Standard 622.11 - Ground Icing Operations - Canadian Aviation Regulations (CARs)

From: Transport Canada

Last amendment to standard: 2020/12/09

See also Subpart 602

Table of contents

Content last revised: 2020/12/09

Division I - General

1.0 Introduction

In order to operate an aircraft under icing conditions in accordance with the requirements of Canadian Aviation Regulations (CAR) Section 602.11, an operator must have a Ground Icing Program as specified in these standards and the dispatch and take-off of the aircraft shall comply with that Ground Icing Program. These Ground Icing Standards specify the program elements, for both operations and training which shall be addressed in an operator's Ground Icing Program and described in the appropriate operator's manuals. As applied to Canadian operators, these Standards outline a Ground Icing Program's minimum requirements, which may be adapted according to the needs of the individual operator. Foreign operators should use this Standard as a guideline for the development of their Ground Icing Program in Canada.

(effective 2020/12/09)

2.0 Definitions

The following are definitions of important terms used in these Standards.

"Anti-icing" - is a precautionary procedure that provides protection against the formation of contamination such as but not limited to freezing drizzle, freezing rain, freezing fog, frost or ice, and the accumulation of snow on the treated critical surfaces of an aircraft for a period of time.
(effective 2020/12/09)

"Contamination" - means any frost, ice or snow that adheres to the critical surfaces of an aircraft.
(effective 2020/12/09)

“Continuously integrated measurement system” - provides an Holdover Time Determination System Report (HOTDR) based on weather data measurements taken from the time of fluid application to the time of either the HOTDR request by the crew; or direct push of updated HOTDR information.
(effective 2020/12/09)

"Critical surfaces" - means the wings, control surfaces, rotors, propellers, horizontal stabilizers, vertical stabilizers or any other stabilizing surface of an aircraft, or any other critical surface identified in the Aircraft Flight Manual.
(effective 2020/12/09)

"Critical surface inspection" - is a pre-flight external inspection of critical surfaces conducted by a qualified person as specified in Part VI, subsection 602.11(5), to determine if they are contaminated by frost, ice, or snow. Under ground icing conditions, this inspection is mandatory.
(effective 2020/12/09)

"Deicing" - is a procedure by which any adhering contamination including but not limited to freezing drizzle, freezing rain, freezing fog, frost, ice, or snow is removed from the critical surfaces of an aircraft in order to render them free of contamination.
(effective 2020/12/09)

“Discrete measurement system” - provides a HOTDR based on weather data measurements taken during a time period (set by the manufacturer) prior to the HOTDR request.
(effective 2020/12/09)

"Ground icing conditions" - With due regard to aircraft skin temperature and weather conditions, ground icing conditions exist when frost, ice, or snow is adhering or may adhere to the critical surfaces of an aircraft.
(effective 2020/12/09)

"Ground icing program" - consists of a set of procedures, guidelines, and processes, documented in manuals that ensure that an operator's aircraft does not depart with any adhering contamination including but not limited to freezing drizzle, freezing rain, freezing fog, frost, ice, or snow to critical surfaces.
(effective 2020/12/09)

"Holdover time" is the estimated time that an application of deicing/anti-icing fluid is effective in preventing frost, ice, or snow from adhering to treated surfaces. Holdover time is calculated as beginning at the start of the final application of deicing/anti-icing fluid and as expiring when the fluid is no longer effective. A holdover time may be one which is published by Transport Canada in the holdover timetables or one generated by a Holdover Time Determination System.
(effective 2020/12/09)

“Holdover Time Determination System Report (HOTDR)” means a Holdover Time generated by a Holdover Time Determination System.
(effective 2020/12/09)

“Holdover Time Determination System (HOTDS)” means a near real-time system that samples a number of atmospheric inputs and uses these in conjunction with HOT regression curves and associated coefficients for specific de/anti-icing fluids to produce a holdover time determination report; a valid HOTDS will meet the Minimum Assurance Requirements and Performance Specifications for HOTDS as set out by the Minister.
(effective 2020/12/09)

