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Standard Deicing Setup, Revision 06 vom 24.08.2014 www.leipzig-halle-airport.de

Aircraft De-icing at Leipzig/Halle Airport - Standard De-Icing Setup -

Titel des Dokuments

Standard Deicing Setup, Revision 06 vom 24.08.2014 Seite 2 von 28

Beginning of Validity

These procedures govern the de-icing of aircraft at Leipzig/Halle Airport. They come into force with the

beginning of the winter flight plan.

Leipzig, October 2014

Flughafen Leipzig/Halle GmbH PortGround GmbH

Dierk Näther Jürgen Kötter

Managing Director Station Manager Leipzig


Contents

Contents 3

Distribution 5

Index of Changes 7

Index of Abbreviations 8

1. General 9

2. Availability of De-icing Resources 10

3. Order of De-icing and Requesting De-icing (see Attachment A - Priorities) 10

4. Engine Start / Taxiing to the De-icing Pad 12

5. OFF – Block – Time 12

6. Taxiing to the de-icing pads DP2, DP3, DP4, DP6, DP7, DP8 or DP9 12

7. Availability, Beginning Work at Stations and Executing De-icing 13

7.1 Availability of De-icing Stations 13

7.2 Beginning Work at De-icing Stations 14

7.3 Executing De-icing 14

8. Taxi Clearance by the Tower LEJ 15

9. Special De-icing Cases 15

9.1 Pre-De-icing 15

9.2 Engine Start Assistance 15

9.3 De-icing of Engine Intakes, Rotor Blades, Landing Gear and Radoms 16

9.4 Cockpit Window 16

9.5 Aircraft with low rotation speeds (small aircraft) 16

9.6 Stopping De-icing 16

9.7 Repeat De-icing 17

10. Note 17

Attachment A: Catalogue Priorities for De-icing 18

Attachment B: Taxiing to the De-icing Pad DP2 and DP4 19

Attachment C: Taxiing to De-icing Pads DP6 and DP7 20

Attachment D: Taxiing to the De-icing Pads DP8 and DP9 21

Attachment E: Use of DP6 When the waiting Area of Ruslan Salis is Occupied. 22


Attachment F: Use of De-icing Pad DP3 23

Attachment G: De-icing Frequencies 24

Attachment H: Guidelines for Holdover Times 25

Attachment I: Generic table ADF type I 276

Attachment J: Generic table ADF type II 287

Attachment K: brand name table ADF type II 28


Distribution

Airport Services Leipzig GmbH (ASL)

Felix Redeker, Managing Director

Aviation Supervision at Leipzig/Halle Airport

Frank Witt, Manager

German Air Traffic Control GmbH, Station Leipzig

Jörg Kade, Supervisor Tower LEJ

Tilo Blänsdorf, Supervisor Tower LEJ

DHL Hub Leipzig GmbH

Managing Director

European Air Transport Leipzig GmbH (EAT)

Managing Director

Aero Logic

Managing Director

Ruslan Salis GmbH

Managing Director

World Airways

Station Manager Leipzig/Halle Airport

North American Airlines

Station Manager Leipzig/Halle Airport

Ryan International


PortGround GmbH, Station Leipzig (PG):

PG-G

PG-G/C

PG-G/Q

PG-LEJ

PG-VÜ

PG-traffic centre

PG-GAT

Leipzig/Halle Airport GmbH (FLHG):

LEJ-G

LEJ-V

LEJ-V/Z

LEJ-T

LEJ-G/U

LEJ-TF

LEJ-TA


Index of Changes

Passages changed since the last revision are marked with vertical lines on the right margin and/or indicated in

bold print.

