policies for deicing/
anti-icing aircraft in accordance with 14 CFR 121.629. All ground personnel involved
with deicing must comply with these policies and procedures.
Note: NO PERSON INVOLVED IN A DEICING/ANTI-ICING OPERATION SHALL
PERFORM THEIR DUTIES UNLESS WITHIN THE PREVIOUS 12
CALENDAR MONTHS, THAT PERSON HAS COMPLETED AN INITIAL OR
RECURRENT DEICING/ANTI-ICING TRAINING PROGRAM AS REQUIRED.
Purpose of Train the Trainer Training
The purpose of Train The Trainer training is to carry the information back to your station and ensure compliance is within company mandated guidelines.
Note: Instructors must ensure that Station Trainers are aware that the
Chautauqua Airlines Deicing/Anti-Icing Manual, the General
Operations Manual (GOM), and the Pilot Operating Handbook
(POH), constitutes the deicing/anti-icing program. The Chautauqua
Airlines Deicing/Anti-Icing Manual describes the portion of the
program that is used by ground personnel.
Section 2
Training Requirements 14 CFR 121.629(c)(2)
A. Steps to be Taken by Personnel Involved in Operations and

Deicing of Chautauqua Airlines Aircraft
1. Chautauqua Airlines personnel
a. Attend required training session (Initial or Recurrent Training)
b. Complete the study guide/evaluation
2. Contract Deicers
a. Attend required training session (Initial, Recurrent, or Differences Training)
REV. 1, 15 SEP 2004
5-1
Chapter 5 Training
Section 2 Training Requirements 14 CFR
121.629(c)(2)
Volume 10
B. Train The Trainer Requirements 14 CFR 121.629(c)(2)

1. Training for Train The Trainer Personnel
A qualified deicing instructor from Chautauqua Airlines will train Station Training
Personnel according to the training requirements described in the Chautauqua
Airlines Deicing/Anti-Icing Manual. If the vendor participates in a Deicing/Anti-Icing
Program accepted by Chautauqua Airlines and the FAA for use on Chautauqua
Airlines aircraft, the Station Trainer will attend the training session administered
through that accepted program.
a. Attend required training session (Initial, Recurrent, or Differences)
c. Carry the information back to your station
d. Ensure compliance is within company mandated guidelines
The Station Manager/Director or his/her designee is responsible for ensuring that
deicing personnel receive initial, recurrent or differences training through the
Station Trainer before deicing Chautauqua Airlines aircraft.
C. Code Share Training Programs

code share airline's manuals, training and qualification requirements, and forms (training forms and log sheets). The manuals that are required to be at the station and used
for reference for deicing/anti-icing are listed below.
1. American Connection Operations
The American Eagle Ground Deicing/Anti-Icing Program may be used in lieu of the
Chautauqua Airlines - Deicing/Anti-icing Manual for American Connection operations,
for all Chautauqua Airlines' aircraft types. The Chautauqua Airlines manual will not be
2. Continental Express Operations
Continental Ground De-icing/Anti-Icing Training according to the Continental Ground
De-Icing/Anti-Icing Manual is accepted for use on Chautauqua Airlines' aircraft in conjunction with Chautauqua Airlines supplemental training. The Chautauqua Airlines Deicing/Anti-icing Manual will be used for Continental/Continental Express operations,
for all Chautauqua Airlines' aircraft types.
3. Delta Connection Operations
The Delta/Delta Connection - De-icing/Anti-Icing Training Program is accepted for use
on Chautauqua Airlines' aircraft. The Chautauqua Airlines - Deicing/Anti-icing Manual
will be used for Delta Connection operations, for all Chautauqua Airlines' aircraft types.
Rev. 3, 01 NOV 2006
5-2
Chapter 5 Training
121.629(c)(2)
Volume 10
4. United Express Operations

The United Ground Deicing/Anti-Icing Program (GDAP) and the Chautauqua Airlines Deicing/Anti-icing Manual will be used for United Express operations, for all Chautauqua Airlines' aircraft types.
5. US Airways Express Operations
The US Airways Express - Ground Deicing Manual may be used in lieu of the Chautauqua Airlines- Deicing/Anti-icing Manual for US Airways Express operations, for all
Chautauqua Airlines' aircraft types. The Chautauqua Airlines manual will not be
Canadian Operations
For Chautauqua Airlines Canadian operations, the standards set forth from Transport
Canada, and training and qualification requirements outlined by Servisair/Globe
Ground and Air Canada, may be used in conjunction with this manual.
6. Servisair/Globe Ground
Training by Servisair/Globe Ground is provided as appropriate to the job function
within any job aspect of the Servisair/Globe Ground Icing Operations Program.
The objectives and the duration of the training is found in the sections of the
Servisair/Globe Ground Icing Operations Program.
Since those training records vary as does the qualification for each Servisair/
Globe Ground employee they are not contained within the Chautauqua Airlines
Deicing/Anti-Icing Program.
The training files of each Servisair/Globe Ground employee contain the results
and a record of the initial and most recent annual training and examination
scores as a minimum requirement.
These results and records must be available upon request by any Chautauqua
(See Appendix IV for Servisair/Globe Ground Deicing/Anti-icing Report and Servisair/
Globe Ground Daily Refractometer Readings Log.)
7. Air Canada
Training by Air Canada is provided as appropriate to the job function within any job
aspect of the Air Canada Publication 75 De-icing /Anti-icing program.
The objectives and the duration of the training is found in the sections of the Air
Canada Publication 75 De-icing/Anti-icing program.
Since those training records vary as does the qualification for each Air Canada
Employee they are not contained within the Chautauqua Airlines Deicing/Antiicing manual.
The training files of each Air Canada employee must contain the results and a
record of the initial and most recent annual training and examinations scores as
a minimum requirement.
Rev. 3, 01 NOV 2006
5-3
Chapter 5 Training
121.629(c)(2)
Volume 10
These results and records must be available upon request by any Chautauqua
(See Appendix IV for Air Canada's De-icing/Anti-icing Report and Monthly Refractometer Readings log)
D. Differences/Supplemental Training
There may be situations were Chautauqua Airlines decides that a differences/supplemental training program would be more efficient than it's Initial or Recurrent Training
Program, if this is the case the items below will apply.
1. The two programs will be compared and the differences will be compiled and placed
in a training program.
2. The Differences/Supplemental Training Program will include the basic deicing
sequences and common critical and caution areas for deicing/anti-icing
Chautauqua Airlines aircraft. The Aircraft Specifics chapter of this manual will be
included in the training program.
3. The Differences/Supplemental Training Program will be presented to the FAA for
approval.
4. Deicing personnel that receive this differences training must have documentation
that they have attended the other operator's training program and are qualified by
that Part 121 operator with a training program acceptable to Part 121 standards.
5. The approved training program will be administered as described in Section 2 A and
B.
E. Differences/Supplemental Training For Continental Express

1. The FAA approved training program for Continental Express Operations is a
separate training program extracted from the Chautauqua Airlines Deicing/AntiIcing Manual and will be located on site where Chautauqua Airlines operates as
Continental Express.
The approved training program at the site will consist either of paper or electronic
format.
2. The 2006-2007 Chautauqua Airlines Differences/Supplemental Training consists of
the following information contained in the Chautauqua Airlines Deicing/Anti-Icing
Manual (Revision 3 - 2006):
Deicing/Anti-Icing Preparation, Deicing Sequences, and Tactile / Check
Inspection from Chapter 5 Section 3
Aircraft Specific Training and Critical & Caution/Sensitive Areas from Chapter 6
Deicing Sequence, Type II/IV Application, and Approved Fluids from Chapter 6
Communication and Power Unit Capabilities from Chapter 6
Chautauqua Training Records from Appendix III
Chautauqua Deicing Records from Appendix IV
Rev. 3, 01 NOV 2006
5-4
Volume 10
BULLETIN- DI07-04
Placement-
This bulletin is in Two Parts. This is Part Two. Insert this part after Page 5-4.
Instructions- This bulletin revises the information found in Chapter 5, Section 2, Letter E.
E. Differences/Supplemental Training For Continental Express

1. The FAA approved training program for Continental Express Operations is a
separate training program extracted from the Chautauqua Airlines Deicing/AntiIcing Manual and will be located on site where Chautauqua Airlines operates as
Continental Express.
The approved training program at the site will consist either of paper or electronic
format.
2. The 2007-2008 Chautauqua Airlines Differences/Supplemental Training consists of
the following information contained in the Chautauqua Airlines Deicing/Anti-Icing
Manual (Revision 3 - 2006):
Program Differences
Deicing/Anti-Icing Preparation, Deicing Sequences, and Tactile / Check
Inspection from Chapter 5 Section 3
Aircraft Specific Training and Critical & Caution/Sensitive Areas from Chapter 6
Deicing Sequence, Type II/IV Application, and Approved Fluids from Chapter 6
Communication and Power Unit Capabilities from Chapter 6
Chautauqua Training Records from Appendix III
Chautauqua Deicing Records from Appendix IV
Page- 3 of 4
Volume 10
BULLETIN- DI07-04
Page- 4 of 4
Section 3
Chapter 5 Training
Section 3 Initial Training - Deicing/Anti-Icing 14 CFR
121.135(a)(1), 121.629(c)(2)
Volume 10
Initial Training - Deicing/Anti-Icing

14 CFR 121.135(a)(1), 121.629(c)(2)
Initial training will consist of the material that is listed in this section.
A. General
1. Clean Aircraft Concept
a. Effects of ice on aircraft surfaces
b. Icing Conditions
2. Duties and Responsibilities
a. Station Manager
b. Winter Operations Coordinator (WOC)
c. Flight Crews
d. Person accomplishing deicing
e. Person accepting glycol shipments
3. Icing Conditions
a. Inflight ice accumulation
b. Frozen precipitation
c. Frost
d. Freezing fog
e. Snow
f. Freezing rain/drizzle
g. Rain or high humidity
4. Determination of Icing Conditions
a. WOC (Chautauqua Airlines affiliated station)
b. Non-Chautauqua Airlines/Chautauqua Airlines affiliated station
1) By another airline
2) By agreement at that particular airport
c. Conditions
1) Freezing rain
2) Freezing fog
3) Frost continuing to adhere to the aircraft
4) Snow
Rev. 3, 01 NOV 2006
5-5
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
d. More conservative opinion

e. Once declared, all aircraft will participate
f. Terminated by WOC
5. Notification Requirements (as needed)
a. All local station personnel
b. Deicing vendor
c. Flight Dispatch/Flight Control Supervisor (phone and field condition report)
d. Local ATC facility
e. Airport Manager
f. All immediately affected flight crews
B. Deicing Fluids 14 CFR 121.629(c)(2)(v)

