Deice vs Anti-ice De-ice = Remove Anti-ice = Prevent De-icing is a process of removing snow, ice or frost from aircraft’ surface. Anti-icing is the application of chemicals that not only use de-ice but also remain on the aircraft’ surface and continue to delay the reformation of ice for a certain period of time, or prevent adhesion of ice to make mechanical removal easier. NOTE: DEICING fluids containing thickeners (Types II, III and IV) are also known as ANI-ICING fluids, because they are primarily used to prevent icing from re-occurring after an initial deicing with a Type I fluid.
Cold weather application of anti ice and deicing fluids applys to all types of aircrafts. You want to remove ice before you start the heating because heating is a preventive measure to prevent ice buildup, not to melt the ice. Melting the ice will cause it to drip and freeze other areas of the plane.
@@kim-c9n a good tip will be to observe how the aircraft react when the flight directors are on for an ILS approach before you proceed with a raw data approach. Also scanning of the parameters on the PFD will be important, airspeed, lateral and vertical deviations including the thrust settings. This will be improved with practice and time.
What about cold weather correction? Any corrections for STAR and SID altitudes or do we make corrections only for approach charts? Can you give details please?
According to law you need to request approval from ATC to apply cold temperature correction to ATC assigned altitudes. For SIDs and STARs , it is advisable to request ATC clearance beforehand.
@@Captain_SQ So as long as we get the approval from Atc we can apply cold temp corrections to assigned altitudes and also altitudes on approach charts. Thanks for the very quick answer Captain
![Altimeter Cold Temperature Corrections - [Pilot Actions]](http://i.ytimg.com/vi/k1EJw-8PrRs/mqdefault.jpg)
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If the 2-step procedure is used, holdover time starts from the beginning of the application of the second fluid.
that's right.
Minimum oil temperature -40 deg c
Deice vs Anti-ice
De-ice = Remove
Anti-ice = Prevent
De-icing is a process of removing snow, ice or frost from aircraft’ surface.
Anti-icing is the application of chemicals that not only use de-ice but also remain on the aircraft’ surface and continue to delay the reformation of ice for a certain period of time, or prevent adhesion of ice to make mechanical removal easier.
NOTE: DEICING fluids containing thickeners (Types II, III and IV) are also known as ANI-ICING fluids, because they are primarily used to prevent icing from re-occurring after an initial deicing with a Type I fluid.
very detailed answer. good job Jacob.
Great video for revisions as always.. thanks a million 👍
Most welcome
Another Great Video
Thank you Sir.
We dont use the probe heat because if there are is an remaining liquid the it could re-freeze.
We can use the probe heat but only after we remove the ice from the fuselage and windshield.
@@Captain_SQ Is this applicable to only the Airbus? I can't still figure out why you should not use probe heat until ice has been removed.
Cold weather application of anti ice and deicing fluids applys to all types of aircrafts. You want to remove ice before you start the heating because heating is a preventive measure to prevent ice buildup, not to melt the ice. Melting the ice will cause it to drip and freeze other areas of the plane.
@@Captain_SQ Sounds good. Thanks.
Most welcome.
Can you also talk about ils raw data?
Having hard time on raw data capt
Hi Kim, do check out my Refresher Series on ILS approaches where I talk about ILS raw data.
@@Captain_SQ thank u for ur comment capt!
I mean the tips to make straight and level for ils raw data
@@kim-c9n Hi, I am sorry I don't understand what you mean by straight and level ils approach.
@@Captain_SQ haha sorry
I mean tips for good manuever of raw data
I am having hard time making center loc
@@kim-c9n a good tip will be to observe how the aircraft react when the flight directors are on for an ILS approach before you proceed with a raw data approach. Also scanning of the parameters on the PFD will be important, airspeed, lateral and vertical deviations including the thrust settings. This will be improved with practice and time.
What about cold weather correction? Any corrections for STAR and SID altitudes or do we make corrections only for approach charts? Can you give details please?
According to law you need to request approval from ATC to apply cold temperature correction to ATC assigned altitudes. For SIDs and STARs , it is advisable to request ATC clearance beforehand.
@@Captain_SQ So as long as we get the approval from Atc we can apply cold temp corrections to assigned altitudes and also altitudes on approach charts. Thanks for the very quick answer Captain
Yes that is right. The logic will be to make sure ATC is aware and can provide adequate vertical separation with other aircrafts.
@@Captain_SQ Thank you very much. Have safe flights.
@@mercan73 most welcome. you too.