NORME EUROPÉENNE English Version Aircraft ground support equipment - Specific requirements - Part 6: Deicers and de-icing/anti-icing equipment Matériel au sol pour aéronefs - Exigences
General requirements
Deicers and de-icing/anti-icing equipment must meet the standards outlined in this document, as well as the relevant criteria from EN 1915-1, EN 1915-2, EN 1915-3, and EN 1915-4, unless otherwise stated The specific requirements detailed in this standard take priority over the aforementioned standards.
5.1.2 The operating conditions shall be given by the manufacturer Deicers shall be designed to operate safely in a continuous relative humidity of up to 95 %
Materials and devices used shall take into account the environmental conditions intended to be encountered by de-icing equipment, e.g with respect to temperature, sun, precipitation and freezing effects
NOTE The operating conditions, such as temperature range to be covered and the materials chosen are depending on the airport of use (see EN 1915–1:2013, Introduction, f) — negotiation)
5.1.3 The design of deicers and de-icing/anti-icing equipment shall take into account the aircraft de- icing/anti-icing operating methods given in ISO 11076:2012 (AEA Recommendations)
5.1.4 Basket flooring, walkways and means of access outside the vehicle shall have a durable slip- resistant floor, with a minimum R13 slip-resistance classification
Slip resistance classification shall be measured in accordance with DIN 51130:2014-02, Table 3
5.1.5 Where speed limitation in accordance with EN 1915-1:2013, 5.23c) is ensured by interlocking, the corresponding safety device shall achieve Performance Level “b” in accordance with
Spray system
5.2.1 The control of hand-held spray guns shall be of the hold-to-run type
5.2.2 Fixed spray guns of deicers shall be prevented from spraying directly towards the operator's position, e.g by means of (a) positive stop(s)
5.2.3 In case of spray gun failure it shall be possible to stop the fluid flow by means of an additional shut-off valve.
Stability and strength
5.3.1 Calculation of stability and strength shall be carried out according to EN 1915-2 De-icing equipment shall be stable under all working conditions
Any life limited components shall be calculated for a foreseeable lifetime of 10 000 h of operating taking into account foreseeable wear and corrosion
5.3.2 Deviating from EN 1915-2:2001+A1:2009, 5.2.2.3 the maximum number of persons in the cabin/basket shall be two The rated load shall not be less than 205 kg
5.3.3 Where intended operation includes de-icing/anti-icing with aircraft engines running, the additional forces shall be taken into account
5.3.4 Spraying forces are considered as being dynamic forces (see EN 1915-2:2001+A1:2009, 5.2.2.4)
5.3.5 Special attention shall be given to the design of telescopic boom joints
5.3.6 The design of deicers shall not need stabilizers to ensure stability
Where chassis spring locks or torsion bars are used, they shall automatically be engaged when the cabin/basket is moved out of its stowed position
5.3.7 Where open baskets are used, the nozzle and hose(s) shall be considered as structural parts for calculation purposes
5.3.8 For fatigue stress analysis, the factor for the intended load spectrum shall not be less than one and the amount of load cycles never less than 2 × 10 4 (see also EN 1915-2:2001+A1:2009, 5.2.6)
5.3.9 The maximum overturning and corresponding stabilizing moments shall be calculated about the most unfavourable tipping lines and with empty tanks
Tipping lines shall be determined as shown in ISO 4305
NOTE For solid and foam-filled tyres the tipping lines may be taken at 1/4 of the tyre ground contact width from the outside of the ground contact width
To ensure the strength and stability of structural boom components, including the lifting/work platform, additional tests must be conducted in accordance with EN 1915-2 These tests involve a vehicle driving over a test fixture at a maximum speed of 6 km/h, both forward and in reverse The wheels that exert the highest stresses on the boom structure should be used during the test The test fixture is designed to simulate various obstacles typically found on an airport ramp, such as wheel chocks, storm drains, fuel pit lids, and snow or ice ruts It should be constructed from wood or a similar material and measure 100 mm (4 in) in height.
The test fixture measures 150 mm (6 in) in width and 600 mm (24 in) in length, featuring top corners that are symmetrically cut at 45° angles to create a flat surface of 50 mm (2 in) in width It must be securely positioned to prevent sliding or overturning while a vehicle drives over it during dynamic load testing The vehicle will operate at a maximum speed of 6 km/h, moving in both forward and reverse directions, and will suddenly apply brakes to simulate emergency stops.
Both tests will assess boom orientation and fluid tank levels to determine the maximum stress on structural boom components, with the basket or enclosed cabin loaded to its maximum rated capacity Additionally, wind load will be calculated and included in the analysis Stress levels will be measured using strain gauges or similar techniques, with their installation following relevant industry practices.
NOTE Relevant recommendations for the mounting of strain gauges can be found e.g in IIW (International Institute of weldings) publications (see Bibliography)
Design verification involves comparing the measured stresses, including wind loads, against the material's yield strength To successfully pass the tests, the minimum acceptable safety factors must align with the standards outlined in EN 1915-2:2001+A1:2009, Table 1.
Safeguards and safety devices
5.4.1 Operator's seats shall be provided with 3 point type inertial reel seat belts as used on standard automotive vehicles
The operator faces a considerable risk of being ejected from the basket due to the rough movements of the deicer/anti-icer It is essential to ensure that harness anchorage points are provided for each individual to enhance safety.
EN 795:2012 Type A shall be provided at baskets and instructions shall be stated (see also 6.2 and 6.3).
Emergency systems
Deicers must be equipped with several safety features: an emergency lowering control located at ground level or an accessible position to ensure visibility of the cabin or basket movement, which overrides standard lifting and lowering controls; an emergency control system within the cabin or basket to operate the boom during a primary power failure; and an emergency valve at the base of the lifting cylinder(s) to facilitate boom lowering in the event of total power loss, with safe access provisions if the valve is not reachable from the ground.
Emergency stops must comply with EN ISO 13850:2015, 4.1.3, ensuring that the braking system remains active At least one emergency stop should be located in the cabin or basket of deicers, with additional stops required on the outer edges accessible from ground level, specifically on each longitudinal side.