Revision number

Revision date Revised by

(name, department)

01

09.10.2009

Lindner, Gerold (PG-LEJ/DI)

02

14.10.2010


03

14.09.2011


04

21.08.2012


05

24.08.2013


06

24.08.2014



Index of Abbreviations

ADF Aircraft De-Icing Fluids

AEA Association of European Airlines

AIP Aeronautical Information Publication (Luftfahrthandbuch Deutschland)

AOC Airline Operator’s Committee

CTOT Calculated Take-off Time

DP De-Icing Pad

EOBT Estimated Off-Block Time

ETD Estimated Time of Departure

FE aircraft de-icing

FIS Airport Information System

GAT General Aviation Terminal

HOT Holdover Time

ISO International Standard Organization

Ktn Knots (physical unit for wind speed)

LEJ 3 Letter Code (IATA) Leipzig/Halle Airport

LFZ Aircraft

RWY Runway

STD Scheduled Time of Departure

TWY Taxiway

VvD Traffic Manager on Duty

VZ Traffic Centre


1. General

These procedures are the result of discussions and developments of aircraft de-icing at Leipzig/Halle Airport in

recent years and are provided to all airlines and handling partners.

Aircraft de-icing at Leipzig/Halle Airport is conducted by PortGround Leipzig GmbH according to the

Recommendations for De-Icing/Anti-Icing of Aircraft on the Ground 29th Edition, July 2014, AEA

(Association of European Airlines); ISO 11076-11078 and SAE ARP 4737.

Only trained personnel execute aircraft de-icing. Every employee designated for de-icing is thoroughly familiar

with the respectively valid rules and regulations of the subject „ De-/Anti-Icing“.

De-icing fluid: The specifics of aircraft de-Icing fluids (ADF) are established by the International Organization

for Standardization (ISO).

In this season an ISO type I de-icing fluid in pre-mix 50/50 and an ISO type II de-icing fluid for icing

protection from the company Clariant are being used. The fluids Safewing MP I „1938 ECO“ and MP

II „FLIGHT“ that we use have all required specifications for a high quality de-icing or icing

protection. The various holding times and mixing ratios are provided in the tables (see attachment

H to J).

The de-icing fluid MP I 1938 ECO is used for de-icing in a pre-mixed ratio of 50/50 for all aircraft, and

the de-icing fluid MP II FLIGHT is used in the two Step procedure for icing protection. This use is

regulated by the hold over timetables (attachment H to attachment J).

Important Note: When using the icing protection fluid Safewing MPII FLIGHT (ISO type II FLUID), the BRANDNAME SPECIFIC HOT-TABLE is used, which has considerably longer hold over times.

When using the tables, please note that extreme weather conditions such as freezing rain can greatly shorten

the hold over time.

In the German Aviation Manual (AIP) there is a reference to the de-icing pads DP2, DP3, DP4, DP6, DP7, DP8

and DP9 on the map AD 2 EDDP 2-5.

DP3 is located on TWY M at apron 1-east side and is used if the north runway and correspondingly the de-

icing pads DP2 and/or DP4 are not available for use.

De-icing is executed by individuals working with running aircraft engines and with (normally) two de-icing

vehicles and one security vehicle. Engines must generally run in idle during the de-icing procedure, and

propeller aircraft must bring their propellers to a stationary position.

In cases of strong icing or contamination (e.g. by snow) of the entire aircraft, it may be necessary to shut down

all engines.


2. Availability of De-icing Resources

During the winter season the traffic centre of Leipzig/Halle Airport and the de-icing coordinator on duty

communicate daily concerning the de-icing resources.

Depending on the daily operative flight plan, up to two de-icing pads may be run concurrently with two de-

icing vehicles per pad.

De-icing can be available up to 24 hours around the clock, if necessary (H24).

Briefing

At about 5 p.m. there is a daily coordination conference initiated by the traffic manager on duty (VvD) with

the following participants:

dispatcher aircraft de-icing (FE) Tel.: 0341 224 2180/2181

traffic manager on duty (VvD) Tel.: 0341 224 1130

This conference addresses:

Agreements concerning weather, flight plan peaks, etc.

Time-scheduled availability of de-icing resources (Personnel, vehicles, number of pads operating) provided

by dispatcher FE

The results of this conference are communicated to the tower immediately by the VvD.

