Gulfstream

LARGE Cabin
Cold Weather
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operations manual

contents
 GULFSTREAM COLD WEATHER OPERATIONS MANUAL

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Gulfstream

LARGE CABIN
Cold Weather
operations manual

Gulfstream Aerospace
GAC-LC-CWOM-001
Revision 17
October 15, 2024
 GULFSTREAM COLD WEATHER OPERATIONS MANUAL

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©2024 GULFSTREAM AEROSPACE

 GULFSTREAM COLD WEATHER OPERATIONS MANUAL

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©2024 GULFSTREAM AEROSPACE

 GULFSTREAM COLD WEATHER OPERATIONS MANUAL

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Date: October 15, 2024

To: Gulfstream Large Cabin Operators (GI, GII, GIIB, GIII, GIV, G300, G400)
Subject: Large Cabin Cold Weather Operations Manual, Revision 17, October 15, 2024.

Thank you for the opportunity to serve you.

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 GULFSTREAM COLD WEATHER OPERATIONS MANUAL

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Contact Information
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P.O. Box 2206, M/S SW7
Savannah, GA 31402-2206
United States: (800) 810-4853, Option 3
International: +1 (912) 965-4178

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RECORD OF REVISIONS

Revision Dated
Basic Issue October 30, 2012
Revision 1 January 31, 2014
Revision 2 October 10, 2014
Revision 3 November 10, 2015
Revision 4 December 18, 2015
Revision 5 December 12, 2016
Revision 5.1 January 06, 2017
Revision 6 September 29, 2017
Revision 6.1 January 12, 2018
Revision 7 October 26, 2018
Revision 8 November 13, 2019
Revision 9 November 02, 2020
Revision 10 February 09, 2021
Revision 11 July 20, 2021
Revision 12 October 06, 2021
Revision 13 February 07, 2022
Revision 14 September 12, 2022
Revision 15 January 13, 2023
Revision 16 September 15, 2023
Revision 17 October 15, 2024

OEM Provided Data

October 15, 2024 RECORD OF REVISIONS Revision 17
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Log of Revision 17

Listed below are the highlights of Revision 17 along with their respective Section and
Description of Change. Remove and insert all affected pages as listed in the List of Effective
Pages and enter Revision 17 dated October 15, 2024 to the Log/Record of Revisions Sheet.
The following topics were revised in this revision:

SECTION DESCRIPTION OF CHANGE

01-00-04 Nose Landing Gear Shock Strut in Cold Weather Operations: Deleted
reference to GV in Table 1. This information exists in Chapter 03 of the
GV OM.

END OF LOG OF REVISIONS

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LIST OF EFFECTIVE PAGES

Section Date Section Date

01-00-01 2023-09-15 01-00-14 2023-09-15

01-00-02 2023-09-15 01-00-15 2023-09-15
01-00-03 2023-09-15 01-00-16 2023-09-15
01-00-04 2024-10-15 01-00-17 2023-09-15
01-00-05 2023-09-15 01-00-18 2023-09-15
01-00-06 2023-09-15 01-00-19 2023-09-15
01-00-07 2023-09-15 01-00-20 2023-09-15
01-00-08 2023-09-15 02-00-01 2023-09-15
01-00-09 2023-09-15 02-00-02 2023-09-15
01-00-10 2023-09-15 02-00-03 2023-09-15
01-00-11 2023-09-15 02-00-04 2023-09-15
01-00-12 2023-09-15 02-00-05 2023-09-15
01-00-13 2023-09-15 02-00-06 2023-09-15

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CONTENTS
Location Subject

01-00-00 Cold Weather Operations

01-00-00 Cold Weather Operations

01-00-01 General

01-00-02 Cold Weather Operations Flowchart

01-00-03 Preflight Inspection

01-00-04 Nose Landing Gear Shock Strut in Cold Weather Operations

01-00-05 Before Engine Start

01-00-06 Engine Start

01-00-07 After Engine Start

01-00-08 Before Taxi

01-00-09 Taxi

01-00-10 Pre-Takeoff Final Inspection

01-00-11 Before Takeoff

01-00-12 Takeoff

01-00-13 After Takeoff

01-00-14 Ice and Icing

01-00-15 In-flight Procedures

01-00-16 Approach

01-00-17 Before Landing

01-00-18 Landing

01-00-19 Taxi / Parking

Continued on next page

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01-00-20 Securing For Overnight or Extended Periods on Ramp

02-00-00 De-Icing and Anti-Icing

02-00-00 De-Icing and Anti-Icing

02-00-01 General

02-00-02 De-Icing Procedures

02-00-03 Preflight De-Icing Inspection Checklist

02-00-04 Holdover Times

02-00-05 Lowest Operational Use Temperatures

02-00-06 Deicing / Anti-Icing Fluid Application Guide

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CHAPTER 01 – Cold Weather Operations

Cold Weather Operations
01- 0 0- :

01-00-01: General REVISION162023-09-15

Cold weather operations require forethought and careful preparation. This section is
intended to assist Gulfstream aircraft operators from preflight planning to post flight
operation of the aircraft in a cold and extreme cold weather environment where snow, icing,
and frost is forecasted, imminent, or present.
Gulfstream provides these recommended procedures to assist in initial systems operation,
aircraft heating, and engine starting, after prolonged cold-soak conditions in temperatures
down to -40°C (-40°F). If maintenance facilities and equipment are available, it is
recommended that the APU and engines be preheated prior to start. Aircraft heating is
accomplished using APU BLEED AIR and the air conditioning (L and R ECS) PACKS.
Heating can be expedited by closing both main entry and baggage compartment doors.

General
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01-00-02: Cold Weather Operations Flowchart REVISION162023-09-15

Figure 1.

PREFLIGHT OPERATIONS

Assess Weather Conditions

Conduct Preflight Inspection

Review Cold Weather Start and Operation, QRH Section NG

Icing conditions exist but precip. is Icing conditions do not

not adhering to the aircraft exist and aircraft is clean
Aircraft is Contaminated

Icing conditions Refer to Holdover Tables

exist? and establish HOT.
Yes
No T

De-/Anti ice
Set aircraft in De-icing / Anti-icing Configuration
A
HOLDOVER TIME BEGINS

Assess Weather Conditions K

Contaminated Clean
Conduct Pre-Takeoff Check

Return
E
for Primary
Contaminated Clean
or Conduct Cabin Check
Secondary
de-icing
O
Contaminated Clean
Conduct External Check

F
HOLDOVER TIME EXPIRED

Conduct Pre-Takeoff Contamination Check

No
F
Contaminated Clean Take off within 5 min Yes
Return of external check
for Primary
or
Secondary No
de-icing
Contaminated Clean

Assess Weather Conditions Conduct Pre-Takeoff Check

TIL-92290FA

Cold Weather Operations Flowchart

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01-00-03: Preflight Inspection REVISION162023-09-15

The flight crew should be vigilant during preflight preparation to inspect areas where surface
snow or frost could change or affect normal system operations.