5.5.3 Emergency stops on deicers shall: a) stop and hold all boom and cabin/basket movements; b) shut down the fluid pump and heater; c) apply parking brakes
Emergency stops on deicers shall not: d) impede the emergency lowering function; e) stop the function of communication systems; f) switch off working lights; g) shut down fire extinguisher systems, where applicable
5.5.4 Emergency stops on stationary systems shall be installed at operator's position(s) as well as on the structure and reachable from ground level, e.g on each travelling gear or fundament
5.5.5 On stationary de-icing/anti-icing equipment emergency stops shall stop all motions, the fluid supply and the spraying system
5.5.6 To prevent overheating and overpressure, the fluid heater shall be equipped with safety devices The control system shall achieve Performance Level “c” in accordance with EN ISO 13849-1:2015
The de-icing and anti-icing equipment must include automatic shutdown devices for fluid pumping and heating systems in case of hazardous conditions, such as overheating or overpressure When activated, these devices ensure that the deicer can be safely moved away from the aircraft.
Operator's cabin
5.6.1 Shape and arrangement of the operator's cabin shall not restrict the field of view for travel or operation
5.6.2 Where the deicer is intended to be driven from the operator's cabin, the operator's cabin shall conform to the applicable requirements of EN 1915-1:2013, 5.2.1, 5.2.2 and 5.3
5.6.3 Devices to secure cabin doors in the open position shall be provided only where a platform with guard-rails or similar contrivance prevents falling to the ground
5.6.4 The operator’s cabin or basket shall allow safe access from the ground in the stowed position, and provide for safe and easy entry and exit
The cabin door or basket gate must be designed to open inward and should either automatically self-close and latch or incorporate equivalent safety measures to mitigate the risk of falling.
Boom movements, including lifting from the stowed position, are prohibited unless the cabin door or basket gate is securely closed and latched During normal operation, it must be impossible to unlatch the door or gate from inside when the cabin or basket is not stowed.
This shall be ensured by interlocking, with door/gate locking, the related interlocking system shall achieve Performance Level “c” in accordance with EN ISO 13849-1:2015
5.6.7 In emergency, it shall be possible to evacuate and escape.
Controls, monitoring devices and displays
5.7.1 The cabin/basket shall be equipped with a complete set of controls permitting the operator to move the boom and the cabin/basket through any of their motions
5.7.2 Operation of the equipment and its controls shall be positive, smooth and jerk-free, e.g by proportional control, automatic transmission
Controls that are not located within an enclosed cabin must be designed for easy operation, even when users are wearing gloves This includes maintaining a minimum distance of 60 mm between levers and ensuring that push-buttons have a minimum diameter of 40 mm, along with a hoop to prevent accidental activation.
5.7.4 Controls not situated in an enclosed cabin shall be protected against fluid spray and/or inadvertent snagging from lines or hoses
5.7.5 Controls of equipment such as pumps, mixers, heaters need not be of the hold-to-run type
5.7.6 Where de-icing/anti-icing equipment is operated by more than one person, it shall be provided with a two way communication system, e.g radio.
Lights
In accordance with EN 1915-1 standards, it is essential to provide specific lighting requirements, including non-glare and non-reflecting illumination for control panels, as well as a minimum of 1000 lumens of working light to adequately illuminate the spray area.
Fire protection
5.9.1 A deicer shall be provided with space for at least one fire extinguisher (minimum 6 kg for Class
5.9.2 Where the fluid heater is a flame type, an automatic fire extinguisher system shall be incorporated
5.9.3 Fuel and flammable fluid lines shall be installed with a minimum of 50 mm clearance to electrical systems Where installed close to exhaust systems, metallic piping shall be used
5.9.4 Fuel and flammable fluid tanks shall be located for protection against collision damage
Fuel and flammable fluid tanks must be strategically placed and installed to prevent any overflow during filling or leakage from affecting engines, exhaust systems, electrical systems, or other ignition sources, as well as to ensure that no hazardous fluids enter the driver's cabin.
Protection against heat
5.10.1 Parts heated by the process fluids that are to be handled by operator(s) shall be insulated The maximum surface temperature shall not exceed 43 °C (see also EN ISO 13732-1, 8 h contact time)
5.10.2 Filling or dumping systems for hot fluid shall be designed and positioned so that the operator is not subjected to hazards of burns.
Protection against poisoning
5.11.1 Where the exposure of the operator to toxic de-icing/anti-icing fluid, splash, vapours, aerosols, jet blast or exhaust gases is significant, enclosed operator's cabins shall be installed
NOTE 1 For significance see applicable limits for the intended airport of use (see EN 1915–1:2013, Introduction, f) — negotiation)
NOTE 2 See Annex C for toxicological aspects of de-icing/anti-icing fluids
NOTE 3 The environmental aspects of de-icing/anti-icing fluids are described in Annex D
Enclosed cabins for de-icing and anti-icing equipment that utilize toxic fluids must be equipped with a suitable filtration system at the air intake This system should effectively remove aerosols and vapors generated during operation and must include a pre-filter, a HEPA filter (High Efficiency Particulate Air filter), and an appropriately sized activated carbon filter.
For fluids based on mono ethylene glycol (MEG) or diethylene glycol (DEG), it is essential to use a pre-filter type F7 (EN 779:2012), a HEPA filter type H13 (EN 1822–1:2009), and a carbon-active filter type A (EN 14387:2004+A1:2008) For other toxic fluids, the filtration system must be determined based on the fluid's material safety datasheet (MSDS).
NOTE 2 For maintenance and replacement of components of the filtration filter, refer to 6.3
In addition, with the filter system operating, ventilation shall maintain a positive pressure in the cabin
5.11.3 Filling or dumping systems for fluid shall be designed and positioned so that the operator is not
Special requirements for deicers
5.12.1 The requirement of EN 1915-1:2013, 5.21.3 is fulfilled for proportional controlled movement of deicers if load bearing cylinders are equipped with load control valves
5.12.2 Tow hooks shall be installed on the chassis structure of deicers, at least one at front and one at rear
For optimal performance, it is recommended to use tow hooks that meet the appropriate standards for automotive chassis If standard tow hooks are not available, the strength calculations should consider the forces determined by the formula: gross mass multiplied by 10, and then multiplied by the coefficient of friction for tyres on dry, clean concrete.
5.12.3 Tow hooks shall be accessible and useable irrespective of the position of the cabin/basket
5.12.4 The wheel clearance shall be adequate for the installation and operation of tyre chains Vulnerable components shall be protected against damage by the chains.
Operating speeds
The operating speeds for the movements of the cabin or basket of deicers must adhere to specific limits: a maximum of 0.4 m/s for single speed on/off controlled movements, 0.6 m/s for proportional controlled movements that feature smooth starting and stopping, and 0.7 m/s for proportional controlled horizontal slewing movements measured at the outer edge of the lifting or work platform.