De-icing Pads

De-icing for all airlines normally takes place on de-icing pads DP2, DP3, DP4, DP6, DP7, DP8 or DP9 as a

requirement of the environmental authorities. For all airlines handled on apron 4, additional de-icing pads are

provided. The decision which DP is in use is based upon RWY activity (compare procedure for requesting de-

icing).

3. Order of De-icing and Requesting De-icing (see Attachment A -

Priorities)

The tower LEJ establishes the order of de-icing generally based on the „first come - first served“ principle.

To satisfy operative needs of customers, however, a priority catalogue has been established with the

participating parties (AOC) which determines a modified order as needed (traffic peaks). (compare attachment

A – priorities)

Realizing the order of de-icing requires all parties to deliberately and responsibly comply with the procedures

agreed upon and to immediately pass on any information that would result in a change of the de-icing order

(e.g. technical problems, delays in handling, etc.). To keep delays to a minimum, boarding / loading should

commence as soon as possible.

The traffic Centre determines the order of de-icing according to the current flight plan (STD) and the priority

catalogue.


Internal airline priorities should be agreed upon with the dispatcher FE and the traffic Centre at least 30

minutes prior to ETD.

If radio discussions concerning priority take place, the traffic Centre should always be consulted.

Ambulance and government flights always have a higher priority in the order of de-icing, even if the request

comes at the last moment or if there is a time delay.

According to the German Aviation Manual (AIP) page AD 2 EDDP 1-12:

A request for de-icing must be communicated in a timely manner (60 minutes before the EOBT) to the traffic

Centre of the airport; however, this must be done 15 minutes prior to STD at the latest.

The order of incoming requests does not influence the actual de-icing sequence. This is determined exclusively

by the traffic Centre of the airport.

The criterions of the order of de-icing are the EOBT-times. If there are start-SLOTs (CTOT), this is considered

accordingly in the de-icing sequence. The same is valid for changes in the EOBT/CTOT-time.

The parties involved have created a catalogue determining the order of de-icing.

De-icing is requested at the traffic Centre (Tel. 0341/224-1130)

The traffic Centre passes this information and the order of de-icing on to:

a) the de-icing dispatcher of PG-LEJ and

b) the tower LEJ.

Note:

The traffic Centre enters an “R” in the column „De-icing“ when a de-icing request is made at the AMS.

PortGround GmbH confirms this via the data transfer system, where the “R” is then changed to an “S”. The

confirmation of this request occurs by entering a „2“, „3“, „4“, „6“,“7“,“8“ or „9“, indicating which de-

icing pad will be used.

This occurs under consideration of the direction of takeoff, which is determined by DFS, as well as under

consideration of the availability of de-icing pads, which PortGround reports to the traffic Centre at the

beginning of a shift.

The end of a de-icing procedure is indicated in the AMS by an “E”. If a requested de-icing is no longer

needed, this is indicated by an “X”.

A requested de-icing which is no longer needed or should no longer be conducted must be cancelled as

quickly as possible (resource planning), but at the latest 15 minutes before STD. If this does not happen, an

invoice will be generated billing a de-icing procedure using no de-icing fluid.


4. Engine Start / Taxiing to the De-icing Pad

The aircraft taxis to the de-icing pad under its own power, but the engines of propeller aircraft without

propeller brakes must be turned off for de-icing (compare point 1).

The engine start time is very important. The tower LEJ aims to keep the engines from running too long while

aircraft are waiting at the de-icing pad.

However, if aircraft desire to be towed to the de-icing pad (e.g. for pre-de-icing), this is a service towing that

will be invoiced according to the price schedule of FLHG/PG-LEJ.

a) Towing with a Tow Bar

The handling agent accompanies the aircraft (radio contact) from taxiing away from the park position to

starting the engines and leaves after de-icing is successfully completed.

b) Towing without a Tow Bar

Service towing (also for push-back) unaccompanied by the handling agent occurs under the condition

that German-speaking crews are present who know that during this time period directives in German will

be used. The handling agent provides the headsets needed.