“Holdover Timetables” - means tables of holdover times for de/anti-icing fluids published as Holdover Time (HOT) Guidelines, by Transport Canada;
(effective 2020/12/09)

"Pre-take-off contamination inspection" - is an inspection conducted by a qualified person, immediately prior to take-off, to determine if an aircraft's critical surfaces are contaminated by frost, ice, or snow. This inspection is mandatory under some circumstances.
(effective 2020/12/09)

3.0 Program Elements

The following elements, which are described in the sections below, will be included in an operator's Ground Icing Operations Program and described in the appropriate manual(s):

  • The Operator's Management Plan;
  • Aircraft Deicing/Anti-icing Procedures;
  • Holdover Timetables or HOTDR derived from HOTDS;
  • Aircraft Inspection and Reporting Procedures; and
  • Training and Testing.

(effective 2020/12/09)

4.0 The Operator's Management Plan

The Canadian Aviation Regulations identify the aircraft operator is responsible for the operational control of an aircraft. In order to properly exercise operational control under ground icing conditions, a Management Plan to ensure proper execution of the operator's approved Ground Icing Program (GIP) must be developed and implemented.

The Management Plan will identify the management position responsible for the overall Program, identify each subordinate position, and describe those functions and responsibilities needed to properly manage the GIP. The Management Plan must also describe operational responsibilities and procedures, delineate the chain of command, define the relationship between its operations and maintenance groups, and ensure that all parties are informed of their responsibilities with regard to the GIP. Although the Program is usually an operations responsibility, it may be shared between operations and maintenance. The Program may be the sole responsibility of operations, but never the sole responsibility of maintenance.

(effective 2020/12/09)

4.1 Operations

The Management Plan must identify the management position responsible for ensuring that:

  • a) all the necessary elements of the GIP have been developed, properly integrated, and coordinated;
  • b) the GIP has been disseminated to all personnel who have duties, responsibilities, and functions to perform within the Program;
  • c) a detailed description of the GIP is incorporated in the appropriate operator's manuals;
  • d) sufficient competent personnel and adequate facilities and equipment are available at each airport where the GIP may be applied; and
  • e) adequate management supervision of the GIP is maintained.

The Management Plan must also provide the following information:

  • a) at each airport where deicing/anti-icing operations will be conducted, the position that is responsible for deciding when ground deicing/anti-icing operations are to begin and when they are to end must be identified and fully described in a position description;
  • b) the functions, duties, and responsibilities of flight crew, aircraft dispatchers, and management personnel must be specified, as well as the instructions and procedures to be followed for the safe dispatch or release of aircraft during ground icing conditions; and
  • c) the position responsible for authorizing and coordinating the applicable portions of the GIP with Air Traffic Control and airport authorities must be identified and described in a position description.

(effective 2020/12/09)

4.2 Maintenance

Where maintenance shares responsibility for the GIP, the Management Plan must identify the position responsible for ensuring that sufficient competent personnel and adequate facilities and equipment are available at each airport where the GIP may be applied. The functions, duties, and responsibilities of maintenance personnel must also be specified, as well as the instructions and procedures to be followed for the safe dispatch or release of aircraft during ground icing conditions.

(effective 2020/12/09)

Division II - Procedures

5.0 Aircraft Deicing/Anti-icing Procedures

In a well-organized, clearly identified, separate section of the appropriate manual, the operator's deicing/anti-icing procedures must be described. In particular, the person responsible for a specific procedure must be identified, and procedures particular to a type of aircraft specified. The following minimum information must be covered in the operator's manual:

  • a) a detailed description of the weather and aircraft surface conditions under which deicing/anti-icing operations are required and the method whereby the Program is activated; and
  • b) a detailed description of the procedures to be followed in the deicing/anti-icing treatment process for each aircraft type. These procedures must be organized so as to minimize deicing/anti-icing fluid application time and must specify the sequence in which critical surfaces are to be treated.