1. TYPE I
a. Newtonian
b. Shear rate
c. Usually diluted with water at 50:50
d. Severe weather decreases the holding properties of the fluid
e. Approved Type I fluids for Chautauqua Airlines aircraft
1) The fluid may be used full strength (or diluted per the fluid manufacturers
instruction) over the fluid manufacturers recommended temperature range.
2) Refer to Appendix II, for the listing of approved fluids.
2. TYPE II
a. Special product used in Europe in the past
b. Has a thickener system shear resistant
c. Remains on the aircraft until the takeoff roll
1) Shears off beginning at 30 knots
2) Clean wing by 80 knots
d. Special tanks and equipment
1) To maintain safety
2) To maintain properties of the fluid
e. Severe weather decreases the holding properties of the fluid
f. Approved Type II fluids for Chautauqua Airlines aircraft
1) These fluids are applied at 100% concentration, unheated, per the fluid manufacturers instructions.
Rev. 3, 01 NOV 2006
5-6
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
3. TYPE III
a. Newtonian
b. Shear rate
c. Severe weather decreases the holding properties of the fluid
d. Approved Type III fluids for Chautauqua Airlines aircraft
1) The fluid will be used full strength.
4. TYPE IV
a. Special product used in Europe in the past
b. Has a thickener system shear resistant
c. Remains on the aircraft until the takeoff roll
1) Shears off beginning at 30 knots
2) Clean wing by 80 knots
d. Special tanks and equipment
1) To maintain safety
2) To maintain properties of the fluid
e. Severe weather decreases the holding properties of the fluid
f. Approved Type IV fluids for Chautauqua Airlines aircraft
C. Deicing/Anti-Icing Procedures
14 CFR 121.135(a)(1), 121.629(c)(2)(i)
1. General
Ensure that all windows, doors, and emergency exits are closed before beginning to
deice. The wings, tail section, all control surfaces, engines and flaps shall be clear of
snow, frost, and ice before releasing the aircraft for takeoff.
a. Deicing and anti-icing can be accomplished in either a 1-step or 2-step process.
A 1-step process involves deicing the aircraft with a deicing or an anti-icing fluid.
The 2-step process involves deicing the aircraft as step 1, immediately followed
by an application of an anti-icing fluid as step 2.
1) Deicing/Anti-Icing at Delta and Delta Connection operations can be
performed at the same time. The aircraft should be divided into sections and
each section is deiced (step one) then immediately anti-iced (step two). If
using this procedure see CAUTION below and reference the Delta and Delta
Connection suggested spray sequence in Section 2 D. 5.
Rev. 3, 01 NOV 2006
5-7
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
CAUTION: Holdover Time starts at the beginning of the application of Type IV
on the first section.
Awareness of wind direction is critical.
Monitor to ensure there is no overspray on an area that is already
protected with Type IV when spraying Type I to remove contamination
from the next section.
If overspray or contamination occurs in an area previously protected
with Type IV, the contaminated section must be deiced/anti-iced
again.
2) Anti-icing is only required when the possibility exists of aircraft surfaces refreezing, or when frozen precipitation is falling.
3) Efficiency considerations will occasionally dictate a combination of ice
removal methods. Heavy accumulations of snow may be more effectively
removed using brooms, followed by a final cleaning with heated deicing fluid.
4) Aircraft deicing fluids are very soluble in water. However, the rate at which ice
will absorb deicing fluid is very slow. If frost, ice, or snow is adhering to the
wing surface, that ice formation may be melted by repeated applications of
aircraft deicing fluid.
5) Deicing units should be checked prior to each operation to ensure an
adequate quantity to complete the deicing/anti-icing procedures.
6) When a self-heating deicing unit is available, the deicing fluid should be
heated to a temperature of approximately 140oF minimum at the nozzle (but
not to exceed 200o F) and sprayed onto critical aircraft surfaces. Check the
fluids temperature prior to deicing. This is recorded and tracked on the Daily
Deicing Log. If the heating unit is a flame-type heater, it must not be running
while deicing is in progress. If the heating unit is electrical, verify that all electrical cords are unplugged before moving the unit.
7) Brooming to brush snow accumulation off the aircraft prior to deicing the
aircraft.
a) Use only a soft bristle broom.
Note: The broom used for snow removal is not to be used for any other
purpose.
b) Do not stand on the aircraft. Sweep off only what can be reached safely
considering weather conditions at the time.
c) Sweep from the leading edge to the trailing edge in the direction of airflow.
d) Sweep off fuselage accumulations when possible.
e) Use extreme caution not to damage vortex generators, static wicks,
antennas, pitot tubes, etc., when brooming.
CAUTION:
Never strike an aircraft to remove ice accumulation.
Rev. 3, 01 NOV 2006
5-8
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
2. Spraying Deicing/Anti-icing Fluid

a. Spray the critical aircraft surfaces with enough fluid to wet the entire area(s)
down, then let the snow, ice, or frost melt.
Note: Do not try to blast or wash all the snow, ice, or frost off the wings
and tail surfaces during the first spraying.
b. It may be necessary to spray aircraft surfaces a second time to ensure they are
completely free of snow, ice, or frost.
c. The removal of thick frozen snow or glazed ice is best accomplished by spraying
hot deicing fluid in one spot until bare metal is exposed. The heat of the fluid will
then lift the snow or ice from the aircraft surfaces without requiring melting, thus
saving deicing fluid.
d. If frozen precipitation is falling or there is a chance of aircraft surfaces refreezing, anti-icing should be completed as step 2 immediately following deicing.
Complete anti-icing as close to departure time as possible in order to achieve
maximum holdover time. The anti-icing fluid should be applied equally to both
sides of the aircraft. The correct amount of fluid required will be visually indicated
by the fluid just beginning to drip off the leading and trailing edges. Surfaces to
be anti-iced are:
1) wing upper surfaces
2) vertical stabilizer and rudder
3) horizontal stabilizer and elevator upper surfaces
e. When spraying the critical surfaces, the direction of the spray should be kept
flowing from the leading edge to the trailing edge. However, in order to ensure
the hinged areas of the tail and wings are completely free of ice, snow, and frost,
it may be necessary to direct the spray from the trailing edge toward the leading
edge.
CAUTION:
Do not spray fluid into intake or exhaust areas of engine nacelles,

pitot tubes, static vents, aircraft ducts, APU ducts, or any other
openings. Avoid direct spray fluid onto the cockpit windows. Avoid
direct spray onto the passenger doors, service doors, and cargo
doors. Fluid sprayed directly on the doors may leak and drip on
customers and baggage and should be avoided.
f. Deicing fluid should be sprayed onto the aircraft surfaces in the same direction
in which the wind is blowing. If possible, the aircraft should be faced into the
prevailing wind.
g. When aircraft have been or will be taxied on wet or slushy taxiways, remove any
accumulation of ice and/or slush from the landing gear components. Use wheel
chocks to secure the aircraft and allow the glycol to cascade over wheels and
brakes to remove ice and slush.
CAUTION:

pistons. DO NOT SPRAY HOT BRAKES.
h. Use as much fluid as is needed for each deicing/anti-icing operation, keeping in
mind that the critical surfaces must be completely free of snow, ice, and frost.
Rev. 3, 01 NOV 2006
5-9
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
3. Tower/Bucket Unit 14 CFR 121.135(a)(1)

a. When a tower or bucket unit is used, a minimum of two agents will be necessary.
One agent will drive the unit or tug, the second will be on top of the tower or in
the bucket spraying. A third agent, if available, can assist in guiding the unit and
relaying messages between the driver and agent spraying.
b. When an agent is in the bucket or on top of the tower, a fall-restraining-belt and
a fall-restraining-lanyard must be worn. The deicing unit should not be moving
when anyone is climbing or standing on the ladder.
c. A 10 foot clearance should be maintained at all times between the aircraft and
the unit. A minimum of 5 feet should be allowed between the bucket and the
aircraft.
d. The speed of the tug or truck should not exceed 5 mph.
e. Delta/ Delta Connection Difference at Delta/Delta Connection Station:
4 X 4 X 5 Rule
The truck speed should never exceed 4 miles per hour.
The distance of the basket/enclosed cab should remain 4 feet away from the
aircraft.
The distance from the nozzle should be no more than 5 feet away from the
surface of the aircraft.
4. Deicing/Anti-Icing Preparation and Driving Sequences
14 CFR 121.135(a)(1), 121.629(c)(2)(ii)
a. Wings, tail section, all control surfaces, and flaps must be clear of snow, frost,
and ice before releasing the aircraft for takeoff.
Note: Upon acceptance by the pilot-in-command, loose dry snow, or

frost under the wings may be permitted.
b. Deicing should be performed as close as possible to takeoff time in order not to
exceed the holdover time.
c. Preparation:
1) Install wheel chocks, as required
2) Make certain that all windows, doors, and emergency exits are closed
3) Remove accumulated snow and ice from the landing gear, when necessary
d. Deicing Spray Sequence (single truck)
The deicing spray sequence will begin forward of the tail section at the tip of the
left outboard wing and work clockwise around the aircraft. The starting outboard
wing and work direction may be changed to accommodate the carriers
preferences, or if obstructions preclude this, the deicer will ensure ALL critical
areas in the sequence are deiced. The last section of the aircraft to be deiced
should be the tail section. The sequence listed below is for representative
purposes. It is obvious that all aircraft are not configured alike and general
adherence to these items is intended. See Chapter 6 for Aircraft Specific
Diagrams.
Rev. 3, 01 NOV 2006
5-10
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Note: The single truck deicing sequence may sometimes begin at the
nose of the aircraft (aircraft left) this is usually due to an
obstruction such as a jetway which would prevent the deicing
equipment from moving a full circle around the aircraft.
Step 1
- flap and hinge points
- slot between flap and wing
- top of wing center section
- left wheel well area
Step 2
- aileron, tab and horn area
- top of outer wing
Step 3
- outer leading edge
- top of outer wing
Step 4
- inner wing leading edge and fairing
Step 5
- top forward fuselage
- left side of fuselage
(Fluid sprayed directly on the customer doors or cargo doors may
leak and drip onto customers and baggage, and should be avoided.)
Step 6
- nose section
- forward windows
(Unless specifically requested by the crew, DO NOT spray fluid onto
cockpit windows. If Type II or Type IV fluid inadvertently runs onto
the cockpit windows, the windows must be cleaned with an approved
window cleaner and a clean cloth prior to releasing the aircraft for
flight. Windshield wipers can not be used to remove fluid. )
Step 7
- right side of fuselage
Step 8
Step 9
- top of outer wing
Rev. 3, 01 NOV 2006
5-11
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
Step 10
- top of outer wing
Step 11
- top and aft fuselage
- right wheel well area
Step 12 (Aircraft Right)
- leading edge of horizontal stabilizer
- leading edge of vertical stabilizer
- top of connection point where the engine and fuselage meet
Step 13
- elevator hinge points
- elevator, tab and horn area
-
- rudder
Step 14 (Aircraft Left)
- top of connection point where the engine and fuselage meet
e. Delta and Delta Connection Suggested Deicing Spray Sequence (single truck)
Divide the aircraft into four work areas. Separate work areas as follows:
Forward left fuselage and left wing.
Forward right fuselage and right wing.
Aft right fuselage and tail.
Aft left fuselage and tail.
Wings (upper surfaces) - Start at the leading edge of the wing tip and work
back toward the trailing edge and toward the wing root.
Fuselage (upper surfaces) - Start at the top of the fuselage and work
downward to wing level.
Rev. 3, 01 NOV 2006
5-12
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
Stabilizers - Ensure that the last section of the aircraft that is deiced is the tail
section. Start at the leading edge of the vertical stabilizer and work toward the
trailing edge, then the leading edge of the horizontal stabilizer and work
toward the trailing edge. Thoroughly deice the elevator from leading edge to
trailing edge top and bottom, elevator attachment points must be thoroughly
deiced. Ensure that the top of the horizontal stabilizer and rudder are
thoroughly deiced.