5. OFF – Block – Time

The tower LEJ provides the OFF-Block-time for the AMS when taxiing away from the park position.

6. Taxiing to the de-icing pads DP2, DP3, DP4, DP6, DP7, DP8 or DP9

Taxiing to de-icing pad DP2, designed for RWY 08L, occurs via TWY W1 and TWY C. Taxiing to runway 08L

occurs alternatively via TWY G1-B and A2, in case the complete runway length is needed, or via TWY C and

TWY A3 (inasmuch as snow conditions permit).

Taxiing to de-icing pad DP3 occurs via the circle TWY N - position 141 - DP3 - TWY M - TWY N. The wingspan

is limited to 52 meters. The use of DP3 requires that taxiing as described is possible (please consider the usage

level of the apron). In addition, the water station must be advised via the dispatcher for aircraft de-icing – this

concerns debris removal. Notification occurs at the following numbers:

Mr. Rühling Tel. 1469 or

Mr. Kostka Tel. 1277 or

Mr. Heinrich Tel. 1560

If they cannot be reached, or on weekends, advise the group LEJ-T/A (technical readiness service) through the

traffic Centre.


Taxiing to de-icing pad DP4, designed for RWY 26R, occurs via TWY E8 and TWY C; taxiing to runway 26R via

TWY C and A8/A9.

Taxiing to de-icing pad DP6, designed for RWY 08R, occurs via TWY S1 or TWY Y and TWY V. For taxiing to

DP6 use the yellow guiding line (ground light green).

Here the wingspan is limited to 52 meters (e.g. up to an MD11). This procedure may also be used when the

maintenance area is occupied. One must pay attention that the ground light of the guiding line ORANGE

(green/orange oscillating) is not turned on! If necessary, inform the tower LEJ to have the ground light orange

turned off (see attachment E).

For aircraft with a wingspan of more than 52 meters (e.g. B777, B747, AN124):

If the maintenance area is occupied, DP6 may not be used.

If the maintenance area is available, it can be used for LFZ of the category E and F (up to A380). Taxi over

the zig-zag guiding line ORANGE (ground light green/orange oscillating). The ground light of the guiding

line ORANGE must be additionally switched on by the TOWER!

Taxiing to de-icing pad DP7, designed for RWY 08R, occurs via TWY T, TWY S3 and TWY V.

Taxiing to de-icing pad DP8, designed for 08R and also for RWY 26L, occurs via TWY V. De-icing on DP8

presents no hindrance if a LFZ from taxi lanes Z2.1 and Z2.2 wants to taxi west or a LFZ from taxi lanes Z3.1

and Z3.2 wants to taxi east via TWY V (see also attachment D).

Taxiing to de-icing pad DP9, designed for RWY 26L, occurs via TWY V. De-icing on DP9 presents no hindrance

if a LFZ from taxi lanes Z4.1 to Z4.3 wants to taxi via TWY S8 (also see attachment D).

On all de-icing pads careful attention must be paid to traffic taxiing through!!!

7. Availability, Beginning Work at Stations and Executing De-icing

7.1 Availability of De-icing Stations

During the winter flight plan, aircraft de-icing is available 24 hours a day.

Here de-icing normally occurs during main traffic times on two de-icing pads (DP2 for RWY 08L and DP4 for

RWY 26R, DP6 and DP7 for RWY 08R and DP8 and DP9 for RWY 26L; if needed (driveway maintenance, etc.)

DP 3 can also be used.


7.2 Beginning Work at De-icing Stations

De-icing crews take position at the de-icing pads without previously registering their presence on the pads

with the tower LEJ/DFS. Registering with the tower LEJ to drive onto any de-icing pads is absolutely required

during CAT II/III conditions, or whenever the CAT III warning sign is illuminated and the yellow light on top is

blinking.