Warning devices for stationary de-icing/anti-icing equipment
Stationary de-icing and anti-icing equipment that operates on the ground, such as on rails, must be equipped with appropriate warning devices, including sound and light signals These warning devices should automatically activate during the equipment's movement.
NOTE The type and characteristics of warning devices are depending on the airport of use (see EN 1915– 1:2013, Introduction, f) — negotiation)
Marking
Permanent marking of data shall consist of metal plates securely attached (e.g riveted, welded) to the structure
Markings shall include at least those markings required by EN 1915-1 and the additional markings in 6.2.
Additional marking
Additional marking for deicers
In accordance with EN 1915-1:2013, 6.1, deicers and de-icing/anti-icing equipment must feature specific markings, including the unladen mass on each axle, permissible wind and jet blast velocity, cabin/basket load capacity, and the maximum number of persons allowed Additionally, an operating instruction summary should be provided at the operator's location and near the relevant controls for emergency lowering It is also essential to include a pictogram for harness usage and a warning on open basket deicers stating, "Do not use with toxic fluids."
Additional marking for stationary de-icing/anti-icing equipment
Stationary de-icing and anti-icing equipment must include specific markings in addition to those outlined in EN 1915-1:2013, 6.1 These markings should indicate clearance dimensions such as height, width, and span, which must be visible from both the operator's position and ground level Additionally, the equipment should display the wind and jet blast velocity thresholds that necessitate halting operations, along with the required safety measures, also readable from both vantage points An operating instruction summary should be accessible at the operator's location, and a separate summary for emergency lowering should be positioned near the relevant controls.
Instructions
Each deicer and de-icing/anti-icing equipment must be accompanied by operating and maintenance instructions that comply with EN 1915-1 These instructions should provide comprehensive information tailored to the specific type and design of the equipment, including: a) complete operational guidelines; b) usage protocols for deicers with aircraft engines running or not; c) required personal protective equipment; d) considerations for severe operating conditions such as wind, jet blast, and uneven ground; e) identification of danger zones during aircraft de-icing; f) compatibility with various aircraft types; and g) specifications for the types of de-icing/anti-icing and washing fluids, including water-based options, that the equipment is designed to use.
Avoid using open basket deicers that contain toxic substances like monoethylene glycol (MEG) or diethylene glycol (DEG), in accordance with EU Directive 2004/37 EC.
To ensure safety in operations, appropriate personal protective equipment must be utilized as outlined in the Material Safety Data Sheets (MSDS) Key safety measures include implementing controls, using movement controls during spray procedures, and establishing emergency and rescue protocols Regular checks and testing procedures are essential, alongside a minimum training program for operators It is crucial to use the correct type of hoses in the fluid system and adhere to safety requirements during maintenance Additionally, lashing points and transportation facilities must be properly maintained, and the filtration system should undergo periodic checks and component replacements Bystanders must be kept clear of the spray zone, and a safe cleaning procedure for spray liquid tanks should be followed Lastly, noise levels should comply with the EN 1915-4 standard.
The verification of requirements shall be carried out generally in accordance with EN 1915-1:2013, Clause 7 and EN 1915-2:2001+A1:2009 See also details for verification in EN 1915-3 as relevant and
Functional tests and measurements must verify the following systems: the spray system, emergency systems, operational visibility, controls and monitoring devices, lighting, speeds, warning devices, and braking and steering mechanisms, as outlined in the relevant sections and EN 1915-1 standards.
In addition, each harness anchorage point shall be tested according to EN 795:2012 Type A
Hazardous situations Relevant clauses in this part of
Structural failure due to insufficient mechanical strength 5.3
Unbalance due to energy of moving elements or additional forces (dynamic forces) 5.3.1, 5.3.3, 5.3.4,
5.3.5 Vehicle tilting or overturn and instability due to inadequate dimensioning 5.3.1, 5.3.6, 5.3.9
Vehicle tilting or overturn and instability due to wind 5.3.1
Structural failure due to snow load 5.3.1
Being run over due to machinery mobility
Collision or person run-over due to insufficient visibility 5.6.1, 5.6.2
Collision or person run-over due to missing or inappropriate warnings 5.14
Being thrown Operator (Driver) thrown or injured due to inadequate restraint 5.4.1, 5.4.2
Crushing or shearing Crushing by cabin door 5.6.2, 5.6.3, 5.6.4
Impact Hitting due to the inadequate surfaces and or corners 5.6.2
Hit by the spray gun or parts of it due to inadequate design 5.2 Hit by the spray gun or parts of it due to missing or inadequate safety system 5.5.3, 5.5.5
Cutting Cutting or severing due to splintering material 5.6.2
Cutting or scratches due to sharp corners or edges 5.6.2 High pressure fluid impact Hit by high pressure fluid jet due to inadequate design of the spray system 5.2.2, 5.2.3
Slipping due to slippery walkway or standing position surface 5.1.1, 5.1.4
Tripping due to jerks in movements 5.7.2, 5.13 b)
Hazardous situations Relevant clauses in this part of
Falling from height due to missing or insufficient means for fixing a safety harness 5.4.2, 5.5.1 c)
Falls from heights can occur due to inadequate access methods, improper dimensions, or poor placement of walkways and working areas Additionally, risks are heightened when cabin doors or basket gates open while elevated.