Procedure
Supplemental preflight checks should include the following:
• Ensure all protective covers and plugs are removed
• Ensure the main landing gear wheels have chocks in place. Be aware that chocks may
not hold on slippery surfaces unless the surface has been sanded
• Ensure the parking brake is released (OFF)
• Ensure the wing, including leading edges, all control surfaces, tab surfaces and balance
panel cavities, wing trailing edge, flight control actuators, cable runs, and push rods are
free of ice or snow. If ice or snow was removed, recheck control balance cavities for
drainage as water puddles may refreeze in flight
• Ensure the APU inlet is clear of impacted ice or snow
• Ensure the engine inlets are clear of internal ice or snow. Verify the LP compressor
rotates freely
• Ensure accessible fuel tank vents are clear of all traces of ice or snow
• Prior to dispatch, confirm purge/supply valve integrity by performing a water system
purge and supply operational checks in accordance with the water system instructions.
Instructions for purging the water system are available on the inside of the water system
cabinet
• Ensure pitot tubes and static ports are clear. Water rundown resulting from snow
removal may refreeze immediately forward of static ports and cause an ice buildup
which causes disturbed airflow over the static ports and erroneous static reading even
though static ports themselves are clear
• Ensure landing gear doors are unobstructed and free of impacted ice or snow
• Ensure brakes, wheels and wheel wells are clear of snow, slush, or ice. Clean as
necessary using a non-damaging mechanical means. Use hot air for frozen brakes.
Avoid chemical de-icer

Preflight Inspection
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01-00-04: Nose Landing Gear Shock Strut in Cold Weather Operations

REVISION172024-10-15

In extremely cold ambient temperatures, the possibility exists that the nose landing gear
shock strut may fully compress (bottom out) during heavy braking.
Table 1. Nose Gear Strut Extension shows the acceptable limits of piston extensions. If the
extension is outside of these limits the strut will need to be serviced. Refer to the nose
landing gear strut servicing procedures in the applicable AMM for your aircraft.

Table 1. Nose Gear Strut Extension

Piston Extension (inches)

Type Min Max

GIII, GIV, G300, G400 2.34 13.04

Nose Landing Gear Shock Strut in Cold Weather Operations

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01-00-05: Before Engine Start REVISION162023-09-15

Air Conditioning Inlets and Exits

• Verify the air inlets and exits are clear of ice or snow
• Ensure outflow and pressure relief valves are free of impacted ice or snow and are
unobstructed
• If APU is operating with APU BLEED AIR selected to ON, ensure the outflow valve and
pressure relief valve are fully open
• Verify the pressure relief valve static port is clear, as water rundown may refreeze

Main Aircraft Batteries

Ensure the main aircraft batteries are reinstalled and connected. If the nickel-cadmium
batteries are to be exposed to temperatures below -20°C (-4°F), the batteries should be
removed and stored in an area warmer than -20°C (-4°F), but below 40°C (104°F).
Subsequent reinstallation of the warm main aircraft batteries will ensure the starting
capability of theAPU.

Auxiliary Power Unit (APU)

• Select the APU MASTER switch to ON. If the APU oil temperature is below the
minimum for start, the APU READY light will not be illuminated. However, an APU start
attempt is not inhibited with absence of READY light. Once the APU oil temperature is
at or above the minimum for APU start, the READY light is illuminated. If possible, the
APU start attempt should be delayed until the READY light is illuminated.

Note
Even with the READY light not illuminated, automatic shutdown
protection is provided for the APU in the Non-Essential (Ground) mode,
and automatic start prevention is provided for the APU in the Essential
(Flight) mode. If, in the interest of time, the flight crew elects to perform an
APU start with the absence of the READY light, the APU air inlet door
must be verified to be open prior to attempting start.
• If overnight temperatures were -15°C (+5°F) or colder, the APU EGT and RPM displays
(cockpit overhead panel) may be unreadable. If preheat capability is available, bring
heater hose into the cockpit and preheat the cockpit (with emphasis on the cockpit
overhead panel) to get the APU EGT and RPM displays to a readable state. Then
proceed with a normal APU start, monitoring the APU EGT and RPM.

Before Engine Start

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• The APU start is accomplished using normal procedures and can be enhanced with use
of external power unit. If using only the aircraft’s main batteries, a slower than normal
start should be expected depending upon condition of batteries.
• Operation of the APU is adversely affected by ice accumulations in the APU inlet and
by ingestion of ice or foreign materials. Higher than normal EGT indications, with a
reduction in duct pressure, are an indication of inlet area icing.
• Aircraft heating is accomplished using APU BLEED AIR and the air conditioning L and
R ECS PACKS. Heating can be expedited by closing both main entry and baggage
compartment doors.
• Cockpit systems power up should be delayed until cockpit and cabin temperatures have
reached approximately 18°C (+65°F). These systems include Display Units (DUs),
Inertial Reference Systems (IRSs) and radios.
• Prolonged exposure to extreme cold temperatures can cause spurious failure
messages and indications on the Crew Advisory System (CAS) until core temperature
of control units have reached normal operating temperatures.
• Warm up the cockpit temperature using APU air prior to turning on the avionics for the
PlaneView cockpit. Recommend closing the main entry door or leaving the main entry
door open and closing the main entry sliding door. In "Auto", turn the cockpit temp knob
to full hot for at least 30 minutes to warm up the cockpit.

Before Engine Start

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01-00-06: Engine Start REVISION162023-09-15

General
The following procedures are required any time engine oil temperature is -10°C (+14°F) or
colder:
• Check the applicable Airplane Flight Manual to verify the minimum oil temperature for
starting.
• Ensure the parking brake is engaged (ON).

Cranking Cycle

Caution
THE FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC) WILL
NOT RESTRICT THE DURATION OF THE STARTER OPERATION.
THE PILOT SHOULD OPERATE THE STARTER MOTOR IN
ACCORDANCE WITH THE SPECIFIED STARTER DUTY CYCLE.
CONTINUED USE OF THE STARTER IS LIMITED TO 3 CRANK
CYCLES, WITH A MAXIMUM OF 3 MINUTES PER CYCLE. DELAY 15
SECONDS BETWEEN CYCLES. AFTER 3 START CYCLES, DELAY
USE OF THE STARTER FOR AT LEAST 15 MINUTES.
Engine starting after prolonged cold-soak requires special care and attention. If facilities and
equipment are available, preheating the engine prior to any type of start is highly
recommended. If preheating facilities and equipment are not available, FADEC will not allow
an engine start unless all engine parameters are in range.
To ensure the engines are ready for start, run each engine through a crank cycle as follows:
• Allow LP and HP rotation to achieve maximum levels.
• If the Starter Air Valve (SAV) does not open or no rotation is achieved, discontinue the
crank cycle.
• If the SAV still does not open, the valve should be manually overridden. Refer to the
procedure, Manually Overriding Starter Air Valve, located in the applicable Aircraft
Operations Manual (AOM).
• Repeat the crank cycle.
If the SAV does not indicate open or air duct pressure drop is not observed, the SAV may
be frozen. Ground heating may be necessary to warm the SAV. For the GIV, refer to the
Cold Weather Operations procedure in GIV AOM, Section 07-01-00. Start engine as soon
as possible after thawing to prevent refreezing.

