The Federal Aviation Administration

Air Traffic Tactical Operations Program, ATT -1 &

Enroute/Terminal Operations/Procedures, ATP -100

~ Present ~

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 LOCAL AIRPORT DEICING
PLANS (LADP).
~A REFRESHER~

NOTE:
NOTE: This refresher should be used
in conjunction with a thorough review
of your appropriate Local Airport
Deicing Plan/s.

Produced by Northeast Air Traffic Tactical Operations, ATT -4 2

WINTER FLYING CAN PRESENT SOME UNIQUE
CHALLENGES . . . . .

BE PREPARED FOR THE

UPCOMING SEASON!

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OBJECTIVES:
A REVIEW OF THE RESPONSIBILITIES DEFINED IN GENOT RWA 1/61 AND
FAA NOTICE 7210.519 WITH REGARD TO LOCAL AIRPORT DEICING PLANS
(LADP), INCLUDING:

• THE DEVELOPMENT OF AN AIRPORT DEICING PLAN.

• SPECIFYING A TRIGGER MECHANISM FOR INITIATING THE PLAN.

• DEVELOPING STRATEGIES FOR MANAGING THE PLAN.

• THE APPLICATION OF GATE HOLD PROCEDURES DURING LADP EVENTS.

• COORDINATING START AND STOP TIMES FOR LADP EVENTS.

• BALANCING ARRIVAL AND DEPARTURE FLOWS DURING LADP EVENTS.

• HANDLING DEPARTURES AFFECTED BY GROUND DELAY PROGRAMS (EDCT).

• DEVELOPMENT OF DEPARTURE ALLOCATION PROCEDURES.

• COORDINATION, COMMUNICATION AND FEEDBACK WITH PARTIES

INCLUDED IN THE PLAN.
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PARTICIPATING
AIRPORTS
NOTE: The old list of 29 airports
identified by The Associate
Administrator for Airports (ARP-
(ARP-1)
has been eliminated!

Officials at airports operating under FAR Part 107 and Part 139 subject to
icing weather conditions with control towers should develop LADPs in order
to involve all interested parties in the deicing/anti-
deicing/anti-icing process. Aircraft
departing from airports without a LADP are not exempt from any traffic
management initiative.
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The operators of these airports have been requested to host meetings
involving airport users and AT in a partnership effort to achieve common
solutions to local aircraft ground deicing/anti-
deicing/anti-icing problems. The emphasis
is on developing local strategies that minimize the amount of time an aircraft
spends on the ground after being deiced/anti-
deiced/anti-iced.

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NOTE
NOTE--
Deicing is the process of removing existing frozen
precipitation, frost, or ice from aircraft surfaces. Anti-
Anti-icing
is the process of preventing accumulation of frozen
contaminants on aircraft surfaces. Both processes may
involve the application of various fluids to the aircraft.

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MULTIPLE CHO
CHOICE
ICE QUESTION #1
Locations with Local Airport Deicing Plans (LADP) were requested to host meetings
with users and Air Traffic to achieve common solutions to local aircraft ground
deicing/anti-
deicing/anti-icing problems. The emphasis of such meetings was to (choose one):

Develop local strategies for snow removal.

Develop local strategies to minimize the amount of time needed to remove snow
from movement areas.

Develop local strategies that minimize the amount of time an aircraft spends on
the ground after being deiced/anti-
deiced/anti-iced.

Develop local strategies that minimize the amount of time an aircraft spends at
the gate after being deiced/anti-
deiced/anti-iced.
8
 YOU’RE ALL WET!

DON’T WORRY! YOUR SEAT CUSHION CAN BE USED AS A FLOATATION DEVICE.

PLEASE TRY AGAIN!

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Correct!
The goal is to minimize the amount of time an aircraft
spends on the ground after being deiced/anti-
deiced/anti-iced!

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Let’s plow ahead!

AT managers who receive requests from airport operators to participate in

these meetings will use the following guidance:

1. When requested by the airport operator, the AT manager shall participate

in the development of an LADP. Since a LADP plan can effect an airport
acceptance rate and/or departure rate,
rate, the AT manager shall include the
participation of the AT manager from the appropriate ARTCC, who shall
participate and/or utilize their traffic management unit (TMU). The plan
will be reviewed and updated annually. The plan shall include:

(a) A clear definition of triggering mechanism(s) used to implement the

LADP, e.g. holdover tables, visible precipitation.

(b) Assignment of responsibility to notify AT of implementation and cessation of

the LADP.
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NOTE
NOTE--
Air traffic facilities should not become the triggering mechanism
except in rare circumstances. If AT is designated as the triggering
mechanism, submit the proposed LADP to the ATD for approval.

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MULTIPLE CHO
CHOICE
ICE QUESTION #2
From the parties listed below, who must participate in the development of an Airport
Deicing Plan? Choose the most correct answer.

The airport operator and the Air Traffic Manager.

The airport operator, Air Traffic Manager and ARTCC Air Traffic Manager or
ARTCC TMU representative.

The airport operator, airport users and the ARTCC Air Traffic Manager.

The airport operator, airport users, Air Traffic Manager and ARTCC Air Traffic
Manager or ARTCC TMU representative.
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You’re blowing it!