(effective 2020/12/09)

6.0 Holdover Timetables

The holdover timetables, as published in the Holdover Time Guidelines by Transport Canada is mandatory when utilizing de/anti-icing fluids for the purposes of obtaining the fluid’s holdover time. The holdover timetables may be used as guidelines or decision-making criteria in assessing whether it is safe to take off. When holdover timetables are used as decision-making criteria, the procedures to be followed after holdover time has expired must be clearly documented. Where applicable in a GIP, an operator's manual will cover the following areas with regard to holdover timetables:

(effective 2020/12/09)

6.1 Responsibilities and Procedures

The operator's GIP must define the following:

  • a) the operational responsibilities of flight crew, flight watch system personnel, and maintenance and ground personnel;
  • b) the procedures to be followed for the use of holdover timetables and the actions to be taken if holdover time is exceeded; and
  • c) the procedures to be followed by ground and flight crew for establishing the start of holdover time.

(effective 2020/12/09)

6.2 Use of Holdover Timetables

Holdover timetables provide a range of time for which deicing/anti-icing fluids are effective. Operators' manuals must describe the procedures to be followed for using holdover timetables. When the tables are used as decision-making criteria, the procedures to be followed by the pilot-in-command (PIC) for varying the established values must also be specified.

(effective 2020/12/09)

6.3 Take-off after Holdover Times have been Exceeded

When holdover timetables are used as decision-making criteria, take-off after holdover times have been exceeded can occur only if a pre-take-off contamination inspection is conducted or the aircraft is de-iced/anti-iced again. The operator's GIP must specify the procedures to be followed when holdover time is exceeded, and these procedures must appear in the appropriate manuals.

(effective 2020/12/09)

7.0 Holdover Determination Systems

Holdover Time Determination Systems (HOTDS) are automated systems situated at airports which are comprised of numerous sensors that measure weather conditions at pre-determined intervals. Near real-time reporting of these conditions from sensors are applied to Transport Canada anti-icing fluid performance regression data to generate a single value holdover time to the end user. A Holdover Time Determination Report (HOTDR) is generated as an output of the HOTDS and provides an applicable holdover time.

(effective 2020/12/09)

7.1 Use of Holdover Determination Systems

Prior to using a HOTDS, the air operator shall ensure that the HOTDS meets the applicable Minimum Assurance Requirements and Performance Specifications for Holdover Time Determination Systems in Appendix A.

The air operator shall revise their respective Company Operations Manual (COM) to include operational procedures associated with the use of the HOTDS. The revised COM must identify the airports where it intends on using a HOTDS and have contingency plans in the COM to address the possible outage of the HOTDS.

The COM must be approved by Transport Canada Civil Aviation prior to the utilization of the HOTDS.

When using a HOTDS (during active snow, snow pellets, snow grains, freezing fog, ice crystals, rain on cold soaked wing, freezing drizzle or freezing rain precipitation conditions) that outputs a single value holdover time, the single value holdover time must be considered limiting. Under these conditions, take-off after the single value holdover time is exceeded must be prohibited unless an external tactile inspection is conducted and the aircraft is deemed acceptable for flight or the aircraft is re-deiced/anti-iced as required.

When the HOTDR is used as decision-making criteria, the procedures to be followed by the pilot-in-command (PIC) must also be specified.

When using the HOTDS, the PIC shall be aware of prevailing weather changes subsequent to receiving a HOTDR; in such instances an updated HOTDR shall be requested from the HOTDS.

If the weather changes subsequent to receiving a HOTDR, an updated HOTDR must be requested. When more than one HOTDR is received after de/anti-icing, the HOTDR that applies depends on the measurement system used by the HOTDS.

  • a) discrete measurement system: the most limiting HOTDR received must be used.
  • b) continuously integrated measurement system: the most recent HOTDR must be used.