CAUTION:

f. Deicing Spray Sequence (two trucks or Carwash)
The deicing spray sequence will begin at the nose of the aircraft, with a truck on
each side working around a wing, meeting at the tail section to finish. The last
section of the aircraft to be deiced should be the tail section. The deicer will
ensure ALL critical areas in the sequence are deiced. The sequence listed below
is for representative purposes. It is obvious that all aircraft are not configured
alike and general adherence to these items is intended. See Chapter 6 for
Aircraft Specific Diagram.
Note: ln a 2 truck operation both trucks will usually begin at the nose of
the aircraft and work back towards the tail. Occasionally the spray
sequence may begin at a different location; this is usually due to
an obstruction such as a jetway. At Delta/ Delta Connection
Stations the sequence for a two truck operation generally starts at
the left wing and right wing.
Step 1
- nose section
- forward windows (Unless specifically requested by the crew, DO NOT
spray fluid onto cockpit windows. If Type II or Type IV fluid inadvertently
runs onto the cockpit windows, the windows must be cleaned with an
approved window cleaner and a clean cloth prior to releasing the aircraft
for flight. Windshield wipers can not be used to remove fluid.)
Step 2
- left and right side of fuselage
(Fluid sprayed directly on the customer doors or cargo doors may
leak and drip onto customers and baggage, and should be avoided.)
Step 3
Rev. 3, 01 NOV 2006
5-13
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
Step 4
- top of outer wing
Step 5
- top of outer wing
Step 6
- left and right wheel well area
Step 7
- top of connecting point where the engine and fuselage meet
Step 8
- elevator hinge points
- elevator, trim and spring tab and horn area
- top of horizontal stabilizer
- rudder
g. Delta and Delta Connection Suggested Deicing Spray Sequence (two trucks or
"Carwash")
Divide the aircraft into two work areas. Separate work areas as follows:
Left wing, forward left fuselage, aft left fuselage and tail.
Right wing, forward right fuselage, aft right fuselage and tail.
Left wing (wing tip to wing root) and left side of fuselage, top forward of
fuselage, forward windows and nose section. Left side of aft fuselage, top of
aft fuselage, leading and trailing edge of vertical stabilizer, leading and trailing
edge of horizontal stabilizer, elevator hinge points, elevator, trim and spring
tab and horn area, top of horizontal stabilizer and rudder.
Right wing (wing tip to wing root) and right fuselage, top forward of fuselage,
forward windows and nose section. Right side of aft fuselage, top of aft
fuselage, leading and trailing edge of vertical stabilizer, leading and trailing
edge of horizontal stabilizer, elevator hinge points, elevator, trim and spring
tab and horn area, top of horizontal stabilizer and rudder.
Rev. 3, 01 NOV 2006
5-14
Volume 10
BULLETIN- DI07-05
Placement-
This bulletin is in Two Parts. This is Part Two. Insert this part in Chapter 5 after
Page 5-14.
OVER
Page- 3 of 4
Volume 10
BULLETIN- DI07-05
Instructions- This Bulletin adds new information to Chapter 5, Section 3, C., 4. i., numbers 1. and
7. and adds a new letter j.
i. Caution/Sensitive Areas (Avoid Direct Spray)

1) engine air intake (reference letter j that follows)
2) APU air intake
3) static ports and pitot tubes
CAUTION:: DEICING FLUIDS IN THESE AREAS COULD CAUSE

IMPROPER COCKPIT INSTRUMENT READING.
4) Main landing gear proximity switches
5) fresh air vents
6) air conditioning inlets
7) engine exhaust areas (reference letter j that follows)
8) APU exhaust area
9) all doors and emergency exits
10) refueling panels
11) all windows
j. Engine Inlet and Exhaust Areas
1) Engine inlet and exhaust areas must be free of snow, ice, or slush prior to
engine start.
2) If there is an accumulation of snow, ice, or slush on engine inlets and exhaust
areas the flight crew will contact operations for deicing.
3) Frozen contamination may be removed by spraying above these areas and
letting the fluid cascade down or by using a light mist of fluid around the area
until free from contamination.
CAUTION:Do not spray deicing fluid directly into the engine inlets or
exhausts.
4) If the accumulation of snow, ice, or slush is heavy, it may be necessary to
remove most of the frozen contamination from the engine inlet and exhaust
areas by hand (with the engines shut down) allowing an indirect flow of
deicing fluid to remove the remaining frozen contamination.
CAUTION: Do not approach an engine inlet or exhaust area when an

engine is operating.
Page- 4 of 4
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
CAUTION:

h. Critical Areas to Spray 14 CFR 121.629(c)(2)(iv)
1) thoroughly deice tail and elevator areas, especially the slots between the
elevator and vertical tail assembly
EMBRAER 135/140/145
2) leading edge, all wing areas, and forward fuselage

3) top of connecting point where the engine and fuselage meet
Note: Spray from side to avoid spraying deicing fluid into engine air
intake.
4) landing gear and gear doors
CAUTION:

pitons. DO NOT SPRAY HOT BRAKES.
5) Aileron area
i. Caution/Sensitive Areas (Avoid Direct Spray)
1) engine air intake
2) APU air intake
3) static ports and pitot tubes
CAUTION:
DEICING FLUIDS IN THESE AREAS COULD CAUSE IMPROPER

COCKPIT INSTRUMENT READING.
Rev. 3, 01 NOV 2006
5-15
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
4) Main landing gear proximity switches

5) fresh air vents
6) air conditioning inlets
7) engine exhaust areas
8) APU exhaust area
9) all doors and emergency exits
10) refueling panels
11) all windows
CAUTION:
DIRECT SPRAY ON WINDOW AREAS MAY CAUSE WINDOWS TO

LEAK.
Note: Aircraft with operable APU equipment will normally be deiced/antiiced with engines shut down. However, anytime the aircraft does
not have an operable APU and is remotely deiced, OR, when the
flight may otherwise be unable to take-off due to holdover times
limitations, OR, during car wash operations at hub cities, deicing/
anti-icing may be conducted with the engines operating at idle.
The flight crew and ground crew will make the determination that
the engines will or will not be operated during deicing/anti-icing.
After repositioning to the Deicing Pad, the engines are shutdown
or idled as appropriate to the situation. If deicing/anti-icing is to be
accomplished with the engines running, aircraft in required POH
configuration, the parking brake set, and radio communications
established with the flight crew. In either case, the flight crew will
signal the deice crew that the parking brakes have been set.
CAUTION:
Prior to approaching the aircraft, check the operation of the lift

device and ensure that emergency signals have been established
between the driver and the lift operator, to be used in case of
danger or equipment malfunction.
Note: At American (Eagle) cities AA/AE personnel will not routinely

deice/anti-ice with the engines operating. Aircraft engines must be
shut down prior to deicing/anti-icing. In this situation the station
will provide a GPU to provide power to the aircraft. The only
exception allowed for operating aircraft engines during the deice/
anti-ice at American (Eagle) cities is in non-routine situations, and
both the flight crew and the ground crew will make the
determination and must be in agreement that the engines should
be operating.
REV. 2, 01 FEB 2006
5-16
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
5. Remote Deicing Procedures

Deicing procedures may be accomplished at a remote site called a Deice Pad or
Car Wash. The objectives of this arrangement are to:
Provide aircraft electrical power to non-APU equipped aircraft during deicing/
anti-icing at remote (off gate) locations.
Minimize aircraft exposure to ground icing conditions when the aircraft otherwise
may not be able to takeoff within holdover time.
Expedite fleet deicing operations at hub cities.
The flight crew and ground crew will make the determination that the engines will or
will not be operated during deicing/anti-icing.
Rev. 3, 01 NOV 2006
5-17
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
D. Communication To The Flight Crew 14 CFR 121.629(c)(2)(iii)

The primary means of communication will be the into plane Ground Crew (Service)
Interphones or VHF radio when available. Should the intercommunications system or
radio not be available, the information will be communicated verbally or in writing.
Each code share has specific information that must be relayed to the flight crew, listed
below are the requirements for each code share partner:
Communication Similarities Applicable to All Approved Programs
1. Chautauqua Airlines and all code share partners use the following method
when communicating mixture ratio to the flight crew: the first number denotes
deicing fluid, i.e. 55/45, 55% would represent the amount of deicing fluid and
45% would represent the amount of water in the mixture.
2. When individuals are specifically assigned deicing responsibilities, the station
will maintain a log of the individuals deicing the aircraft. In those cases, the
employee number, or the name of the person certifying the aircraft is clean and
ready for departure does not have to be communicated to the flight crew.
Chautauqua Airlines and US Airways Express Communication
1) fluid type
2) mixture ratio (for Type IV fluid only)
Note: A "thumbs-up" from the ramp by the person accomplishing

deicing/anti-icing, or the ground deicing supervisor is an
indication that the post deice and tactile and/or post anti-ice check
have been completed and the aircraft is clean and ready for
departure. This procedure may be used in lieu of the required
communication identified in (4) above. This is not considered a
wave-off for taxi.
American Connection Communication
1) fluid type
Rev. 3, 01 NOV 2006
5-18
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
- Confirmation to the flight crew will always be verbal and will be stated
exactly as below:
"Captain, I am (agents name) your qualified deicer. You have been sprayed with Type
I (% glycol / % water), or Type II 100%, or Type IV (as applicable). Your holdover time
began (number of minutes since the final application of fluid began) ago. Your aircraft
is clean."
Continental Express Communication

1) fluid type
4) verification that the post deice and tactile, and/or post anti-ice check has been
completed (aircraft is ready for departure)
Delta Connection Communication

1) fluid type
2) mixture ratio (for Types II and IV)
Note: Type I fluid mixing requirements change with corresponding

changes in ambient temperature and depend on how the fluid is
used. If the fluid is used for anti-icing, the freezing point buffer
must be at least 10C (18F) below OAT. If the Type I fluid is used
for de-icing only, the fluid/water mix must have a freezing point no
higher than 3C (5F) above OAT
3) final fluid application start time and Left or Right (to indicate where final application started)
4) post de/anti-icing check complete
(See Appendix IV for DL/DCI Deicers Communication Card)
United Express Communication
1) aircraft deiced using Type I or
- aircraft anti-iced using or Type II or Type IV, product name:___ and
percentage or mix ratio of fluid___
2) start time of last step ____
3) deicing complete or anti-icing complete
(See Appendix IV for UA/UAX Deicers Communication Prompt)
Rev. 3, 01 NOV 2006
5-19
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
E. Aircraft Inspections 14 CFR 121.135(b)(2), 121.629(c)(2)(ii),

