Chris Martyr wrote:Harry : Anti-icing is what is carried out on an aircraft that is going to be parked up overnight in lowering temp. conditions . It is to stop the build up of ice/frost on the surfaces and uses a very strong solution of fluid .
De-icing is what is carried out just prior to the a/c's departure . It is normally a hot solution of water/fluid and hold-over times vary according to where you are in the world and whether it is snowing / how cold it is and the type/ratio of the solution,,,,etc,,,etc,,,. There is no 'one stop shop' answer to any of this .
Once de-iced and on the t/o roll , the theory is that by the time the aeroplane is on the move , the de-icing fluid and all the other smeg will lift from the surfaces and the aircraft can rotate [theoretically] with clean wings .
The real contamination problem lies with what gets into all the nooks & crannies . That's an engineer problem , not a pilot one . [hopefully]
I've been overseeing de-icing on aeroplanes for a long , long time . And signing for it .
In the same way as Flintstone has probably been rotating into clag with de-iced wings/empennage all signed off by some grubby , grumpy engineer.
So , steady as y' go mate...
TRAINING RECOMMENDATIONS AND BACKGROUND INFORMATION FOR DE-ICING/ANTI-ICING
OF AIRCRAFT ON THE GROUND
EDITION 5, September 2008
Available at http://www.aea.be
working group consists of the following AEA member airlines:
British Airways, Secretary
Page 48 of 74
Holdover time is obtained by[u] anti-icing fluids[/u]
remaining on the aircraft surfaces. With a one-step de-icing/anti-icing operation the holdover time begins at the start of the operation and with a two-step operation at the
start of the final (anti-icing) step. Holdover time w
ill have effectively run out when frozen deposits start to
form/accumulate on treated aircraft surfaces.