Section 3 A H M Part II

Operations manual
3.6. DOCUMENTATION
3.6.1. DOCUMENTS PROCEDURE

3.6.1.1. Policy
During flight, all documents needed for stations ahead must be carried in an aircraft document folder. The
Pilot-in-Command is responsible that only the documents mentioned in para 6.1.2.1 below are placed in this
folder.
3.6.1.2. Documents Folder

3.6.1.2.1 Contents
There are 2 different types of document briefcases available. They shall be used on MGX aircraft as follows:
- Crew-folder,
- An additional briefcase marked “CARGO DOCS”
On every flight the following documents must be carried in the folder:

(a) Load sheet & Balance table.
(b) Copy of the Loading Instruction/Report, if required
(c) ICAO Passenger Manifest, except where not required
(d) General Declaration, except where not required
(e) ICAO Cargo Manifest and AWBs
(f) Mail Documents.
3.6.1.2.2. Procedure at departure

The Operations department is responsible that the respective folder is available for each flight. The Load
sheet (for Pilot-in-Command and next station) and, if required, a copy of the loading instruction/report shall
be placed in the folder. The folder shall be handed over to the crewmember that will store it at the specified
place.
3.6.1.2.3. Procedure on arrival

At each station, the crewmember will hand over the aircraft documents from the folder to the station
personnel meeting the aircraft.
The station will retain its respective documents only; all other documents shall remain in the folder.
3.6.1.3. Dow/Doi Table

The up-date DOW/DOI table is part of Cockpit documents. The primary purpose of the DOW/DOI table is to
enable Flight Crew an immediate check and correction of the Load sheet in case of an LMC at aircraft side
without having to consult the instructions and documentation published in the AHM.
3.6.1.4. Pilot’s Handbook

3.6.1.4.1. Purpose
The primary purpose of the PIH – LOADING INSTRUCTIONS is to enable Flight Crew with important
information regarding Loading/Unloading and Weight and Balance procedures. The PIH is furthermore of
prime importance in case of a diversion to an airport not regularly served by MGX.
Edition 4 GOM PART: B4A

Revision 1 AHM Section 3
Issue: 130704 Page Number: 82
Operations manual
3.6.1.4.2. Contents
The PIH section LOADING INSTRUCTION contains the following items:
(a) Weight and Balance

(b) Fuel
(c) Standard Weights
(d) Cargo
(e) Cargo in Passenger Cabin
3.6.1.5. Filing Of Documents/Record Sistem

Montenegro Airlines documents and forms related to ground operations must be filed in such a way to ensure
quick reference.
Returned in-flight documentation, personnel training and qualification records are collected and stored for
the purposes of operational and quality analysis. All record documents have to fulfil next standards:
• Identification;
• Legibility;
• Maintenance;
• Retrieval;
• Protection and security;
• Disposal.
Unless local lows prescribe longer period, one copy of each of the documents and forms mentioned must be
kept on file by Montenegro Airlines Ground Handling and contracted Ground Handling Agents for the
following periods shown in table below.
Policy:
Montenegro Airlines doesn’t have an electronic system for management and control of records
associated with ground handling operations.
Document
Period
Load sheet& Balance table
3 month
Copy of the Loading Instruction
1 years
General Declaration
1 year
Cargo Manifest
2 years
AWB copy for station of departure
3 years
ICAO Passenger Manifest
1 year
Operational Messages
3 month
Notification to Captain (NOTOC)
3 month
Ground accidents or incident report 2 years

Operations manual
3.6.2. WEIGHT AND BALANCE CALCULATION
3.6.2.1. Policy
(a) For every Montenegro Airlines flight a weight calculation (Load sheet) is required to ensure:
- That the weight of the aircraft is within specified limits,
- That the number of passengers on board and the load in the compartments are within limits.
(b) For every flight for which a Load sheet is issued, a balance calculation must be made to
ensure that the aircraft is loaded and the passengers seated in such a way that balance
conditions are within prescribed limits.
Qualified personnel using the Balance Table valid for the respective aircraft type and
version, if carried out manually, must make Balance calculations.
(c) Only qualified personnel are authorized to issue Load sheets for actual flights. Qualified
agents must check load sheets produced by Electronic Data Processing (EDP) Systems.
(d) Training and test flights. Load sheet must be prepared for training and test flights also. Flight
Crew will in such cases provide all necessary data including DOW/DOI.
3.6.2.2. Definition Of Terms

3.6.2.2.1. Weights
Basic Weight (BW)
Basic Empty Weight or Fleet Empty Weight, i.e. aircraft structure, systems, engines, irremovable equipment,
unusable liquids (fuel, oil and others) standard loose equipment.
Dry Operating Weight (DOW)
Operational Empty Weight, Basic Weights plus operational items such as crew, crew baggage, pantry
(equipment, food, beverages, etc)
Operating Weight (OW)
DOW plus Take-off Fuel.
Maximum Zero Fuel Weight (MZFW)
Structural weight limitations, which may be exceeded by, fuel only.
Actual Zero Fuel Weight (ZFW)
DOW plus Total Traffic Load.
Maximum Take-off Weight (MTOW)
Weight limitation for take-off (brake release), governed by structural and/or operational requirements. This
limitation may be exceeded only by the weight of Taxi Fuel.
Actual Take-off Weight (TOW)
Gross weight of aircraft at brake release for take-off, i.e. actual zero fuel weight plus Take-off Fuel.
Note: Operational restrictions for the certified maximum take-off and landing weight may only be
calculated by the Dispatcher and/or Pilot-in-Command.
Maximum Landing Weight (MLW)
Weight limitation for landing, governed by structural and/or operational requirements. This limitation may
be exceeded only by the weight of the Burn-off Fuel.
Actual Landing Weight (LDW)
Recalculation weight, i.e. Actual Take-off Weight minus Trip Fuel.
3.6.2.2.2. Fuel
Ramp Fuel
Weight of total amount of fuel on board before starting engines.
Take-off Fuel (TOF)
Weight of the total fuel on board at the moment of take-off (brake release).
Trip Fuel (TIF)
Weight of the recalculated fuel consumption from take-off to touchdown at the next point intended of
landing.
Taxi Fuel
Weight of fuel to cover APU consumption, engine start and ground maneuvers until start of take-off.
Standard weights are used which are, with few exceptions applicable at every airport. The standard amount
of Taxi Fuel may, however, be increased by PiC if local conditions so dictate. The actual amount of Taxi
Fuel shall therefore be obtained from PiC.
Operations manual
Burn Off Fuel
Taxi Fuel plus Trip Fuel.
Reserve Fuel
Difference between Take-off Fuel and Trip Fuel, consisting of route reserve , diversion and holding fuel and
additional fuel.
3.6.2.2.3. Load
Allowed Traffic Load
The allowed Traffic Load is that weight remaining after the subtraction of the Operating Weight from the
Allowed Weight for Take-off, which can be based either on the Zero Fuel, Take-off or Loading Weight.
Total Traffic Load (Total Payload)
Total weight of passengers, baggage, cargo (revenue and non-revenue), mail and manifested items (e.g. EIC).
Under load
Difference between allowed traffic load and load actually carried.
3.6.2.2.4. Balance
Dry Operating Index (DOI)
Moment of the aircraft equipped according to definition of DOW.
Dead load index (DLI)
DOI plus moment of load in compartments.
Loaded index ZFW (LIZFW)
DLI plus moment of passengers in cabin, not considering the moment of fuel.
Loaded index TOW (LITOW)
LIZFW plus moment of fuel.
Mean aerodynamic chord (MAC)
Fixed length per aircraft type.
Location of CG of loaded aircraft is given as percentage of MAC.
Stabilizer Setting Unit (ANU)
Location of CG at TOW is given as the adjustment of the horizontal trim at the time of Takeoff.
3.6.2.3. Description
The balance table contains all data for calculating the center of gravity (CG) in % MAC of an aircraft at
ZFW and at TOW or ANU at TOW and for checking the position of the CG against the allowed forward and
aft limit.
The balance table shows on the front side a plan of the respective cabin configuration, a calculation table and
a chart illustrating CG limits. On the reverse side are printed the directions for use and index correction
tables for dead load, passengers and fuel.
3.6.2.4. Balance Calculation
3.6.2.4.1. General
Obtain appropriate dry operating index (DOI) for the particular aircraft version, number of occupied cockpit
and cabin crew seats and type of flight, from the respective tables published in AHM 560. Then proceed
according to the directions for use given on the reverse side of balance table. After completion of the balance
calculation enter the required data in the box “balance condition” on the load sheet.
When determining the position of the CG on the balance chart, ensure that the intersection of the actual
LIZFW and the actual ZFW as well as the intersection of the actual LITOW and actual TOW are between the
forward and aft limit. If either of the two falls outside the operational limits, correct balance condition by
relocating load or loading ballast. Both CG positions must be checked after LMC in order to prevent an out
of limit condition and to determine the correct data for the stabilizer setting.
3.6.2.4.2. Empty flight

The application of the CG aft limit for empty flights is indicated on the balance chart. Whenever empty
flights is performed carriage is not permitted, regardless whether revenue or non-revenue. If aft CG of the
aircraft when empty is outside balance limit, ballast is required.

Operations manual
The load sheet agent has to ensure that:
- The maximum gross weights for limited fuel loading are applied,
- Balance table for “limited fuel loading” is used for balance calculation
- Remarks “limited fuel loading” is entered in load sheet.
3.6.2.5 Seating Restriction Concepts

3.6.2.5.1. Free/check seating concept
The “free/check-seating concept” is based on the assumption that all passengers are uniformly distributed
thought the cabin. Index correction table for passengers is on the front side.
3.6.2.5.2. Seating plan concept

The seating plan concept is intended for application on seat selection flights as it provides the possibility to
trim the passengers according to their actual seating in the aircraft. Reseating of passengers for balance
reason can thus be avoided. The cabin crew should be informed as early as possible, preferably before
passenger boarding that the seating plan concept is being applied.
The load sheet agent has to do the recalculation based on expected/booked number of passengers in order to
obtain most acceptable index correction for passengers from the table. Then to establish the number of seats
occupied in the sector A and inform the check-in staff.
3.6.2.5.3. Fuel economy concept

In some cases Pilot-in-Command should determine the number of occupied seats in sector “A”, in respect
with the excepted number of passengers and appropriate baggage weight. That information should be entered
on the loading information sheet, before forwarded to the loading agent. The cabin crew has to insure that the
passengers in the cabin are seated according to the instruction on the load sheet.
3.6.3. STANDARD WEIGHTS

3.6.3.1. Standard Passenger Weight
In order to avoid the troublesome exercise of weighing all passengers individually for each flight, standard
weights shell be used for calculating the total weight of the passenger load.
For Load sheet calculations the standard passenger weights specified in table below shall be used.
3.6.3.1.1. Scheduled flights

The following STANDARD PASSENGER WEIGHTS are to be used on SCHEDULED flights:
No Male/Female separation
ADULTS (male / female) 88kg 70 kg 84
Holiday charter flights 76
CHILDREN (from 2 to 12 age) 35 kg 35 kg 35
INFANTS (to 24 months) 0 kg 0 kg 0
Adults and Children

Adults are defined as persons over the age of 12 years. No differentiation according to sex shall be made for
children, who are defined as persons between the ages of two and 12 years. Standard passenger weights
include weight of the belongings which are carried when entering the aircraft e.g. unchecked (cabin)
baggage, duty free goods, musical instruments, etc.

Operations manual
Infants
As infants (defined as persons up to two years of age) usually represent only a very small portion of the total
passenger load, their weight shall be included in the standard weight established for adult passengers.
3.6.3.2. Non-Standard Passenger Weights

Any flight identified as exclusively carrying passengers whose weight are expected to fall outside the
standard passenger weight e.g. fully equipped military personnel or athletic teams, the passenger weight
should be determined either by weighing or by requesting the passenger to provide their individual weights.
The load sheet must be endorsed to show whether actual weights provided by the passengers were used.
Include the total passenger weight and his endorsement in the SI part of the load message. If passengers are
scale weighed, they shall be asked to carry their personal articles and unchecked baggage while being
weighed.
Where such a group forms only a part of the total passenger load, the total passenger weight may be
calculated using either actual weights or standard weights. A mixture of both methods is not acceptable. If
standard weights are used, an arbitrary adjustment to the passenger weight must be included in the total
passenger weight. Any balance implications have to be accounted for.
3.6.3.3. Standard Baggage Weight

For Weight and Balance calculation and Load distribution, a standard weight of 20 kg per piece of checked
baggage may be used on the load sheet and Loading Instruction/Report.
The standard weight is applicable to all pieces of checked baggage that fall under the “Definition of
Baggage” and whose sum of linear dimensions (length + width + height) does not exceed 158 cm (62”).
For “Non-Standard Baggage” see para 4 below.
NOTE:
In all cases where the actual baggage weight can be obtained, the accurate figures have to be used.
3.6.3.4. Non-Standard Baggage

The actual weight must be used for items shipped as baggage that do not meet the definition in para 3 above.
Such baggage shall be dispatched to the aircraft on a separate trolley with a weight slip attached.
The total baggage weight for the load sheet and Loading Report will then consist of:
- The actual weight of the “Non-Standard Baggage” plus
- The standard weight of the remaining baggage.
3.6.4. DHC crew, XCR, MEC

3.6.4.1. Dead Heading Crew (Dhc)
3.6.4.1.1. Definition
Crew members, traveling by air to or from their duty station to take up or to terminate flight duty, are
designated as “DEAD HEADING CREW”, thereafter called “DHC”.
DHC hold flight tickets.
3.6.4.1.2. Action
Operation center advises the boarding station through usual channels about number of DHC, destination,
flight and date. Boarding station shall consider DHC as in addition to the working crew: i.e. the same status
applies.
3.6.4.1.3. Consideration of DHC on the Load sheet

For weight and balance purposes, DHC shall be considered as passengers. When DHC are on board repeat
destination (Dest) below and insert number DHC in the heading “A (adults)”.
For load sheet purposes, the standard passenger weight is to be used. The standard weight is valid for male
and female crewmembers and includes weight of the crew luggage.