(effective 2020/12/09)

7.2 Take-off after Holdover Time Report (HOTDR) Exceeded

Take-off after a HOTDR has been exceeded can occur only if an external tactile inspection is conducted and the aircraft is deemed acceptable for flight or the aircraft is re-deiced/anti-iced as required. The operator's Program must specify the procedures to be followed when a HOTDR is exceeded, and these procedures must appear in the appropriate manuals.

(effective 2020/12/09)

8.0 Aircraft Inspection and Reporting

When and where applicable, the operator's GIP must document the guidelines and procedures to be followed by flight crew and other personnel for detecting contamination on the critical surfaces of aircraft. Included must be a description of the kinds of inspections permitted by the operator and at what point in the GIP they must be conducted. These instructions must be aircraft specific.

The GIP shall outline the responsibility of the PIC under CAR Section 602.11 to inform the cabin crew and passengers of the decision to have the aircraft de/anti-iced, when the decision is made. The method by which this information is conveyed may be standardized in the operator's program or left to the discretion of the PIC. It will also be clear that, if the aircraft is de/anti-iced prior to the boarding of passengers, no announcement to that effect is required.

(effective 2020/12/09)

8.1 Inspection Procedures

Two types of inspections, as defined in Section 2.0 of these Standards, meet regulatory requirements. They are the Critical Surface Inspection and the Pre-take-off Contamination Inspection. Under icing conditions, the Critical Surface Inspection is mandatory; however, depending on the requirements of the operator's GIP, the Pre-take-off Contamination Inspection may not be required. In its section on inspection procedures, the operator's manual must describe the techniques to be used in contamination recognition and the conduct of the two types of inspection.

(effective 2020/12/09)

8.1.1 Contamination Recognition

Inspection procedures must describe the techniques to be used for detecting frost, ice, and snow and for determining if they are adhering to critical surfaces. These techniques must be specified in the operator's GIP and may include the use of holdover timetables, tactile inspection, examination of one or more representative aircraft surfaces, or sensors.

(effective 2020/12/09)

8.1.1.1 Holdover timetables, approved according to the conditions outlined in section 6 of these Standards, may be used to determine, without a tactile or visual Pre-take-off Contamination Inspection, that critical surfaces are not contaminated.

(effective 2020/12/09)

8.1.1.2 Tactile inspection, under certain circumstances, may be the only way of confirming that the critical surfaces of an aircraft are not contaminated. This physical inspection shall be carried out by a qualified person and must include the leading edge and upper surface of the wings.

(effective 2020/12/09)

8.1.1.3 Examination of one or more representative aircraft surfaces may be used for the Pre-take-off Contamination Inspection, which does not require a tactile examination. This technique may be used when the aircraft manufacturer or air operator has identified representative aircraft surfaces that can be readily and clearly observed by flight crew during day and night operations and that are suitable for judging whether critical surfaces are contaminated or not.

(effective 2020/12/09)

8.1.1.4 Sensors that provide information directly to the pilot-in-command may be used to determine whether critical surfaces are contaminated or not. The installation and use of sensors must meet applicable Transport Canada airworthiness and operational requirements. The procedures for use of sensors must be detailed in the operator's GIP.

(effective 2020/12/09)

8.1.1.5 HOTDS, approved according to the conditions outlined in section 7 of these Standards, may be used to determine, without a tactile or visual Pre-take-off Contamination Inspection, that critical surfaces are not contaminated.

(effective 2020/12/09)

8.1.2 Critical Surface Inspection

This inspection is mandatory whenever ground icing conditions exist, and if the aircraft is de-iced/anti-iced, must take place immediately after final application of the fluid. After the inspection, an inspection report must be made to the pilot-in-command by a qualified person.

(effective 2020/12/09)

8.1.3 Pre-take-off Contamination Inspection

The operator's GIP must describe the methods to be used in this inspection, which may be conducted from the inside or outside of the aircraft, which may be visual or tactile, and which may use representative aircraft surfaces to judge the extent of contamination. Where only a visual inspection is done, the operator's GIP must specify the conditions, such as weather, lighting, and visibility of critical surfaces, under which such an inspection can be conducted. Unless other procedures have been specifically approved, a tactile external inspection must be conducted on all aircraft without leading edge devices, and on any other aircraft as designated by the Minister.