Engine Start
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Starting Procedure
Prior to dispatch, start each engine using the NORMAL ENGINE GROUND START checklist
with the following modifications:
• Prior to selecting the HP Fuel Cock to OPEN or Fuel Control (FUEL CONT) switch to
RUN, allow each engine to stabilize at maximum LP and HP rotation for 45 seconds. If
feasible use an outside observer to visually confirm positive LP rotation.

Note
Engine start light-off following extended exposure to cold weather will be
abrupt because the start fuel schedule increases initial fuel flow. The
engines will respond accordingly with a significant rumble of a short
duration.
• If the Turbine Gas Temperature (TGT) exceeds start limits, FADEC will automatically
abort the start. Before attempting further start attempts, a dry crank for a minimum of 30
seconds should be carried out followed by a start in accordance with normal
procedures. Verify maximum TGT prior to start from the applicable AFM. A crank cycle
can be used to reduce TGT prior to the next start attempt.
• After both engines are started, complete the AFTER STARTING ENGINES checklist.

Engine Start
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01-00-07: After Engine Start REVISION162023-09-15

• Verify the engine instruments indicate approximately normal within a short time after
reaching idle speed.
• Check engine oil pressure. During cold weather starts, oil pressure may temporarily
exceed maximum pressure limits until oil temperature rises. At low ambient
temperatures, a temporary high pressure above maximum limits may be tolerated but
takeoff should be delayed until pressure drops below maximum limits.
• Configure COWL / WING ANTI ICE as required. COWL / WING ANTI ICE must be ON
during all ground and flight operations when icing conditions exist or are anticipated.
Vibration levels may rise and fall as spontaneous ice shedding occurs.

WARNING
TO PREVENT DAMAGE TO OTHER AIRCRAFT OR STRUCTURES,
ENSURE THE AREA BEHIND THE ENGINES IS CLEAR.
• When taxiing or holding on the ground at low power in temperature less than plus 1°C
(34°F) in icing conditions, the following additional procedure is recommended:
• Accelerate the engine at the defined time intervals and engine settings according
to the engine manufacturer’s guidelines and AFM Limitations, and then resume idle
operation.
• Just prior to takeoff, accelerate the engine according to the engine manufacturer’s
guidelines and AFM Limitations.
• Any momentary increase in vibration noted during acceleration and deceleration may
be disregarded. In certain heavy icing conditions, similar intermittent increases in
vibration may occur, but should subside soon after icing has ceased.

After Engine Start

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01-00-08: Before Taxi REVISION162023-09-15

Caution
IF A DE-ICER SOLUTION IS INADVERTENTLY SPRAYED INTO THE
ENGINE OR APU INLETS, OR CONTACTS THE EXHAUST WHEN THE
ENGINES OR APU ARE OPERATING, A POTENTIALLY UNSAFE
CONDITION COULD DEVELOP IN THE CABIN. ENGINE BLEEDS
SHOULD BE OFF AND DOORS AND OUTFLOW VALVE CLOSED
DURING DE-ICING OPERATIONS TO MINIMIZE THE RISK OF CABIN
ENVIRONMENT CONTAMINATION.

Caution
ANY TIME THE RECOMMENDED HOLDOVER TIME IS EXCEEDED, A
PRE-TAKEOFF INSPECTION IS REQUIRED.SEE THE HOLDOVER
TIME(S) TABLES FOR TYPE I, TYPE II, TYPE III, AND TYPE IV FLUIDS
GIVEN IN THIS MANUAL. IF IN DOUBT, REPEAT DE-ICING AND
ANTI-ICING PROCEDURES PRIOR TO TAKEOFF.
• Check wing flaps for normal operations. Leave flaps in retracted position for taxi to avoid
ice buildups.
• If airplane de-icing or anti-icing is required, refer to Chapter 02 De-Icing and Anti-Icing.

Before Taxi
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01-00-09: Taxi REVISION162023-09-15

• Taxi as soon as possible after engine start.

• Avoid puddles and slush when possible.
• Use brakes to build up BRAKE TEMPS to a minimum temperature of 100°C (212°F).
This aids in dissipating any moisture in the brakes.

Note
There is a significant time delay, up to 3 to 5 minutes, between brake
application and brake temperature peak.
• When stopped, perform several brake applications to 3000 psi. This exercises the brake
stacks, discouraging ice buildup.
• Do not set the parking brake for any length of time.
• Nose wheel steering (NWS) must be used with care or nose wheel skidding may occur
on all types of surfaces. Turns must be entered with low taxi speeds and moderate rates
of steering input. Turns can be performed with maximum nose wheel deflection;
however, steering inputs must be applied smoothly and at a moderate rate to avoid
skidding.
• Adjust taxi speed to surface conditions. Brake efficiency is reduced on contaminated
surfaces. Excessive speed will present problems while making turns or applying the
brakes. Maintain increased separation between aircraft when taxiing on ice or snow
covered taxiways. Be aware that blasted ice or snow can cause damage at
considerable distances.
• Idle reverse thrust can be used during taxi to reduce brake usage on clean, paved
taxiways and runways. Do not use idle reverse thrust during taxi on snow or slush
covered taxiways. It is a natural tendency to use reverse thrust when braking action is
poor. However, areas which have been cleaned with snow removal equipment usually
have chunks of snow and ice remaining. These conditions are especially conducive to
Foreign Object Damage (FOD). EXERCISE EXTREME CAUTION.
• If taxi route is through slush or standing water in low temperature, taxi with flaps up.
Taxiing with flaps extended will subject the flaps and flap actuators to snow and slush
accumulations from the main landing gear tires.

Taxi
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01-00-10: Pre-Takeoff Final Inspection REVISION162023-09-15

Takeoff is prohibited with frost, ice, snow, or slush adhering to the wings, control surfaces,
engine inlets, or other critical surfaces. A visual and tactile (hand to surface) check of the
wing leading edge and the wing upper surface must be performed to ensure the wing is free
from frost, ice, snow, or slush when the outside air temperature is less than 6°C (42°F), or if
it cannot be ascertained that the wing fuel temperature is above 0°C (32°F), and:
• There is visible moisture (rain, drizzle, sleet, snow, fog, etc.) present, or
• Water is present on the wing, or
• The atmospheric conditions have been conducive to frost formation.

Pre-Takeoff Final Inspection

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01-00-11: Before Takeoff REVISION162023-09-15

Caution
WHEN OPERATING THE WING FLAPS DURING LOW
TEMPERATURES, THE FLAP/STAB POSITION INDICATOR SHOULD
BE MONITORED CLOSELY FOR POSITIVE MOVEMENT. IF THE
FLAPS OR STAB SHOULD STOP, THE FLAP CONTROL LEVER
SHOULD BE PLACED IMMEDIATELY IN THE SAME POSITION AS
INDICATED.
• Extend the flaps to the desired takeoff setting if they have been retracted for taxi.
• To assure the aircraft is configured for takeoff, complete the BEFORE TAKEOFF
checklist. Refer to the expanded Normal Procedures section of the applicable Aircraft
Operations Manual.