Operations manual
3.6.4.2. Working Crew Occupying Passenger Seats (Xcr)
3.6.4.2.1. General
The abbreviation XCR is used for working crew members occupying passenger seats, and applies to:
- Enlarged cockpit crew
- Security guards
- Supernumerary cabin crew
- Flying Station Engineer.
XCR do not hold flight tickets.
3.6.4.2.2. Consideration of XCR on the Load sheet

The same weight applies for XCR as for the standard passenger’s weight. The letters XCR followed by the
number of seats occupied shall be entered in the remarks column of the destination where the respective
crewmember will disembark.
3.6.4.3. Passengers Occupying Crew Seats

Passengers occupying crew seats in the cabin shall be recorded on the Load sheet as passengers and as an
LMC entry. The number of passengers occupying crew seats is to be included only in the total number of
passengers. The number of seats occupied per sector shall not be altered.
Passengers occupying crew seats must not be included in the passenger figures transmitted in the LDM. For
information of transit stations, an explanation is to be given in the I-part specifying destination, number and
status of the passenger as well as location.
The remark is to be supplemented by the confirmation that this passenger is not included in the passenger
figure of the respective destination.
e.g.
si ath 1 dhc in cockpit not included in pax figures
si gva 1 pad on cabin crew seat not included in pax figures
Crew seats occupied by passengers are to be considered in the balance calculation as follows:
(a) NO correction is required for cabin crew seats.
(b) For cockpit crew seats the balance conditions must be corrected by the difference between the DOI
applicable for the number of seats occupied by the flight crew and that applicable for the total
number of seats occupied in the cockpit. The correction is always negative

Operations manual
3.6.5. MANUAL LOAD SHEETS

3.6.5.1. Responsibilities
3.6.5.1.1. Load sheet Agent

The Load sheet Agents signature confirms:
- Correct entry of transit load data from LDM or incoming Load sheet,
- Correct entry of totals from passenger manifest and cargo manifest
- Correct dry operating weight and index used according to aircraft version, number of crew and
pantry,
- Correct take-off and trip fuel figures used corresponding with those on Fueling order,
- Total traffic load not exceeding allowed traffic load,
- Balance calculation performed correctly,
- Balance conditions of loaded aircraft within prescribed limits,
- Loading instruction issued corresponding with Load sheet information.
3.6.5.1.2. Load controller

By handling over the Load sheet to the Pilot-in-Command the Load controller confirms that:
- The number of passengers recorded on the Load sheet corresponds with the number of passengers
according to gate check.
- The take-off fuel and trip fuel entries correspond with the quantities stated of the fueling order.
- The compartment totals have been compared with the equivalent figures of the Loading Report.
- All Last Minute Changes are duly entered and the corrections are made in accordance with the
instructions in AHM 6.7.
Any figures, passed verbally, in connection with Load sheet work shall be confirmed before departure,
preferably in writing.
Personnel with the necessary qualification and experience must perform Loadsheet.
Signature
Load sheets shall be signed by the Load controller and commander of the flight. The Load controller
signature does, however, not extend his field of responsibilities beyond the items listed above .
3.6.5.2. Completion
3.6.5.2.1. General
The instructions given for the completion of the Load sheet correspond with the IATA AHM
recommendation in Procedure No. 211.
3.6.5.2.2. Number of copies

Prepare the Load sheet & Balance table in (4) copies. Distribution as follows:
Original: Aircraft
1 copy: Departure station,
1 copy: Arrival station.
1 copy: Head office (finance department)
3.6.5.2.3. Completion of Load sheet

The Load sheet shall be prepared according to the following instructions:
NOTE 1: The reference numbers refer to those as stated in the specimen Load sheet
NOTE 2: The description is divided as follows:
Part 1: Addresses and Heading

Part 2: Operating Weight Calculation
Part 3: Allowed Traffic Load Calculation
Part 4: Load Information per Destination and Total

Operations manual
Part 5: Actual Gross Weight Calculation

Part 6: Last Minute Changes
Part 7: Supplementary Information and Note
Part 8: Balance and Seating Conditions
Part 1: ADDRESSES AND HEADING

Ref. No. Printed Heading
1 Priority code QU Description
2 Address (es) Teletype address (es) for Load message
3 Originator 7-letter group of originator
Note: Always to be shown
4 Recharge
5 Date/Time Date and time group
6 LDM Standard indicator for Load message
7 Flight Flight number (ex. MGX 1 1 1 4)
Note: Double designators, are not permitted. No space between company designator and flight
number.
8 A/C Reg. Aircraft registration (ex. YU-AOK)
Note: No hyphen to be shown and/or transmitted
9 Version Aircraft configuration (ex. 102Y)
Note: According to AHM 8.2 or incoming Load message/Load sheet.
10 Crew Number of crew (ex. 2/3)

Note: Number of crew including working crewmembers occupying passenger seats (Enlarged crew,
Flying Station Engineers, Security guards). First figure indicates: Cockpit crew, Second figure:
Cabin crew, Crew figures must separated by an oblique.
11 Date Local date
Part 2: OPERATING WEIGHT CALCULATION

12 Dry Operating Weight
Note: According to AHM published Dry Operating Weights (DOW) for the applicable version and
number of crew.
13 Take-off fuel
Note: According to Fueling Order
14 Operating Weight Sum of items 12 and 13.
Part 3: ALLOWED TRAFFIC LOAD CALCULATION

15 Maximum Weight for: Zero Fuel
Note: According to AHM 8.1.
16b. Maximum Weight for: Take-off
Note: This maximum weight is given by the Pilot-in-Command
17 Maximum Weight for: Landing
Note: According to AHM 8.1 or are given by the PiC.
18 Trip Fuel
Note: According to Fueling Order.
19 Allowed Weight for Take-off Use lowest of items 16a, 16b or 16c.
20 Allowed Traffic Load. Difference between item 14 and the lowest of item
16a, 16b or 16c.
Part 4: LOAD INFORMATION PER DESTINATION AND TOTALS

Ref.No.Printed Heading Description Examples/Remarks
21 Dest. Airport of destination.
Note: Use 3-letter IATA Airport code.
22 No. of Passengers Total number of transit passengers, including PAD.
6.4.1.1.1 Adults or Male/Female, b) Children c) Infants

Operations manual
23 No. of passengers Total number of joining passengers, including PA.
a) Adults or Male/Female, b) Children, c) infants
Note: When DHC on board repeat destination in the heading “Dest.”below and insert number of DHC in
the heading “A(dults)”.
24 No.of passengers Total number of outgoing passengers. Sum of items 22,23 and LMC.
Note 1: Zeros must be filled-in if there is only dead load to a destination.
Note 2: If there is no traffic load to a destination, enter “nil”.
25 Total Tr Weight of Transit dead load.
Note: To be obtained from incoming load message or Loadsheet.
26 Total B Weight of joining baggage
27 Total C Weight of joining cargo
28 Total M Weight of joining mail
29 Total T Total weight of dead load. Sum of items 25 to 28 and LMC
30 Distribution Weight Weight distribution of the different load categories per
compartment.
Note: Entries to be made only for compartment(s) and position(s) holding load.
31 Total weight of dead load Transit dead load plus joining baggage, cargo, mail and LMC per
compartment.
32 Remarks. PAX/PAD. Seats occupied by transit passengers per class, including DHC
33 Remarks PAX/PAD. Seats occupied by joining passengers per class, including DHC
34 PAX/PAD Total no. of seats occupied by outgoing passengers per class.
Sum of items 32 and 33.
35 Total No of passengers
36 Total weight of dead load
37 Total weight of dead load compartment
38 Total Passenger Weight Conversion according to AHM 6.3
39 Total Traffic Load Sum of items 36 and 38
40 Under load before LMC Item 20 minus item 39
Part 5: ACTUAL GROSS WEIGHT CALCULATION

41 Zero Fuel Weight Actual zero fuel weight Sum of items 39 and 12
42 Take Off Weight Actual takes off weight. Sum of items 41 and 13
43 Landing Weight Actual landing weight. Items 42 minus 18
Part 6: LAST MINUTE CHANGES

44 Dest. Destination of the last-minute load. Same codes must be
used as stated in item 21.
45 Specification Kind of LMC e.g. Pax, Cargo, Mail DHC, PAD etc
46 CPT Class of compartment
47 +/- Plus/Minus Identification: (+) on-load; (-) offload
48 Weight Weight of LMC
49 LMC Total +/- Identification of positive (+) or negative (-) LMC total
Circle applicable sign.
50 Total weight of LMC Difference between totals of positive and negative items.
See instructions AHM 6.7.
Part 7: SUPPLEMENTARY INFORMATION AND NOTES

51 SI Supplementary information
52 Total on board Sum of items 35a, 35b, 35c, LMC and crew
53 Total pax Total number of pax on board.
Sum of items 35a,b,c and LMC.
Part 8: BALANCE AND SEATING CONDITIONS

54 Balance T/O ANU Entry intersection of LIZFW and ZFW on balance diagram
in Aircraft Nose Up units.
55 Seating Cabin A B C Number of passengers per cabin sections

Operations manual
(56) MAC TOW Position of CG for Take-off Weight

(57) MAC ZFW Position of CG for Zero Fuel Weight
58 Prepared by Load sheet agent’s signature
59 Approved by PiC’s signature
3.6.6. STANDARDIZED EDP LOAD SHEET
3.6.6.1. General
3.6.6.1.1. Issue of EDP Load sheets

At stations where Electronic Data Processing (EDP) system are used for weight and balance calculations, the
standardized EDP Load sheet may be issued instead of the manually completed Load sheet described in
AHM 6.5. The balance information shall be printed on the EDP-Load sheet in the box” Balance and Seating
Condition” according to the carriers requirement as per AHM 560.
3.6.6.1.2. Introduction of EDP systems

If a Handling Agent is introducing an EDP system for weight and balance purposes, EDP Load sheets shall
not be accepted for YM (MGX) flights until approval has been given by Operations Department. The Station
Manager shall advise Operations Department as early as possible of the Handling Agents intention to
introduce an EDP system. Upon this information Operations department will furnish all basic data required
to produce EDP load sheets on the standardized data sheets recommended by the IATA Airport Handling
Committee (AHC) in procedure 050. Technical aircraft data will be given only for those aircraft types that
are normally operated on that route. Prior to introduction of the system into service, a printout of the database
and at least 2 EDP tests-load sheets per aircraft type showing different loads must be sent to Operations
Department for checking and approval.
Montenegro Airlines will verify the integrity of the output data of computerized mass and balance
system. Verification consists of check that amendments of input data are incorporated properly in the
system and that the system is operating correctly on a continuous basis by verifying the output data at
intervals not exceeding 6 months.
3.6.6.1.3. Basic requirements

Before a Load sheet is printed, the system shall check automatically that:
- The maximum gross weights valid for the flight are not exceeded.
- The appropriate weight capacity limitations for each compartment are not exceeded.
- The center of gravity of the aircraft, if calculated by the system, is within limits
- All information which is essential for the safe operation of a flight is inserted, e.g. operating data,
cargo and mail weights, transit load message, etc.
3.6.6.1.4. Updating of data base

Handling Agents will normally be advised through the Station Manager of any changes affecting data stored
in the database. Only in cases where several stations are connected to the same central EDP system will
Operations department directly inform the Handling Agent without the Station Manager being involved.
Changes of the basic weight and balance data, except dry operating weights and indices, will be notified by
the revisions of the data sheets mentioned in para 3.6.6.1.2 above. These sheets will be mailed to the Station
Manager who passes them on the Handling Agent. Changes of dry operating weights and indices will be
advised only by revision of the respective AHM sheets.
3.6.6.1.5. Accuracy of balance calculations

With EDP systems a more accurate balance calculation can be achieved than with manual methods. Small
deviations are therefore possible whenever a manual check is performed, using the respective Balance Table.

Operations manual
3.6.6.2. Demarcation Of Responsibilities
To cover the various possibilities of EDP Systems, i.e. decentralized input of data and Load sheet printout,
the responsibility for a correct Load sheet must be shared between Load sheet Agent and Load controller.
The field of responsibility for each function is defined in para 3.6.6.2.1 and para 3.6.6.2.2 below.
3.6.6.2.1. Load sheet Agent

By initiating printout of the Load sheet or by releasing the Load sheet for printout, the Load sheet Agent
confirms that the following items are correct:
- Flight number
- Aircraft registration and version
- Number of crew
- DOW/DOI
- Maximum gross weights.
Note: Corrections to the above listed items that may become necessary afterwards must be carried
out either by the Load sheet Agent or Load controller. In case the Load controller makes the
corrections, he will assume the responsibility for the items affected.
3.6.6.2.2. Load controller

By handling over the Load sheet to the Pilot-in-Command the Load controller confirms that:
- The number of passengers recorded on the Load sheet corresponds with the number or passengers
according to gate check.
- The take-off fuel and trip fuel entries correspond with the quantities stated on the fueling order.
- The compartment totals have been compared with the equivalent figures of the Loading Instruction
Report and that the appropriate actions according to AHM 3.6.5.2.4 have been carried out.
- All Last Minute Changes are duly entered and the corrections are made in accordance with the
instructions in AHM 3.6.7.
Load sheet performed by personnel without the necessary qualification and experience must be crosschecked
and countersigned by a competent supervisor.
3.6.6.3. Signature
EDP Load sheets shall be signed by the Load controller and commander of the flight. The Load controller
signature does, however, not extend his field of responsibilities beyond the items listed in para 3.6.6.2.2
above.
3.6.6.3.1. Completion
3.6.6.3.1.1. General
The EDP Load sheet described in para 3.6.6.1.2 above corresponds to AHC standards for EDP Load sheets
(Procedure 517). It contains all information included in the manually completed Load sheet, except weight of
dead load per category. Breakdown of load per destination is shown on the lower portion of the Load sheet.
3.6.6.3.1.2. Number of copies

The same number of copies and distribution is applicable as laid down in AHM 3.6.5.2.2

Operations manual
3.6.7. LAST-MINUTE CHANGES (LMCS)

3.6.7.1. General
The Load sheet has to reflect the actual loading stage of the aircraft prior to take-off. In order to comply with
this requirement, it is often necessary to adjust the Load sheet after completion. Such adjustments are called
Last Minute Changes that are usually done at aircraft side and mostly under pressure of time. The risk of
making errors under such circumstances requires great care and attention by those making the corrections.
Therefore, only personnel having the required qualification and skill are permitted to carry out this task.
3.6.7.2. Definitions
The following definitions apply in connection with Last Minute Changes.
Traffic Load LMC – refers to the difference between:
- The actual loading according to the Loading Report and the corresponding figures on the Load sheet,
- The actual number of passengers according to the gate check and the corresponding figures on the
Load sheet.
Fuel LMC – refers to the difference between the final amounts stated on the fueling order and the
corresponding amounts used for the calculations on the Load sheet.
3.6.7.3. Documents To Be Handed Over To Load Controller
The completed Load sheet and Loading Report as well as a copy of the fueling order showing the final
amount of fuel uplifted are to be handed over to the Load Controller. It is advisable to hand over the whole
set of Load sheets issued in order to ensure correct entry of any possible LMCs on all copies.
3.6.7.4. Deadload Cross-Check

The Load Controller compares the compartment totals shown on the Load sheet with those on the Loading
Report. Differences between these totals are to be added up irrespective of plus or minus sign.
If the sum is below the tolerance given for the respective aircraft type, correct the Load sheet by making the
appropriate entries in the LMC box.
In case the sum exceeds the tolerance, the reason for the deviation must be clearly established before making
any entries in the LMC box. The following checks may be applied to establish the cause:
- Check the actual on load according to the Loading Report against the Loading Instructions.
- Check the accuracy of the calculations on the Loading Report against the Load sheet.
- Compare the weights of the various load categories, and/or the total load per destination in the
respective compartments shown on the Load sheet with those on the Loading Report.
3.6.7.5. Change Of Weights
3.6.7.5.1. Traffic Load

All Last Minute Changes in Traffic Load must be entered in the LMC-box of the Load sheet. The entries are
to be made according to the instructions in AHM 3.6.7.4
Before making the entries in the LMC-box, the Load Controller has to ensure that the weight limitation of
each compartment and if applicable, the combined load limitation, are not exceeded. The total weight of a
positive (+) LMC-total must not exceed the available under load before LMC. Take-off Weight and Loading
Weight need not be adjusted.
3.6.7.5.2. Fuel
Last Minute Changes in Take-off Fuel and Trip Fuel must NOT be entered in the LMC-box. In order
to ensure that the maximum gross weights are not exceeded, the previously calculated Take-off Weight
and/or Landing Weight must be adjusted to the amount of the fuel LMC. These adjustments are to be carried
out, irrespective of the new Take-off Fuel or Trip Fuel figures being higher or lower than the previously
figures.