Burn, electrocution from arc or live parts
Contact of persons with live parts (direct or indirect contact) 5.1.1
Objects or materials with high temperature
Burning by hot parts due to inadequate or insufficient cover 5.10
Burning by a hot medium due to inadequate or insufficient safety system 5.2.2, 5.2.3, 5.5.3,
Hazards to persons due to missing or inadequate fire extinguisher 5.9.1
Hazards to persons from equipment fire due to missing or inadequate fire protection 5.9.3, 5.9.4, 5.9.5
Hazards to persons from fire hazard due to fluid heater burner malfunction 5.9.2
Loss of hearing, loss of awareness, accidents
Deafness, physiological disorders (e.g loss of balance, loss of awareness), accidents due to interference with communication and to non-perception of auditory warning signals
Neurological or osteo- articular disorder
Whole body vibration, particularly when combined with poor postures 5.1.1, 5.6.2
Hazardous situations Relevant clauses in this part of
7 Hazards generated by materials or substances
Hazards to persons from contact with or inhalation of harmful substances due to missing or inadequate protection 5.2.2, 5.11.1, 5.11.2 Contact with harmful fluids due to inadequate filling or dumping systems 5.11.3
Unhealthy postures or excessive effort 5.5.1 a), 5.6.2, 5.6.4
Discomfort due to insufficient atmospheric environment in the driver cabin 5.6.2, 5.11.2, 5.11.3
Insufficient visibility from driving or operating position 5.6.1 Inadequate design, location or identification of manual controls 5.5.1 a); c), 5.5.2,
5.5.4, 5.7 Misunderstanding of safety signs or markings 6.1, 6.2 Misunderstanding of manufacturer's instructions 5.5.3, 6.2.1 d); e),
Visual fatigue Inadequate local lighting 5.6.2, 5.8
9 Hazards associated with the operating environment
Structural damage, fatigue, failure and/or dysfunction of the relevant controls, control system and/or safety systems
Miscellaneous hazards to Persons due to inadequate design of the equipment
Collision with other objects due to excessive speed of lifting device 5.13
Collision with other objects or person due to insufficient visibility 5.6.1, 5.6.2
Collision with other objects due to inappropriate illumination of the working area 5.8 b)
Collision with other objects due to missing or inappropriate 5.14
Hazardous situations Relevant clauses in this part of
Collision with other objects due to vehicle uncontrollable sliding on ice or snow 5.12.4
Injuries or other physical harm from inappropriate controls and/or control systems
Simultaneous hazardous situation due to failure and/or dysfunction of the relevant control or control system
Injuries, distressing situations or physical harms
Loss of balance due to unexpected movement and/or speed of lifting device 5.13
Loss of balance due to unexpected movements of the lifting device 5.12.1
Persons stuck up on the raised cabin/basket in an emergency situation due to lifting system failure 5.5.1, 5.6.7, 5.12.1
Person stuck in a enclosed area/cabin due to missing means to escape 5.6.2, 5.6.7
Miscellaneous hazards to Persons due to inadequate consideration of matching between operational conditions and the design of the equipment 5.1.3
Hazardous situations not identified due to lack of communication between operators 5.7.6
General
This section outlines guidelines for the performance and capacity of fluid systems used in de-icing equipment, along with verification methods essential for ensuring the reliability of de-icing operations.
This annex aims to outline essential technical design criteria for aircraft de-icing equipment, focusing specifically on functionality, safety, and performance rather than providing an exhaustive list.
The annex is divided into the following three subdivisions: a) B.2 Functional information; b) B.3 Recommendations for fluid system performance and capacity; c) B.4 Verification of fluid system functions
The general functional requirements of a deicer can be found in ISO 11077:2014
Sections B.2, B.3, and B.4 are recognized as internationally mandatory standards by the industry, civil aviation authorities, and airlines These requirements, developed over several years, are crucial for the design of de-icing and anti-icing equipment.
The applicable Civil Aviation Regulations are: a) IC AO 9640-AN/940 (see Bibliography); b) EASA EU-OPS Subpart D, 1.345 (see Bibliography).
Functional information
General
To enhance the effectiveness of snow and ice removal, de-icing equipment must be engineered to spray fluids at temperatures reaching 95 °C, while ensuring that the aircraft's surface temperature does not exceed the maximum allowable limit of 70 °C at skin level.
Size/design of de-icing equipment
The design and size of de-icing equipment must be collaboratively determined by the manufacturer and the user, as operational conditions differ significantly across airports Key requirements such as the reach of the aerial device, tank capacity, and heating methods can vary greatly.
In airports where prolonged de-icing operations or de-icing of aircraft with running engines occur, using a deicer with an enclosed cabin significantly improves the working environment by reducing exposure to noise, adverse weather conditions, glycol, and aerosols.
Effective operator training is crucial for executing rapid, technically sound, and environmentally safe de-icing operations Therefore, the design of the basket or operator's cabin must prioritize these training needs.
Airports may have specific conditions, such as narrow gates and low tunnels, that necessitate special requirements for the maximum width and height of deicers when the aerial device is in its base position It is essential for these specifications to be agreed upon between the manufacturer and the user.
Recommendations for fluid systems
General
Agreement on size and configuration of the fluid tanks should be made between manufacturer and user to suit the conditions on the airport concerned
The design of de-icing equipment is crucial, as the fluid system must operate effectively at temperatures ranging from -20 °C to 95 °C, accommodating both cold Newtonian and Non-Newtonian (pseudoplastic) fluids Additionally, it should be capable of handling all commercially available de-icing and anti-icing fluids that meet aerospace specifications.
Fluid tanks
When designing fluid tanks, it is essential to consider the mobile use of deicers The tanks must be properly stiffened to withstand dynamic forces during maneuvering Additionally, adequate baffling is necessary to prevent pump starvation and to minimize fluid motion.
Using a tank constructed from non-corrosive materials is essential to prevent fluid discoloration and is crucial for de-icing equipment designed to manage Non-Newtonian (pseudoplastic) fluids.
As fluid in tanks is often heated or filled from filling pumps via valves in the bottom of the tank, suitable vents, overflows and drains should always be provided
Each tank should, where necessary, be provided with a manhole, big enough to allow a person wearing personal protective equipment to enter the tank for cleaning and inspection
When heating fluid tanks, it is essential to use insulation to limit heat loss to no more than 1 °C per hour, especially when the temperature difference (ΔT) between the fluid and the ambient environment reaches 100 °C The insulation material should be non-absorbing and ideally flame retardant Additionally, installing isolation shut-off valves at strategic points on each tank can help minimize spillage in the event of fluid line failures, such as hose bursts.
To avoid incorrect connections of filling equipment, it is advisable to vary the dimensions of filling couplings between different tanks.
Pipe and pump system
Non-corrosive materials (e.g stainless steel) are most suitable for the pipe system of de-icing equipment, and a necessity if the equipment is designed for spraying Non-Newtonian (pseudoplastic) fluid
The flow demand for de-icing and anti-icing operations is influenced by factors such as precipitation on the aircraft, wind conditions, fluid temperature, and spraying distance A deicer capable of delivering a flow rate between 50 l/min and 275 l/min at a pre-nozzle discharge pressure of 650 kPa, with the boom fully elevated, is suitable for all de-icing tasks.
A 100 % Non-Newtonian (pseudoplastic) fluid system should be designed to spray 20 l/min to
100 l/min, when the boom is fully elevated
The general demand for a Non-Newtonian (pseudoplastic) fluid concerning degradation, is a maximum of 20 % viscosity loss when pumping the fluid through the whole system from tank to nozzle output
To meet this requirement, it is essential to choose fluid system components, such as pumps, spraying nozzles, and pipes, that minimize degradation of the thickened fluid caused by excessive agitation or molecular shearing.