Before Takeoff
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01-00-12: Takeoff REVISION162023-09-15

• DO NOT use reduced (FLEX) thrust.

• Once positioned on the takeoff runway, perform an engine run-up to as high thrust as
possible and check for STABLE engine operation BEFORE brake release.
• Takeoff, accelerate-stop distances, and V1 speeds are based on smooth, dry, hard
surface runways with no credit for reverse thrust. The stopping distance increases on
slippery runways. The minimum allowable V1 speed should be used.
• Caution should be used for takeoffs on slippery runways with high crosswinds or when
slush or wet snow is present. During takeoff in slush, a slush and water bow wave forms
in front of the landing gear wheels, growing in size with increasing speed. The
acceleration rate during the low speed portion of the takeoff roll is about normal, but
may deteriorate during the high speed portion. Slush and/or water can accumulate on
the leading edge and then freeze during climb. WING ANTI ICE should be selected to
ON for takeoff. In addition, it is possible to sustain damage on the lower fuselage and
wing area from the slush thrown up from the wheels.
• After setting rated takeoff Engine Pressure Ratio (EPR), verify LP RPM and other
engine indications are normal by 60 kts.
• If the decision is made to reject the takeoff and the runway is slick, deploy ground
spoilers, use maximum reverse thrust and maximum anti-skid braking. Resist the
temptation to release brakes during anti-skid braking even if the ride is very rough. For
directional control, use the rudder primarily down to 50 kts. The anti-skid system will
provide the minimum stopping distance for the existing condition of the runway.
• If a loss of directional control develops, reduce reverse thrust to idle reverse. Use
rudder pedal steering, if possible, for directional control. Nose wheel steering,
rudder and differential braking may also be used as necessary for directional
control.
• Rotate to normal takeoff attitude at rotation speed (VR) - NOT BEFORE.

Takeoff
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01-00-13: After Takeoff REVISION162023-09-15

• Delay gear retraction if practical. This allows water, slush, and snow to be slung off as
wheels spin down.
• If possible, cycling the gear once or twice may further reduce accumulations and will
reduce the possibility of gear door or brake freezing.
• Selecting the WING ANTI ICE to ON will vent warm air into the main landing gear wheel
well area and assist in melting any ice on the wheels.

After Takeoff
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01-00-14: Ice and Icing REVISION162023-09-15

General
• It is recommended while flying in conditions that could cause icing, the autopilot be
periodically disengaged and the pilot hand fly the aircraft to check aircraft trim and flying
qualities. When flying in icing conditions, precise airspeed control is important. The
recommended minimum maneuvering speeds (KCAS) by flap setting are in the
applicable Airplane Flight Manual.
• Large glaze ice formations which may develop on the empennage during takeoff or
departure may be shed by accelerating the airplane at low altitude to raise the airplane
skin temperature several degrees above freezing. A +9°C (+15°F) rise in Total Air
Temperature (TAT) may be affected by a 100 KCAS speed increase. The ability to
effect a rise in TAT below 10,000 feet MSL is limited by the 250 knot speed limit. Also,
if the OAT is extremely cold, at or below -40°C (-40°F), the rise in TAT will likely not be
sufficient to shed ice accumulation.
• Trace, light, moderate, and severe describe the intensity of icing that will vary among
airplanes for the same cloud depending on airplane size, speed, and altitude.
• Extent of ice accretion, shape, roughness, and height are the most important factors
that affect airfoil performance. Unfortunately, operational descriptions of rime, clear, or
mixed ice are not adequate to accurately convey shades of color of the icing
environment and the hazards of Supercooled Large Droplets (SLD). Ice forming aft of
the anti-ice devices may be white, milky, or clear. Non-hazardous ice may also be
described using the same terms. In the same cloud, one airplane may accumulate rime
while another, at a higher speed, accumulates mixed ice.

Locating Ice Accretion

Where ice builds up on a given airfoil depends on the Angle of Attack (AOA), airspeed, and
icing variables. Ice tends to accumulate more on the upper surface at low AOA associated
with higher speeds or flap extension. Ice tends to accumulate more on the lower surface at
higher AOA (slower airspeeds or heavier weight).

Normal Icing Cues

Visual or tactile icing cues signal the potential for ice to form, the presence of ice accretion,
or icing severity. Cues may vary somewhat among airplane types, but typically include:
• Ice on windshield wipers (if equipped).
• Temperature below freezing combined with visible moisture.
• Ice on the winglets and/or wing leading edges.
• Ice detector annunciation.

Ice and Icing

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Tactile cues such as vibration, buffet, or changes in handling characteristics normally trigger
a warning that ice has already accumulated to a perceptible, and perhaps, detrimental level.
Typically, as ice increases in thickness, cues become more prominent.
Ice can contribute to partial or total wing stall followed by roll, aileron snatch, or reduced
aileron effectiveness, described as follows:
• Wing Stall is not an uncommon consequence of ice accretion. Ice from freezing drizzle
can form sharp-edged roughness elements approximately 5 to 10 mm high over a large
chordwise expanse of the wing’s lower surface (perhaps covering 30 to 50 percent),
and the fuselage. This significantly increases parasitic drag, thereby reducing speed.
Proper airspeed control will minimize the potential for wing stall. Correcting for ice
accumulation demands increased power, increased AOA, or both, to maintain altitude.
If actual stall is encountered (identified by wing roll-off), lower the nose (decrease AOA),
accept any altitude loss required to recover from the stall, then increase power after
recovery and return to previously assigned altitude.
• Tailplane Stall in a Gulfstream airplane has not been experienced but could occur in
icing conditions as the airplane is configured for landing. If tailplane stall does occur
(identified by pitch down), retract flaps to the previous position and raise the nose to
increase AOA, while slowing airspeed to minimum maneuvering speed for the current
flap setting. After recovery, increase power and return to previously assigned altitude.
• Loss of roll control effectiveness is perhaps the most dangerous situation. Because
of flow disruption over the wing ahead of the ailerons, the controls do not produce the
rolling moments associated with a given deflection and airspeed. This can affect an
airplane of any size. When a reduction or loss of aileron control effectiveness due to ice
is experienced, it may or may not be accompanied by abnormally light control forces. If
the airplane is displaced in roll attitude, caused by partial stall due to ice, the pilot’s
efforts to correct the attitude by aileron deflection are defeated by the lack of their
effectiveness. To recover, lower pitch (decrease AOA), increase airspeed, and roll
wings level. After recovery, increase power and return to previously assigned altitude.