After taking position on the de-icing pad, the entire de-icing pad area becomes the responsibility of the

personnel working there; there is no need for any further radio contact for entering or driving on the de-icing

pad. Each person is responsible for watching for traffic taxiing through.

There are no traffic announcements from the tower LEJ concerning traffic taxiing through.

Before driving onto the de-icing pads DP 08 and DP 09, the de-icing crew is obliged to notify the security

station (by telephone HA 1474) and give notice of departure when leaving the pad.

The area of each de-icing station or the driveway to it (except for DP3) is designated on the south side by a red

safety line. A further red safety line is on the north side of the de-icing pads. This results in areas for various

usages on the north and south side of the de-icing pads. These areas have the necessary space on the sides to

allow the taxiing through of aircrafts. After each de-icing, the de-icing-pad area has to be vacated towards the

southern red markings from all vehicles involve, in order to obtain an unobstructed taxiing for all aircrafts,

The de-icing crew may approach the aircraft with their vehicles only after establishing contact with the aircraft

over the frequency determined for the respective de-icing pad on the VHF-de-icing frequency (see attachment

G for frequency schedule).

The de-icing crew has been instructed concerning entering and driving on de-icing pads.

7.3 Executing De-icing

The actual de-icing is regulated by internal procedures valid for all personnel directly involved with de-icing.

Further regulations for using the deicing- pads areas are specified under the Traffic Regulations item A2-

permission.

For communication between aircraft crew and de-icing groups, regulated aircraft radio frequencies are

available for each de-icing pad (see attachment G). German air traffic control (DFS) advises when to switch to

which VHF frequency before taxiing onto the de-icing pad.

Before beginning de-icing, it must be determined if the aircraft will have an operating runway to use after de-

icing. Communication with winter snow service and the traffic center can help here to avoid having to perform

multiple de-icings.

After completing de-icing, the coordinator advises the aircraft crew to change frequency back to the frequency

“Leipzig ground”.


8. Taxi Clearance by the Tower LEJ

The hold over time of de-icing fluid is limited. When taxi clearance is given, the aircraft should take off as soon

as possible.

The responsibility for determining if the hold over time suffices for taking off lies solely with the pilot in

command of the aircraft.

9. Special De-icing Cases

The ramp agent of each handling company must be asked to inform whether the pilot in command requests a

special de-icing as described in points 9.3 (de-icing of engine intakes, rotor blades, landing gear and radoms)

and 9.4 (cockpit window). The appropriate aircraft mechanic/technician must be advised timely (at least 30

minutes before OFF BLOCK). Special equipment (hot air equipment, ladder, etc.) and/or special de-icing must

also be ordered at least 30 minutes before OFF BLOCK with PortGround.

9.1 Pre-De-icing

Leipzig/Halle Airport permits pre-deicing and anti-icing, which is conducted before take-off with engines

running, to be invoiced not separately but as one event. The amount of de-icing fluid used is billed as the total

amount used.

During pre-de-icing care must be taken to keep the amount of contamination at the entry doors and at

recesses low to avoid complaints from crews and passengers.

Trained aircraft personnel or an aircraft mechanic must be present during the procedure.

Since pre-de-icing occurs only seldom, there is an urgent need for all those involved in the process on the

apron (handling agent, traffic supervisor, PG-LEJ, aircraft technician, crew) to look at the aircraft and

subjectively estimate whether the de-icing procedure will take a longer amount of time and then to pass this

information on. Only such a notice can influence the order of de-icing.

PortGround – de-icing checks whether it is logistically feasible and meaningful to conduct such de-icing

procedures on the de-icing pad for the opposite take-off direction.

9.2 Engine Start Assistance

PortGround – de-icing keeps start assistance for propeller aircraft ready close to the de-icing pads. Start

assistance is invoiced according to the de-icing price catalogue.


9.3 De-icing of Engine Intakes, Rotor Blades, Landing Gear and Radoms

De-icing of engine intakes, rotor blades, landing gear and radoms must be ordered timely (at least 30 minutes

prior to STD) from the VZ of the airport or from PortGround „de-icing“.