As pumping fluid through relief valves or using by-pass valves to maintain pressure will degrade the fluid, it is necessary that the pumps “work on demand”
For an efficient de-icing operation, operators must maintain complete control over the nozzle's movement, allowing for adjustments between fan-shaped and solid beam patterns, as well as varying the flow rate from minimum to maximum Additionally, it is essential for operators to monitor the fluid temperature at the nozzle from the cabin.
For Non-Newtonian (pseudoplastic) fluid systems, a nozzle type permitting a spray pattern with a minimum of degradation should be used
For underwing de-icing, a ground level hose reel with minimum 15 m hose length and a spraying nozzle may be provided
Selecting and spraying multiple types of fluids or fluid mixes is often essential for safe and effective operations, such as environmentally friendly de-icing and two-step de-icing processes To ensure safety, it is crucial to provide operators with clear information about which fluid system is currently in use.
Heating
Many deicers are equipped with various means of fluid heating, e.g Diesel fuel heaters, heat exchanger, electrical heating, etc
Diesel fuel heaters must function effectively while the deicer is in motion during de-icing and anti-icing operations, as the heating time after refueling can be crucial in severe weather conditions.
When heating Non-Newtonian (pseudoplastic) fluids, it is essential to use a heating system that preserves the fluid's integrity Careful consideration must be given to the surface temperature of the heating element, as it plays a crucial role in maintaining the properties of Non-Newtonian fluids.
According to ISO 11078:2007, a Non-Newtonian (pseudoplastic) fluid should not experience more than 10% degradation over a 30-day period at 70 °C, as measured by a Brookfield Viscometer, provided that the original fluid adheres to the manufacturer's specifications.
Mixing systems
It can be very useful to provide de-icing equipment with a mixing system for spraying a mixture of water and Newtonian fluid or Non-Newtonian (pseudoplastic) fluid
The operator's manual for de-icing equipment with a mixing system should clearly state the system's accuracy This information is essential for operators to assess the safety margin during de-icing operations and to verify the proper functioning of the mixing system.
Improving system safety requires an effective method for easily detecting when the accuracy of fluid mixing falls outside the specified tolerance Despite the advanced automatic verification capabilities of the de-icing equipment, operators must still conduct daily checks on the fluid mix accuracy at the nozzle during de-icing operations.
A step-by-step method of how to test the accuracy and reliability of the mixing system, prescribed in the operator's manual, will be helpful for operators and maintenance personnel
The design must guarantee that the mixing system creates a uniform fluid mixture, maintaining the specified concentration without significant deviations Failure to meet these criteria poses a risk of spreading an incorrect mixture over extensive areas.
Verification of fluid system functions
General
Verification of fluid metering systems, fluid mixing system and degradation of Non-Newtonian (pseudoplastic) fluid is necessary on any de-icing equipment
The following step-by-step method is established to ensure that tests are performed under the same conditions and thus comparable and reproducible.
Verification of accuracy of a fluid mixing system
To verify the accuracy of a fluid mixing system, follow these steps: first, fill the two tanks with an adequate volume of fluid, such as water and either a Newtonian or Non-Newtonian (pseudoplastic) fluid Next, start the mixing system and select the desired fluid mix Purge the system until the selected mix is consistently dispensed from the nozzle Then, spray the fluid into a barrel or bucket lined with a suitably sized and strong plastic bag or sack until a sufficient volume is collected Finally, remove the bag from the barrel and compare the refractive index of the collected fluid mix with that of a manually mixed sample.
The accuracy shall be within the specified limit
If more than one fluid mix ratio is to be tested, the above-mentioned method should be repeated from b).
Verification of fluid system concerning degradation of Non-Newtonian (pseudoplastic) fluid
To verify a fluid system for the degradation of Non-Newtonian (pseudoplastic) fluid, ensure the tank is clean and free of water before filling it with an adequate volume of the fluid Collect two reference samples from the tank, then select 100% Non-Newtonian (pseudoplastic) fluid and purge the system until it flows from the nozzle Finally, spray the fluid into a barrel or bucket lined with a strong plastic bag, ensuring a sufficient volume is collected, and take detailed notes on all parameters.
3) shape of spray jet; f) the test shall as a minimum be carried out with maximum flow rate and maximum angle on spray jet; g) compare the samples from the bag/sack with the reference samples concerning Brookfield viscosity and hold-over-time.
Verification of accuracy of a fluid metering system
To ensure the accuracy of the fluid metering system in de-icing equipment, it is essential to conduct a verification test by spraying a compact stream into a bucket or barrel lined with a durable plastic bag or sack, ensuring that no fluid escapes from the container.
Remove the bag and monitor the contents Compare with the figures indicated on the fluid meter display Accuracy shall be within the stated tolerance
Toxicological aspects of using de-icing/anti-icing equipment
General
This annex focuses on the toxicological issues associated with the use of de-icing and anti-icing fluids in aircraft, specifically emphasizing the implications of glycol without considering the effects of additives that enhance viscosity, reduce flammability, or prevent corrosion.
The article discusses the use of glycol for de-icing and anti-icing, highlighting its general applications in section C.1 Section C.2 focuses on strategies to minimize and address associated challenges In C.3, the effects of glycol on human health are examined, followed by recommendations for reducing these impacts in section C.4.
The Association of European Airlines (AEA) and ISO have defined two categories of de-icing and anti-icing fluids, specifying that Newtonian de-icing fluids must have a minimum glycol content of 80 percent by weight.
Non-Newtonian (pseudoplastic) anti-icing fluids must consist of at least 50 percent by weight of glycols, with no specific type of glycol mandated In Europe, the most frequently utilized glycols are mono propylene glycol and diethylene glycol, while mono ethylene glycol is commonly used in North America.
De-icing and anti-icing fluids primarily consist of glycols and water, supplemented by small quantities of proprietary additives, neutralizers, inhibitors, and thickeners specifically in anti-icing formulations.
The application of de-icing and anti-icing fluids can lead to environmental exposure, affecting both water and soil, as well as posing risks to personnel The extent of environmental impact is influenced by the protective measures implemented, while personnel exposure is determined by the application methods and the personal protective equipment used.