(effective 2020/12/09)

8.2 Inspection Reporting

It is the pilot-in-command's responsibility to ensure that aircraft critical surfaces are not contaminated at take-off. When the pilot-in-command does not conduct the inspection, the delegated person must provide an inspection report in clear language to the pilot-in-command who must indicate that the report is complete and understood. A detailed description of the guidelines and procedures to be followed in communications between the inspector and the pilot-in-command, including the use of hand-signals, must be included in the appropriate operator's manual.

For the purposes of these Standards, there are two types of inspection reports, which correspond to the two types of inspections described above.

(effective 2020/12/09)

8.2.1 Critical Surface Inspection Report

This report must be made to the pilot-in-command and, if applicable, state the time at which the last full application of deicing/anti-icing fluid began, the type of fluid used, the ratio of the fluid mixture, and, if the standard documented method was not used, the sequence in which the critical surfaces were de-iced/anti-iced. In addition, the report must confirm that all critical surfaces are free of contamination.

(effective 2020/12/09)

8.2.2 Pre-take-off Contamination Inspection Report

This report must be made to the pilot-in-command and, when the standard documented inspection method has not been used, must describe how the inspection was conducted and it must also confirm that all critical surfaces are free of contamination.

(effective 2020/12/09)

Division III - Training

9.0 Training and Testing

The training components of an operator's GIP shall include:

  • a) initial and annual recurrent training for all operational and ground/maintenance personnel who have responsibilities within the program; and
  • b) testing of crew members and other operations and ground/maintenance personnel who have responsibilities within the program.

(effective 2020/12/09)

9.1 Initial Deicing/Anti-icing Operations

Flight crew and other operations personnel who have responsibilities within the operator's GIP shall receive training in at least the following subjects, which are further described below:

  • a) the effects of contamination on critical surfaces;
  • b) aircraft deicing/anti-icing procedures;
  • c) aircraft inspection and reporting procedures; and
  • d) the use of holdover timetables and/or HOTDR derived from HOTDS.

(effective 2020/12/09)

9.1.1 Training on the effects of contamination on critical surfaces, including:

  • a) the reporting of contamination on arrival to the person responsible for coordinating the deicing/anti-icing of aircraft;
  • b) the effects of freezing precipitation, frost (including hoar-frost), freezing fog, snow, rain, and high humidity on cold-soaked critical surfaces and under wings;
  • c) the identification, by aircraft type, of critical surfaces and, where applicable, representative aircraft surfaces;
  • d) the types, purpose, characteristics and uses of deicing/anti-icing fluids; and
  • e) how de-icing/anti-icing fluids influence the performance and handling of aircraft, including their effect on rotation speeds, take-off distance, control pressures, stall margins, reduced thrust take-offs, and climb pitch attitudes, where applicable.

(effective 2020/12/09)

9.1.2 Training in aircraft deicing/anti-icing procedures, including:

  • a) the safety precautions to be observed during fluid application;
  • b) the methods for applying deicing/anti-icing fluid;
  • c) the composition and identification of deicing/anti-icing fluids;
  • d) remote deicing/anti-icing procedures, including aircraft-specific and location-specific procedures, where applicable; and
  • e) the supervisory responsibilities of flight crew with regard to contractor services when the operator does not arrange for the training and qualification of contractor personnel. (See 9.5 Contractor and Service Provider Training)

(effective 2020/12/09)

9.1.3 Training in aircraft inspection procedures, which shall be aircraft specific, when necessary, and which shall include:

  • a) identification of the critical surfaces and representative aircraft surfaces to be inspected;
  • b) techniques for detecting and recognizing contamination on the aircraft;
  • c) the different types of inspection techniques as well as when, where, by whom, and under what conditions (such as lighting and weather) they are to be used; and
  • d) the communications procedures to be followed by flight crew when contacting ground personnel, Air Traffic Control, or company station personnel to coordinate aircraft inspections.