Ice and Icing

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01-00-15: In-flight Procedures REVISION162023-09-15

Engine Icing

WARNING
UNDER NO CIRCUMSTANCES WILL FLIGHTS BE PLANNED
THROUGH FORECAST OR KNOWN SEVERE ICING CONDITIONS. IF
FLIGHT THROUGH ICING CONDITIONS IS NECESSARY, THE
ENGINE AND WING ANTI-ICING SYSTEMS SHOULD BE TURNED ON
BEFORE ENTERING THE CONDITION. THESE ARE ANTI-ICING
SYSTEMS, AND THEY MUST BE USED BEFORE ICE BUILDUP
OCCURS. FLIGHT IN FREEZING RAIN OR FREEZING DRIZZLE
SHOULD BE AVOIDED.
• Engine icing can occur without wing icing. A jet engine operating in an air mass with an
ambient temperature below 8°C (46°F) may experience engine icing. This is caused by
the temperature drop associated with the reduction in pressure between that of the air
mass and the pressure at the first stages of the compressor. As air is drawn into the
engine, moisture condenses into droplets. These droplets, due to their inertia, cannot
follow the air around the fan blades and guide vanes. Instead, they strike the metal parts
and freeze. This can happen in clear air if the temperature is near or below freezing and
the relative humidity is near saturation. The APU is also affected.
• In icing conditions vibration levels may rise and fall as spontaneous shedding occurs.
• To assist in shedding ice, should operational circumstances permit, one power lever at
a time may be quickly retarded to idle, held there for 5 seconds and then pushed
momentarily to 90 percent LP RPM. This will reduce the vibration indication and the
power lever may be returned to its original position.
• Ice buildup on the cowling leading edge or nose cowl will have little effect on engine
performance unless more than ½ inch of ice is allowed to accumulate. These ice
buildups present a potential hazard as engine stalls will occur and compressor damage
may result when the ice is ingested into the engine.

Pitot Icing

Note
If ADM failure occurs due to pitot system icing, select the Stall Barrier
(STALL BARR) system to OFF. This will prevent erroneous control
column shaker and pusher activation.
• The airplane is equipped with a probe heating element for each pitot system. This
system is adequate to prevent pitot icing in moderate and severe icing conditions.

In-flight Procedures
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• If any heating element malfunctions in any one of the pitot probes, immediate action
should be taken, when practical, to exit icing conditions. If pitot probe icing does occur,
the air data and engine instruments will be affected. Failure of pitot probe heat will be
evident to the crew by huge errors in airspeed and altimeter indications.

AOA Vane Icing

The airplane is equipped with heaters for both AOA vanes. The system is adequate to
prevent AOA icing in moderate and severe icing conditions. If any heater malfunction
occurs, the stall barrier protection systems will be affected. Select the Stall Barrier (STALL
BARR) system to OFF and maintain minimum maneuvering speeds or faster for the
remainder of the flight.

Windshield Icing
Selection of the WINDSHIELD HEAT system to ON will provide satisfactory anti-icing and
defogging of the windshield.

Radome Icing
Since the radome is not de-iced, flight in icing conditions will allow ice to build up on the
radome. If this occurs, the radar picture will deteriorate.

Wing Anti-Icing
The wing anti-icing system is a hot leading edge system wherein hot air is distributed to the
leading edge of the wing to maintain the skin temperature sufficiently hot to prevent ice
formation. The system utilizes hot compressed air from the bleed air manifold. The system
is regulated to maintain approximately 54°C (130°F) in the wing plenum. The wing anti-icing
system places the highest demand on the bleed air manifold; therefore it is imperative that
the system be selected to OFF before ground starting either engine.

In-flight Procedures
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01-00-16: Approach REVISION162023-09-15

• COWL / WING ANTI ICE must be selected to ON or AUTO during flight operations when
icing conditions exist or are anticipated.
• It is highly recommended that WING ANTI ICE be selected to ON during descent if the
departure airport had a contaminated runway.

Note
With WING ANTI ICE operating, the warm exhaust air from the wing
anti-ice system is directed aft through the wheel well, across the wheels
and then vents overboard. Wheel and brake assemblies that are
subjected to adverse weather conditions prior to takeoff may benefit from
the warm wheel well environment prior to gear extension.

Approach
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01-00-17: Before Landing REVISION162023-09-15

Note
Consider implementing cabin water purging prior to landing (if practical),
if the last flight of the day and hangar space or ground facilities are not
available.
• It is recommended that landing gear be extended earlier than normal.
• The temperature of the landing gear will equal that of the surrounding total air
temperature within 3 to 5 minutes.
• Select ANTI SKID to OFF, perform several brake applications to 3000 psi, then select
ANTI SKID to ON for landing.
• For the G-IV perform several brake applications to 3000 PSI as follows:
• Brake-By Wire: Select ANTI SKID to OFF or use BRAKE NUTCRKR ORIDE
Switch.
• HMAB: Select ANTI SKID TO OFF.
• Ensure ANTI SKID is selected to ON for landing.
• Ensure ground spoilers are armed (GND SPLR switch selected to ARMED).

Before Landing
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01-00-18: Landing REVISION162023-09-15

• Perform firm touchdown to reduce strength of ice bond on brakes.

• At main gear contact with the runway, ground spoilers should deploy automatically.
Manual speed brake deployment is a recommended backup procedure.
• Lower nose wheel to the runway immediately as the ground spoilers and thrust
reversers are being deployed.
• Apply brakes smoothly and symmetrically with moderate-to-firm pressure until a safe
stop is assured.
• Allow the anti-skid system to perform its function. Do not attempt to cycle brake pedal
pressure if the anti-skid is releasing. Maintain constant brake pedal pressure.
• DO NOT use asymmetric reverse thrust on icy or slippery runways.
• Be prepared for possible downwind drift on slippery runways with a crosswind when
using reverse thrust.
• DO NOT attempt to turn off the runway until attaining a safe, very slow, taxi speed.

Landing
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01-00-19: Taxi / Parking REVISION162023-09-15

Caution
USE EXTREME CAUTION WHEN TAXIING ON ICE COVERED
RUNWAYS OR TAXIWAYS AS EXCESSIVE SPEED OR HIGH
CROSSWINDS MAY START A SKID. MAKE ALL TURNS AT REDUCED
SPEED.
• If severe icing conditions are present, COWL ANTI ICE should remain ON. During
prolonged ground operation, periodic engine run-up may be performed to reduce the
possibility of ice buildup. This is dependent on runway / taxi surface conditions and the
proximity of other airplanes.
• Avoid puddles and slush. Retract flaps when slush is present on the taxiway, however,
do not retract flaps if it is suspected that there is significant ice accumulation on the
leading edge of the flaps.
• Ensure wheel chocks are in place and the parking brake (PARK/EMERG BRAKE) is
released (off).
• Service the waste tank within 20 minutes of aircraft electrical power shutdown.
• If hangar space is available, hangar the airplane as soon as possible.

Taxi / Parking
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01-00-20: Securing For Overnight or Extended Periods on Ramp REVISION162023-09-15

Procedure

Note
The definition of "prolonged period of time" is dependent on the outside
air temperature and may be as short as 60 minutes if ambient
temperature is -40°C.
If remaining overnight at airports where normal support and hangar space is not available,
the flight crew should ensure that the following actions have been accomplished:
• Ensure the cabin pressurization system outflow valve is closed.
• Ensure wheel chocks are in place and the parking brake (PARK/EMERG BRAKE) is
released (OFF).