Systems and training of operators
General
To ensure personnel and environmental safety during the de-icing process, it is crucial to focus on minimizing the use of de-icing and anti-icing fluids while prioritizing flight safety This can be accomplished by utilizing specialized low fluid-consuming spraying equipment and ensuring that de-icing staff are well trained.
Design of the spraying equipment
To ensure optimal environmental protection, de-icing equipment should be designed for a short spraying distance This approach minimizes temperature loss from extended spray distances, optimizes the physical impact of the spray jet, and reduces fluid loss due to wind effects.
A short spraying distance makes it possible to minimize the fluid consumption and by that, the exposure of glycol to the environment
The de-icing equipment's fluid system allows operators to select a glycol/water mix tailored to current weather conditions, ensuring optimal glycol concentration within safety limits The nozzle is designed to deliver both a concentrated spray for effective de-icing and a flared spray for anti-icing, preventing new ice formation Dedicated fluid lines for 100% Non-Newtonian (pseudoplastic) fluid minimize fluid loss during selection changes Additionally, a printout with relevant data can aid in documentation and statistical analysis.
Training of operators
Theoretical training for aeronautical purposes, as outlined in EU-OPS 1.345, must encompass a fundamental understanding of de-icing reasons and procedures Operators need to identify key de-icing points to effectively apply de-icing fluid, ensuring adequate application on critical areas while conserving fluid on non-critical zones.
Effective practical training should ensure that operators feel fully integrated with the de-icing equipment This comprehensive familiarization allows operators to grasp the equipment's functionality and maximize its design advantages, ultimately reducing fluid consumption.
C.2.3.3 Composition of the de-icing staff
Optimizing de-icing staff involves striking a balance between maintaining a small team for efficiency and ensuring sufficient personnel to handle absences It is advisable to have permanent specialized staff to preserve and enhance their skills over time, maximizing both experience and operational effectiveness.
Establishing a system for recording and controlling operations is essential for effectively evaluating and monitoring operator training and performance This system should capture critical details such as flight number, aircraft type, duration of operation, volume and type of fluid used, and weather conditions.
Effects on humans
Toxicity of glycols
Glycols are hygroscopic substances that can lead to skin and mucosal dryness with prolonged exposure, causing irritation to the skin, eyes, and respiratory tract Monoethylene glycol and monopropylene glycol are easily absorbed through the skin, while diethylene glycol requires extended contact for absorption.
C.3.1.2 Mono propylene glycol (MPG) – CAS number 57-55-6
Mono propylene glycol is metabolized into lactic acid and pyruvic acid, which are natural components of the body's glycolysis pathways It is considered practically non-toxic and is permitted for use in cosmetics and medicinal applications for skin However, prolonged skin contact may lead to rare instances of allergic eczema.
C.3.1.3 Mono ethylene glycol (MEG) – CAS number 107-21-1
Monoethylene glycol is metabolized in the body to oxalic acid, which can bind with calcium ions, leading to the formation of calcium oxalate crystals or "stones" in the kidneys and bladder Long-term exposure to high concentrations may increase the risk of bladder cancer Additionally, prolonged skin contact can result in rare cases of allergic eczema Large doses of monoethylene glycol are toxic to the kidneys and central nervous system, with an oral dose of around 100 g potentially being fatal.
MEG is classified as Acute Tox* (4) – hazard statement code H302
C.3.1.4 Diethylene glycol (DEG) – CAS number 111-46-6
Diethylene glycol is converted in the body to 2-hydroxyethoxyacetic acid, which is excreted in urine High doses can be harmful to the kidneys and central nervous system, with an oral intake of around 75 g potentially leading to fatality in humans.
The three glycols exhibit low toxicity to experimental animals, with LD50 values between 6 g/kg and 33 g/kg depending on the specific glycol and species While both monoethylene glycol and diethylene glycol are toxic to humans, only monoethylene glycol is classified as a dangerous substance in the EU In contrast, monopropylene glycol is considered non-toxic Diethylene glycol (DEG) is classified as Acute Tox* (4) with the hazard statement code H302.
Table C.1 — Acute toxicity of glycols and EU classification
9–26 (g/kg bw a) 1,0 (g/kg bw a) H302 a bw means body weight b no values found
Work environment considerations
De-icing and anti-icing fluids contain glycol, which can irritate the skin, eyes, and mucous membranes Additionally, monoethylene glycol and diethylene glycol are toxic to humans The de-icing process generates high concentrations of aerosols and vapors, and inhaling these can lead to negative effects on lung health.
To minimize personnel exposure to de-icing and anti-icing fluids, it is essential to implement protective measures In instances of exposure, individuals must don a protective suit with a hood, gloves, a face shield, and a respirator The respirator should be equipped to guard against wet aerosols and vapors, adhering to the recommendations outlined by the fluid supplier in the Material Safety Data Sheet (MSDS), specifically utilizing filters of class P2, P3, and A as per EN 143:2000.
Aircraft internal environment considerations
During the de-icing and anti-icing process, individuals inside the aircraft may be exposed to de-icing fluids and their pyrolysis products that can enter through the ventilation system To prevent potential health risks, it is essential to turn off the aircraft's ventilation system during this procedure, as recommended by ISO 11076:2012.
Recommendations
This chapter provides key recommendations for enhancing safety during the de-icing and anti-icing processes: a) Mechanize the de-icing/anti-icing procedures to reduce personnel exposure; b) Ensure that personnel involved in manual de-icing/anti-icing are adequately protected; c) Turn off aircraft air conditioning systems while de-icing is in progress.
Environmental aspects of de-icing/anti-icing at airports
General
This annex addresses the environmental issues caused by the use of de-icing and anti-icing fluids on aircraft, particularly their impact on airport surroundings It aims to identify solutions for users to mitigate these problems, focusing specifically on glycol usage without considering the effects of additives that enhance viscosity, reduce flammability, or prevent corrosion.
Microorganisms can use glycols as a carbon and energy source, converting them into water and carbon dioxide This transformation necessitates oxygen from the environment, which may lead to oxygen depletion.
IMPORTANT — This oxygen consumption is considered the biggest environmental problem in connection with de-icing of aircraft today
Theoretically the glycols require the following amounts of oxygen for complete transformation:
Table D.1 — Oxygen demand for transformation of glycol
Glycol oxygen demand kg oxygen/kg glycol
Mono ethylene glycol 5 atoms oxygen per molecule 1,3
Mono propylene glycol 8 atoms oxygen per molecule 1,7
Diethylene glycol 10 atoms oxygen per molecule 1,5
Table D.1 indicates that a diethylene glycol molecule requires the most oxygen atoms for degradation into water and carbon dioxide However, when considering weight, mono propylene glycol necessitates a greater amount of oxygen.