(effective 2020/12/09)

9.1.4 Training in the Use of Holdover Timetables and/or HOTDR derived from HOTDS when used for Guidance and as Decision-making Criteria

For training in the use of holdover timetables and/or HOTDR derived from HOTDS as decision-making criteria, all of the following shall be covered. Only the first four items must be taught when holdover timetables are used for guidance. Training in the use of holdover timetables shall include:

  • a) the source of holdover timetable and/or HOTDR data;
  • b) instruction in precipitation category, precipitation intensity, and the relationship of a change in precipitation to holdover time;
  • c) the relationship between holdover time and different fluid concentrations for all types of fluid used;
  • d) the definition of when holdover time begins and ends;
  • e) communications procedures, which covers how to inform flight crew of the type of fluid used, start time of final fluid application, and any requirements for coordination with other agencies; and
  • f) the procedures to be followed when holdover time is exceeded, including inspection requirements, alternate means for determining whether surfaces are contaminated, and the requirements governing repeat deicing/anti-icing.

(effective 2020/12/09)

9.2 Recurrent Deicing/Anti-icing Operations Training

Recurrent training must be given on an annual basis and shall include a review of current deicing/anti-icing operations and inspection procedures. This training must highlight changes in procedures and cover the latest available research and development information on ground deicing/anti-icing operations. Prior to the commencement of winter operations, the operator should distribute a ground deicing/anti-icing operations information circular to all affected personnel reviewing procedures and presenting any new information not covered in the annual recurrent training.

(effective 2020/12/09)

9.3 Initial Ground/Maintenance Personnel Training

Ground/maintenance personnel who have responsibilities within the operator's GIP shall receive training in at least the following three subjects:

(effective 2020/12/09)

9.3.1 Training on the effects of surface contamination, including:

  • a) the items listed in Section 9.1.1 excluding 9.1.1e);
  • b) specific information on the effects of contamination on ram-air intakes and instrument pick-up points; and
  • c) potential damage to engines by foreign objects.

(effective 2020/12/09)

9.3.2 Training in aircraft deicing/anti-icing procedures, including:

  • a) the items listed in Section 9.1.2 excluding 9.1.2e);
  • b) a description of and the qualifications required for the operation of various types of equipment;
  • c) instruction in the operation of deicing/anti-icing equipment; and
  • d) the determination of the start of holdover time.

(effective 2020/12/09)

9.3.3 Training in aircraft inspection procedures, which shall be aircraft specific, when necessary, and which shall include:

  • a) the items listed in Section 9.1.3 excluding 9.1.3d); and
  • b) the inspection techniques for conducting a Critical Surface Inspection.

(effective 2020/12/09)

9.4 Recurrent Ground/Maintenance Personnel Training

Recurrent training must be given on an annual basis and shall include a review of current deicing/anti-icing operations and inspection procedures. This training must highlight changes in procedures and cover the latest available research and development information on ground deicing/anti-icing operations. Prior to the commencement of winter operations, the operator shall distribute a ground deicing/anti-icing operations information circular to all affected personnel reviewing procedures and present any new information not covered in the annual recurrent training.

(effective 2020/12/09)

9.5 Contractor and Service Provider Training

An operator who contracts deicing/anti-icing services from another organization is responsible for ensuring that the training program of the contractor or service provider and application of deicing/anti-icing operations standards meet the operator's own GIP criteria. Through the operator, the contractor's or service provider’s procedures and training programs shall be documented.

(effective 2020/12/09)

9.6 Testing

After both initial and recurrent training, the operator's GIP must ensure that all personnel are tested on all information covered in the training program. Records documenting the initial and annual recurrent training of each person must also be maintained.

(effective 2020/12/09)

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