Operations manual
If the LMC consists of fuel and traffic load changes, the Zero Fuel Weight must be adjusted by the total
weight of the Traffic. Load LMC and the Take-off Weight and Landing Weight must then be calculated
again with the new fuel figures. In case of an overload condition, it is the PiCs responsibility to burn
sufficient fuel before take-off or landing, in order not to exceed the respective maximum weight.
3.6.7.6. Change Of Balance And Seating Conditions
For E195
LMC tolerance up to 8PAX Y/class to be seated in Zone B , dead load up to 200kg. LMC entries must be
recorded in LMC box.
In other cases LMC entries must be recorded in LMC box, actual weights and LIZFW and LITOW
corrected and new Balance Table must be used.
A weight increase must not exceed the underload before LMC.
LMC Fuel must not be enter in the LMC box
ForF100
LMC up to 4PAX Y/class to be seated in Zone C and dead load up to 200KG to be loaded in CPT3. A weight
increase must not exceed the underload before LMC
In other cases LMC entries must be recorded in LMC box, actual weights and LIZFW and LITOW corrected.
LMC Fuel must not be enter in the LMC box.
3.6.7.7. Actions After Completion Of Lmc’s

The corrected Load sheet must be handed over to the flight crew, the signed Loading Report returned to the
Traffic Office for filling.
It is important, particularly where a Load message is required, that the Load sheet Agent be informed
immediately and accurately of all LMCs made at the aircraft.
3.6.8. REMARKS
3.6.8.1. General
Besides load and distribution information, further information is required on the Load message for and
efficient handling at transit station. Such additional information shall be given in the form of standardized
remarks described in para 3 below in order to keep the Load message as brief as possible.
3.6.8.1.1. Passenger flights

Remarks for passenger flights must be shown for each destination, following the PAX distribution. In order
to assist automatic processing in EDP systems, the remarks must be transmitted in the Load message in the
following sequence:
1. Passenger related remarks PAD, DHC, MEC, XCR, BED and BLK.
2. Other remarks such as AVI, BAL, SOC, etc.
3.6.8.1.2. Load message composed by EDP system

Load messages originated from stations where a common EDP system is used for the handling of different
carriers may contain remarks that are not included in the list below. Such remarks must be retransmitted on
outgoing LDMs.
3.6.8.2. Format

Operations manual
All remarks are composed of the abbreviation consisting of 3 alpha characters and the specification of
variable length. Any printable character except hyphens (-) can be used in the specification. All remarks must
be preceded by a full stop. The different data within the remark, e.g. first class and economy class, loading
position and weight, are to be separated by obloquies.
3.6.8.3. Description
Abb. Description
Example/Remarks
AVI Live animals, followed by loading position avi/2

BAK Ballast, followed by position and weight bal/1/500
BED Stretcher installed, followed by the total number of seats
blocked by the stretcher arrangement and the number
of passengers traveling on these seats (invalid and
accompanying). The passengers must be included in
the PAX distribution. bed/6/3
BIG An item exceeding by size and/or weight the normal
capacity of one pallet. Followed by the cargo compartment
which the piece is loaded and its weight. big/4/50
DHC Dead Heading Crew, followed by number of seats occupied. dhc/1
HEA Heavy pieces, followed by compartment number

and weight. The HEA remark must be used for items
weighing 150 kg or more. hea/2/350
HUM Human remains in coffins, followed by the loading
position and weight hum/3/258
NOTE: No HUM is required for funeral urns. An additional HEA remark for HUM weighing 150 kg or more
is not required.
ICE Dry ice (carbon-dioxide), followed by loading position. ice/3
LHO Living human organs/blood, followed by loading position lho/1
PAD Pax not entitled to firm booking. Followed by number of

seats occupied pad/1
SOC Seats occupied by baggage, cargo and/or mail per class,

Followed by the number of seats occupied.
SOC not included in the PAX distribution. soc/0/0/3

Operations manual
3.6.9. NOTOC
3.6.9.1. General See Para 8.1.
3.6.9.1.1. Special Cargo
The carriage of dangerous goods, perishable goods requiring special temperature settings and live animals
must be reported to the Pilot-in-Command by means of the “Special Load Notification to Captain”
(NOTOC). See para 8.1.
3.6.9.1.2. Infectious substances carried as mail

Infectious substances/etiologic agents carried, as mail must be reported to the Pilot-in-Command by means
of the NOTOC that is to be completed by the stuff accepting such mail. The delivering post office is
responsible that mail bags containing packages with infectious substances are identified with the “Infectious
Substances” label and that a copy of the “Shippers Declaration for Dangerous Goods” is delivered to MGX.
3.6.9.1.3. Handling of Forms

The NOTOC must be completed in duplicate. The origin is to be handed over to the crew together with the
“Shippers Declaration” copies when used in connection with the abbreviated NOTOC. One copy of the
NOTOC is retained at the departure station (see also para 2.3. below).
3.6.9.2. Responsibilities
3.6.9.2.1. Cargo Service

The Cargo Service Agent who enters all details except the loading position prepares the NOTOC for special
cargo. When applying the abbreviated NOTOC procedure, photocopies of the Shippers Declaration for
Dangerous Goods must be prepared and attached to the cover sheet “Dangerous Goods- Declaration for
NOTOC”. After completion, the forms will be handed over to the Traffic Office together with the Cargo
Manifest.
3.6.9.2.2. Traffic Office

After receipt of the NOTOC(s) the Traffic Office shall dispatch the forms together with the Load sheet to the
aircraft.
3.6.9.2.3. Loading Supervisor

Before the NOTOC(s) are handed over to the Pilot-in-Command, the Loading Supervisor shall complete the
forms by inserting the loading position of each listed item and signing for it in the appropriate place.
After completion of the entries, the originals of the forms must than be handed over to the cockpit crew,
together with the Load sheet. The copies are to be returned to the Traffic Office for filing with the other
flight documents.
3.6.9.2.4. Transit Stations

Live animals and perishable goods in transit should not be relocated. If this cannot be avoided, an
appropriate note must be made on the NOTOC and the Pilot-in-Command informed accordingly.
3.6.9.2.5. Flight Crew

In a case of a crew change, the disembarking crew will hand over all NOTOC’s received at previous stations
to the crew taking over the aircraft.
3.6.9.3. Dangerous Goods

Transportation of the dangerous goods has to be typically presented in the NOTOC. The NOTOC contains
the detailed information relative to all DGR loaded on the aircraft as cargo.

Operations manual
The NOTOC also contains information:
- For use in emergency response to an accident involving DGR onboard
- To provide to air traffic services in the event of an in-flight emergency
NOTOC provided to the PIC (Pilot In Command) have to:
- Include the indication that the PIC has received the information;
- Is readily accessible to the airports of last departure and next scheduled arrival until the flight has
arrived at the destination airport.
Because of indication of receipt every NOTOC have to be signed by PIC.
For all information see MONTENEGRO AIRLINES CARGO MANUEL
3.6.9.4. Completion
See specimen with box reference numbers.
Ref.No. Printed Heading Completion
1 Station of Loading Self-explanatory

2 Flight Number Self-explanatory
3 Date Self-explanatory
4 Aircraft Registration Self-explanatory
5 Prepared by: The person or office preparing the notification prior to its
release to the weight and balance office or ramp.
6 Station of Unloading Station of unload for this flight (IATA 3-letter airport code)
7 Air Waybill Number Self-explanatory
8 Proper Shipping Name The full name as per Shippers Declaration
9 Class or Division As per Shippers Declaration Compatibility Group
for class 1.comp.grp
10 UN or ID Number As per Shippers Declaration
11 Subsidiary Risk As per Shippers Declaration
12 Number of Packages Self-explanatory
13 Net quantity of Transport Net quantity per package
Ind. per package
14 Radioactive category Enter I, II and III according to the label on the package.
15 Un Package Group As per Shippers Declaration
16 Code Cargo IMP Code as per AHM 510
17 CAO Enter X for cargo aircraft only items
18 Loading Position Enter the loading position in the POS column. Additionally,
the ULD identification (e.g. ULD ID code) may be entered
in the ULD ID column
19 Other Special Load To be used according to carrier own requirements
20 Loaded as shown Signature of responsible agent
21 Captain’s Signature Self-explanatory
22 Other information To be used according to carrier own requirements
NOTE: The information is mandatory in all fields of NOTOC except for the “Other Special Load”
and “Other information” fields.

Operations manual
3.7. OPERATIONAL MESSAGES

3.7.1. GENERAL
(a) The general objective of the Standard Operational Message to YM (MGX) and Handling
Agents are to ensure continuous exchange of information required to allow for a safe and
efficient operation of air transport.
(b) Message concerning aircraft movements and aircraft loading have been standardized as far
as the composition of their texts is concerned.
(c) The message types, listed in AHM 7.are considered as Operational Messages and shall be
transmitted on the SITA Message Transmission Network.
3.7.2. DEPARTURE MESSAGE (DEP)

To be used
On departure of each YM (MGX) aircraft (scheduled or non-scheduled) at any station.
To be originated
At the station of departure, immediately after take-off by the company handling YM (MGX) aircraft.
To be sent to
Montenegro Airlines Ground Operation Department (TGDXOWM, TGDAPYM) is responsible to update the
mailing list of SITA address for Operational messages.
At stations where another (other) company (is) act(s) as handling and/or dispatch agent(s), the departure
message shall be addressed to the respective agent(s) and to the YM (MGX) Station Manager.
The departure message of the flight for which a delay or diversion message has been originated must be
addressed to all stations that receive the previous delay message or the diversion message.
In case of technical delays of more than 10 minutes, the departure message must also be addressed to
TGDXHYM, TGDAPYM.
The departure message for Test flights must be sent to TGDOWYM, TGDAPYM, TGDXHYM .
Contents of message
The Departure message below corresponds with the standard format recommended by IATA Airport
Handling Committee (AHM 780).
The standardized format will be used for manual as well as machine issued operational messages and will
allow automatic transmission and reading of the departure message.
The text of manually and automatically composed operational messages must contain the standardized
elements.
Description
QU LJUAPXH LJUOCJP LJUODJP Addresses
. ATHKMOA 231005 Address of originator: date: time
MVT Standard message identifier
MGX1000.YUAOK.ATH Flight number, A/C Reg., A/P of MVT
ADO958/1004 EA1212TGD Actual Departure Time; ETA; Destination
DL41/0005 Irregularity code and duration of delay
PX9 Total number of pax
SI Supplementary information

Operations manual
3.7.3. ARRIVAL MESSAGE (ARR)
TO BE USED
On arrival of each YM flights (scheduled, nonscheduled and diverted flights) at any station.
TO BE ORIGINATED
At the station of arrival immediately after landing by the company handling YM aircraft.
TO BE SENT TO
General:
Next station ahead (if any), last station behind and TGDAPYM unless further distribution has been
specifically prescribed. At the stations where another company (‘s) act as handling and/or dispatch agent, the
arrival message shell be addressed to the respective agent and to the YM station manager.
Test flights:
The arrival message must be sent to TGDAPYM and TGDOWYM.
CONTENTS OF MESSAGE
General
The arrival message as described in para 7.4.4.1 below corresponds to the standard format recommended by
the IATA Airport Handling Committee (AHM 780).
Description
QU ATHKMOA LJUOCJP LJUODJP Addresses
. TGDAPYM 231214 Address of originator; date; time
MGX1000.YUAOK.TGD Flight number; A/C Reg.,A/P of MVT
AA1205/1213 Actual Arrival Time
3.7.4. DELAY MESSAGE (DEL)

TO BE USED
Whenever a departure of any YM aircraft will be delayed 15 minutes or more relative to an already proposed
or promulgated departure time.
TO BE ORIGINATED
At the station where the delay occurs, by YM personnel where YM own handling exists, otherwise by the
company handling YM aircraft. The message shall be sent as soon as the delay can be foreseen, but in no
case later than the originally estimated departure.
If flight must be delayed beyond the estimated departure time specified in a previously dispatched message, a
new delay message shall be originated as soon as such further delay becomes apparent, but not later than the
time specified for departure in the previous delay message.
TO BE SENT TO
General
All stations through which the flight has (will) pass and to TGDAPYM, TGDOWYM and TGD1IYM. At the
stations where another company (ies) act as handling and/or dispatch agent, the delay message shell be
addressed to the respective agent and to the YM station manager.
Technical delays
In cases of technical delays the delay message must be addressed in addition to TGDAPYM and TGD1IYM.
Charter flights
The delay message must be sent within Europe to all stations of the flight to TGDAPYM.

Operations manual
CONTENTS OF MESSAGE
General
The arrival message as described in para 7.5.4.2 below corresponds to the standard format
recommended by the IATA Airport Handling Committee (AHM 780).
Description
QU ATHKMOA LJUOCJP LJUODJP Addresses
. TGDAPYM 231255 Address of originator; date; time
YM1933.YUAOK.TGD Flight number, A/C Reg., A/P of MVT
NI231305 Next info followed by the date/time group.
DL51
SI FWD PASSENGER DOOR BLOCKED
3.7.5. DIVERSION MESSAGE (DIV)

TO BE USED
To notify the occurrence of any in-flight diversion to the on-route stations and to YM Operations Control
Center.
TO BE ORIGINATED
By the station or controlling dispatcher first received notification of the diversion. The message shall be sent
immediately YM personnel know the diversion where own handling exists, otherwise by the company
handling YM.
TO BE SENT TO
General
The station of diversion, all stations through which the flight has (will) pass(ed), TGDAPYM, TGDOWYM.
At the stations where another company (ies) act as handling and/or dispatch agent, the diversion message
shell be addressed to the respective agent(s) and to the YM station manager.
Note 1: On departure of a flight from the diversion airport, a regular departure message shall be sent to all
addressees that received the diversion message
Note 2: If an aircraft diverts, the station of the original destination shall forward the Loadmessage and other
handling messages to the diversion station without delay.
Technical diversions
In cases of diversion due to technical reasons the diversion message must be addressed in addition tio
TGDAPYM and TGDOWYM.
CONTENTS OF MESSAGE
General
the IATA Airport Handling Committee (AHM 780).
Description
QU SKGKKOA LJUOCJP LJUODJP Addresses
. ATHKMOA 231555 Address of originator; date; time
DIV Standard message identifier
YM1955.YUAOK.ATH Flight number; A/C Reg.,A/P of MVT
EA1605 SKG Estimated Time of Arrival at diversion airport
DR41 PX100 Diversion reason. Number of PAX
SI ATH CLOSED DUE SNOW

Operations manual
3.7.6. LOADMESSAGE (LDM)

TO BE USED
a) On every departure of an YM aircraft for a multi-sector flights
b) On point-to-point flights as well as on the last leg of multi-sector flights only if required by the station of
destination
The following instructions are to be included:
-Last Minute Changes must be included.

-To ensure timely arrival of the LDM at the station of destination, the message may be dispatched as soon as
the joining load is known and no major changes are expected.
-Only remarks for load requiring extra equipment and/or manpower for unloading must be transmitted in the
LDM for single sector flights (HEA, HUM and SOC)
TO BE ORIGINATED
At the station of departure as soon as the load documents have been completed (but no later than 10 minutes
after departure of the aircraft) by the Company handling YM aircraft.
TO BE SENT TO
Station of first intended landing, unless further distribution has been specifically prescribed. The LDM shall
be addressed to YM Ground Operation where YM performs the handling. At the stations where another
company (ies) act as handling and/or dispatch agent for YM, the Load-message shell be addressed to the
respective agent(s) and to the YM Station Manager.
If an aircraft is diverted during flight to an alternate station, the station of the original destination shall re-
forward the Load-message to the station of diversion without delay.
CONTENTS OF MESSAGE
General
the IATA Airport Handling Committee (AHC) in Procedure No. 583.
Description
QU ATHKMMOA LJUOCJP LJUODJP Addresses
. LJUAPXH231555 Address of originator; date; time
LDM Standard message identifier
YM1955.YUAOK.0668.2/4 Flight number; A/C Reg.; Version; Crew
-ATH.118/5/5.T4160.1/2317.4/1700.5/143.PAX/30/70.PAD/15/13.HEA/1/250
Destination; Number of pax; Total dead load; Total dead load per compartment; Total pax per class; Number
of per class; Remarks

Operations manual
3.8. FORMS
3.8.1. NOTOC

Operations manual
3.8.2. LOAD SHEET

Operations manual
3.9. GROUND OPERATION STAFF PROCEDURES IN ICING

CONDITIONS
CONTENTS:
PART 1 - GENERAL RULES F100 AND E195 INCLUDING GUIDELINES FOR APPLICATION OF
DE-ICING/ANTI-ICING FLUIDS
PART 2 - GROUND OPERATION STAFF PROCEDURE ON F100 IN ICING CONDITIONS

1. Aircraft Check In Icing Conditions
2. Aircraft Parking In Winter Conditions
3. Aircraft De-Icing And/Or Anti-Icing
3.1. De-Icing Manual Procedure
3.2. De-Icing And/Or Anti-Icing With De-Icing Fluid And/Or Anti-Icing Fluid/Water
Mixture
4. Assure That All Contamination Is Removed From The Wings By Hand Check
5. Do A Freedom-Of-Movement Check Of The Flight Controls
6. Registering The Performed Anti/De-Icing I.E. Protection-Anti-Icing Code
7. The Aircraft De/Anti Icing Check Immidiately Before Take-Off
PART 3 - GROUND OPERATION STAFF PROCEDURE ON E195 IN ICING CONDITIONS
1. Cold Weather Maintenance - Inspection/Check
2. Cold Weather - Anti-Icing And Deicing Treatment
A. RESPONSIBILITIES
Check of the aircraft in order to assure that DE/ANTI ICING is obligatory, is performed by the Pilot
in Command or other person authorized by him. Pilot in Command also makes decision for the
realization of DE/ANTI ICING procedure, the adequate method and necessary HOLDOVER time.
An authorized mechanic or other person who performed or/and supervised the aircraft DE/ANTI
ICING procedure checks the aircraft upon completing DE/ANTI ICING procedure. The aircraft
ICING check, just before take-off, is done by the Pilot in Command or by the person authorized by
him.
This manual is written for deicing, antiicing service providers and is based on AEA
Recommendations for De-icing / Anti-icing Aeroplanes on the Ground and aircraft manufacturers
AMM procedures
B. COMMUNICATION
The person communicating with Flight Deck Staff must possess elementary knowledge of English
language according requirements of ICAO LEVEL 4.
C. SAFE TAKE-OFF IN ICING CONDITIONS

Safe take-off in icing conditions purports the concept of the aircraft with clean outside surfaces.
The aircraft with the smallest amount of ice, frost or snow on its wings, tail surfaces, command
surfaces, engine inlets and other critical surfaces shall not be allowed to take off.