Note
If moisture has entered brake assembly, releasing parking brake will
forestall possibility of brakes freezing in this position.
• Ensure external protective covers and plugs are installed.
• If necessary, it is imperative to replenish engine oil and hydraulic fluid as soon as
possible after engine shutdown. Following extended exposure to cold weather, the
engine oil and hydraulic fluid remote replenishing systems may not be operable. Ensure
all water storage compartments (potable and waste) are protected, if required, as
follows:
• The servicing of potable water and waste water tanks must be completed as soon
as possible after flight and will depend on the ambient temperature and the
cold-soak period. To determine if it is necessary to drain water storage
compartments, see Table 2. Water Tank Draining Determination Table.
• If draining is accomplished, ensure that there are no residual fluids before the fill /
drain caps are installed. If this is not done, the fluids can freeze immediately behind
the fill / drain caps and cause delays during the next servicing. When the airplane
is at temperatures below 0°C (32°F), the drain valves may be left open to permit
residual fluids to escape after the system has been drained.
• If the galley equipment draining cannot be accomplished, see Table 3. Galley
Equipment Heating Table.
• Ensure all toilets are drained to protect from freezing.
• If the life rafts are expected to be exposed to temperatures of -29°C (-20°F) or below, it
is recommended that they be removed from the airplane. At temperatures lower than
-29°C (-20°F), the CO2 cartridge may discharge.

Securing For Overnight or Extended Periods on Ramp

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• If the main airplane batteries will be exposed to temperature below -20°C (-4°F), the
batteries should be removed and stored in an area warmer than -20°C (-4°F), but below
40°C (104°F).
• Ensure the main cabin door, baggage compartment door and all access doors are
closed to prevent snow or rain from entering the airplane.

Table 2. Water Tank Draining Determination Table

Air Conditioning Cabin Temp. Outside Air Cold-Soak Time Tank Draining
Temp. (Hrs:Mins)
ON Above 50°F 5 to 32°F (-15 Any Not Required
(10°C) to 0°C)
4°F and below 1:15 Required
(-14°C and
below)
OFF N/A 19 to 32°F 1:30
(-7 to 0°C)
5 to 19°F 0:30
(-15 to -7°C)
Below 5°F Any
(Below -15°F)

Securing For Overnight or Extended Periods on Ramp

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Table 3. Galley Equipment Heating Table

Ramp Temp. External Heat APU Heat Tank Draining
23 to 32°F 1 Hour Every 4 1 Hour Every 4 Not Required
(-5 to 0°C) Hours Hours
14 to 23°F 2 Hours Every 4 2 Hours Every 4
(-10 to -5°C) Hours Hours
5 to 14°F Continuous Continuous
(-15 to -10°C)
Below 5°F Continuous As Required Required
(Below -15°C)

Securing For Overnight or Extended Periods on Ramp

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CHAPTER 02 – De-Icing and Anti-Icing

20 0- 0- :0 De-Icing and Anti-Icing

02-00-01: General REVISION162023-09-15

Federal Aviation Regulations prohibit takeoff when snow, ice, or frost is adhering to wings
and control surfaces of the airplane. The Pilot-In-Command (PIC) has ultimate responsibility
to determine that all critical components of the airplane are free of ice, snow, or frost
formations. To ensure a safe takeoff in conditions conducive to icing, an inspection of critical
airplane surfaces and components must be accomplished shortly before takeoff.
Airplane de-icing/anti-icing may be accomplished in either a one-step or a two-step process.
In the worst-case scenario, the airplane should be deiced, inspected, and depart within a 2
to 5 minute window. Depending on current atmospheric conditions and assuming the
worst-case scenario, the coordination between the flight crew, the ground de-icing crew, and
Air Traffic Control (ATC) is vital. Standard practice is to de-ice and, if required, anti-ice the
airplane before takeoff.
The use of heated solutions of Freezing Point Depressant (FPD) fluids for de-icing, followed
by an anti-icing process using a more concentrated solution, produces a lower freeze point
on the airplane surfaces. Maintenance concepts for ground de-icing/anti-icing may vary
between Fixed Base Operators (FBO); however, basic de-icing/anti-icing procedures prevail
throughout the industry. FPD fluid manufacturers provide recommended dilution mixtures
based on Outside Air Temperature (OAT) and precipitation conditions.
The Flight Crew should consult with the ground de-icing crew to verify that the de-icing fluid
mixture is suitable for the atmospheric conditions. Both Type I and Type II FPD fluids are
recommended for use on Gulfstream airplanes. Use only the Type III or Type IV fluids
specified in this document on Gulfstream airplanes. The use of other Type III or Type IV
fluids must be approved in writing by the Gulfstream Engineering Department.
For additional information regarding fluid application, refer to the specific type Gulfstream
Aircraft Maintenance Manual. De-icing/anti-icing methods include mechanical means,
spraying of de-icing fluids, or a combination of both methods. Mechanical means including
the use of brooms, brushes, squeegees, and/or nylon ropes.
De-icing fluids may either be used cold or hot. There are two types of de-icing fluids which
are referred to as FPD fluids. Society of Automotive Engineers (SAE) or International
Standards Organization (ISO) Type I fluids are generally used in North America. SAE/ISO
Type II, III and IV fluids, also referred to as Association of European Airlines (AEA), are
generally used in Europe, but also have become the standard in North America.

General
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02-00-02: De-Icing Procedures REVISION162023-09-15

The times of protection (holdover times) for different de-icing fluids, vary considerably.
Furthermore, these times depend to a large extent on the meteorological conditions and
methods of application. For instance, the time of protection will be shortened by wet snow,
increasing content of moisture, wet aircraft surface, relative high temperature of aircraft
surface and of the fluid being used, or high wind velocity and unfavorable wind direction. All
of these conditions will cause an unwanted run-down of the protective film. Additionally,
accumulation of the above conditions will considerably reduce the time of protection.

Note
The FAA provides additional guidance for the application of Type I-IV
Deicing and Anti-Icing fluids. The information is contained in the Index of
FAA Fluid Application Guidelines, located in the FAA Holdover Time
Tables Approved by Gulfstream, which is sourced from the FAA Holdover
Time Guidelines document.

WARNING
WHEN INSTALLED, SELECT KU SAT-BROADBAND OR
KA-SAT-BBND SOFT SWITCH TO OFF WHEN GROUND
PERSONNEL ARE DEICING SURFACE OF HORIZONTAL
STABILIZER TO PREVENT HIGH LEVELS OF EXPOSURE TO
ELECTROMAGNETIC RADIATION DURING SATCOM
TRANSMISSIONS.

Caution
TYPE II / III / IV FPD FLUID GENERALLY SHOULD NOT BE APPLIED
FORWARD OF THE LEADING EDGES OF THE WING. IF USED FOR
DE-ICING, DO NOT APPLY FORWARD OF COCKPIT WINDOWS.
ENSURE THAT THE RADOME AND COCKPIT WINDOWS ARE
CLEAN.