121.629(c)(2)(iv), 121.629(c)(2)(vii)
1. Importance of Inspection
When disruption of airflow occurs over the wing and horizontal tail surfaces, lift is
reduced which can result in the aircraft becoming unstable when attempting flight,
or preventing the aircraft from flying at all. Even a small amount of substance buildup on aircraft surfaces can adversely affect aircraft stability. Wind tunnel flight tests
indicate that formation of snow, ice, or frost on the leading edge or the upper
surfaces of a wing which has a thickness and surface roughness similar to medium
or coarse sandpaper can reduce wing lift by as much as 30% and increase drag by
40%. The significant changes in lift and drag will increase stall speed, reduce
controllability, and alter flight characteristics. It is imperative that an aircraft not be
released for takeoff unless all critical components of the aircraft are free from
adhering snow, frost, or other ice formations.
2. Post Deice Check
All critical surfaces of the aircraft must be visually inspected before an aircraft is
released for departure during icing conditions or when deicing/anti-icing has been
completed. The inspection is to be performed by the ground crew from an elevated
piece of equipment offering sufficient visibility of these critical surfaces. The
aircrafts critical surfaces must meet the Clean Aircraft Concept before being
cleared to depart. Critical surfaces to inspect include:
a. wings, tail and control surfaces
b. pitot heads, static ports, and angle of attack sensors
c. engine inlets
d. air conditioning inlets, exhausts
e. landing gear and landing gear doors
f. fuel tank vents
g. fuselage
h. a flight control check at the discretion of the flight crew
(A functional check of ailerons, elevators, rudder, and flaps accomplished
by the flight crew and may be necessary if the aircraft has been subjected
to extreme ice or snow covering.)
CAUTION:
Be aware that clear ice can form on critical surfaces when the
aircraft is exposed to some icing conditions and/or when the
ambient temperature is 10C or below.
3. Tactile Check / Inspection

a. A tactile check must be accomplished during the post deice check on Embraer
135/140/145.
b. A tactile check must be accomplished during the post deice check on Canadair
CRJ200 aircraft (except when operating as US Airways Express).
Rev. 3, 01 NOV 2006
5-20
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
c. This check is accomplished after deicing has been completed and if anti-icing is
necessary, before anti-icing begins.
d. A tactile check must be accomplished from outside of the aircraft by qualified
ground personnel.
e. This is performed by physically touching the wing leading edge and an arm's
length section of the upper wing surface to ensure surfaces are free of frost, ice
and snow.
Use a gloved hand on the surfaces across the wing leading edge, wing
forward upper surface and wing rear upper surface to determine that the wing
is free from frost, ice, snow or slush.
When performing a tactile check, you should be able to feel wing seams
where two pieces of metal are joined or screw/rivet heads. If you cannot feel
the differences in these surfaces, this is an indication that ice may be present
and additional deicing is required.
Note: It is recommended that a thin protective glove (i.e., latex, rubber or

vinyl) is worn to complete tactile checks.
CAUTION:
When performing a tactile inspection of the wings rear upper

surface, the inspecting agent should not touch the area between
the extended flaps or aileron and the wing surface.
CAUTION:
The tactile inspection should be of the center area, not

around the edges of the flaps or ailerons. These areas are
extremely dangerous and only require a visual
inspection
CAUTION:
During inspection of the wings rear upper surface it is

important that the inspecting agent stay clear of the
engine intake danger area.
4. Post Anti-ice Check

If the aircraft has been treated with anti-icing fluid, aircraft surfaces should
appear glossy, smooth, and wet.
The post anti-ice check must ensure that the application of the anti-icing material
has been applied uniformly.
There should be no accumulations of ice, snow, or frost on critical surfaces of the
aircraft.
Note: Reference Chapter 6 - For aircraft specifics and detail on critical

surfaces.
If these inspections indicate that the anti-icing has not been applied uniformly or if
accumulations of ice, snow, or frost are on the aircraft, the aircraft shall return for
additional deicing and, where appropriate, additional anti-icing.
Rev. 3, 01 NOV 2006
5-21
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
5. Pre-Takeoff Contamination Check 14 CFR 121.629(c)(4)

In the event that the holdover time has been exceeded after deicing/anti-icing, or
if freezing precipitation is falling and the aircraft has not been deiced or anti-iced,
a pre-takeoff contamination check is required to be completed within 5 minutes
of the aircraft being cleared onto the runway for takeoff.
This inspection, when performed by ground personnel, will be completed from an
elevated vantage point permitting a clear view of the top of all horizontal aircraft
surfaces, and must be completed prior to the release of the aircraft, or giving the
Thumbs Up signal to the captain.
Aircraft horizontal and vertical flight and control surfaces must meet the Clean
Aircraft Concept for the aircraft to be release for flight.
glossy, smooth, and wet. If these inspections indicate accumulations of ice,
snow, or frost, the aircraft shall be returned for additional deicing and, where
appropriate, additional anti-icing.
6. Pre-Takeoff Check 14 CFR 121.629(c)(4), 121.629(c)(3)(ii)
A pre-takeoff check is a required check that is accomplished by the flight crew
any time the aircraft has been deiced/anti-iced and a holdover time has been
established. The Flight crew procedures for this may be found in the Pilots
Operating Handbook and the General Operations Manual.
F. RON Aircraft
1. Deice upon reporting
2. Station call
3. It is acceptable to treat RON aircraft with Type II or Type IV due to impending storm
or if frozen precipitation is forecast.
Application Guidelines
Embraer 135/140/145
Apply on wings and tail only.
Canadair CRJ200
Apply on wings and tail only.

The flight crew on the departing flight MUST be informed by station personnel if antiicing fluid has been applied to their aircraft during an overnight or extended ground
stay. It is required that station personnel verbally notify the flight crew if the aircraft has
been treated with Type II/ Type IV the night before. This is determined by station personnel by checking the Post Deicing/Anti-Icing Report completed the night before.
CAUTION:
The person accomplishing the Anti-Icing for an RON or

the Ground Deicing Supervisor MUST ensure that this
has been logged on the ground deicing record.
Rev. 3, 01 NOV 2006
5-22
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
G. First Flight of the Day

1. When an aircraft has been parked outside overnight and heavy frost, snow, or ice
is present on the critical surfaces, and there is no falling precipitation, deicing should
be done automatically by the opening ground personnel as soon as possible.
2. If snow or freezing rain is falling, deicing and anti-icing should be accomplished as
close to departure time as possible.
3. It is required that station personnel verbally notify the flight crew if the aircraft
has been treated with Type II/ Type IV the night before. Station personnel can
determine this by checking the Post Deicing/Anti-Icing Report completed the
night before.
4. If an aircraft is treated with Type II/Type IV over night it must be deiced the
next morning with heated Type I regardless of precipitation during the night.
CAUTION:
Type II or Type IV must be completely cleaned off with heated Type

I before dispatching the aircraft. Failure to remove residual Type II
or Type IV from an overnight or extended stay aircraft, with heated
Type I prior to departure, can result in fluid dry-out. Fluid dry-out is
a condition causing restricted movement of flight control surfaces
in flight.
H. Through or Turn-Around Aircraft

1. The pilot-in-command, if available, should be advised before beginning deicing the
aircraft.
2. The pilot-in-command may request the aircraft be sprayed with deicing/anti-icing
fluid if the temperature is at or below the freezing point and the aircraft will be
subjected to rain between the ramp departure and takeoff.
3. Deicing/anti-icing is to be completed anytime it is requested by the pilot-incommand.
I. Holdover Times 14 CFR 121.629(c)(2)(i), 121.629(c)(3),

121.629(c)(3)(i), 121.629(c)(3)(iii)
1. Holdover time is defined as the estimated time the application of deicing or anti-icing
fluid will prevent the formation of frost or ice, and the accumulation of snow on the
treated surfaces of the aircraft.
2. Many factors influence the effectiveness and protection time provided by anti-icing
fluids. Some of the major factors are:
Rev. 3, 01 NOV 2006
5-23
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10

3. Holdover time begins when the final application of the deicing/anti-icing fluid
commences and expires when the deicing/anti-icing fluid loses its effectiveness.
4. Holdover times are calculated by the flight crew using the holdover tables located
in the General Operations Manual.Flight crewmembers obtain the training for the
calculation and the specific requirements of the deicing/anti-icing program through
initial and recurrent training and testing.
5. When the holdover time has expired, or when it has been determined through
inspection that the deicing/anti-icing fluid has lost its effectiveness, the wings,
control surfaces, and other critical surfaces must be deiced again. When that occurs
a new holdover time is determined.
CAUTION:
Ice formation may be difficult to detect during conditions of freezing

drizzle and light freezing rain. Strict adherence to Pre-Takeoff Check
and Pre-Takeoff Contamination Check procedures in these
conditions is especially important at night and limited visibility
conditions. If any doubt exists concerning the aircrafts condition
after completing either check, the aircraft cannot take off unless it is
deiced again or it is determined that the aircraft is free of
contamination.
J. Hot Water Use at Tropical Stations

1. It is acceptable to use hot water when the outside air temperature is 40 degrees F
or above and remains 40 degrees F or above at tropical stations located between
28 degrees North and 28 degrees South Latitude, frost or wing ice may be removed
from an aircraft through normal deicing techniques, using hot water (without
glycol) at a temperature of 180o F not to exceed 200o F.
2. Heated Type I deicing fluid mixture must be used if the outside air temperature is
below 40o F at the time of deicing or falls below 40o F between the time of deicing
and takeoff, the aircraft MUST be deiced with a 140o F not to exceed 200o F heated
Type I fluid mixture before takeoff using the steps outlined in this manual. Cities
included in this geographical zone are TPA, RSW, SRQ, APF, EYW, MTH, MIA,
FLL, PBI, CRP, LRD, MFE, and HRL.
K. Storage, Records, and Compliance

1. Fluid Storage and Handling
a. Deicing/anti-icing fluid is a chemical product with environmental impact. During
fluid handling, avoid any unnecessary spillage, comply with local environmental
and health laws, and manufacturers material safety data sheet (MSDS). Mixing
of different deicing fluid types is not recommended.
b. A slippery condition may exist on the ground or equipment following the deicing/
anti-icing procedure. Caution should be exercised, particularly under low
humidity or non-precipitation weather conditions.
Rev. 3, 01 NOV 2006
5-24
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
c. Tanks are dedicated for the storage of deicing/anti-icing fluids to avoid contamination with other fluids. Storage tanks shall be constructed of materials compatible with deicing/anti-icing fluids, as specified by the manufacturer.
d. Tanks shall be inspected annually for corrosion and/or contamination.
e. To minimize corrosion in the vapor space, a high liquid level in the tanks is
recommended.
f. The deicing/anti-icing fluid will be checked routinely to ensure that no degradation/contamination has occurred.
2. Record Keeping Requirements
a. A file for winter operations information is to be maintained at each station by the
WOC, their delegate or the deicing vendor. The file is to include current copies of:
1) The Material Safety Data Sheets (MSDS) for the type of fluid being used (kept
for two years)
2) Ground Deicing Record (kept for 30 days)
3) Training records for qualified deicing personnel (kept for one year), (see
Appendix III)
4) Glycol test records (kept for 30 days following the last entry) (see Appendix
IV).
5) Differences for Continental/Continental Express/Continental Connection
retention of forms:
Aircraft De-ice/Anti-Ice Records are retained for 60 days (see Appendix IV).
Glycol Solution Test Records Type I / Type III are retained for 60 days (see
Appendix IV).
Type II / IV De-icing Fluid Test Records are retained for 2 years or until the
product in a given shipment is completely used plus 60 days (see Appendix
IV).
6) Differences for Delta/Delta Connection retention of forms:
- Post Deicing/Anti-icing Report for Delta/Delta Connection are retained for
6 months (see Appendix IV).
- Type I Glycol Freeze Point/Refractive Index Test Logs for Delta/Delta
Connection are retained for 7 days from the last date entered on the form
(see Appendix IV).
Rev. 3, 01 NOV 2006
5-25
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
7) Differences for United/United Express retention of forms:

Aircraft Deicing Records for United/United Express are retained for 60 days
(see Appendix IV).
Type I fluid tests are recorded on the Aircraft Deicing/Anti-icing Record (see
Appendix IV).
Type IV test records are kept for a calender day and are recorded on the
aircraft Anti-icing Truck Type II/IV Fluid Check Record. (see Appendix IV).
Note: At stations where American/ American Eagle, Continental/

Continental Express/Continental Connection, Delta/Delta
Connection, United/United Express, and US Airways/ US Airways
Express are the deicing vendor and at our own cities that fly in their
colors, the forms listed in their own manuals may be used in place
of: The Ground Deicing Record, Glycol Test Record, Glycol
Acceptance Record, Chautauqua Training Record, and Roster/
Attendance for Deicing Training (See Appendices), as well as any
carrier specific electronic training record. All these must be
available upon request by any Chautauqua or FAA Representative.
Note: Glycol Acceptance Record
8) The following information must be recorded and maintained in the station file
for each shipment of glycol delivered and accepted in Chautauqua Airlines
handled cities:
a) Date
b) Station (station accepting glycol)
c) Manufacturer (manufacturer producing the glycol)
d) Type I/Type II/Type IV (type of glycol delivered)
e) Number/gallons (number of gallons delivered)
f) Container(s) labeled (labels indicating ethylene or propylene)
g) Storage (drums, underground tanks, etc.)
h) Chemical qualifications, (such as mixture ratio and refractive index),
MSDS (Material Safety Data Sheets information received from vendor and
placed in appropriate file)
i) Serial/identification number (the number on the barrel or container)
j) Accepting employees signature
9) Maintain completed records on file for two (2) years. (See Appendix IV)
Rev. 3, 01 NOV 2006
5-26
Chapter 5 Training
121.135(a)(1), 121.629(c)(2)
Volume 10
L. Deicing Quiz, Training Rosters, Training Records.

1. Deicing Quiz
Administered by Instructor/Station Trainer at the end of the instruction
Answers to the quiz are reviewed during class
All incorrect answers must be reviewed
Employee must score at least 80% or retake the course
Completed Quiz must be retained in employee file until next season
2. Training Rosters
The Training Roster must be completed and kept at the station
3. Training Records
A paper Chautauqua Airlines Deicing Training Record must be completed and
retained in employee file until next season
or
Some Chautauqua Airlines/American Connection employees that have been
trained on the Chautauqua Airlines Deicing/Anti-Icing Program may have a
course code entered in their electronic training record (ETR)
Course Codes for ETR
H5512 Deicing Initial Trainer
H5551 Deicing Recurrent Trainer
H5513 Deicing Initial
H5552 Deicing Recurrent
(See Appendix III for quiz, forms, and an example of the American Connection Electronic Training Record.)
Rev. 3, 01 NOV 2006
5-27
Chapter 5 Training
Section 4 Recurrent Training - Deicing/Anti-Icing
Section 4
Volume 10
Recurrent Training - Deicing/Anti-Icing
Recurrent Training shall be completed by previously trained deicing personnel annually prior to the commencement of the deicing season. This training conducted prior to
December 31st of the current deicing season, will be valid until December 31st of the
following year.
A. Instructor/ Station Trainer Requirements

14 CFR 121.135(a)(1), 121.629(c)(2)
Instructors and Station Trainers must review A and B of this section before administering recurrent training. During class the Instructor or Station Trainer is to review the
material contained in the initial training program and any changes in the deicing program since the employees last training date.
Station Trainers may not begin administering recurrent class instruction until they have
attended recurrent class held by a qualified Chautauqua Airlines Instructor.
Note: Contract Station Trainers are not authorized to qualify another

Station Trainer through the administering of a Train the Trainer
course; he/she can only qualify a contract employee to perform job
tasks while handling Chautauqua Airlines aircraft. Station Trainers
may only be qualified through a qualified Chautauqua Airlines
deicing instructor.
Review the material contained in the Training Guidelines below
Include any changes that were incorporated into this program (Bulletins &
Revisions)
Review the material contained in Chapter 5 Section 3 and review Chapter 6 Aircraft
Specifics
Review the forms
Training Records
Rosters
Log Sheets
Forms and Reports
Ensure that the recurrent training is documented
Rev. 3, 01 NOV 2006
5-28
Chapter 5 Training
Volume 10
B. Training Guidelines 14 CFR 121.135(a)(1)

Cover the following points during recurrent training
Safety
Clean Aircraft Concept
Duties and Responsibilities of Personnel
Icing Conditions
Definition/Examples
Determination of Icing Conditions
Notification Procedures During Ground Icing Conditions (if required)
Deicing Fluids
Deicing/Anti-Icing Procedures
Remote Deicing Procedures
Communication
Inspections
Overnight Aircraft
First Flight of the Day
Through or Turn-Around Aircraft
Holdover Times
Hot Water Deicing (if applicable)
Storage, Records, and Compliance
Deicing Quiz
Document the Training
C. Deicing Personnel Recurrent Requirements

14 CFR 121.629(c)(2)
1. Attend the required training session
2. Complete the study guide/evaluation
Rev. 3, 01 NOV 2006
5-29
Chapter 5 Training
Volume 10
Rev. 3, 01 NOV 2006
5-30
Section 1 General Information Embraer 135/140/145
14 CFR 121.629(c)(2)(ii)
Volume 10
Chapter 6
Aircraft Specifics
Section 1
General Information Embraer 135/140/145

14 CFR 121.629(c)(2)(ii)
A. Fluid Certification:
The Embraer 135/140/145 aircraft is approved for deicing with Type I, II, III and IV deicing fluid.
B. Power Unit Capabilities and Requirements:

1. The Embraer 135/140/145 DOES have an Auxiliary Power Unit for starting engines
following the application of deicing fluid.
2. The Embraer 135/140/145 DOES NOT require the use of a Ground Power Unit to
start the engines following the application of deicing fluid.
Note: The APU will not be operated during deicing/anti-icing events. One
engine will be operated at idle or a GPU must be provided during
deicing/anti-icing events where passengers are onboard the
aircraft.
WARNING:Ensure that the aircraft has been configured for deicing
from the flight crew so that all engine and APU bleed
sources are closed when deicing/anti-icing procedures are
implemented. Injury to persons and damage to the ECS
components can occur. Do not apply fluids directly into the
pitot/static port/ice detector, engine and/or APU air inlets.
C. Communications Capabilities on the Ramp:

1. The Embraer 135/140/145 DOES have an into-plane communications system.
2. The Embraer 135/140/145 DOES have a cockpit window for passing information to
the flight crew.
Rev. 3, 01 NOV 2006
6-1
Section 2 Embraer 135/140/145 Specifics
Section 2
Volume 10
Embraer 135/140/145 Specifics
A. Critical and Caution/Sensitive Areas

1. The critical areas must be free from contaminants prior to takeoff. These areas
need to be inspected during the post-deicing check. The critical surfaces of the
Embraer 135/140/145 are:
Wings from leading edge to trailing edge, flaps, and ailerons
Horizontal stabilizer and elevator
Vertical stabilizer and both sides of the rudder
2. The following areas need to be free from any contamination, but cannot be directly
sprayed with deicing fluid:
Windshields
Stall vanes, pitots, static ports
Ram air intakes and any other probes or sensors
Drains - make sure that all waste water and condensation drains have no ice or
obstructions. It is not necessary to seal these drains during the deicing/anti-icing
process.
Note: Use caution when removing ice and snow from the wing and tail
surfaces where vortex generators are installed.
REV. 2, 01 FEB 2006
6-2
Volume 10
B. Deicing Sequence for One Truck-Embraer 135/140/145

6
STARTWINGTIP
10
1
11
12
14
FINISHTAIL SECTION
13
Rev. 3, 01 NOV 2006
6-3
Volume 10
C. Deicing Sequence for Two Trucks-Embraer 135/140/145
Rev. 3, 01 NOV 2006
6-4
Volume 10
D. Type II/IV Fluid Application - Embraer 135/140/145
Rev. 3, 01 NOV 2006
6-5
Volume 10
Type II/IV Fluid Application - Embraer 135/140/145 Page 2
Rev. 3, 01 NOV 2006
6-6
Volume 10
BULLETIN- DI06-01
Bulletin #- DI06-01
Subject- CRJ200/Power Unit Capabilities and Requirements,
Communication on the Ramp
OBS-1.
Placement-
Insert this Bulletin in Chapter 6, before Page 6-7.
Instructions- This bulletin replaces the Note: in paragraph B. Power Unit Capabilities
Requirements:
Note:
The APU may be operated during deicing/anti-icing events. If the APU is

inoperative, one or both engines will be operated at idle thrust or a GPU
must be provided during deicing/anti-icing events where passengers are
onboard the aircraft.
Instructions- This bulletin also revises Item 2., in paragraph C. Communications Capabilities on
the Ramp:
2) The Canadiar CRJ200 DOES NOT have a cockpit window for passing information to the flight crew.
Page- 1 of 2
Volume 10
BULLETIN- DI06-01
Page- 2 of 2
Section 3
Section 3 General Information Canadair CRJ200 14
CFR 121.629(c)(2)(ii)
Volume 10
General Information Canadair CRJ200

14 CFR 121.629(c)(2)(ii)
A. Fluid Certification:
The Canadair CRJ200 aircraft is approved for deicing with Type I, II, III, and IV deicing
fluid.
B. Power Unit Capabilities and Requirements:

1. The Canadair CRJ200 DOES have an Auxiliary Power Unit for starting engines
following the application of deicing fluid.
2. The Canadair CRJ200 DOES NOT require the use of a Ground Power Unit to start
the engines following the application of deicing fluid.
Note: The APU will not be operated during deicing/anti-icing events. One
engine will be operated at idle or a GPU must be provided during
deicing/anti-icing events where passengers are onboard the
aircraft
WARNING:Ensure that the aircraft has been configured for deicing
from the flight crew so that all engine and APU bleed
sources are closed when deicing/anti-icing procedures are
implemented. Injury to persons and damage to the ECS
components can occur. Do not apply fluids directly into the
pitot/static port/ice detector, engine and/or APU air inlets.
C. Communications Capabilities on the Ramp:

1. The Canadair CRJ200 DOES have an into-plane communications system.
2. The Canadair CRJ200 DOES have a cockpit window for passing information to the
flight crew.
Rev. 3, 01 NOV 2006
6-7
Section 4 Canadair CRJ200
Section 4
Volume 10
Canadair CRJ200
A. Critical and Caution/Sensitive Areas

1. The critical areas must be free from contaminants prior to takeoff. These areas need
to be inspected during the post-deicing check. The critical surfaces of the Canadair
CRJ200 are:
Wings from leading edge to trailing edge, flaps, and ailerons
Horizontal stabilizer and elevator
Vertical stabilizer and both sides of the rudder
Upper fuselage
2. The following areas need to be free from any contamination, but cannot be directly
sprayed with deicing fluid:
Windshields
Stall vanes, pitots, static ports
Ram air intakes and any other probes or sensors
Engine intakes
Drains - make sure that all waste water and condensation drains have no ice or
obstructions. It is not necessary to seal these drains during the deicing/anti-icing
process. Use caution when removing ice and snow from the wing and tail
surfaces
Rev. 3, 01 NOV 2006
6-8
Volume 10
B. Deicing Sequence for One Truck - Canadair CRJ200