The oxygen content in seawater varies due to factors like temperature and seasonal changes, but a theoretical value of 10 mg/kg is often used for calculations To degrade 1 kg of mono propylene glycol, approximately 170 m³ of water is required for oxygen supply.
For additional information about different types of glycol see also C.3.1.
Environmental protection
General
De-icing on dedicated pads near the runway minimizes glycol consumption by reducing hold-over time, enabling the use of a weaker Newtonian solution or potentially eliminating the need for Non-Newtonian (pseudoplastic) fluids.
Despite the efficiency of de-icing systems, including equipment, pads, and operators, the presence of glycol residue is inevitable This necessitates two key actions: a) the collection of used glycol.
Collection of glycol
When collecting used glycol, two different methods are most common: a) mobile collection; b) central collection
The primary objective is to gather glycol in the most concentrated form achievable, which simplifies the subsequent treatment process and minimizes the necessary capacity of collection tanks.
Used glycol is collected using specialized vehicles that employ suction or absorption methods, a process that can be time-consuming and temporarily limits de-icing operations Suction vehicles are typically modified mobile vacuum street cleaners, while absorption vehicles function as mobile roller sponge fluid collectors These absorption vehicles are particularly useful at airports where de-icing occurs at the gate, as they effectively manage glycol that cannot be contained within the drainage system.
Immediate removal of glycol after aircraft de-icing is essential to effectively capture the majority of the substance before it diffuses and dilutes.
At airports equipped with dedicated de-icing areas, the glycol used during the process can be efficiently directed from collecting pads into an underground drainage system Key considerations must be taken into account when designing both the collecting pad and the drainage system to ensure effective management of de-icing fluids.
The pad's surface must be engineered to prevent fluid displacement during aircraft break-away power, with a grooved design that features grooves oriented perpendicular to the aircraft Utilizing materials like concrete or rubber mats is essential to inhibit fluid seepage while maintaining adequate friction, even with Non-Newtonian (pseudoplastic) fluids Additionally, the surface must be durable against environmental factors and treatments to avoid degradation, as any breakdown can diminish friction and elevate the risk of foreign object damage (FOD) to aircraft engines.
A by-pass facility is essential for diverting non-contaminated water back to the standard waste water system, which helps prevent the need for excessively large tanks To optimize efficiency, the retention time of fluid in the collection system should be minimized, ensuring that fluid moves swiftly from the collecting pad to the storage tank or waste water system.
Treatment of glycol
The collected glycol can be treated in 3 different ways: a) recycling; b) destruction;
To determine if recycling glycol is the most effective treatment method, various airport-specific conditions must be evaluated Key factors include the average and total glycol consumption, precipitation levels, and the estimated volume of collected fluid Additionally, the concentration of glycol in the collected fluid, the quality of the glycol influenced by environmental contaminants, and the total energy requirements for the recycling process are crucial The efficiency of utilizing excess heat from distillation, the capacity of buffer tanks, and ensuring that recycled glycol meets the quality of new glycol are also important considerations Finally, a comprehensive cost analysis comparing the expenses of recycled glycol against new glycol, along with the environmental impacts of recycling versus alternative treatment methods, must be conducted.
When designing a distillation unit, it is crucial to consider the appropriate size of the buffer tank The unit's capacity may remain constant, but the fluid demand fluctuates based on factors like weather conditions and flight activity Therefore, it is essential to account for the potential need to store significant amounts of glycol in the buffer tank.
Burning glycol is very energy consuming due to the content of water, despite the burning value of the glycol itself The environmental consequences of burning should also be investigated
The final method discussed is the decomposition of glycol using aerobic microorganisms By directing glycol to a municipal sewage treatment facility, the process can be effectively managed, allowing for the regulation of oxygen consumption This approach helps prevent issues associated with disrupting the oxygen levels in natural water bodies.
Microorganisms responsible for decomposition require more than just glycol and oxygen; they need additional essential nutrients to maintain their vital functions These necessary substances are typically found in public sewage treatment plants, facilitating the process of glycol decomposition.
The decomposition rate of glycol varies greatly with the ambient temperature The inlet of glycol should therefore be regulated in accordance herewith
The sewage plant will maintain a fixed capacity, yet its workload will fluctuate due to daily peaks and seasonal changes Consequently, the regulation of glycol inlet must account for these variations The considerations for determining the appropriate buffer tank size align with those for glycol recycling Additionally, it is crucial that the sewage plant's capacity is compatible with the airport's size.
There is no one-size-fits-all approach to effectively remove glycol at airports, as each location presents unique challenges Key factors influencing the optimal method include economic considerations, the volume of glycol present, the surrounding topography and urbanization, compliance with local health, safety, and environmental regulations, meteorological conditions, and specific environmental and ecological factors.
Environmental effects of de-icing/anti-icing fluids
General
The following describes the environmental effects, including the toxical aspects, on surrounding environment: a) effects on aquatic environment (see D.3.2); b) effects on soil environment (see D.3.3); c) effects on humans (see C.3)
Additional safety information can be found in material safety data sheets in accordance with 91/155/EEC.
Effects on aquatic environment
Glycols are easily biodegradable in aquatic environments, such as wastewater and sludge, with biodegradation rates influenced by temperature; lower temperatures result in slower degradation Monoethylene glycol and monopropylene glycol are completely degraded, with monopropylene glycol degrading at the fastest rate In contrast, diethylene glycol shows lesser degradation, likely due to the presence of an ether bond.
Glycols exhibit low or negligible toxicity to aquatic organisms, with diethylene glycol being the most toxic and mono propylene glycol the least toxic to bacteria, fish, and mammals.
Effects on soil environment
In soil all three glycols are readily biodegraded As in water, biodegradation in soil depends of the temperature, as may be seen from Table D.2
Table D.2 — Mean biodegradation rates of glycol in soil
Mean biodegradation rates in soil [mg glycol/(kg soil x day)]
The degradation takes place over a wide range of concentrations indicating that glycols do not inhibit the growth of soil microorganisms, i.e they are probably not toxic to these.
Recommendations
In summary, it is recommended that de-icing and anti-icing procedures be optimized to minimize the use of fluids while ensuring safety Additionally, these procedures should be conducted in designated areas designed to manage residual fluids, preventing environmental contamination The collected fluids should then be properly treated through methods such as recycling, controlled feeding to a biological purification facility, or safe disposal.