Operations manual
D. ICING CONDITIONS
Ice, frost, or snow may be formed when - the OAT (outside temperature) is less than 6 °C and:
- the difference between the dew point and the OAT point is below 3 °C or
- There is atmospheric moisture that can be seen (fog, rain, snow).
Lack of humidity, on temperatures below -25 °C, prevents from icing. It is important to be aware
that certain non-visible forms of ice can exist when:
- the aircraft is parked during the cold and clean night, with a humid air, the aircraft surface
temperature may fall below 0°C while a dangerous layer of ice similar to emery paper, may be
formed on the surfaces.
- the OAT is between -2 °C and +15°C
- there is enough fuel of temperature below 0°C in wing tanks, which is the case after the long
flight on higher altitudes, when rain,wet snow or condensed water may freeze on the upper
wing surface, even when the OAT is highly above 6°C. In these conditions a thin layer of ice,
hardly visible, is being formed. The upper surface may be waterish hiding the ice below, what
can be identified only by a hand touch.
- the aircraft in transit is fueled with a pretty warm fuel, such turning a dry snow into liquid. This
melted layer of snow may freeze back, when the fuel and wings start cooling.
- after the snow has fallen on the hot aircraft leading edges, and starts freezing into a dangerous
layer of ice which during take-off detaches from the wing and stabilizers.
E. DEFINING PROCEDURES
-DE-ICING is the procedure in force for removing ice, frost or snow from the aircraft, in order to
make surfaces clean. This can be done mechanically (by ventilators, by sweeping etc.) or by
applying fluid for DE-ICING.
-ANTI ICING (prevention from icing) is the procedure for preventing ice formation, frozen frost, or
snow on clear aircraft surfaces during holdover time, by using ANTI-ICING fluid, provided that the
aircraft is clean or that it has already been cleaned, applying the DE-ICING procedure.
- DE-ICING with ANTI-ICING
Two methods exist:
- The first method is in practice only when one procedure applies. Using a hot fluid to apply ANTI-
ICING, where the fluid remains on surfaces and allows only limited options in preventing a new
process of icing. This is a combination of DE-ICING and ANTI- ICING within one procedure.
-The second method consists of two separate procedures for applying two different types of fluid -
the first DE-ICING, and the second ANTI-ICING procedure. The final ANTI-ICING procedure
applies in preventing new icing process with the maximum protection possibilities.
The second - ANTI-ICING procedure must be applied maximum 3 minutes upon starting the first
DE-ICING procedure, and for this reason it is often necessary to apply both of them, surface by
surface. Refer to Charts 1 and 3 as Instructions to use SAE fluid of TYPE I, TYPE II and TYPE IV.
F. DE ICING and ANTI ICING fluids

Anti-icing fluids
a) Type I fluid;
b) mixture of water and Type I fluid;
c) Type II fluid or Type IV fluid;
d) mixture of water and Type II fluid or Type IV fluid.
NOTE: Fluids mentioned in a) and b) must be heated to ensure a temperature of 60 °C minimum at
the nozzle.
De-icing fluid:
a) heated water;

Operations manual
b) Type I fluid;
c) mixture of water and Type I fluid;
d) Type II or Type IV fluid;
e) mixture of water and Type II or Type IV fluid.
NOTE: De-icing fluid is normally applied heated in order to assure maximum efficiency.
Fluids of TYPE I, TYPE II and TYPE IV shall meet the requirements in accordance with SAE
specification.
G. DE ICING MEANS
- Using manual tools: wet snow and sleet-drizzling snow can be cleaned by sweeping, brushing, or
with the gum shovels
- Snow can be removed using cold water under pressure
- Snow, sleet and ice can be removed with warm water, while using adequate equipment
- DE ICING and ANTI ICING fluids may apply in all cases.
H. HOLDOVER TIME
HOLDOVER TIME is the time envisaged when the applied fluid shall prevent the ice formation, iced
frost or snow formation on the protected aircraft surfaces.
Holdover time depends on:
- The precipitation intensity
- The OAT
-The aircraft surface temperature
-The wind
-types of fluid (TYPE I, TYPE II and TYPE IV) and
-The water and ANTI ICING fluid mixture ratio
-The method applied (one or two procedures)
-The form and degree for Holdover time, see the Charts 3, 4, 5 and 6, where it is clear that:
-the bottom values represent prolonged time in extremely bad conditions
-the upper values represent estimated times in nice weather conditions.
For temperate conditions, the Holdover time shall be determined at some point between the lower
and upper values. The duration of Holdover time specified in the Charts, should be considered as
the starting value for estimating a protection time (holdover time).
The envisaged HOLDOVER TIME should reasonably be longer than the envisaged time between
the starting DE-ICING i.e. dual DE-ANTI ICING procedure and the take-off time.
“HOLDOVER TIME” is calculated from the very start of applying the last DE-ICING or dual DE-ANTI
ICING method .
I. LOUT- the lowest temperature allowed for using fluids.
This temperature is defined by the fluid specifications issued by the fluid manufacturer. Fluid or a
fluid-water mixture shall never be applied when the OAT is lower than the LOAT of the fluid itself.
J. Radiational cooling:
A process by which temperature decreases, due to an excess of emitted radiation over absorbed
radiation. On a typical calm clear night aircraft surfaces emit longwave radiation, however, there is
no solar radiation (shortwave) coming in at night and this longwave emission will represent a
constant net energy loss. Under these conditions the aircraft surface temperatures may be up to
4°C or more below that of the surrounding air.
K. Active frost:
Active frost is a condition when frost is forming. Active frost occurs when aircraft surface
temperature is at or below 0 ºC (32 F)and at or below dew point.

Operations manual
L. Refractometar calibration is to be done twice a year, at a beginning and in middle of winter

season.
N. GUIDELINES FOR APPLICATION OF DE-ICING/ANTI-ICING FLUIDS

TABLE 1 - Guidelines for the application of Type I fluid/water mixtures (minimum concentrations) as
a function of OAT.

Operations manual
TABLE 2 - Guidelines for the application of Type II and Type IV fluid/water mixtures (minimum
concentrations) as a function of OAT.

Operations manual
TABLE 3 - Guidelines for holdover times anticipated for Type I, II and IV fluid mixtures in active frost
conditions as a function of OAT
TABLE 4 - Guidelines for holdover times anticipated for Type I fluid mixtures as a function of
weather conditions and OAT

Operations manual
TABLE 5- Guidelines for holdover times anticipated for Type II fluid mixtures as a function of
TABLE 6 - Guidelines for holdover times anticipated for Type IV fluid mixtures as a function of

Operations manual
3.9.1. GROUND OPERATION STAFF PROCEDURE ON F100 IN ICING

CONDITIONS

Operations manual
1. AIRCRAFT CHECK IN ICING CONDITIONS

1.1 Prepare the aircraft for check:
Place the marks of warning: DO NOT START THE ENGINES, DO NOT WORK WITH ENGINE
COMMANDS AND FLIGHT CONTROLS
Install the platforms of 2m, 3m and 7m to allow the approach to the critical aircraft surfaces.
NOTE: Install the platforms in a manner to allow good and clear view of critical surfaces passing the
check.
Before starting the check, if the covers and lids are placed, they shall be removed. Assure that the
exposure to light is enough to allow the performance of contamination check.
1.2 Do a check for contamination on the critical surfaces of the wings and engines
NOTE: If a surface is wet, it is possible that there is a layer of ice below the liquid layer. Because of
this, the wing surface at the fuel tanks is an important area to be examined with a hands-on check..
a) Visually check the wings (the leading edge and the upper surface), to make sure there is no
contamination on the wings
NOTE: On Montenegro Airlines F100 airplanes, reg mark 4O-AOP and 4O-AOT, on each wing,
there is a black stripe at wing STA 11190, which can be used to see if there is contamination. You
can use this black stripe, but the condition of the black stripe is not an indication for the condition of
the wing.
b) Touch these critical surfaces, as far as you can extend your arms, with your hands:
• The leading edge and upper surface of the wings between the fuselage and stall promotor and
wing fence
• The upper wing surface at the collector tank area
• The stall promotor strip and wing fence on each wing
• The leading edge and upper surface of the wings at two stations on each outer-wing
• The trailing edge of each wing in the aileron area
• The fuel tank vents
• The flight control surfaces, their hinge points, tracks, shrouds, fairings and seals
• The bottom surface of the wings at two stations on each wing.
NOTE: On a lower wing surface, between the front and the rear spar ( fuel tank area) a thin layer of
frost is allowed. The maximum thickness permitted for this layer may be 3 mm (See picture 2).
c) Perform the contamination check in the engine intake area. Try to move engine fan blades by
hand. If the contamination layer of more than 4 mm is detected, or the engine fan blades cannot
move, DE/ANTI ICING shall be applied on these surfaces .
1.3 The contamination check of other critical surfaces shall be performed on:
• The fuselage
• The ice-detection probe
• The pitot heads
• The flight compartment windows and windshields
• The angle-of attack vanes
• The temperature sensors
• The landing gear
• The landing gear doors
• The wheelbay components
• The drain holes
• The airconditioning intakes and exhausts
• The antennas
• The static ports

Operations manual
• The fairings
• The flight control surfaces, their hinge points, shrouds, fairings and seals
• The slots between components
• The engine exhausts
• The nacelles and stubwings
• The APU air-inlet and exhaust
• The vertical stabilizer
• The horizontal stabilizer
1.4 If contamination of any critical surface is detected, Article4 of this procedure shall apply.
1.5 If no contamination of critical surfaces is detected:
a) Observe if the weather is getting worse, before dispatching the aircraft
b) Observe the change of local conditions, if the aircraft is dislocated before its dispatch,
c) If necessary:
-the aircraft protection and parking measures in winter conditions (See Item 3 of this Procedure)
-if for any reason the aircraft dispatch is canceled, the contamination check of the aircraft critical
surfaces shall be repeated
NOTE: Check if there is any ice or/and frost over the black stripes of both wings leading edges,
which is not permitted. Namely, this black stripe is meant to help the flight crew in determining if the
wings were contaminated during the flight, and in other purposes must not be applied.
NOTE: During repetitive application of Type II and Type IV fluids, these fluids residues may collect
in the aerodynamically quiet areas: flaps, liftdumpers, ailerons, elevators, rudders and stabilizers.
This way collected fluid, along with its freezing, can make difficult cleaning of certain controls.
Check and removal of DE/ANTI ICING fluid residues are done by the authorized mechanic following
the AMM 05-54-00-210-836 Procedure.
NOTE: During the check, a special attention shall be paid on a snow and ice formations on the
aircraft wings in line with the engine nacelle; while the aircraft is maneuvering and the engine is in
work, broken or detached pieces of ice and snow from the wings may damage the engine.
NOTE: While checking, snow and ice formations in the front and the back area of the engine fan
blades shall also be taken into consideration.
2. AIRCRAFT PARKING IN WINTER CONDITIONS

a) The aircraft shall be parked on the clean part of the platform, avoiding in that way tires freezing
into the platform. If this is not possible to achieve, then snow, ice or iced frost must be removed
from the wheels, main wheels and nose wheel area. This is to avoid tires freezing into the platform
and the freezing of brake discs.
b) The aircraft nose shall be positioned in the same direction as the wind blows, especially in snow
plus wind weather conditions.
c) Assure that:
• Flaps are retracted
• Commands are locked
• Chocks are placed under the wheels
• Parking brake is released
• Liftdumpers are stowed
• Speedbrakes are closed
• Thrust reversers are stowed

Operations manual
d) Upon turning off the engine, check if the engine intake and exhaust are contaminated and if
water is present there
• If contamination is detected, it shall be removed (See chapter 4)
• If any water is noticed, such surfaces shall be cleaned by sponge
e) Upon engine cooling, drain holes and fan blades tips, placed at the lowest point, shall
be checked
• If the contamination is detected, it shall be removed (See chapter 4)
• If any water is noticed, drain holes and fan blades shall be dried
• Check manually if the fan blades are rotating freely
f) Protect covers shall be placed:
• on pitot static ports
• on the APU air-inlets, exhausts and vents
• on airconditioning intakes and exhausts
• on engine intakes and exhausts.There is a possibility that these covers freeze and stick to
the aircraft structure. To avoid this, before placing, these covers shall be moistened with a
thin layer of anti-icing/water mixture
2.1 WATER DRAINAGE

a) From the water supply system, the AMM 12-15-01-610-813 procedure
b) From the toilet waste water tank, the AMM 12-16-01-600-813 procedure
2.2 CHECK THE BATTERIES CONDITION

a) Assure the batteries are fully charged
b) If the temperature is expected to fall below -15 C, it is recommended to remove the batteries and
keep them in a warm place.
3. AIRCRAFT DE-ICING AND/OR ANTI-ICING
PRECAUTION MEASURES
The authorized mechanic or other authorized person for performing DE/ANTI ICING, shall follow the
following precaution measures:
• The aircraft that has already been anti-iced, shall under no circumstances, be again anti-
iced over the anti-ice layer previously applied. In case holdover time has expired, if it is
necessary to, once again protect the aircraft from icing, then, the critical surfaces must first be
melted with a warm mixture of water and DE-ICING fluid and only after that splashed with
ANTI-ICING fluid.
• Holdover time data represent only starting values for planning
• The person removing snow and ice shall be highly precautious if the engines are working,
and shall obey the following:
a) Do not approach the engine inlet dangerous area
b) Turn off both airconditioning systems
c) Operate the engines at idle. Use the minimum engine power if a taxi-through de-icing and
anti-icing facility is used.
d) The APU is allowed to work on minimum, the airconditioning systems must be turned off.
e) Before the APU is restarted, wait one minute upon completing the de and anti icing
procedure.