6
STARTWINGTIP(1)
8
4
9
3
10
2
11
14
12
13
FINISHTAIL SECTION (14)
Rev. 3, 01 NOV 2006
6-9
Volume 10
C. Deicing Sequence for Two Trucks - Canadair CRJ200

START (1)
5
6
FINISH (8)
Rev. 3, 01 NOV 2006
6-10
Volume 10
D. Type II/IV Fluid Application - Canadair CRJ200
Rev. 3, 01 NOV 2006
6-11
Volume 10
Type II/IV Fluid Application - Canadair CRJ200 Page 2
Rev. 3, 01 NOV 2006
6-12
Appendix I
Volume 10
Appendix I
Temperature Conversion/Wind Chill Tables
A. Temperature Conversion
C0
F0
C0
F0
16
61
-13
09
15
59
-14
07
14
57
-15
05
13
55
-16
03
12
54
-17
01
11
52
-18
00
10
50
-19
-02
48
-20
-04
46
-21
-06
45
-22
-08
43
-23
-09
41
-24
-11
39
-25
-13
37
-26
-15
36
-27
-17
34
-28
-18
32
-29
-20
-1
30
-30
-22
-2
28
-31
-24
-3
27
-32
-26
-4
25
-33
-27
-5
23
-34
-29
-6
21
-35
-31
-7
19
-36
-33
-8
18
-37
-35
-9
16
-38
-36
-10
14
-39
-38
-11
12
-40
-40
-12
10
-41
-42
Celsius (C0) to Farenheit (F0)
Table 1
APX-I-1
Appendix I
Volume 10
B. Wind Chill Chart Instructions

1. Find the estimated or actual wind speed in the left-hand column and the actual
temperature in degrees (oF) in the top row.
2. The equivalent temperature is found where these two intersect.
Example:
With a wind speed of 10 mph (8 kts) and a temperature of 40 F, the equivalent temperature is -26oF. This lies within the zone of increasing danger
of frostbite, and protective measures should be taken.
Note:
KTS conversion MPH divided by 1.16.

Table 1: Wind Chill Chart
Wind
Speed
MPH/KTS
Local Temperature (
0F)
Calm
32
23
14
-13
-22
-31
-40
-49
-58
5 / 4.3
29
20
10
-9
-18
-28
-37
-47
-56
-65
10 / 8.6
18
-4
-15
-26
-37
-48
-59
-70
-81
-92
15 / 13
13
-1
-13
-25
-37
-49
-61
-73
-85
-97
-109
20 / 17
-6
-19
-32
-44
-57
-70
-83
-96
-109 -121
25 / 21
-10
-24
-37
-50
-64
-77
-90
-104 -117
30 / 26
-13
-27
-41
-54
-68
-82
-97
-109 -123 -137
35 / 30
-1
-15
-29
-43
-57
-71
-85
-99
-113
-127 -142
40 / 34
-3
-17
-31
-45
-59
-74
-87
-102 -116
-131 -145
45 / 39
-3
-18
-32
-46
-61
-75
-89
-104 -118
-132 -147
50 / 43
-4
-18
-33
-47
-62
-76
-91
-105 -120 -134 -148
LITTLE DANGER FOR

PROPERLY CLOTHED
PERSONS
CONSIDERABLE
DANGER FROM
FREEZING OF
EXPOSED FLESH
-130
VERY GREAT DANGER FROM FREEZING

OF EXPOSED FLESH
APX-I-2
Appendix II
Volume 10
Appendix II
A. Type I Deicing Fluid Technical Information
1. General
a. SAE Type I fluid is considered a Newtonian type fluid. Newtonian Fluids are
defined as fluids whose viscosities are shear independent and time independent.
The shear rate of a Newtonian fluid is directly proportional to the shear stress.
The fluid will begin to move immediately upon application of a stress, it has no
yield stress which must be achieved before flow begins.
b. SAE Type I fluids are used diluted with water for deicing and limited anti-icing of
exterior aircraft surfaces prior to takeoff.
2. Type I Fluids per SAE Material Specification Deicing Fluids, Aircraft
a. The following are Chautauqua Airlines approved Deicing Fluids. Propylene
glycol base deicing/anti-icing fluid is the product of choice. Stations that rely on
contract agencies should advise local suppliers.
1) Type I ethylene Glycol (e.g. UCAR ADF IID or equivalent)
2) Union Carbide UCAR AAF 250-3
CAUTION:
Effective November 1990 the use of ethylene glycol (EG) requires a

National Pollutant Discharge Elimination System permit (NPDES
permit) for storm water discharges of EG.
For air/soil reporting use of EG is required in accordance with the
Comprehensive Environment Response Compensation and Liability
Act (CERCLA) when quantities exceed the reportable quantity (RG).
Note: UCAR ADF IID is ethylene glycol (EG) based deicing/anti-icing

fluid.
b. Approves Shelf Life
1) UCAE ADF IID:
None Specified
Note: The manufacturer of UCAR ADF IID recommends testing if fluid

has been dormant for over 24 months since purchase or use.
3. Application
The Type I fluid can be used for both the deice and the anti-ice operation, however,
the desired holdover time will be the governing factor in the selection of the fluid type
to be used for anti-ice.
APX-II-1
Appendix II
Volume 10
4. Type I Solution Mixtures

a. Deicing fluid is expensive and a mixture in excess of that required to do the job
is a waste of money. Hot fluid is the key to effective deicing. Solutions should
be adequately mixed before deicing aircraft.
1) For UCAR ADF IID, or Texaco WD-30 Deicing/Anti-icing Fluid mixed with
water at:
- 30/70 mix may be used to a minimum of 3 Deg. C (+27 Deg. F) Ambient
Temp.
- 40/60 mix may be used to a minimum of 10 Deg. C (+14 Deg. F) Ambient
Temp.
- 50/50 mix may be used to a minimum of 20 Deg. C (-4 Deg. F) Ambient
Temp
- 60/40 mix may be used to a minimum of 34 Deg. C (-30 Deg. F) Ambient
Temp
b. Testing of Type I mixture is to be accomplished in accordance with this manual
and the manufacturers recommended procedures.
B. Type II Deicing/Anti-Icing Fluid Technical Information

1. General
Type II Fluid is a special product having a glycol content of at least 50% plus a thickener system which forms a pseudo-plastic film on the aircraft surface. This film is
shear sensitive at airstream flow and its performance depends on that property.
During takeoff, the shearing force of the airstream causes the fluid viscosity to
rapidly decrease at speeds above 30 knots. The thinning fluid then flows off the
aircraft, leaving only a minimal residue. Fluids with this characteristic are called
Non-Newtonian Fluids.
2. Type II Fluids per SAE Material Specifications Deicing/Anti-Icing Fluids, Aircraft
SAE Type II deicing/anti-icing fluids (thickened type) provide protection against refreezing under falling precipitation. Fluids available in the United States that meet
SAE Type II Category are Kilfrost ABC-3, SPCA AD 104, and Hoechst 1704LTV
(Dow Chemical Flightgard 2000).
CAUTION:
DURING HANDLING (i.e., TRANSFER FROM TANK TO TANK) ONLY

APPROVED PUMPS MAY BE USED.
3. Test Requirements
The manufacturers concentrated Type II product requires certain tests at delivery,
during storage, and following facility maintenance. These tests will be performed
according to manufacturers specifications.
APX-II-2
Appendix II
Volume 10
4. Application
a. Type II deicing/anti-icing fluid requires special spray equipment for application to
the aircraft. The nozzles, lines, pumps, and tanks for spraying Type I fluid must
not under any circumstances, be used for spraying Type II fluid (except in cases
where equipment is designed to handle both fluids).
b. Anti-icing will normally be accomplished with 100% concentrate Type II fluid.
When anti-icing is required, the minimum application will be to the wings and
empennage of the aircraft. Application to the fuselage is restricted to overnight
or extended holds only.
CAUTION:
EQUAL TREATMENT OF BOTH SIDES (LEFT AND RIGHT) OF THE

AIRCRAFT IS MANDATORY, I.E., BOTH WINGS, BOTH SIDES OF
THE HORIZONTAL STABILIZER AND BOTH SIDES OF THE
VERTICAL STABILIZER.
c. When applying the Type II anti-icing fluid, apply fluid spray in a cascading application beginning from the leading edge of the airfoil and work towards the trailing
edge until the entire airfoil is coated. Excessive runoff is not necessary and is
undesirable.
5. Limitations
a. Temperature limits for SAE Type II fluids:
1) SAE Type II fluid used in 100% concentration as an anti-icing agent has a low
temperature application limit. This limit is shown by brand name below:
TYPE II BRAND
LIMIT
Hoechst 1704LTV (Dow Flightgard 2000)
-4 Deg. F
Kilfrost ABC-3
-13 Deg. F
b. Aircraft Type Limit:

Kilfrost ABC-3 and SPCA AD 104 may be used at 75:25 or 50:50 concentration
(anti-icing fluid/water) (per the fluid manufacturers instructions) over the fluid
manufacturers recommended temperature range.
Hoechst 1704LTV may be used at 50:50 concentration (anti-icing fluid/water)
(per the fluid manufacturers instructions) over the fluid manufacturers
recommended temperature range.
6. Precautions
a. See Deicing/Anti-Icing Precautions for Personnel and Aircraft.
b. As concerns for storage and handling, Type II fluid must be stored in special
tanks and can only be pumped and applied with special equipment in order to
maintain its special properties. Reference fluid manufacturers recommendations.
c. Different brands of Type II fluid absolutely must NOT be intermixed or mixed with
Type I fluids of any kind.
APX-II-3
Appendix II
Volume 10
C. Type III Deicing/Anti-Icing Fluid Technical Information

The manufacturers concentrated Type III product does not require tests at delivery,
during storage, and following facility maintenance.
2. Application
a. The Type III fluid can be used for both the deice and the anti-ice operation,
however, the desired holdover time will be the governing factor in the selection
of the fluid type to be used for anti-ice.
CAUTION:

b. When applying the Type III anti-icing fluid, apply fluid spray in a cascading application beginning from the leading edge of the airfoil and work towards the trailing
undesirable.
CAUTION:
THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY

WEATHER CONDITIONS. HIGH WIND VELOCITY AND JET BLAST
MAY CAUSE A DEGREDATION OF THE PROTECTIVE FILM. IF
THESE CONDITIONS OCCUR, THE TIME OF PROTECTION MAY BE
SHORTENED CONSIDERABLY.
3. Limitation
a. Temperature limits for SAE Type III fluids:
1) SAE Type III fluid should be used in 100% concentration as deicing/anti-icing
agent. The temperature limit is shown below:
TYPE III
LIMIT
MP III 2030 ECO
--29 Deg. C
SAE Type IV fluid may be used below -25oC (-13oF) provided the freezing
point of the fluid is at least 7oC (13oF) below the OAT and the aerodynamic
acceptance criteria are met. Consider use of SAE Type I fluid where SAE
Type III cannot be used.
SAE Type III fluids have been approved for use on all Chautauqua Airlines
aircraft.
4. Precautions
b. As concerns for storage/handling, Type III fluid must be stored in approved
tanks. Avoid storage in normal (carbon) steel vessels. Reference fluid manufacturers recommendations.
c. Type III fluid absolutely must NOT be mixed with Type I, II or IV fluids of any kind.
Rev. 3, 01 NOV 2006
APX-II-4
Appendix II
Volume 10
D. Type IV Deicing/Anti-Icing Fluid Technical Information