The Machinery Safety Directive 2006/42/EC, Annex I calls for loading control according to the following quotations:
Machinery with a maximum working load of at least 1,000 kg or an overturning moment of no less than 40,000 Nm must be equipped with warning devices to alert the driver and prevent hazardous movements.
— of overloading, either as a result of the maximum working load or the maximum working moment due to the load being exceeded; or
— of the overturning moment being exceeded.
6.1.2 Loading control for machinery moved by power other than human strength
The requirements of section 4.2.2 apply regardless of the maximum working load and overturning moment, unless the manufacturer can demonstrate that there is no risk of overloading or overturning.
The risk of overloading as mentioned in 6.1.2 of Machinery Directive 2006/42/EC, Annex I does not exist for the machinery covered by this standard
— the machinery is exclusively designed for de-icing/washing, not for e.g maintenance purposes, and contain no facilities for other purposes than de-icing/washing;
— no load in the cabin/basket other than the operators;
— no external overload to be expected when used as intended;
— the risks due to incorrect use, such as excessive slope or use on unprepared supporting surfaces, do not exist in de-icing/washing areas of airports;
— stability is automatically ensured for all configurations;
— the operation instructions delivered with each deicer include information for intended and unintended use
Relationship between this European Standard and the essential requirements of EU Directive 2006/42/EC aimed to be covered
This European Standard was developed in response to the Commission's standardization request “M/396” to offer a voluntary method for meeting the essential requirements outlined in EU Directive 2006/42/EC, which pertains to machinery and amends Directive 95/16/EC (recast).
Citing this standard in the Official Journal of the European Union under the Directive establishes that adherence to the normative clauses outlined in Table ZA.1 provides a presumption of conformity with the essential requirements specified within the scope of this standard.
Directive, and associated EFTA regulations
Table ZA.1 — Correspondence between this European Standard and EU Directive 2006/42/EC
Directive 2006/42/EC Clause(s) / subclause(s) of this EN Remarks / Notes all requirements covered all clauses
WARNING 1: Presumption of conformity stays valid only as long as a reference to this European
The standard is upheld in the list published in the Official Journal of the European Union It is essential for users of this standard to regularly check the most recent list available in the Official Journal of the European Union.
WARNING 2: Other Union legislation may be applicable to the product(s) falling within the scope of this standard
This bibliography contains additional references for deicers and de-icing/anti-icing equipment from regulations, publications, standards or draft standards
EN 143:2000, Respiratory protective devices - Particle filters - Requirements, testing, marking
EN 149:2001+A1:2009, Respiratory protective devices - Filtering half masks to protect against particles -
EN 280:2013+A1:2013, Mobile elevating work platforms — Design calculations — Stability criteria — Construction — Safety — Examinations and tests
EN 779:2012, Particulate air filters for general ventilation — Determination of the filtration performance
EN 1777, Hydraulic platforms (HPs) for fire fighting and rescue services - Safety requirements and testing
EN 1822-1:2009, High efficiency air filters (EPA, HEPA and ULPA) - Part 1: Classification, performance testing, marking
EN 13034:2005+A1:2009, Protective clothing against liquid chemicals - Performance requirements for chemical protective clothing offering limited protective performance against liquid chemicals (Type
EN 14387:2004+A1:2008, Respiratory protective devices - Gas filter(s) and combined filter(s) -
EN ISO 13688:2013, Protective clothing - General requirements (ISO 13688:2013)
EN ISO 13732-1, Ergonomics of the thermal environment - Methods for the assessment of human responses to contact with surfaces - Part 1: Hot surfaces (ISO 13732-1)
EN ISO 17491-3:2008, Protective clothing - Test methods for clothing providing protection against chemicals - Part 3: Determination of resistance to penetration by a jet of liquid (jet test) (ISO
EN 280 and EN 1777 standards are not applicable to aircraft ground support equipment Nevertheless, due to the design similarities with elevating nacelle equipment used for general purposes, deicer manufacturers may find it beneficial to reference these standards alongside this European Standard.
ISO 6966-2:2014, Aircraft ground equipment — Basic requirements — Part 2: Safety requirements
ISO 11075:2007, Aircraft — De-icing/anti-icing fluids — ISO type I
ISO 11077:2014, Aircraft ground equipment — De-icers — Functional requirements
— International Air Transport Association (IATA), Airport Handling Manual (AHM), Section: 1 ) AHM 975, Functional specification for aircraft self-propelled de-icing/anti-icing unit
AHM 977, Functional specification for a towed de-icing/anti-icing unit
— International Civil Aviation Organization (ICAO): 2 )
IC AO 9640-AN/940, Manual of aircraft ground de-icing/anti-icing operations
— European Aviation Safety Agency (EASA): 3 )
EU-OPS Subpart D Operational procedures 1.345, Ice and other contaminants
Acceptable Means of Compliance (AMC) OPS 1.345, Ice and other contaminants — Procedures
— Society of Automotive engineers (SAE) recommended practice: 4 )
SAE/ARP 1971C, Aircraft de-icing vehicles — Self Propelled
SAE/ARP 5058, Enclosed operator's cabin for aircraft ground support equipment
SAE AMS 1424, De-icing/anti-icing fluid, aircraft, SAE type I
SAE AMS 1428, Fluid, aircraft de-icing/anti-icing, non-Newtonian, pseudoplastic, SAE types II, III and IV
— Association of European Airlines (AEA): 5 )
Recommendations for de-icing/anti-icing of aircraft on the ground
— International Institute of Welding (IIW): 6 )
Recommendations for the mounting of strain gauges
[1] Klecka GM, Carpenter CL, Landenberger BD Biodegradation of aircraft de-icing fluids in soil at low temperatures
1) Publications Assistant, International Air Transport Association, 800 Place Victoria, P.O Box 113, Montreal, Quebec, Canada, H4Z 1M1
2) International Civil Aviation Organization (ICAO), 999 Robert-Bourassa Boulevard, Montréal, Quebec H3C 5H7, Canada, www.icao.int
3) European Aviation Safety Agency (EASA), https://www.easa.europa.eu
4) Society of Automotive Engineers (SAE), 400 Commonwealth Drive, Warrendale, PA, 15096-0001, USA
5) Association of European Airlines (AEA), Avenue Louise 350, Bte 4, B 1050 Brussels, Belgium, www.aea.be