The responsible party for ordering special de-icing and the equipment needed for it is the handling

agent/technician of the respective airline.

De-icing the engine no. 2 of an MD11 must be done by an aircraft mechanic / technician of the respective

airline. PortGround provides the necessary equipment and help in executing the procedure.

If the capacity should be exhausted based on several concurrent de-icing requests, the principle „first come,

first served“ is used.

9.4 Cockpit Window

The cockpit window should be free of snow and ice before „OFF BLOCK“. De-icing occurs at the park position

by an aircraft mechanic / technician.

9.5 Aircraft with low rotation speeds (small aircraft)

With expected de-icing of small aircraft, the personnel of the General Aviation Terminal (GAT) must request

the rotation speed of the aircraft from the pilot in command.

With a rotation speed < 85 knots, de-icing is only possible with ADF type 1 fluid. If this is not possible, then

de-icing with type 2 fluid may have a maximal mixture of ADF to water of 50:50 (up to maximally -3°C).

The dispatcher advises the de-icing crew concerning this mixture.

9.6 Stopping De-icing

Based on extreme weather conditions, de-icing may no longer be possible or reasonable.

From wind speeds of 20.5 meters/second (corresponds to 39 knots) upwards, de-icing is not allowed.

With very strong precipitation (snow, freezing rain, etc.) there are no hold over times for de-icing fluid.

With temperatures under -29°C it is no longer possible to use de-icing fluid.


9.7 Repeat De-icing

If, contrary to expectations, an already de-iced aircraft should exceed the hold over time (HOT), making a

repeat de-icing necessary, a new de-icing pad is assigned based on consultation between the tower LEJ and

the de-icing dispatcher of PortGround.

10. Note

The procedures presented in points 1 to 9 are the result of consultations between those involved in the

procedures.

During the course of the running procedure, if it should be necessary to change the procedure in some points,

all parties involved are obligated to cooperate and help.


Attachment A: Catalogue Priorities for De-icing

1. Ambulance

2. Government

3. Slot hub PAX

4. Slot hub Cargo

5. Slot (general) PAX

6. Slot (general) Cargo

7. planned PAX-flights

8. planned Cargo-flights

9. General aviation

Note: for Apron 4 there are special regulations.


Attachment B: Taxiing to the De-icing Pad DP2 and DP4


Attachment C: Taxiing to De-icing Pads DP6 and DP7


Attachment D:Taxiing to the De-icing Pads DP8 and DP9


Attachment E: Use of DP6 When the waiting Area of Ruslan Salis is occupied.


Attachment F: Use of De-icing Pad DP3

Aufstellflächen

DP 3


Attachment G: De-icing Frequencies Flight frequencies on the de-icing pads

De-icing Pad VHF – frequency Call name

DP 2 121.900 LEJ-Deicing 6

DP 4 121.900 LEJ-Deicing 6 DP 3 121.600 LEJ-Deicing DP 6 121.980 LEJ-Deicing 7 DP 7 121.730 LEJ-Deicing 8 DP 8 121.930 LEJ-Deicing 9 DP 9 121.700 LEJ-Deicing 10 DPZ1.1 121.650 LEJ-Deicing 1 DPZ1.2 121.650 LEJ-Deicing 1 DPZ2.1 121.750 LEJ-Deicing 2 DPZ2.2 121.750 LEJ-Deicing 2 DPZ3.1 121.850 LEJ-Deicing 3 Only DHL APRON4 DPZ3.2 121.850 LEJ-Deicing 3

DPZ4.1 121.950 LEJ-Deicing 4 DPZ4.2 121.950 LEJ-Deicing 4 DPZ4.3 121.950 LEJ-Deicing 4 DPZ5.1 121.630 LEJ-Deicing 5

Request 121.600 LEJ-Deicing


Attachment H: Guidelines for Holdover Times


Attachment I: Generic table ADF type I


Attachment J: Generic table ADF type II


Attachment K: brand name table ADF type II

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