The manufacturers concentrated Type IV product requires certain tests at delivery,
during storage, and following facility maintenance. These tests will be performed
according to manufacturers specifications.
2. Application
a. Type IV deicing/anti-icing fluid requires special spray equipment for application
to the aircraft. The nozzles, lines, pumps, and tanks for spraying Type I fluid
should not be used for spraying Type IV fluid.
b. Anti-icing will usually be accomplished with 100% concentrate Type IV fluid.
When anti-icing is required, the minimum application will be the wings and
empennage of the aircraft. Application to the fuselage is restricted to overnight
or extended holds only.
CAUTION:

c. When applying the Type IV anti-icing fluid, apply fluid spray in a cascading application beginning from the leading edge of the airfoil and work towards the trailing
undesirable.
d. SAE Type IV fluids contain a pseudo-plastic thickening agent, which enables the
fluids to form a thicker liquid wetting film on external aircraft surfaces. This film
provides a longer holdover time, especially in conditions of freezing precipitation.
CAUTION:
THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY

WEATHER CONDITIONS. HIGH WIND VELOCITY AND JET BLAST
MAY CAUSE A DEGREDATION OF THE PROTECTIVE FILM. IF
THESE CONDITIONS OCCUR, THE TIME OF PROTECTION MAY BE
SHORTENED CONSIDERABLY.
3. Limitation
a. Temperature limits for SAE Type IV fluids:
1) SAE Type IV fluid used in 100% concentration as an anti-icing agent has a
low temperature application limit. The temperature limit is shown below:
TYPE IV
LIMIT
Hoechst Safewing MP IV 1957
-31 Deg. C
Union Carbide ULTRA PLUS
-25 Deg. C
SAE Type IV fluid may be used below -25oC (-13oF) provided the freezing
point of the fluid is at least 7oC (13oF) below the OAT and the aerodynamic
acceptance criteria are met. Consider use of SAE Type I fluid where SAE
Type IV cannot be used.
Rev. 3, 01 NOV 2006
APX-II-5
Appendix II
Volume 10

SAE Type IV fluids have been approved for use on all Chautauqua Airlines
aircraft.
4. Precautions
b. As concerns for storage/handling, Type IV fluid must be stored in approved tanks
and can only be pumped and applied with special equipment in order to maintain
its properties. Reference fluid manufacturers recommendations.
c. Type IV fluid absolutely must NOT be mixed with Type I, II or Type III fluids of
any kind.
WARNING: Union Carbide ULTRA PLUS must always be used at 100%

concentration.
Rev. 3, 01 NOV 2006
APX-II-6
Appendix II
Volume 10
E. Table 6 List of Qualified(1) Deicing/Anti-Icing Fluids-Winter

2006-2007
Rev. 3, 01 NOV 2006
APX-II-7
Appendix II
List of
Qualified (1)
Volume 10
Deicing Anti-Icing Fluids-Winter 2006-2007 (continued)
Qualified Type II Deicing/Anti-Icing Fluids
Qualified Type III Deicing/Anti-Icing Fluids
Rev. 3, 01 NOV 2006
APX-II-8
Appendix II
Volume 10
Qualified Type IV Deicing/Anti-Icing Fluids
NOTE: The qualified fluids on this list have met applicable SAE AMS performance
specification requirements, as conducted by the anti-Icing Materials International Laboratory at the University of Quebec at Chicoutimi, Canada, in effect at the time of certification.
Web site: http://www.uqac.uquebec.ca/amil/
Fluids that sucessfully qualify after the issuance of this list will appear in a later update.
Rev. 3, 01 NOV 2006
APX-II-9
Appendix II
Volume 10
Rev. 3, 01 NOV 2006
APX-II-10
Appendix III
Volume 10
Appendix III
Training Forms
A. Chautauqua Airlines Deicing Training Record

Name
Employee number-
Company
Deicing/Anti-Icing
Embraer 135/140/145
Completion Date
Instructors
Signature
Agents
Initials
Instructors
Signature
Agents
Initials
Train the Trainer

Initial
Differences
Recurrent
Winter Operations
Coordinator
Deicing/Anti-Icing
Canadair CRJ200
Completion Date
Train the Trainer

Initial
Differences
Recurrent
Winter Operations
Coordinator
Rev. 3, 01 NOV 2006
APX-III-1
Appendix III
B.
Volume 10
Attendance/completion form for Chautauqua Airlines Deicing

Training for:
(
Initial Training
Recurrent Training
Differences Training
The individuals listed below have completed the Chautauqua Airlines Deicing training
as indicate by the checked box. They have also completed the associated quiz as verification of their understanding of the information. A copy of this roster is to be retained
in each station and all training must be recorded on each employees permanent computerized or paper training record. These employee training records will be available
at all times for inspection by FAA or Company personnel.
Employee
Employee Number
Employee
Employee Number
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
_______________________________
__________________________________
Please fill in the names of the individuals that have completed the training and the quiz,
and return a copy to the Customer Service Department.
Certified by:__________________________
Station Winterization Trainer
REV. 1, 15 SEP 2004
___________________ __________
Station
Date
APX-III-2
Appendix III
Volume 10
C. American Connection Sabre Electronic Training Record
Chautauqua Airlines
H5513 CHQ-DEICE INITIAL
REV. 1, 15 SEP 2004
03NOV03
100
123450ERP
APX-III-3
Appendix III
Volume 10
D. American Connection Training Input Roster
REV. 1, 15 SEP 2004
APX-III-4
Appendix III
Volume 10
E. Continental Vendor Winter Operations Training Roster (Train

The Trainer)
Rev. 3, 01 NOV 2006
APX-III-5
Appendix III
Volume 10
F. ASA Delta Connection Record of Training
Rev. 3, 01 NOV 2006
APX-III-6
Appendix III
Volume 10
G. Delta Air Lines Electronic Record - LMS (Example)
H. United Airlines Electronic Training Roster (Example)
Rev. 3, 01 NOV 2006
APX-III-7
Appendix III
Volume 10
I. United Airlines Paper Training Roster (Example)
Rev. 3, 01 NOV 2006
APX-III-8
Appendix III
Volume 10
J. US Airways Express Deicing Training Record

Attendance/completion form for US Airways Express Deicing Training for:
(
Annual Training
Differences Training
The individuals listed below have completed the US Airways Express classroom Deicing Training. They
have also completed the associated quiz as verification of their understanding of the information. The
original of this roster is to be retained by each station or contractor and all training must be recorded on
each employees permanent computerized or paper training record. These employee training records will
be available at all times for inspection by FAA or Company personnel.
Employee
Employee Number/Code/
Vendor Name
Station
Employee
Employee Number/Code/
Vendor Name
Station
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
_______________________________________ ________________________________________
Please fill in the names of the individuals that have completed the training and the quiz, and return a copy to the
respective carriers Customer Services Department and the US Airways Express Training Department.
Certified by:_______________________________
Station Winterization Trainer
Rev. 3, 01 NOV 2006
_____________________
Station
____________
Date
APX-III-9
Appendix III
K.
Volume 10
Deicing Quiz
Chautauqua Airlines, Inc.
Name_________________________________________________
Employee Number:_______________________________________
Position:_______________________________________________
Station:________________________________________________
Date:__________________________________________________
1. All Chautauqua Airline aircraft are approved for types I, II, III and IV Fluids.
T
F
2. What do the initials W.O.C. stand for?
_______________________
_____________________ ____________________
3. Wearing of a fall restraint device is optional when in a high lift device.

T
F
4. When using the one truck method of deicing/anti-icing the correct starting point is:
a. Tip of the left outboard wing.
b. Tail
c. Nose
d. Aft of the right wing
5. Types I, II, III and IV fluids may be mixed together.
T
F
6. Even small amounts of contamination can add significant weight to the aircraft and
that can adversely affect lift characteristics.
T
7. Avoid direct spray on the static ports or pitot tubes.

T
F
8. What should be the last portion of the aircraft, which is deice/anti-iced?
a. Nose
b. Tail
c. Pilots wing
d. Landing gear
Rev. 3, 01 NOV 2006
APX-III-10
Appendix III
Volume 10
9. Hot brakes should be sprayed:

a. with type I fluid
b. with type II fluid
c. with type IV fluid
d. never
10. Originating flights may be deiced/anti-iced without waiting for the pilot-in-command
to request such services.
T
11. Through or turn-around aircraft should be deiced/anti-iced immediately without

awaiting the request of the pilot-in-command.
T
12. The direction of the spray should be kept flowing from the leading edge to the trailing
edge except when necessary to ensure the hinged areas of the tail and wings are
completely free of ice, snow, and frost.
T
13. In order to get ice off the engine intakes, it is permissible to spray fluid directly into
the intake.
T
14. The Misco Model 7084+ (orange) refractometer is the only refractometer that is
approved for use with Type I.
T
15. Do not spray fluid into intake or exhaust areas of engine nacelles, pitot tubes, static
vents, aircraft vents, APU ducts, or any other openings.
T
16. The best way to remove a thick layer of ice from the wing surface is to:
a. Soak the area with de-icing fluid.
b. Tap lightly on it with a broom.
c. Wait for the temperature to rise.
d. Use a concentrated spray in a very small area to bore a hole in to the ice and
allow the fluid to heat the surface of the wing beneath the ice layer.
Rev. 3, 01 NOV 2006
APX-III-11
Appendix III
Volume 10
17. A common mixture ratio for type I fluid is:

a. 20/80
b. 100%
c. 75/25
d. 50/50
18. A factor which affects the hold-over time and deicing/anti-icing fluid effectiveness is:
a. Temperature
b. Type of precipitation
c. wind velocity
d. all the above
19. During a two truck deicing operation, deicing always begins at the tail section of the
aircraft.
T
20. Fluid freezing point should be tested:

a. After the unit has been serviced by maintenance.
b. Before every aircraft that is deiced/anti-iced.
c. Each time the deicing-anti/icing unit is refilled.
d. Both a) and c).
21. The refractometer should be cleaned before and after each use.
T
22. The Winter Operations Coordinator is responsible for:

a. Deicing/anti-icing aircraft during an event.
b. Monitoring forecast weather conditions and notifying all affected personnel when
conditions exist requiring the implementation of the de-icing plan.
c. Coordinating winter activities for the station.
d. Verifying that aircraft meet the clean aircraft concept prior to release.
23. When deicing/anti-icing with engines running you must:
a. Avoid direct spray into engine intakes and exhausts.
b. Ensure proper operation of the lift device prior to approaching the aircraft.
c. Establish an emergency signal in case of an equipment malfunction.
d. All of the above.
Rev. 3, 01 NOV 2006
APX-III-12
Appendix III
Volume 10
24. Maximum safe speed during deicing/anti-icing operations is:

a. 5 mph
b. 10 mph
c. 3 mph
d. none of the above
25. Spraying windows, emergency exits, or doors may cause the seals to leak.
T
26. Propylene gylcol is considered to be extremely toxic.