Operations manual
f) De/anti icing fluid shall not be applied directly into engine inlets and exhausts and the APU
• Do not apply directly on the windows, windshields, static ports, leading angle indicators,
pitots and ice detector
• Do not apply on landing gear nacelles, directly on brakes, switches, connectors, pin-hinges
and shock absorbers
• A minimum quantity shall be applied on airconditioning cooling inlets
• Apply carefully on the oiled components
• Anti-ice fluid shall be applied symetrically, no matter if one side of the aircraft is
contaminated and the other not.
• Before the aircraft is de/anti iced, it shall be in the following position:
- Flaps retracted
- Flight controls locked
- Chocks placed under the wheels
- Parking brake is released
- Liftdumpers are retracted
- Speedbrakes closed
- Thrust reversers stowed
All the aircraft hatches, doors and windows must be closed.
• The DE ICING process on the aircraft can even be limited to a part of aircraft surface, but
must always be symmetrically applied. If, for instance, the DE ICING process is done on one part
of the left wing surface, the identical part of the right wing surface must be treated, despite the
fact it is not contaminated.
• The ANTI ICING process can be applied solely on the whole wing surface, both left and
right. The same procedure applies for the surfaces of the vertical and horizontal stabilizers,
elevators or rudder.
3.1. DE-ICING MANUAL PROCEDURE

Snow, slush or ice shall be removed manually: by brushing, sweeping, or using a gum shovel,
ropes, warm and cold water under pressure.
NOTES:
• Tools with sharp edges shall not be used for cleaning snow, slush, iced frost or ice.
Otherwise the aircraft surface could be damaged.
• While cleaning snow or slush from the aircraft fuselage by the rope, one shall be careful not
to damage antennas on that part of the aircraft
• While moving on the upper wing surface, the instructions for moving on the permitted areas
shall be followed.
Snow, ice and slush shall be removed according the following sequence:
a) Remove snow, ice and slush from:
• the aircraft fuselage
• the aircraft nose
• the front and the rear part of the passengers cabin
• dorsal fin
b) Remove snow, ice or slush from the aircraft tail
• from the tip of vertical stabilizer
• from the horizontal stabilizer starting from the aircraft trailing towards the leading edge
c) Remove snow, ice or slush from the vertical stabilizer
d) Remove snow, ice or slush from the engine nacelle and stubwing from the front towards the rear
part

Operations manual
e) Remove snow, ice and slush from the wings, flaps, ailerons, engine intake and exhaust tabs
• from the wings starting from the trailing towards the leading edge
• from the engine intakes and exhausts
• from the flaps, ailerons, tabs from the leading edge towards the trailing edge
• from the balance plate aileron
f) Remove snow, ice or slush from the doors, their latches and hinges
g) Remove snow, ice or slush from the landing gears and components installed in the landing
gear bay
3.2 DE-ICING AND/OR ANTI-ICING WITH DE-ICING FLUID AND/OR ANTI-ICING

FLUID/WATER MIXTURE
WARNING: BE CAREFUL, IF YOU OPERATE THE ENGINES DURING THE SNOW AND ICE
REMOVAL PROCEDURE:
• OPERATE THE ENGINES AT THE MINIMUM POWER NECESSARY
• SET THE AIRCONDITIONING SYSTEM TO OFF
• DO NOT GO INTO THE ENGINE DANGER AREAS
• DO NOT LET THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE GO INTO THE
ENGINE EXHAUST-GAS AREA
ENGINE INLETS.
INJURY TO PERSONS AND/OR DAMAGE TO EQUIPMENT CAN OCCUR.
WARNING: BE CAREFUL, IF YOU OPERATE THE APU DURING THE SNOW AND ICE REMOVAL
PROCEDURE:
• PUT THE MINIMUM LOAD ON THE APU
• SET THE AIRCONDITIONING SYSTEM TO OFF
APU EXHAUST-GAS AREA
APU AIR INLET.
INJURY TO PERSONS AND/OR DAMAGE TO EQUIPMENT CAN OCCUR.
WARNING: BE CAREFUL WHEN YOU OPERATE THE FLIGHT CONTROLS. MAKE SURE THE
FLIGHT CONTROLS ARE CLEAR. INJURY TO PERSONS AND/OR DAMAGE TO EQUIPMENT CAN
OCCUR.
WARNING: YOU MUST PUT UP THE APPLICABLE WARNING SIGNS TO PREVENT INJURY TO
PERSONS.
WARNING: WHEN YOU APPLY ANTI/ICING FLUIDS, YOU MUST OBEY THE MANUFACTURER'S
INSTRUCTIONS FOR APPLICATION AND THE CORRECT HOLD-OVER TIMES.
IF LOCAL AIRWORTHINESS AUTHORITIES HAVE SET MORE CONSERVATIVE REGULATIONS,
YOU MUST USE THESE REGULATIONS.
CAUTION: DO NOT USE SHARP TOOLS TO REMOVE ICE, FROST, SNOW AND SLUSH. SHARP
TOOLS CAN CAUSE DAMAGE TO THE AIRCRAFT.
CAUTION: BE CAREFUL WHEN YOU APPLY THE DE-ICING AND/OR ANTI-ICING FLUID/WATER
MIXTURE TO LUBRICATED PARTS. WHEN YOU APPLY DE-ICING AND/OR ANTI-ICING
FLUID/WATER MIXTURE WITH A SPRAY GUN, IT CAN REMOVE OR DAMAGE THE
LUBRICANT, AND MAY CAUSE DAMAGE TO LUBRICATED COMPONENTS. DURING TIMES OF
REGULAR AIRCRAFT DE-ICING AND/OR ANTI-ICING, IT IS RECOMMENDED THAT
COMPONENTS ARE LUBRICATED MORE FREQUENTLY.
CAUTION: IF THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE IS REGULARLY
APPLIED TO THE AIRCRAFT, THE REMAINING OF THE THICKENED DE/ANTI-ICING FLUID
CAN CAUSE A BLOCKAGE IN THE DRAIN HOLES. AS A RESULT, FLUID COLLECTS IN THE
EMPTY SPACES OF THE TAIL AND FLIGHT CONTROL AREAS, AND CAN NOT BE DRAINED

Operations manual
FROM THE AIRCRAFT. TO PREVENT THIS, REGULARLY OPEN THE DRAIN HOLES IN THE
TAIL AREA AND THE LIFTDUMPER BOXES.
CAUTION: IF THERE IS AN INDICATION OF FROZEN SEALS AND SLOTS, MANUALLY OPERATE
THE FLIGHT CONTROLS BEFORE YOU USE THE HYDRAULIC POWER. DAMAGE TO
EQUIPMENT CAN OCCUR.
CAUTION: DO NOT START THE APU IMMEDIATELY AFTER THE DE-ICING AND/OR ANTI-
ICING PROCEDURE IS COMPLETED:
• ALLOW SEVERAL MINUTES FOR ANY REMAINING DE-ICING AND/OR ANTI-ICING
FLUID/WATER MIXTURE TO DRAIN
• ALLOW SEVERAL MINUTES FOR ANY DE-ICING AND/OR ANTI-ICING FLUID/WATER
MIXTURE VAPOUR TO DISSIPATE. THE GAS FROM THE DE-ICING AND/OR ANTI-ICING
FLUID/WATER MIXTURE CAN GO INTO THE AIR CONDITIONING SYSTEM WHEN THE APU
OPERATES.
CAUTION: DO NOT APPLY TYPE II OR TYPE IV DE/ANTI-ICING FLUID REPEATEDLY.

RESIDUES OF THESE FLUIDS MAY COLLECT IN CERTAIN AERODYNAMICALLY QUIET
AREAS, WHICH ARE INCLUDED IN CRITICAL AREAS THAT MUST BE INSPECTED AFTER
DE/ANTI-ICING. REMOVE THE RESIDUES WITH HOT WATER OR A HOT MIXTURE OF DE-
ICING FLUID TYPE I AND WATER.
USE HOT WATER OR A HOT MIXTURE OF DE-ICING FLUID TYPE I AND WATER FOR THE
FIRST STEP OF THE DE/ANTI-ICING PROCESS TO KEEP THE FORMATION OF RESIDUES TO A
MINIMUM.
CAUTION: SAE TYPE I FLUIDS SUPPLIED AS CONCENTRATES FOR DILUTION WITH WATER
PRIOR TO USE MUST NOT BE USED UNDILUTED. THIS IS DUE TO ADVERSE AERODYNAMIC
EFFECTS OF PROPYLENE GLYCOL AND DIETHYLENE GLYCOL BASED FLUIDS AND THE
FREEZE POINT CHARACTERISITICS OF ETHYLENE GLYCOL AND DIETHYLENE GLYCOL
BASED FLUID.
CAUTION: UNDER NO CIRCUMSTANCES SHALL AN AIRCRAFT, THAT HAS BEEN ANTI-ICED,
RECEIVE A FURTHER COATING OF ANTI-ICING FLUID/WATER MIXTURE DIRECTLY ON TOP
OF THE EXISTING FILM. SHOULD IT BE NECESSARY FOR AN AIRCRAFT TO BE ANTI-ICED
AGAIN PRIOR TO THE NEXT FLIGHT, THE CRITICAL SURFACES SHALL FIRST BE DE-ICED
WITH A HOT DE-ICING FLUID/WATER MIXTURE BEFORE A FURTHER APPLICATION OF ANTI-
ICING FLUID/WATER MIXTURE IS USED.
CAUTION: THE AIRCRAFT MUST BE DE-ICED AND/OR ANTI-ICED SYMMETRICALLY, THAT IS,
THE LH AND RH SIDE SHALL RECEIVE THE SAME AND COMPLETE TREATMENT.
AERODYNAMIC PROBLEMS COULD RESULT IF THIS REQUIREMENT IS NOT MET.
3.2.1 ONE STEP METHOD

(1)
The preparation of the de-icing and anti-icing fluid/water mixture:
a) Write this data:
• The OAT
• The weather conditions
• The weather forecast
• The holdover time range.
Use this data to determine:
• The Type of de-icing and anti-icing fluid to be used
• The correct mix ratio of the de-icing and anti-icing fluid and water.
Tell this data to the captain, the responsibilty for determining the applicable holdover time remains
with the captain. Also tell the captain the time when the final application of the de-icing and anti-
icing fluid/water mixture coating started, this is the start of the holdover time.
b) Prepare the correct de-icing and anti-icing fluid/water mixture
NOTE: This mixture is referred to as the de-icing and anti-icing fluid/water mixture.

Operations manual
(c) Use the - large-capacity heater to increase the temperature of the de-icing and anti-icing
fluid/water mixture, to a maximum temperature of 85 deg Cel (185 deg Fah).
NOTE: The desired temperature of the de-icing and anti-icing fluid/water mixture should be a
minimum of 60 deg Cel (140 deg Fah) at the nozzle.
(2.) Make sure all doors, panels and windows are closed.
(3.) Apply the de-icing and anti-icing fluid/water mixture, as follows:
(a) In general, do these steps:
1. Hold the nozzle of the - spraying lance , at a distance of 3 to 4m (10 to 13 ft) from the aircraft-
skin.
2. Move the nozzle at the maximum speed necessary, to remove the contamination.
3. Make sure there is no contamination on the surface, before you continue with the adjacent area
on the aircraft-skin.
4. Examine the aerodynamically quiet areas. Make sure there is no snow, ice, clear-ice, frost and
thickened de/anti-icing fluid residues, before you continue with the adjacent area on the aircraft-
skin.
(b) For the removal of a snow/ice layer that adheres to the surface, do these steps:
1. At a short distance to the surface, point the nozzle of the - spraying lance at one position on the
surface, with an angle of less than 90 degrees.
2. Apply the fluid mixture, which is hot, until the aircraft-skin is clean at that position on the surface.
NOTE: When the contamination is removed at one position on the aircraft-skin, the heat of the fluid-
mixture will be transmitted laterally onto the surface.
3. If necessary, point the spraying-lance at more positions on the aircraft-skin, so that:
• The layer of contamination breaks
• The layer of contamination becomes loose from the surface.
4. Move the nozzle at the maximum speed necessary, to flush off the contamination from the
surface.
(4.) Remove the contamination from the fuselage
(a)
CAUTION: DO NOT SPRAY DIRECTLY INTO THE STATIC PORTS OR PITOT HEADS.
DAMAGE TO EQUIPMENT CAN OCCUR.
CAUTION: USE THE MINIMUM QUANTITY OF THE DE-ICING AND/OR ANTI-ICING
FLUID/WATER MIXTURE IN THE AIR CONDITIONING INTAKE AREAS. THE GAS FROM THE
DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE CAN GO INTO THE AIR
CONDITIONING SYSTEM AND CAUSE UNWANTED ODORS.
CAUTION: DO NOT LET THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE GO
INTO THE APU AIR-INLET. THE GAS FROM THE DE-ICING AND/OR ANTI-ICING
FLUID/WATER MIXTURE CAN GO INTO THE AIR CONDITIONING SYSTEM AND/OR
OVERSPEED THE APU, IF THE APU OPERATES.
FLUID/WATER MIXTURE IN THE ENGINE INLET, ENGINE AND/OR APU EXHAUST-GAS
AREAS. THE GAS FROM THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE CAN
IGNITE IF THE APU AND/OR ENGINES IS/ARE OPERATED.
Do not apply directly the de-icing and anti-icing fluid/water mixture to the following surfaces:
• The windows or windshields
• The angle-of-attack vanes
• The pitot heads
• The air conditioning intakes
• The ice detection probe
• The APU air-inlet and exhaust.

Operations manual
(b) Start at the front of the aircraft, and carefully apply the de-icing and anti-icing fluid/water mixture
to all of the fuselage.
(c) Use the cloth, cleaning, low-lint (material No. Fk05-044) to clean the flight compartment
windows and windshields.
(5.) Remove the contamination from the wings
(a)
CAUTION: REMOVE THE CONTAMINATION FROM THE AILERONS BEFORE YOU MOVE
THEM.
Start at the wing tip and apply the de-icing and anti-icing fluid/water mixture, from the wing leading
edge to the trailing edge, to remove the contamination from:
• The wings
• The flaps
• The ailerons and tabs.
(b) On the pedestal, set the FLIGHT CONTROL LOCK lever to the OFF (not locked) position.
(c) Manually operate the ailerons and remove the contamination from the aileron balance-plates.
(6.) Remove the contamination from the stabilizers
(a) Apply the de-icing and anti-icing fluid/water mixture to the vertical stabilizer:
1. Remove the contamination from the vertical stabilizer tip
2. Remove the contamination from the leading edge
3. Start at the top and remove the contamination (with horizontal movements of the - spraying lance
) from the vertical stabilizer and the rudder.
(b) Apply the de-icing and anti-icing fluid/water mixture to the horizontal stabilizer:
1. Set the horizontal stabilizer in the aircraft nose down (AND) position
2. Start at the stabilizer tip
3. Remove the contamination (with movements of the - spraying lance from the leading edge of the
stabilizer to the trailing edge of the elevator) from the stabilizer tip to the vertical stabilizer.
(7.)
FLUID/WATER MIXTURE IN THE ENGINE INLETS AND EXHAUST-GAS AREAS. THE GAS
FROM THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE CAN IGNITE IF THE
ENGINES ARE OPERATED.
(4.) Remove the contamination from the fuselage

(a)
Do not apply directly the de-icing and anti-icing fluid/water mixture to the following surfaces:

Operations manual
• The pitot heads
(b) Start at the front of the aircraft, and carefully apply the de-icing and anti-icing fluid/water mixture
to all of the fuselage.
(c) Use the cloth, cleaning, low-lint to clean the flight compartment windows and windshields.
(5.) Remove the contamination from the wings
(a)
THEM. DAMAGE TO EQUIPMENT CAN OCCUR.
Start at the wing tip and apply the de-icing and anti-icing fluid/water mixture, from the wing leading
edge to the trailing
edge, to remove the contamination from:
• The wings
• The flaps
(b) On the pedestal, set the FLIGHT CONTROL LOCK lever to the OFF (not locked) position.
(c) Manually operate the ailerons and remove the contamination from the aileron balance-plates.
(6.) Remove the contamination from the stabilizers
(a) Apply the de-icing and anti-icing fluid/water mixture to the vertical stabilizer:
1. Remove the contamination from the vertical stabilizer tip
2. Remove the contamination from the leading edge
3. Start at the top and remove the contamination (with horizontal movements of the - spraying lance
(b) Apply the de-icing and anti-icing fluid/water mixture to the horizontal stabilizer:
1. Set the horizontal stabilizer in the aircraft nose down (AND) position
2. Start at the stabilizer tip
3. Remove the contamination (with movements of the - spraying lance from the leading edge of the
(7.)
FROM THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE CAN IGNITE IF THE
ENGINES ARE OPERATED.
3.2.2 THE TWO STEP METHOD
(1.)
NOTE: This procedure is applicable to the two step method:
The two step method consists of two separate fluid/water mixture application steps, the first
de-icing and the second anti-icing. The anti-icing step is applied to protect the aircraft
surfaces to give the maximum possible anti-icing capability. The second step is done within
3 minutes from the start of the first step, if necessary, surface by surface.
The first step (de-icing), fluid/water mixture is heated before application to assure maximum
de-icing efficiency.