Caution
DO NOT SPRAY DE-ICING FLUID IN AREAS WHERE SPRAY OR
FLUID MAY ENTER THE ENGINE OR APU AIR INLETS. DE-ICING
FLUID MAY BE USED TO CLEAR THESE AREAS PROVIDING IT IS
THOROUGHLY WIPED CLEAN BEFORE STARTING.

Caution
IF A DE-ICING SOLUTION IS INADVERTENTLY SPRAYED INTO THE
ENGINE OR APU INLETS OR CONTACTS THE EXHAUST WHEN THE

De-Icing Procedures
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ENGINES OR APU ARE OPERATING, A POTENTIALLY UNSAFE

CONDITION COULD DEVELOP IN THE CABIN. ENGINE BLEEDS
SHOULD BE OFF AND DOORS AND OUTFLOW VALVE CLOSED
DURING DE-ICING OPERATIONS TO MINIMIZE THE RISK OF CABIN
ENVIRONMENT CONTAMINATION. IT IS RECOMMENDED APU NOT
BE RUNNING AND INLET DOOR BE CLOSED DURING DE-ICING
OPERATIONS.

Horizontal Stabilizer / Elevator

Remove any ice or snow contamination from the leading edge of the stabilizer. Remove all
accumulations from the upper surface of the stabilizer and elevator. If using the spray
method, ensure that the runoff of fluids are away from the elevator balance bay. This
prevents melted snow/ice from accumulating in this area and refreezing in flight.

Vertical Stabilizer / Rudder

The leading edge of the vertical stabilizer, as well as the side panels and rudder, should be
cleaned of any snow/ice accumulation. The gap between rudder and stabilizer should also
be free of snow/ice accumulation.

Fuselage
Remove snow/ice top-to-bottom. Avoid spraying heated fluids directly on cabin and cockpit
windows. Ensure that edges of all emergency exit windows / doors are free of ice
accumulation. Ensure that the radome area is clean. If using mechanical means, special
care should be taken to avoid damage to antennas. Remove any fluid runoff from cockpit
windows and radome prior to departure. Avoid spraying directly on pitot tubes, static ports,
and Angle of Attack (AOA) probes. Do not spray into APU inlets, engine inlets or ram air
inlets.

Wing
Clean the wing from wing tip to wing root. If using the spray method, ensure that runoff is
away from aileron balance bay area to prevent accumulation of melted snow/ice in this area.
Ensure that leading edge is free of ice. The Flight Crew should conduct a hands-on
inspection to verify leading edge, upper and lower wing surfaces are clean.

Under-Wing Frost
Under-wing frost may form between the forward and aft wing spars following extended
high-altitude flight. This frost may also occur at low altitude during ground operation.
Under-wing frosting can occur at ambient temperatures well above freezing and may be the

De-Icing Procedures
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forerunner of clear ice formation on the upper wing. Frost in this area can be melted by
refueling with warmer fuel. Gulfstream recommends removal of under-wing frost in excess
of 1/8 inch (3.2 mm) thickness and all frost on the leading edges and upper surfaces.
Depending on atmospheric conditions, it is recommended that the wings be de-iced prior to
departure.

Engine

Caution
DO NOT USE DE-ICING FLUID TO REMOVE SNOW / ICE FROM
ENGINE INLET. AFTER DE-ICING ENGINE(S), START ENGINE(S)
IMMEDIATELY TO PREVENT ANY RE-ICING CONDITION. SELECT
COWL/ENGINE ANTI-ICE ON AFTER ENGINE IS STARTED.

Note
The LP fan must be verified to be free to rotate. If not, the engine must be
pre-conditioned prior to start.
Snow/ice removal from the engine inlet should be accomplished using mechanical means.
Any frozen deposits that may be bonded to inlet / intake surfaces or fan blades must be
removed by hot air. Do not spray de-icing fluid directly into the engine core.

Landing Gear

Caution
DO NOT USE DE-ICING FLUID ON THE BRAKES AND/OR WHEELS.
Tires, wheels, brakes, struts, side braces and uplocks should be free of snow/ice.

Doors
Main door and baggage compartment door seals, hinges and tracks should be free of
snow/ice. Ensure proper operation to prevent refreezing in flight.

Anti-Icing
If desired, apply ground anti-icing process immediately after the aircraft is de-iced. This
involves applying a mixture of SAE or ISO Type I / Type II / Type III / Type IV and water to
critical surfaces of the aircraft. This step may increase holdover time(s) between anti-icing
and estimated departure time.

De-Icing Procedures
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“Car Wash” De-Icing Process

Some domestic and international airports have a final de-icing check point that employs
either a “car wash” spray gantry or ground crews on “snorkel” trucks to apply de-icing fluid
just prior to takeoff. Gulfstream recommends that the APU be shutdown with the inlet door
closed, that the bleed air valves be closed, and that the air conditioning system be shutdown
prior to employing this type of de-icing procedure. Additionally, ground crews should be
cautioned to avoid spraying de-icing fluids directly into the engine inlets. The engines should
be at minimum power (idle) during these operations.

Exterior De-Icing with Engines or APU Operating

Caution
EXTREME CARE SHOULD BE TAKEN TO ENSURE DE-ICING FLUID
DOES NOT ENTER THE ENGINE OR APU INLETS.
• Ensure engines are left in IDLE during de-icing to reduce chances of injury to personnel
at inlet or exhaust areas
• Ensure L / R COWL ANTI ICE switches are selected OFF
• Ensure L ENG / R ENG / APU BLEED AIR switches are selected OFF
• Ensure the outflow valve is CLOSED

Holdover Time
Any time the recommended holdover time is exceeded, a pre-takeoff inspection is required.
Refer to the holdover time(s) tables in this manual for Type I / Type II / Type III / Type IV
fluids. See 02-00-04: Holdover Times.

De-Icing Procedures
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02-00-03: Preflight De-Icing Inspection Checklist REVISION162023-09-15

Note
Perform preflight de-icing inspection checklist immediately following
de-icing or during anti-icing.
The following items should be free of snow, ice and/or frost accumulation:
• Wing Leading Edges (“Hands On”)
• Wing Upper and Lower Surfaces (“Hands On”)
• Wing Trailing Edges (“Hands On”)
• Areas Around Flight Control Actuators and Push Rods (“Hands On”)
• Visual Inspection of:
• Vertical and Horizontal Stabilizers Including Leading Edges, Side Panels, and
Upper/Lower Surfaces
• Flaps, Flap Tracks and Flap Screwjacks
• Ground and Flight Spoilers
• Ailerons, Elevator and Rudder
• Engine Inlet
• All Emergency Exits
• All Cockpit Windows
• Antennas
• Fuselage
• AOA Probes, Total Air Temperature (TAT) Probe, Pitot Tubes and Static Ports
• Fuel Tank Vents
• Cooling, APU Air Intakes, Inlets and Exhausts
• Landing Gear
Once the preflight inspection is complete, the aircraft is clean and adequately protected; the
aircraft should depart as soon as possible. This is especially important in conditions of
precipitation or high relative humidity (small temperature/dew point spread).