T
Rev. 3, 01 NOV 2006
APX-III-13
Appendix III
Volume 10
L. Initial Deicing Quiz Answer Key

1. T
2. Winter Operations Coordinator
3. F
4. a
5. F
6. T
7. T
8. b
9. d
10. T
11. F
12. T
13. F
14. T
15. T
16. d
17. d
18. d
19. F
20. d
21. T
22. b
23. d
24. a
25. T
26. F
Rev. 3, 01 NOV 2006
APX-III-14
Appendix IV
Volume 10
Appendix IV
Deice Forms
A. Chautauqua Airlines Ground Deicing Record

MOBILE GLYCOL SUPPLY: (to be completed each time deicing unit is refilled)
UNIT #________
UNIT #________
UNIT #________
UNIT #________
UNIT #________
TYPE:__________
TYPE:__________
TYPE:__________
TYPE:__________
TYPE:__________
MIXTURE______________
MIXTURE______________
MIXTURE______________
MIXTURE______________
MIXTURE______________
BY___________
BY___________
BY___________
BY___________
BY___________
DATE_______
DATE_______
DATE_______
DATE_______
DATE_______
MIXTURE CHECK: (To be completed prior to each deicing EVENT)

UNIT #________
UNIT #________
UNIT #________
UNIT #________
DATE
CHECKED BY_____________
CHECKED BY_____________
CHECKED BY_____________
CHECKED BY_____________
A/C NUMBER
CARRIER
UNIT#
READING____________
READING____________
READING____________
READING____________
START TIME
TIME________
TIME________
TIME________
TIME________
FLUID
TYPE
GALLONS*
DATE_______
DATE_______
DATE_______
DATE_______
FINAL CHECK
NAME/ID
*OPTIONAL BASED ON STATION REQUIREMENTS
REV. 2, 1 DEC 2005
APX-IV-1
Appendix IV
Volume 10
B. Chautauqua Glycol Acceptance Record

CHAUTAUQUA GLYCOL ACCEPTANCE RECORD
DATE:___________________
STATION:_____________________
Manufacturer______________________________________________________
Type I/Type II/Type IV_______________________________________________
Number of Gallons Delivered _________________________________________
Containers Labeled______________
YES___________
NO_______
Storage __________________________________________________________
Chemical Qualifications/MSDS___
YES__________
NO_______
Serial/Identification Number____________________________________________
_________________________________________________________________
Employee Accepting Shipment ________________________________________
APX-IV-2
Appendix IV
Volume 10
C. American Eagle Fluid Application Log
APX-IV-3
Appendix IV
D.
Volume 10
American Eagle Deicer/Anti-icer Refill Log Form
APX-IV-4
Appendix IV
E.
Volume 10
Continental Airlines Aircraft DE-ICE / ANTI-ICE RECORD
REV. 3, 01 NOV 2006
APX-IV-5
Appendix IV
Volume 10
F. Continental Airlines Glycol Solution Test Record (Type I /

TypeIII)
REV. 3, 01 NOV 2006
APX-IV-6
Appendix IV
Volume 10
G. Continental Airlines Type II / IV De-icing Fluid Test Record
REV. 3, 01 NOV 2006
APX-IV-7
Appendix IV
Volume 10
H. Delta Post Deicing/Anti-Icing Report
REV. 3, 01 NOV 2006
APX-IV-8
Appendix IV
Volume 10
I. Comair Deicing/Anti-Icing Data Record
REV. 3, 01 NOV 2006
APX-IV-9
Appendix IV
Volume 10
J. Delta/Delta Connection Type I Glycol Freeze Point/Refractive

Index Log
REV. 3, 01NOV 2006
APX-IV-10
Volume 10
BULLETIN- DI07-02
Bulletin #- DI07-02
Effective Date- March 1, 2007
Subject- COMAIR Electronic Post Deicing/Anti-Icing Report
Recording- This bulletin supersedes bulletin DI07-01. Remove Bulletin DI07-01 and record
the removal in the Operations Bulletin Summary Record, Page OBS-1. Insert
Bulletin DI07-02 and record the insertion in the Operations Bulletin Summary
Record, Page OBS-1. This Bulletin remains in effect until instructed to remove it in
a future revision.
Placement-
Insert this Bulletin in Appendix IV, after Page APX-IV-10.
Background- The content and information of this bulletin is the same as bulletin DI07-01. The
placement instructions for bulletin DI07-01 were incorrect.
The Comair Electronic Post Deicing/Anti-Icing Report may be used to record the
deicing/anti-icing of Chautauqua Airlines aircraft.
Instructions- This bulletin inserts the Comair Electronic Post Deicing/Anti-Icing Report. This
bulletin will reletter the remaining headings to the end of Appendix IV at the next
revision.
J. Comair Electronic Post Deicing/Anti-Icing Report (EXAMPLE)
Post
Deicing/Antiicing Report
Events
4401 thru
4417
Pads: B
Flight
Flight Date
No
Ship
Type
Fluid
Glycol
Mix %
No.
Start time for

final fluid application
Start wing
for final fluid
application
Post De/AntiIcing check

complete.Tactile
check complete
Weather
5091
10/25/2006
102
9:24
Jon Doe (55556)
1 - Frost
5047
10/25/2006
7035
9:18
Jon Doe 55556)
1 - Frost
5143
10/25/2006
7592
9:12
Jon Doe (55556)
1 - Frost
5137
10/25/2006
7809
8:19
Jon Doe (55556)
1 - Frost
Page- 1 of 2
Volume 10
BULLETIN- DI07-02
Page- 2 of 2
Appendix IV
Volume 10
K. Delta/Delta Connection Glycol Fluid Tester-Monthly Test

Report Log
REV. 3, 01 NOV 2006
APX-IV-11
Appendix IV
Volume 10
L. Additional Comair Form
REV. 3, 01 NOV 2006
APX-IV-12
Appendix IV
Volume 10
M. Additional Comair Form
REV. 3, 01 NOV 2006
APX-IV-13
Appendix IV
Volume 10
N. Delta/Delta Connection Deicers Communication Card
REV. 3, 01 NOV 2006
APX-IV-14
Appendix IV
Volume 10
O. United Airlines Aircraft Deicing/Anti-icing Record

(Example With Guide)
REV. 3, 01 NOV 2006
APX-IV-15
Appendix IV
Volume 10
P. United Airlines Aircraft Anti-icing Truck Type II/IV Fluid Check

(Example With Guide)
REV. 3, 01 NOV 2006
APX-IV-16
Appendix IV
Volume 10
Q. United Airlines Deicers Communication (UA Pocket Guide)
REV. 3, 01 NOV 2006
APX-IV-17
Appendix IV
R.
Volume 10
US Airways Express Deicing Record

US AIRWAYS EXPRESS DEICING RECORD
MOBILE GLYCOL SUPPLY:(to be completed each time deicing unit is refilled)

UNIT#_________
TYPE____________
MIXTURE_____
BY___________
DATE_________
UNIT#_________
TYPE____________
MIXTURE_____
BY___________
DATE_________
UNIT#_________
TYPE____________
MIXTURE_____
BY___________
DATE_________
UNIT#_________
TYPE____________
MIXTURE_____
BY___________
DATE_________
UNIT#_________
TYPE____________
MIXTURE_____
BY___________
DATE_________
MIXTURE CHECK: (to be completed prior to each deicing EVENT)

UNIT#_________
CHECKED BY__________
READING_____
TIME________
DATE__________
UNIT#_________
READING_____
TIME________
DATE__________
UNIT#_________
READING_____
TIME________
DATE__________
UNIT#_________
READING_____
TIME________
DATE__________
UNIT#_________
READING_____
TIME________
DATE__________
DATE
A/C ID
CARRIER
UNIT#
FLUID
TYPE
START
TIME
GALLONS*
FINAL CHECK NAME/ID
*OPTIONAL BASED ON STATION REQUIREMENTS
REV. 3, 01 NOV 2006
APX-IV-18
Appendix IV
Volume 10
S. Servisair/Globe Ground Deicing/Anti-icing Report
REV. 3, 01 NOV 2006
APX-IV-19
Appendix IV
Volume 10
T. Servisair/Globe Ground Daily Refractometer Readings Log
REV. 3, 01 NOV 2006
APX-IV-20
Appendix IV
Volume 10
U. Air Canada Winter Operations De-Icing Record- Part 1
PUBLICATION 75
Page
173
Air Canada De-icing/Anti-icing Operations

16.06 ACWO-05
Created by A. Sanderson / J. Horrigan

Revision Date 2/24/2006
REV. 3, 01 NOV 2006
APX-IV-21
Appendix IV
Volume 10
V. Air Canada Monthly Refractometer Test Record- Part 1
PUBLICATION 75
Page
174

16.07 ACWO-06 A

REV. 3, 01 NOV 2006
APX-IV-22
Appendix IV
Volume 10
W. Air Canada Monthly Refractometer Test Record- Part 2

PUBLICATION 75
Page
175

16.07 ACWO-06 B

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APX-IV-23
Appendix IV
Volume 10
REV. 3, 01 Nov 2006
APX-IV-24

Deicing 11 01 2006

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Deicing/Anti-Icing

REV. 3, 1 NOV 2006

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Record of Revisions Page

ORIGINAL- NOV. 15, 2003

REV. 1, 15 SEP 2004

Manual/Revision Status Reporting

American Airlines Computer System (Sabre)

Continental Airlines Computer System (Shares)

Delta Air Lines Computer System (Deltamatic)

United Airlines Computer System (Apollo)

US Airways Computer System (SABRE)

For US Airways Express

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Operations Bulletin Summary Record

Operations Bulletin Summary Record

CRJ200/Power Unit Capabilities and

Comair Electronic Post Deicing/

Comair Electronic Post Deicing/

Deicing Service for Continental Express in

Removing Frozen Contamination

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Operations Bulletin Summary Record

ORIGINAL, 15 NOV 2003

Listing of Effective Pages

HGH-1 . . . . . . . . . . . . Rev. 3, 01 NOV 2006

2-2 . . . . . . . . . . . . ORIGINAL, 15 NOV 2003

5-11 . . . . . . . . . . . . . . Rev. 3, 01 NOV 2006

APX III-4 . . . . . . . . . . REV. 1, 15 SEP 2004

Chapter 1 General Information

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Chapter 2 Safety and Precautions

Chapter 4 Procedures and Specifics

Chapter 6 Aircraft Specifics

Appendix I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX -I-1

Appendix II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX II-1

Type I Deicing Fluid Technical Information . . . . . . . . . . . . . . . . APX II-1

E. Table 6 List of Qualified(1) Deicing/Anti-Icing Fluids-Winter 20062007 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX II-7

Appendix III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX III-1

Appendix IV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APX IV-1

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Required Manual at Station

American Eagle - GDAP

Continental Express At ATL

US Airways/US Airways Express

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5. US Airways Express Operations

Note: See Appendix IV for Servisair/Globe Ground Deicing/Anti-icing

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Policies and Procedures

A. Scope and Commitment 14 CFR 121.135(a)(1), 121.135(b)(1)

Note: In circumstances where a ground deicing/anti-icing event is not

B. General 14 CFR 119.43(b), 119.43(b)(1), 119.43(b)(2), 119.43(c),

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C. Management Plan 14 CFR 121.135(b)(2), 121.629(c)(1)(i),

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