Operations manual
The second step (anti-icing), fluid/water mixture can be applied hot or cold on clean aircraft
surfaces.
Do the first step (de-icing)
(a) Prepare the de-icing fluid/water mixture
1. Write this data:
• The OAT
• The weather conditions
• The weather forecast
• The holdover time range.
Use this data to determine:
• The Type of de-icing fluid to be used
• The Type of anti-icing fluid to be used
• The correct mix ratio of the de-icing fluid and water.
• The correct mix ratio of the anti-icing fluid and water.
Tell this data to the captain, the responsibilty for determining the applicable holdover time remains
with the captain. Also tell the captain the time when the final application, the anti-icing fluid/water
mixture application, started. This is the start of the holdover time.
2. Prepare the correct de-icing fluid/water mixture.
NOTE: This mixture is referred to as the de-icing fluid/water mixture.
3. Use the - large-capacity heater to increase the temperature of the de-icing fluid/water mixture, to
a maximum temperature of 85 deg Cel (185 deg Fah).
NOTE: The desired temperature of the de-icing fluid/water mixture should be a minimum of
60 deg Cel (140 deg Fah) at the nozzle.
(b) Make sure all doors, panels and windows are closed.
(c) Apply the de-icing and anti-icing fluid/water mixture, as follows:
1. In general, do these steps:
a Hold the nozzle of the - spraying lance , at a distance of 3 to 4m (10 to 13 ft) from the aircraft-skin.
b Move the nozzle at the maximum speed necessary, to remove the contamination.
c Make sure there is no contamination on the surface, before you continue with the adjacent area
on the aircraft-skin.
d Examine the aerodynamically quiet areas. Make sure there is no snow, ice, clear-ice, frost and
thickened de/anti-icing fluid residues, before you continue with the adjacent area on the aircraft-
skin.
2. For the removal of a snow/ice layer that adheres to the surface, do these steps: a At a short
distance to the surface, point the nozzle of the - spraying lance at one position on the surface, with
an angle of less than 90 degrees.
b Apply the fluid mixture, which is hot, until the aircraft-skin is clean at that position on the surface.
NOTE: When the contamination is removed at one position on the aircraft-skin, the heat of
the fluid-mixture will be transmitted laterally onto the surface.
c If necessary, point the spraying-lance at more positions on the aircraft-skin, so that:
• The layer of contamination breaks
• The layer of contamination becomes loose from the surface.
d Move the nozzle at the maximum speed necessary, to flush off the contamination from the
surface.
(d) Remove the contamination from the fuselage
1.

Operations manual
DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE CAN GO INTO
THE AIR CONDITIONING SYSTEM AND CAUSE UNWANTED ODORS.
Do not apply directly the de-icing fluid/water mixture to the following surfaces:
• The pitot heads
2. Start at the front of the aircraft, and carefully apply the de-icing fluid/water mixture to all of the
fuselage.
3. Use the cloth, cleaning, low-lint to clean the flight compartment windows and windshields.
(e) Remove the contamination from the wings
1.
Start at the wing tip and apply the de-icing fluid/water mixture, from the wing leading edge to the
trailing edge, to remove the contamination from:
• The wings
• The flaps
2. On the pedestal, set the FLIGHT CONTROL LOCK lever to the OFF (not locked) position.
3. Manually operate the ailerons and remove the contamination from the aileron balance-plates.
(f) Remove the contamination from the stabilizers
1. Apply the de-icing fluid/water mixture to the vertical stabilizer:
a Remove the contamination from the vertical stabilizer tip
b Remove the contamination from the leading edge
c Start at the top and remove the contamination (with horizontal movements of the - spraying lance
2. Apply the de-icing fluid/water mixture to the horizontal stabilizer:
a Set the horizontal stabilizer in the aircraft nose down (AND) position
b Start at the stabilizer tip
c Remove the contamination (with movements of the - spraying lance from the leading edge of the
(g) Remove the contamination from the nacelles and the engines
1.
FROM THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE CAN

Operations manual
IGNITE IF THE ENGINES ARE OPERATED.
CAUTION: DO NOT POINT THE DE-ICING/ANTI-ICING SPRAY INTO THE ENGINE CORE. THE
GAS FROM THE FLUID CAN IGNITE IF YOU OPERATE THE ENGINES.
If necessary, remove the engine inlet and exhaust covers.
2. Apply the de-icing fluid/water mixture to the nacelles and the engines. Do not spray directly into:
• The engine inlet cowls
• The engine inlet cowl drain-holes
• The exhausts.
3. Apply the de-icing and anti-icing fluid/water mixture to the LP compressor fan blades
a Hold the nozzle of the spraying lance 0,6 to 0,9 m (2 to 3 ft) from the front surface of the LP
compressor fan blades.
b Point the nozzle of the spraying lance at the LP compressor fan and apply the spray to the face of
each fan blade at 90 degrees.
4. When the procedure is completed and before an engine is operated, try to turn the LP
compressor fan by hand or by windmilling in the correct direction-of-rotation.
• If the LP compressor turns, continue this subtask
• If the LP compressor does not turn, do steps (2)(g)3a and (2)(g)3b above again.
(h)
CAUTION: DO NOT SPRAY DIRECTLY ON THE BRAKES, SWITCHES, SENSORS,
CONNECTORS, HINGE POINTS AND SHOCK ABSORBERS. DAMAGE TO EQUIPMENT CAN
OCCUR.
Remove the contamination from the landing gear and the wheelbay components with the de-icing
fluid/water mixture:
1. Remove the contamination from the components by spraying with the de-icing fluid/water mixture
and a sponge, synthetic .
2. Examine the landing gear and the wheelbay components, and make sure they are clean. If
necessary, clean the components with the - hot air unit .
(j) Remove the contamination from the doors
1. Remove the contamination from the following parts of the doors with the de-icing fluid/water
mixture and a sponge, synthetic or by spraying the de-icing fluid/water mixture:
• The seals
• The latches
• The hinges.
2. If necessary, clean the parts with the - hot air unit .
(k) Before you continue with the second step (anti-icing), do the hands-on check, refer to Subtask 4.
ASSURE THAT ALL CONTAMINATION IS REMOVED FROM THE WINGS BY HAND CHECK
(2.) Do the second step (anti-icing)
(a) Prepare the anti-icing fluid/water mixture
1. Tell the captain the time when the final application, the anti-icing fluid/water mixture application,
started. This is the start of the holdover time.
The responsibilty for determining the applicable holdover time remains with the captain.
2. Prepare the correct anti-icing fluid/water mixture.
NOTE: This mixture is referred to as the anti-icing fluid/water mixture.
3. If necessary, use the - large-capacity heater to increase the temperature of the anti-icing
fluid/water mixture, to a maximum temperature of 85 deg Cel (185 deg Fah).
(b) Make sure all doors, panels and windows are closed.
(c) Apply the anti-icing fluid/water mixture
1. Hold the nozzle of the - spraying lance 3 to 4 m (10 to 13 ft) from the aircraft surface
2. Move the nozzle at the maximum speed necessary to apply the anti-icing fluid/water mixture.
(d) Apply the anti-icing fluid/water mixture to the fuselage

Operations manual
1.
Do not apply directly the anti-icing fluid/water mixture to the following surfaces:
• The pitot heads
2. Start at the front of the aircraft, and carefully apply the anti-icing fluid/water mixture to all of the
fuselage.
3. Use the cloth, cleaning, low-lint to clean the flight compartment windows and windshields.
(e) Apply the anti-icing fluid/water mixture to the wings
1.
Start at the wing tip and apply the anti-icing fluid/water mixture, from the wing leading edge to the
trailing edge, to :
• The wings
• The flaps
2. On the pedestal, set the FLIGHT CONTROL LOCK lever to the OFF (not locked) position.
3. Manually operate the ailerons and apply the anti-icing fluid/water mixture to the aileron balance-
plates.
(f) Apply the anti-icing fluid/water mixture to the stabilizers
1. Apply the anti-icing fluid/water mixture to the vertical stabilizer:
a Apply the anti-icing fluid/water mixture to the vertical stabilizer tip
b Apply the anti-icing fluid/water mixture to the leading edge
c Start at the top and apply the anti-icing fluid/water mixture (with horizontal movements of the –
spraying lance ) to the vertical stabilizer and the rudder.
2. Apply the anti-icing fluid/water mixture to the horizontal stabilizer:
a Set the horizontal stabilizer in the aircraft nose down (AND) position
b Start at the stabilizer tip
c Apply the anti-icing fluid/water mixture (with movements of the - spraying lance to the leading
edge of the stabilizer to the trailing edge of the elevator) from the stabilizer tip to the vertical
stabilizer.

Operations manual
(g) Apply the anti-icing fluid/water mixture to the nacelles and the engines
1.
FROM THE DE-ICING AND/OR ANTI-ICING FLUID/WATER MIXTURE CAN
IGNITE IF THE ENGINES ARE OPERATED.
CAUTION: DO NOT POINT THE DE-ICING/ANTI-ICING SPRAY INTO THE ENGINE CORE. THE
GAS FROM THE FLUID CAN IGNITE IF YOU OPERATE THE ENGINES.
If necessary, remove the engine inlet and exhaust covers.
2. Apply the anti-icing fluid/water mixture to the nacelles and the engines. Do not spray directly into:
• The engine inlet cowls
• The engine inlet cowl drain-holes
• The exhausts.
3. Apply the de-icing and anti-icing fluid/water mixture to the LP compressor fan blades a Hold the
nozzle of the spraying lance 0,6 to 0,9 m (2 to 3 ft) from the front surface of the LP compressor fan
blades.
b Point the nozzle of the spraying lance at the LP compressor fan and apply the spray to the face of
each fan blade at 90 degrees.
4. When the procedure is completed and before an engine is operated, try to turn the LP
compressor fan by hand or by windmilling in the correct direction-of-rotation.
• If the LP compressor turns, continue this subtask
• If the LP compressor does not turn, do steps (3)(g)3a and (3)(g)3b above again.
(h) Apply the anti-icing fluid/water mixture to the doors
1. Apply the anti-icing fluid/water mixture to the following parts of the doors with a sponge, or by
spraying the anti-icing fluid/water mixture:
• The seals
• The latches
• The hinges
(j) Continue with Subtask 5. DO A FREEDOM-OF-MOVEMENT CHECK OF THE FLIGHT
CONTROLS
4. ASSURE THAT ALL CONTAMINATION IS REMOVED FROM THE WINGS BY HAND

CHECK:
(1.) If clear ice was found during the pre-flight exterior check, touch the upper wing surface at the
collector tank area, with your hands.
NOTE: If the on-ground wing leading-edge heating-system is operated after the de/anti-icing
procedure, the hands-on check given in step (2) is not necessary.
(2.) Touch these critical surfaces on the wings, as far as you can extend your arms, with your
hands:
• The leading edge and upper surface of the wings between the fuselage and stall promotor and
wing fence
• The stall promotor strip and wing fence on each wing
• The leading edge and upper surface of the wings at two stations on each outer-wing.
(3.) Continue with Subtask 5. DO A FREEDOM-OF-MOVEMENT CHECK OF THE FLIGHT
CONTROLS, if:
• The one step de/anti-icing procedure is used, AND
• There is no contamination found on the aircraft.
(4.) Continue with the procedure of the second step (anti-icing), if:
• The two step de/anti-icing procedure is used, AND

Operations manual
• There is no contamination found on the aircraft.
5. DO A FREEDOM-OF-MOVEMENT CHECK OF THE FLIGHT CONTROLS

a) Pressurize the hydraulic systems 1 and 2
b) On the hydraulic control panel, place the following switches in an adequate position in order to
pressurize the appropriate systems:
• SYS 1 AIL
• SYS 1 RUD
• SYS 1 EL
• SYS 1 STAB
• SYS 2 AIL
• SYS 2 RUD
• SYS 2 EL
• SYS 2 STAB.
• LIFTD SYS
c) Make sure that the flight controls operate freely. Let a person stand outside of the aircraft to
monitor the operation of the flight controls.
Operate the following flight controls and make sure they operate freely:
• The ailerons
• The rudder
• The elevators
• The stabilizer
• The flaps
• The liftdumpers
• The speedbrake
After this check is completed, de/anti icing procedure is written in the Technical Log Book, Chapter
6.
6. REGISTERING THE PERFORMED ANTI/DE-ICING I.E. PROTECTION-ANTI-ICING

CODE
Immediately after the aircraft de/anti icing is done and the inspection from the Subtask 3D is
performed, the following shall be written in the TECHNICAL LOG, under the chapter “DE-ICING
CERTIFICATE”:
a) The local time and the date when the anti-icing procedure started, shall be written into the
column “TIME”, which is considered the start of the HOLDOVER TIME.
b) The Fluid Type and the mix ratio with water, shall be written into the column “MIXTURE OFF”, if
the Type I, Type II or Type III is used.
EXAMPLE: TYPE I/TYPE II 75/25. This means that the de/icing with the Fluid TYPE I and the anti-
icing with the Fluid TYPE II with 25% of water was applied.
The captain shall be informed that the aircraft is clear of contamination.
After acquainting with the ANTI-ICING code, it is Captain’s duty to esteem the HOLDOVER TIME
and thus he takes the responsibility to provide conditions to safely take off. After being informed
that all DE/ANTI ICING equipment was removed, he starts the aircraft.

Operations manual
7. THE AIRCRAFT DE/ANTI ICING CHECK IMMIDIATELY BEFORE TAKE-OFF
This check is done following the Captain's decision and by the Captain himself or some other
authorized person.
The check is done in two cases:
• When the estimated holdover time from the de-icing and/or anti-icing has expired
• When the Captain, due to the general icing conditions, made the decision to check once
again the aircraft immidiately before take-off.
7.1. Prepare the aircraft for the check

(1)
WARNING: THE KEY TO A SAFE COLD WEATHER OPERATION IS TO ADHERE TO THE

CLEAN AIRCRAFT CONCEPT. DO NOT DISPATCH THE AIRCRAFT WITH ANY ICE,
FROST OR SNOW (WET OR DRY) ON THE WINGS, TAIL, CONTROL SURFACES,
ENGINE INLETS OR OTHER CRITICAL SURFACES.
Make sure the pre take-off contamination check is done by qualified personnel.
(2) Do the pre take-off contamination check on the LH and RH wing
(a)
WARNING: IF APPLIED, DO NOT WIPE OFF ANTI-ICING FLUID COATINGS DURING THE
CHECK.
Visually scan the wings (the leading edge and the upper surface), including the black stripes at wing
STA 11190, to make sure there is no contamination on the wings.
(b) Touch these critical surfaces, as far as you can extend your arms, with your hands:
• The leading edge of the wings at two stations
• The upper surface of the wings at two stations on each wing
• The trailing edge of the wings in the aileron area.
NOTE: If a surface is wet, it is possible that there is a layer of ice below the liquid layer. Because of
this, the wing surface at the fuel tank is an important area to be examined with the hands-on check.
(3) If contamination is found, then continue with one of these steps:
- The aircraft shall be again checked in icing conditions, Chapter 1,
- The aircraft de/anti icing shall be performed, Chapter 3.

Operations manual
CRITICAL SURFACES
FIGURE 1
ACCEPTABLE FROST LAYER ON THE LOWER WING

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FIGURE 2

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FIGURE 3

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3.9.2. GROUND OPERATION STAFF PROCEDURE ON E195 IN ICING

CONDITIONS

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1. COLD WEATHER MAINTENANCE - INSPECTION/CHECK
1.1. Cold Weather - Critical Surfaces Visual Inspection
A. General
(1) This task gives the procedure to do the external general visual inspection of the aircraft.
(2) The AOM gives the flight crew the instructions to do a contamination check before takeoff.
The flight crew must do the check from the cockpit. If necessary, the flight crew can ask the
ground personnel to help them. In this case, the ground personnel must use this procedure
to identify the critical surfaces.
(3) This maintenance technician is necessary to do this task:
• 1 - Mechanical Systems
B. References
AMM TASK 12-31-01-212-801-A
C. Critical Surfaces - External General Visual Inspection
WARNING: THE GROUND CREW MUST STAY AT A SAFE DISTANCE FROM THE AIR INTAKE
AND EXHAUST AREAS DURING THE START AND GROUND RUNNING
OPERATIONS.
(1) Do a visual inspection of these areas:
• Wing Surfaces
• Leading Edges
• Engine Inlets
• Aircraft nose
• Tail Surfaces
• Top of Fuselage
NOTE: A thin layer of hoarfrost, where you can see the aircraft markings on the fuselage, is
allowed.
(2) If you find signs of contamination, you must do the deicing/anti-icing operation again.