Preflight De-Icing Inspection Checklist

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02-00-04: Holdover Times REVISION162023-09-15

Holdover Time (HOT) content in this section is published by Gulfstream in the FAA Holdover
Time Tables Approved by Gulfstream document, which is sourced from the FAA Holdover
Time Guidelines document.
The FAA publishes a new version of this document for each winter operating season,
typically in early August. Updates may be published at any time after the original issue.
When a new document is published, either mid-season or each new season, the previous
document becomes obsolete. It is the responsibility of the operator to review the document
in its entirety for thorough subject matter understanding and to periodically check for
updates on the FAA Aircraft Ground Deicing page at the following link:
https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing
The FAA Holdover Time Tables Approved by Gulfstream document will also be located on
the MyGulfstream and Flight Operations - Waypoints

Caution
SAE TYPE I, II, III, OR IV FLUIDS THAT ARE NOT ON THE
GULFSTREAM-APPROVED FLUIDS LIST ARE NOT AUTHORIZED
FOR USE. DAMAGE TO AIRCRAFT SURFACES MAY RESULT.

Note
The holdover clock start time begins at the beginning of the fluid
application.

Holdover Times
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02-00-05: Lowest Operational Use Temperatures REVISION162023-09-15

Lowest Operational Use Temperature (LOUT) content referenced in this section is published
by Gulfstream in the FAA Holdover Time Tables Approved by Gulfstream, which is sourced
from the FAA Holdover Time Guidelines document.

Note
Only LOUTs listed under HIGH SPEED AERODYNAMIC TEST shall be
referenced. LOUTs are rounded to the nearest half degree Celsius and
the values in degrees Fahrenheit are calculated to the nearest whole
degree.

Lowest Operational Use Temperatures

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02-00-06: Deicing / Anti-Icing Fluid Application Guide REVISION162023-09-15

This guide is designed primarily for assistance to ground personnel; however, flight crews
should be familiar with its contents. In case of conflict between this guide and the Aircraft
Maintenance Manual and / or Airplane flight Manual, the Aircraft Maintenance Manual and /
or Airplane Flight Manual shall take precedence.

Note
The FAA provides additional guidance for the application of Type I-IV
Deicing and Anti-Icing fluids. The information is contained in the Index of
FAA Fluid Application Guidelines, located in the FAA Holdover Time
Tables Approved by Gulfstream, which is sourced from the FAA Holdover
Time Guidelines document.

General
1. Close doors and windows. Install covers and plugs as necessary.
2. Avoid excessive pressure (300 psi or greater) when applying fluid. Pressure should be
adjusted to be able to traverse distance from nozzle to aircraft without damaging paint
or structure.
3. Always spray from nose to tail and top to bottom to prevent fluid accumulation in
sheltered areas.
4. Never spray deicing / anti-icing fluid or water on or into any air inlet or exhaust area,
open tubes or ports (i.e., pitot tubes, static ports, total air temperature probe, AOA
probes, vents, engine / APU, etc.). Never spray against trailing edge of wings or control
surfaces. Avoid direct spraying of vortex generators and static wicks.
5. Spray wing and tail surfaces from tip to root.
6. Spray along top centerline and then outboard, letting the fluid cascade down and across
the windows.
7. Avoid spraying heated fluids directly onto cabin and cockpit windows.
8. Removal of underwing frost in excess of 1/8 inch thickness and all frost on leading
edges and upper surfaces is recommended. Depending on atmospheric conditions, it
is recommended wings be anti-iced before takeoff.
9. Aircraft must be sprayed symmetrically, both wings and tail must be treated and not one
side only.

Process
1. Deicing / anti-icing may be accomplished using either one step or two step process.
Standard practice is to deice and if required, anti-ice before takeoff.

Deicing / Anti-Icing Fluid Application Guide

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2. The one step process is application of heated, diluted deicing / anti-icing fluid, both to
remove frost, snow and / or ice and provide very limited anti-icing protection. This
protection can be enhanced by use of cold fluids or by use of techniques to cool heated
fluid during deicing process. A technique commonly used is spraying a final coat of
deicing fluid using a very fine mist, in arched trajectory to cool fluid before contact. This
produces a thicker fluid film to enhance anti-icing effectiveness. Care must be exercised
when using this technique to ensure freezing has not occurred within fluid previously
applied.
3. The two step process involves both deicing and anti-icing. First step (deicing step) is
accomplished by using hot water or hot mixture of FPD and water. Ambient weather
conditions and type of accumulation to be removed must be considered in determining
which deicing fluid to use. Second step (anti-icing step) involves applying full strength
Type I or stronger mixture of SAE or ISO Type II and water at cooler temperatures to
critical surfaces. If heated water alone is used in deicing process, second step must be
accomplished before refreezing occurs, generally within 3 minutes after beginning of
deicing step. If necessary, this process is conducted area by area to prevent refreezing.

Deicing / Anti-Icing Fluid Application Guide

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Figure 1.

Deicing
1. For optimum deicing, requirement is an even film of deicing fluid to be applied on all
surfaces. Type I and / or Type II fluids should be applied as specified by manufacturer
recommendations or table below. Economical results are obtained by starting on
highest part of fuselage, wings, etc. and covering evenly from there toward lower
sections.
2. Remove heavy accumulations of snow or ice.

Deicing / Anti-Icing Fluid Application Guide

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3. If nose of aircraft has been deiced, it must be wiped down with isopropyl alcohol to
ensure no fluid runs back on windshield.
4. Closely inspect and clean areas on and under wiper blades.
5. A fine mist of deicer solution repeated two or three times over affected area is more
effective than a solid stream.
6. Apply deicing fluid to lower surface of ailerons, horizontal stabilizer, elevator and
landing gear when wet snow conditions exist or when aircraft will use slushy taxiways
or runways.
7. After completion of deicing, a complete operational check of flight controls is
mandatory. Ensure engine controls and AOA probes operate freely.

Anti-Icing
1. It is not recommended to use diluted deicing fluid for anti-icing. Melting snow will further
dilute the solution and refreezing will take place.
2. For optimum anti-icing, requirement is even film of anti-icing fluid to be applied on all
surfaces. Type I and / or Type II fluids should be applied as specified by manufacturer
recommendations or table below. Economical results are obtained by starting on
highest part of fuselage, wings, etc. and covering evenly from there toward lower
sections.
3. Correct amount of fluid has been applied when fluid just starts to run off.
4. If nose of aircraft has been anti-iced, it must be wiped down to ensure no fluid runs back
on windshield. Closely inspect and clean areas on and under wiper blades.
5. If fluid cannot be applied before onset of light frost, anti-icing solution can still be applied
and produce expected results.
6. Heavy frozen deposits shall be removed by deicing procedure, followed by application
of cold anti-icing solution.
7. After completion of anti-icing, a complete operational check of flight controls is
mandatory. Ensure engine controls and AOA probes operate freely.

Deicing / Anti-Icing Fluid Application Guide

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