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Critical Surfaces - External General Visual Inspection Figure 1

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NOTES:
ENGINE INLET HAZARD AREA INCLUDES WORST CASE 20 KNOTS HEADWIND/CROSSWIND/TAILWIND
BASED ON 40 ft/sec CRITICAL VELOCITY WITH 3 ft CONTINGENCY FACTOR.
ENGINE EXHAUST HAZARD AREA VELOCITY = 65 MPH (29.0 m/sec).
EXHAUST HAZARD AREA INCLUDES WORST CASE 20 KNOTS HEADWIND WITH GROUND EFFECTS.
GROUND IDLE, SEA LEVEL, Tamb = ISA + 16.7° C, FNIN1 = 379 DAN (3785 N).
Hazard Areas Figure 2
2. COLD WEATHER - ANTI-ICING AND DEICING TREATMENT
Job Set-Up

Operations manual
1) Guidelines
a) Snow must be regularly removed from a parked aircraft. This will prevent a large quantity of
snow and ice from accreting on the aircraft. This practice also minimizes the possibility of ice
accretion on the aircraft surfaces.
b) Use the method given in Table 1 to remove ice, snow, slush, or frost. There are many
conditions for a decision on the method for removal of ice, snow, slush, or frost. Thus, the best
method must agree with the operator’s experience and the local conditions.
Table 1. METHODS FOR REMOVAL OF PROTECTION AGAINST ICE, SNOW,

SLUSH OR FROST
METHODS AT 1 °C (34 °F) OR AT -3 °C (27 °F) TO AT LESS

MORE °C (34 °F) THAN -3 °C
TEMPERATURE TEMPERATURE (27 °F)
STABLE OR ON THE STABLE OR ON THE
INCREASE INCREASE
Hot Water Deicing Permitted method for Recommended Not permitted

82 - 93 °C (180 - ice, slush, snow, or method for ice, slush,
200°F) followed by frost removal in hangar snow, or frost removal
anti-icing or in an open area. in hangar or in an
application. Application of anti-icing open area.
(1) fluid is optional.
Deicing fluid Not necessary (use of Permitted method for Recommended method for
(1) (2) costly fluid above ice, slush, snow, or ice, slush, snow, or frost
freezing point not frost removal in an removal in an open area.
justified) open area.
Antiicing fluid Not necessary (use of Apply if hot water Apply as protection
(1) costly fluid above method is used. if ice, slush, snow, or
freezing point not Apply as protection to frost condition is thought to
justified) keep the ice, slush, come. Clean the aircraft
snow, or frost quantity and apply again, as
to a minimum. Clean the necessary.
aircraft and apply again,
as necessary.
(1) COMPLY WITH THE FLUID MANUFACTURER’S RECOMMENDATIONS.
(2) FLUID TEMPERATURES MUST NOT BE MORE THAN 93 °C (200 °F).
c) Do not dispatch the aircraft for take off when the wings or tail surfaces have an adhering layer
of ice, snow, slush, or frost.
NOTE: Be particularly careful with the wing and horizontal stabilizer leading edges.
NOTE: Frost on the bottom of the wings under the fuel tanks may occur when the fuel temperature is
low, the outside air temperature is above freezing and humidity is high. Takeoff with frost on the fuel
tank underwing surfaces is permitted, provided it does not exceed 3 mm (1/8 in).

Operations manual
d) Make sure that the flap, slats and spoilers are fully retracted during deicing conditions.If you
need to operate these surfaces, look for ice or snow that has accreted on them to make sure
that the surfaces are not blocked by ice or snow before you operate them.
e) Do not apply fluid or hot water on cold windshields and windows.

f) Do not apply fluid directly to the cockpit windshields. The fluid on the windshields must be fully
removed before the aircraft takes off.
g) Do not apply deicing/anti-icing fluids directly sprayed at or into the parts that follow:
- Smart probes, static port, TAT,

- Engines and APU inlets/outlets,
- Scoops,
- Vents,
- NACA air intakes,
- Landing gear (harness, lubricating points/movable parts, proximity sensors),
- Drains,
- Air conditioning ram air intakes,
- Antennas,
- Wheels and brakes,
- Door and window handles and seals,
- Emergency exit door handles and seals.
h) Nose radome and adjacent areas must be clear of ice and snow to prevent the ice and snow
from blowing back to the windshield, thus degrading the pilot’s vision during taxiing and takeoff.
CAUTION: DO NOT APPLY TYPE II, III OR IV FLUID MANY TIMES WITHOUT SUBSEQUENT
APPLICATION OF TYPE I FLUID OR HOT WATER. IF YOU DO NOT OBEY THIS
PRECAUTION, RESIDUES CAN COLLECT IN AERODYNAMICALLY QUIET AREAS,
CAVITIES, AND GAPS. THE RESIDUES CAN BECOME A LIQUID AGAIN AND
FREEZE UNDER CERTAIN TEMPERATURES AND HIGH HUMIDITY CONDITIONS.
AS A RESULT, DAMAGE TO THE FLIGHT CONTROL SYSTEM CAN OCCUR.
i) For long anti-icing protection a coat of undiluted anti-icing fluid type II, III or IV previously
applied on dry and cleaned surfaces of a parked aircraft will give it some protection against ice,
snow, or frost accretion. It may be necessary to apply anti-icing fluid several times to keep the
aircraft protected. Local conditions and the duration of parking time will indicate the frequency of
application.
j) The anti-icing fluid can also be applied on an aircraft which landed in precipitation conditions,
where the air temperature is lightly above freezing. Because the aircraft external surfaces can
be below the freezing point, ice can form and adhere to the surface.
k) Use hot water or heated deicing fluid for best results in ice, frost, or snow removal. A fine-to-
medium spray is recommended for best dispersion of the fluid across a large area of ice, frost,
or snow for maximum melting.
l) Refer to “PART 1 - GENERAL RULES F100 AND E195 INCLUDING GUIDELINES FOR
APPLICATION OF DE-ICING/ANTI-ICING FLUIDS” for the deicing fluid dilution versus the
temperature measured. The decrease of the ambient temperature or aircraft surface
temperature must be used as the reference temperature. If the melted ice or snow, mixed with
deicing fluid, freezes again on the aircraft as it runs off, this shows that a larger concentration of
deicing fluid is necessary.

Operations manual
m) Before you move an aircraft from a heated hangar to an open location, during icing conditions,
the aircraft should be anti-iced. This decreases the possibility of the ice or snow melting when it
touches the warm aircraft and then freezing again.
n) Unheated water deicing should be done in a heated hangar, if possible. The aircraft must stay
in the hangar until the surfaces are dry. It will be necessary to examine those areas where
water can collect and freeze. Application of anti-icing fluid will keep the drying requirements to a
minimum.
o) When there is slush on runways, examine the aircraft for collected slush and possible damage
to the structure.
i) Examine leading edges, air intakes, engine air inlets, flaps, ailerons, rudder, elevators,
water drains, and skin panels for collected ice. Clean these parts as necessary.
ii) Examine the landing-gear wheel well areas for ice, slush or snow accretion and
packing. Clean these parts as necessary.
p) Examine the deicing fluid concentration versus fluid freezing point before application to the
aircraft. Refer to the fluid manufacturer’s specification.
CAUTION: DO NOT APPLY TYPE II, III OR IV FLUID MANY TIMES WITHOUT SUBSEQUENT
APPLICATION OF TYPE I FLUID OR HOT WATER. IF YOU DO NOT OBEY THIS
PRECAUTION, RESIDUES CAN COLLECT IN AERODYNAMICALLY QUIET AREAS,
CAVITIES, AND GAPS. THE RESIDUES CAN BECOME A LIQUID AGAIN AND
FREEZE UNDER CERTAIN TEMPERATURES AND HIGH HUMIDITY CONDITIONS. AS
A RESULT, DAMAGE TO THE FLIGHT CONTROL SYSTEM CAN OCCUR.
2) Necessary precautions:
a) The application of hot water or heated Type I fluid in the first step of the deicing/antiicing
process may minimize the formation of residues in the aerodynamically quiet areas, cavities,
gaps and flight control systems.
b) The aircraft should be treated symmetrically, that is, left and right sides should receive the same
complete treatment.
NOTE: Symmetrical treatment prevents aerodynamic problems.
c) The engines are usually shut down, but may stay in operation at idle. The bleed valves must be
closed during the deicing/anti-icing operations.
d) With the engines or APU running, the ground crew must observe and keep away from the areas
shown in Figure 4.
CAUTION: WE DO NOT RECOMMEND APU OPERATION DURING THE DEICING AND ANTI-ICING
PROCEDURES. IF THE APU IS IN OPERATION DURING THE DEICING AND ANTI-
ICING PROCEDURES, DAMAGE TO IT CAN OCCUR. IF APU OPERATION IS
NECESSARY, MAKE SURE THAT THE APU BLEED AIR VALVE IS CLOSED AND THE
PACK VALVES ARE SET AT OFF. BE CAREFUL NOT TO APPLY DEICING AND ANTI-
ICING FLUIDS DIRECTLY TO OR NEAR THE APU AIR INLET.
e) Conduct a periodic inspection in the APU compartment to remove all residual deicing/anti-icing
fluid from the compartment. Operators should define this interval period according to their
particular operation and experience.
f) The length of time for which the anti-icing fluid keeps satisfactory protection is directly related to
the quantity of precipitation, temperature, wind, and other variables. Because the protection
given is variable, frequent inspections must be done to know when more applications are
necessary.

Operations manual
Deicing/Anti-Icing Procedures – Servicing
WARNING: MAKE SURE THAT THE BRAKES ARE COOL BEFORE YOU APPLY DEICING AND ANTI-
ICING FLUID TO THE WHEEL AREA. THE APPLICATION OF THE FLUID IN HOT
SURFACES CAN CAUSE INJURY TO PERSONS.
WARNING: MAKE SURE THAT THE TECHNICIAN IS TRAINED AND IS PREPARED TO DO THESE
PROCEDURES.
CAUTION: REMOVE ALL DEICING AND ANTI-ICING FLUIDS FROM THE WINDSHIELDS BEFORE THE
AIRCRAFT TAKES OFF. THE FLUIDS CAN CAUSE BLURRED VISION FOR THE
CREWMEMBERS AND DAMAGE TO THE WINDSHIELDS AND WIPERS.
CAUTION: DO NOT APPLY A SECOND FILM OF ANTI-ICING FLUID DIRECTLY ON TOP OF THE
CONTAMINATED FILM. FIRST YOU MUST REMOVE ICE AND ALL RESIDUES FROM THE
EXTERNAL SURFACES. IF YOU DO NOT OBEY THIS PRECAUTION, AERODYNAMIC
PROBLEMS CAN OCCUR.
CAUTION: WE DO NOT RECOMMEND APU OPERATION DURING THE DEICING AND ANTI-ICING
PROCEDURES. IF THE APU IS IN OPERATION DURING THE DEICING AND ANTI-ICING
PROCEDURES, DAMAGE TO IT CAN OCCUR. IF APU OPERATION IS NECESSARY, MAKE
SURE THAT THE APU BLEED AIR VALVE IS CLOSED AND THE PACK VALVES ARE SET
AT OFF. BE CAREFUL NOT TO APPLY DEICING AND ANTI-ICING FLUIDS DIRECTLY TO
OR NEAR THE APU AIR INLET.
CAUTION: WAIT ONE MINUTE TO USE THE APU BLEED VALVE AND THREE MINUTES TO USE THE
PACK VALVES AFTER THE DEICING AND ANTI-ICING PROCEDURES ARE COMPLETE.
THE VAPOR FROM THE DEICING AND ANTI-ICING FLUID CAN GO INTO THE AIR
CONDITIONING SYSTEM WHEN THE APU IS IN OPERATION. THIS CAN CAUSE DAMAGE
TO THE AIR CONDITIONING SYSTEM.
(1) Make sure that the aircraft is in a safe condition before you do the deicing procedure.
(2) Make sure that the aircraft is properly parked (AMM TASK 10-10-01-500-801-A/200) and/or with
the parking brake actuated.
(3) If deicing will be performed by ground mobile equipment, make sure that the areas around the
aircraft are adequately clear to allow easy movement of mobile equipment.
(4) Make sure that all doors and cockpit direct vision windows are closed.
(5) Connect the external AC power supply to the aircraft (AMM TASK 24-42-02-860-801-A/200).
(6) Make sure that the slat/flap selector lever is set in the up position (0o) and that the flap and slat
panels are in the zero degree position.
(7) Make sure that the pitch trim is set at full nose-down.
(8) If the engines are running, the engine thrust levers should be selected to the IDLE position.
CAUTION: DO NOT OPERATE THE APU DURING THE DE-ICING AND ANTI-ICING
PROCEDURES. IF IT IS NECESSARY TO OPERATE THE APU DURING THESE
PROCEDURES, YOU MUST OPERATE IT IN THE GENERATOR MODE ONLY (NO
BLEED). MAINTENANCE PERSONNEL MUST MAKE SURE THAT THE AIRPORT
PERSONNEL DO NOT APPLY THE DE-ICING AND ANTI-ICING FLUID DIRECTLY TO
OR NEAR THE APU INLET AND OIL-COOLER DUCT INLET. IF YOU DO NOT OBEY
THESE INSTRUCTIONS, THE FLUID CAN GO INTO THE INLETS. THIS CAN CAUSE
APU OVERSPEED AND/OR WHEEL BURST. AS A RESULT, DAMAGE TO THE
(9) Make sure that the engines and APU bleed shutoff valves are closed.
(10) Make sure that the air conditioning packs are in the off position to avoid cabin contamination with
the fumes generated from ingestion of deicing/anti-icing fluids in the engine/APU.

Operations manual
(11) For effective removal of snow and ice, use the procedures that follow:
(a) Wing and horizontal stabilizers:
Apply the compound as a spray from tip inboard to root, from the highest point of surface
camber to the lowest.
- The right and left sides of the wing and horizontal stabilizer must undergo the same full
deicing procedure.
- During the ice and snow procedure, do not push ice or snow into the opening around the
flight control surfaces.
- On the wing, be careful not to cause damage to the lights.
(b) Vertical Stabilizer/Dorsal Fin/Rudder:

- Start at the top and then work down.
(c) Fuselage:
- Apply the compound as a spray along the top centerline and then outboard, letting the fluid
cascade down and across the windows. A thin layer of hoarfrost where you can see the
aircraft markings on the fuselage is allowed.
- Do not spray deicing fluid directly to the passenger/service doors seals and window
transparencies, mainly when the transparencies are cold.
- Do not apply hot deicing fluid or hot water directly on the windshield and on the direct vision
windows.
- The windshield forward region must be clear from deicing fluid before aircraft departure in
order to avoid the deicing fluid flowing on the windshield during taxiing and takeoff.
- Do not spray deicing fluid directly to the APU inlets, exhaust, engine thrust reverser, probes,
scoops, vents, drains, static ports or in the areas as defined in the Figure 1.
- Do not point a solid flow of deicing fluid at the fuselage skin. Apply the fluid flow at a low
angle to prevent damage to the aircraft surfaces. Do not use high pressure spray to blow
the ice and snow off the aircraft surfaces.
- A thin layer of hoarfrost where you can easily see below the layer of frost the aircraft
marking, letters, or paint lines on the fuselage top is allowed.
- When you remove ice and snow from the fuselage area, be careful not to cause damage to
the antennas.
- All of the snow from the radome area must be removed to avoid the snow blowing back to
the windshield. This can reduce the pilot’s vision during takeoff.
(d) Landing Gear and Wheel Bay Areas:
WARNING: MAKE SURE THAT THE BRAKES ARE COOL BEFORE YOU APPLY DE-ICING AND
ANTI-ICING FLUID TO THE WHEEL AREA. THE APPLICATION OF THE FLUID IN HOT
SURFACES CAN CAUSE INJURY TO PERSONS.
CAUTION: DO NOT TRY TO MOVE THE AIRCRAFT IF THE TIRES ARE FROZEN TO THE
GROUND. MAKE SURE THAT THE AIRCRAFT WHEELS TURN WHEN YOU MOVE
THE AIRCRAFT.
1 You can remove quantities of blown snow with other means than fluid (mechanically, air blast,
heat) from the wheels, wheel bays, brakes, or tires.
2 Warming and drying the brakes will help you prevent a frozen brake condition on pushback
and/or taxi operation. If the wheel brakes are frozen, you can use hot air sources, focused
directly towards the carbon disk heat stack. The hot air source must produce a high volume of
air, in order to thaw and dry out the heat stack.
3 You can use a hot air source to remove the ice and to release the tires from the ground.
4 Make sure that there is not a layer of ice and/or snow on the movable parts and on the
position indication switches of the landing gear.
(e) Nacelle/Engine:

Operations manual
WARNING:STAY AT A SAFE DISTANCE FROM THE ENGINE AIR INTAKE AND EXHAUST AREAS
DURING THE START AND GROUND OPERATIONS. THESE AREAS ARE
DANGEROUS. IF YOU STAY NEAR THEM, INJURIES CAN OCCUR TO YOU.
- Remove the deposits of snow mechanically (use of the hand, broom, or mop head) from the
engine intakes prior to the departure. Any frozen deposits that may have bonded to either
the lower surface of the intake or the fan blades may be removed by the application of hot
air or by the use of a gentle fan spray of hot deicing fluid.
- Do not point the spray of deicing/anti-icing fluids into the engine inlet duct, exhaust,
precooler inlets and thrust reverser. Stay clear of the danger areas.
- The engines are usually shut down. If, for any reason, the engines are in operation during
the deicing/anti-icing procedures, the engines need to stay at idle speed and the air
conditioning pack shutoff valves must to be in the closed position to keep the fumes out of
the passenger cabin and cockpit.
CAUTION: DO NOT OPERATE THE APU DURING THE DE-ICING AND ANTI-ICING
PROCEDURES. IF IT IS NECESSARY TO OPERATE THE APU DURING THESE
PROCEDURES, YOU MUST OPERATE IT IN THE GENERATOR MODE ONLY (NO
BLEED). MAINTENANCE PERSONNEL MUST MAKE SURE THAT THE AIRPORT
PERSONNEL DO NOT APPLY THE DE-ICING AND ANTI-ICING FLUID DIRECTLY TO
OR NEAR THE APU INLET AND OILCOOLER DUCT INLET. IF YOU DO NOT OBEY
THESE INSTRUCTIONS, THE FLUID CAN GO INTO THE INLETS. THIS CAN CAUSE
APU OVERSPEED AND/OR WHEEL BURST. AS A RESULT, DAMAGE TO THE
(12) Deicing Fluid Application.
(a) The decision to apply anti-icing fluids is dependent on some of these conditions:
- The ambient air temperature

- The anticipated ambient air temperature changes
- The moisture content of the air (humidity)
- The amount and type of precipitation which occurs
- The length of time the aircraft will stay on the ground or the holdover time
(b) Remove ice, slush, snow, or frost from the aircraft surfaces before the anti-icing procedures.
NOTE: Do not apply fluids directly to the points shown in Figure 1.
(c) Apply the deicing fluids to the areas shown in the Figure 2.
(d) Heat and apply the solution near the aircraft surfaces.
NOTE: The solution must be heated and applied near the aircraft for maximum effectiveness and
minimum consumption.
(e) The fluid temperatures must not be greater than 93 °C (200 °F).
(f) The correct temperature is 60 °C (140 °F) minimum at the nozzle.

Operations manual
(g) Adjust the fluid stream to a pressure that will not be higher than 5 psi in an area of 25 in2 (161.3
cm2) on the aircraft surface. Larger fluid stream pressures can cause damage to the aircraft
surfaces.
(h) Apply only the necessary fluid to remove the ice or snow and let a light coating of fluid stay on
the aircraft. Stop until the heated fluid works and dissipates the ice or snow. Do not soak or
flush the aircraft.
(i) Set the spray nozzle to keep the fluid consumption to a minimum.
Weather Conditions Fluid flow
Frost, fog or light mist 30gal/min

30gal/min,
Light to moderate snow:
In windy conditions 60gal/min
Ice 30gal/min,
(j) Apply fluid to the aircraft high points with wide sweeping movements. Make sweeping
movements, as necessary, and let the fluid run on the surface. Do not hold the spray nozzle in
one location until the snow dissipates.
(k) Use the minimum fluid mixture possible for the temperature you have. Refer to the fluid
manufacturer’s specification for the recommended concentrations.
(l) Do the steps as follows in strong winds:
NOTE: Wind conditions will decrease the temperature on the aircraft skin and put the stream of fluid
out of shape.
- Put the aircraft upwind.

- Point the spray fluid downwind and let the wind help carry the fluid to the aircraft surface.
- Apply fluid from as near the aircraft surface as permitted.
(m) Do the procedures that follow to avoid cabin/cockpit contamination of the deicing/anti-icing
fluid gases by the air-conditioning systems:
- Wait at least 1 minute to open the APU shutoff valve.

- Wait at least 1 minute to open the engines shutoff valves.Najmanje 1 minut za
otvoranje motorskih shutoff ventila.
- Wait at least 3 minutes to open the air-conditioning packs valves.
(13) Hot Water Deicing:
(a) Use water heated from 82 to 93 °C (180 to 200 °F) to remove ice or snow from the aircraft
surfaces when the ambient temperature is -3 °C (27 °F), stable or on the increase.
(b) Apply the anti-icing fluid to the surface typically within 3 min after the hot water deicing, to
prevent the water from freezing again.

Operations manual
(14) Anti-icing fluid application:
(a) Regular use:
Apply the anti-icing fluid, as necessary to the aircraft surfaces when freezing rain, snow, or
other freezing precipitation can adhere to the aircraft (at the time of dispatch), as shown in
Figure 3.
NOTE: Do not apply fluids directly to the points shown in Figure 1.
(b) General:
- For a satisfactory anti-icing, a film of fluid is necessary on the aircraft surfaces which are
clean or which were deiced. For longer anti-icing protection, undiluted, unheated Type II,
Type III or IV fluid must be used. The high fluid pressures and flow rates usually related to
deicing are not necessary for anti-icing operation and, where possible, pump speeds must
be decreased as necessary. The nozzle of the spray gun must be adjusted to give a
medium spray.
NOTE: Undiluted fluid is usually applied cold to the surfaces of the aircraft.
NOTE: Type I fluids are not satisfactory when used for anti-icing and gives a minimum holdover
time.
- The process should be continuous and as short as possible. Anti-icing should be carried out
as near to the departure time as possible in order to use available holdover time. The anti-
icing fluid should be distributed uniformly. In order to control the uniformity, all horizontal
aircraft surfaces should be visually checked during application of the fluid. The amount
required will be visually indicated by the fluid just beginning to drip off the leading edge and
trailing edge.
- It is possible that the anti-icing fluids will not flow uniformly on the wing leading edges and
on the horizontal and vertical stabilizers. These surfaces must be monitored to make sure
that they are uniformly coated with fluid.
(c) One-step deicing/anti-icing:
- It is done with an anti-icing fluid. The satisfactory fluid concentration is related to the
necessary holdover time (related to the OAT) and to the weather conditions.
NOTE: Refer to the fluid manufacturer’s specifications for fluid mixture, if applicable, and holdover
times.
NOTE: The wing skin temperature can be different from the OAT. If it is lower than the OAT, a
stronger mixture can be used.
(d) Two-step deicing/anti-icing:
- The first step is done with heated deicing fluid. The correct deicing fluid mixture is related to
the OAT. The second step is done with anti-icing fluid. This fluid and its concentration are
related to the necessary holdover time (related to the OAT) and weather conditions. The
second step must be done before the first-step fluid freezes (usually in 3 min), if necessary,
area by area.

Operations manual
NOTE: Refer to the fluid manufacturer’s specifications for fluid mixture, if applicable, and holdover
times.
(15) Manual Methods
CAUTION: DO NOT USE SHARP TOOLS TO REMOVE ICE FROM THE AIRCRAFT SURFACES.
THIS CAN CAUSE DAMAGE TO THEM.
(a) For removal of snow and ice with squeegees, brooms, or ropes, more time is necessary than
when deicing fluid is used.
(b) Manual methods are most satisfactory with light, dry snow collections. Not all the snow can be
removed; but the largest portions of wings and fuselage can be cleaned as follows:
- Koristeći deicing vozilo ili platformu za maintenance, skidati snijeg sa površina. Ne stajati i
hodati po avionu.
- With a maintenance lift truck or deicer equipment to get access, pull the snow off the
surfaces. Do not try to walk or stand on the aircraft.
- Control the vehicle along the leading and trailing edges and remove as much snow as
possible.
- A squeegee with a 0.609 m (24 in) non-marking hard rubber edge works best. But stiff-
bristle brooms can be used. Metal surfaces on the broom or squeegee (attaching hardware
included) must be correctly padded to prevent damage to the aircraft surfaces.
CAUTION: DO NOT USE SHARP TOOLS TO REMOVE ICE FROM THE AIRCRAFT SURFACES.
THIS CAN CAUSE DAMAGE TO THEM.
CAUTION: BE CAREFUL WHEN YOU REMOVE ICE AND SNOW FROM THE FUSELAGE AREAS
WHERE LIGHTS, TUBES, SENSORS, PROBES, AND ANTENNAS ARE INSTALLED.
DAMAGE TO THESE COMPONENTS CAN OCCUR.
(c) Soft rope or fabric hose can be used to remove snow from the fuselage. Put the rope or fabric
hose on the fuselage and wing and, with a person on each side, move the rope rearward and
forward in a ″sawing″ movement while you slowly move along the length of the aircraft.
(d) Remove the remaining snow with heated deicing fluid.
C. Job Close-Up
1) Do the checks that follow:
a) Examine all control surfaces for packed ice in the hinge gaps. Operate all control surfaces and
make sure they move to full travel.
b) Make sure that the nose radome and adjacent area are clear of ice and snow.
c) Make sure that the flight control surfaces are clear from icing contamination.
d) Make sure that the engine, APU, air conditioning, vent, and NACA air inlets are clear.
e) Make sure that the landing gear doors and locks, the proximity sensors, the free-fall device, the
brakes and the auxiliary brace structure are free from ice or snow accumulation.

Operations manual
f) Make sure that the Smart Probes, Pressurization Static Ports, TAT Sensors and Ice Detectors
have no ice or snow collection or obstructions or deicing/anti-icing fluid or fluid residues.
g) Make sure that the FWD passenger door, aft passenger door and escape hatches have no ice
or snow collected.
h) Make sure that all drains are clear.
3. REGISTERING THE PERFORMED ANTI/DE-ICING I.E. PROTECTION-ANTI-

ICING CODE
Immediately after the aircraft de/anti icing is done and the inspection from the Subtask 3D is
performed, the following shall be written in the TECHNICAL LOG, under the chapter “DE-ICING
CERTIFICATE”:
a) The local time and the date when the anti-icing procedure started, shall be written into the
column “TIME”, which is considered the start of the HOLDOVER TIME.
b) The Fluid Type and the mix ratio with water, shall be written into the column “MIXTURE OFF”, if
the Type I, Type II or Type III is used.
EXAMPLE: TYPE I/TYPE II 75/25. This means that the de/icing with the Fluid TYPE I and the anti-
icing with the Fluid TYPE II with 25% of water was applied.
The captain shall be informed that the aircraft is clear of contamination.

After acquainting with the ANTI-ICING code, it is Captain’s duty to esteem the HOLDOVER TIME
and thus he takes the responsibility to provide conditions to safely take off. After being informed
that all DE/ANTI ICING equipment was removed, he starts the aircraft.

Operations manual
Figure 1. Do not apply deicing/anti-icing fluids directly sprayed at or into the parts on this figure

Operations manual
Figure 2. Deicing-Fluid Application Diagram

Operations manual
Figure 3. Type II and IV Anti-Icing Fluid Application Diagram

Operations manual
NOTES:
ENGINE INLET HAZARD AREA INCLUDES WORST CASE 20 KNOTS
HEADWIND/CROSSWIND/TAILWIND
BASED ON 40 ft/sec CRITICAL VELOCITY WITH 3 ft CONTINGENCY FACTOR.
ENGINE EXHAUST HAZARD AREA VELOCITY = 65 MPH (29.0 m/sec).
EXHAUST HAZARD AREA INCLUDES WORST CASE 20 KNOTS HEADWIND WITH GROUND
EFFECTS.
GROUND IDLE, SEA LEVEL, Tamb = ISA + 16.7° C, FNIN1 = 379 DAN (3785 N).
Figure 4. Dangerous zones
The following documents were used for the realization of this procedure:
• AEA Recommendations for De-Icing/Anti-Icing of Aircraft on the Ground.
• AEA Training Recommendations for De-Icing/Anti-Icing of Aircraft on the Ground.
• Aircraft Maintenance Manual for F100 aircraft.
• EASA Safety Information Notice No 2006-09.
• EU-OPS 1.345, 1.346

Operations manual
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Operations manual

3.6.1. DOCUMENTS PROCEDURE

3.6.1.2. Documents Folder

On every flight the following documents must be carried in the folder:

3.6.1.2.2. Procedure at departure

3.6.1.2.3. Procedure on arrival

3.6.1.3. Dow/Doi Table

3.6.1.4. Pilot’s Handbook

Edition 4 GOM PART: B4A

(a) Weight and Balance

3.6.1.5. Filing Of Documents/Record Sistem

Ground accidents or incident report 2 years

Edition 4 GOM PART: B4A

3.6.2.2. Definition Of Terms

3.6.2.4. Balance Calculation

3.6.2.4.2. Empty flight

Edition 4 GOM PART: B4A

3.6.2.5 Seating Restriction Concepts

3.6.2.5.2. Seating plan concept

3.6.2.5.3. Fuel economy concept

3.6.3. STANDARD WEIGHTS

3.6.3.1.1. Scheduled flights

CHILDREN (from 2 to 12 age) 35 kg 35 kg 35

INFANTS (to 24 months) 0 kg 0 kg 0

Adults and Children

Edition 4 GOM PART: B4A

3.6.3.2. Non-Standard Passenger Weights

3.6.3.3. Standard Baggage Weight

3.6.3.4. Non-Standard Baggage

3.6.4. DHC crew, XCR, MEC

3.6.4.1.3. Consideration of DHC on the Load sheet

Edition 4 GOM PART: B4A

3.6.4.2.2. Consideration of XCR on the Load sheet

3.6.4.3. Passengers Occupying Crew Seats

si gva 1 pad on cabin crew seat not included in pax figures

Edition 4 GOM PART: B4A

3.6.5. MANUAL LOAD SHEETS

3.6.5.1.1. Load sheet Agent

3.6.5.1.2. Load controller

3.6.5.2.2. Number of copies

3.6.5.2.3. Completion of Load sheet

Part 1: Addresses and Heading

Edition 4 GOM PART: B4A

Part 5: Actual Gross Weight Calculation

Part 1: ADDRESSES AND HEADING

10 Crew Number of crew (ex. 2/3)

Part 2: OPERATING WEIGHT CALCULATION

Part 3: ALLOWED TRAFFIC LOAD CALCULATION

Part 4: LOAD INFORMATION PER DESTINATION AND TOTALS

Edition 4 GOM PART: B4A

Part 5: ACTUAL GROSS WEIGHT CALCULATION

Part 6: LAST MINUTE CHANGES

Part 7: SUPPLEMENTARY INFORMATION AND NOTES

Part 8: BALANCE AND SEATING CONDITIONS

Edition 4 GOM PART: B4A

(56) MAC TOW Position of CG for Take-off Weight

3.6.6. STANDARDIZED EDP LOAD SHEET

3.6.6.1.1. Issue of EDP Load sheets

3.6.6.1.2. Introduction of EDP systems

3.6.6.1.3. Basic requirements

3.6.6.1.4. Updating of data base

3.6.6.1.5. Accuracy of balance calculations