Try one more time. 14

 Yes!

The operators of the identified airports have been requested to host meetings
involving airport users and AT in a partnership effort to achieve common solutions to
local aircraft ground deicing/anti icing problems.

When requested by the airport operator, the AT manager shall participate in the
development of a LADP. Since a LADP plan can effect an airport acceptance rate
and/or departure rate, the AT manager shall include the participation of the AT
manager from the appropriate ARTCC, who shall participate and/or utilize their
traffic management unit (TMU). The plan will be reviewed and updated annually.
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Guidance continued. . .
2. Develop or enhance local strategies to manage the number of aircraft at the
departure runway queues and minimize the amount of time an aircraft spends
on the ground after being deiced/anti-
deiced/anti-iced.

3. Gate hold procedures, when used as part of an LADP, should be initiated

at the time the plan is implemented. The application of gate hold procedures
during deicing/anti-
deicing/anti-icing operations are not predicated on other requirements
of FAAO 7210.3.

NOTE-
NOTE-
The pilot-
pilot-in
in--command remains the final authority as to aircraft operation. Air
traffic is not responsible for tracking or adherence to aircraft holdover times.

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Remember. . .
2. Develop or enhance local strategies to manage the number of aircraft at
the departure runway queues and minimize the amount of time an aircraft
spends on the ground after being deiced/anti-
deiced/anti-iced.

3. Gate hold procedures, when used as part of an LADP, should be initiated

at the time the plan is implemented. The application of gate hold procedures
during deicing/anti-
deicing/anti-icing operations are not predicated on other requirements
of FAAO 7210.3.

NOTE
NOTE--
The pilot-
pilot-in
in--command remains the final authority as to aircraft operation.
Air traffic is not responsible for tracking or adherence to aircraft holdover
times.

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Guidance continued. . .

4. Coordinate the expected start time, actual start time and stop time of the LADP with the
appropriate ARTCC TMU.
TMU. The ARTCC TMU will forward these times to the ATCSCC.

5. Balance the airport flow to accommodate demand.

demand. Adjust the arrival rate with the
departure rate. These rates should reflect the number of operations expected to occur
during deicing/anti-
deicing/anti-icing conditions and facilitate minimizing the amount of time an
aircraft spends on the ground after being deiced/anti-
deiced/anti-iced.

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6. Aircraft operators at LADP airports are responsible to comply with
issued EDCT times and will not be exempted from compliance with those
times
times.. However, once an aircraft has been deiced/anti-
deiced/anti-iced, it shall be
released unless a Ground Stop applicable to that aircraft is in effect.

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If a facility believes aircraft operators are not performing deicing/anti-
deicing/anti-
icing in a manner consistent to meet the EDCT time, the facility shall
notify The ATCSCC through the appropriate TMU.

NOTE - Aircraft departing from airports without a LADP

shall not be excluded from any traffic management initiative.
initiative.

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 QUESTION #3
EWR ARRIVALS
RDU is currently conducting their LADP.

There is a Ground Delay Program in effect for Newark (EWR).

RDU has a flight deiced and ready to depart for Newark. EDCT
is 1735Z.
Should this flight have planned to be ready for departure
during its assigned EDCT window or was it acceptable to be
ready now (1659Z)?

What do you think?

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GOOD THINKING!
It certainly was not acceptable for this flight to be ready to go so far ahead of the
EDCT! However, since its already been deiced you need to “minimize
“minimize the amount of
time an aircraft (this aircraft!) spends on the ground after being deiced/anti-
deiced/anti-iced.”

Let them go to Newark!

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You remembered a very important change! Aircraft operators
are responsible to comply with Ground Delay Program
generated EDCTs and will not be exempted from compliance
with those times!

You also remembered that once an aircraft has been

deiced/anti-
deiced/anti-iced, it shall be released unless a Ground Stop
Okay! Take a flight (on us!) to
applicable to that aircraft is in effect.
Also, ifsomeplace where
you believe aircraft operatorsice is performing
are not just
deicing/anti-
deicing/anti-icing in a manner consistent to meet their EDCT,
something
notify The ATCSCCyouthrough
findtheinappropriate
cold drinks!
TMU!

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Back to reality! Let’s recap. . .
We’re going to:

Coordinate both the expected start time, actual start time and stop
time of the LADP with the ARTCC Traffic Management Unit.
The ARTCC TMU will forward these times to the ATCSCC.

Balance the airport flow to accommodate demand.

Adjust the arrival rate with the departure rate.

Minimize the amount of time an aircraft spends on the ground

after being deiced/anti-
deiced/anti-iced! 24
Next . . .
7. Allocate the available departure slot capacity, when departure rates are
reduced because of deicing/anti-
deicing/anti-icing, consistent with available resources.
Facilities should consider the following unprioritized list of options when
developing departure allocation procedures.

(a) OPTION A: A: First come, first served. When departure demand exceeds
capacity, the AT facility will minimize departure delays at the runway
queue by using gatehold or an equivalent procedure.

(b) OPTION B B:: AT will determine the departure allocation based upon the
departure rate and the stated demand, obtained directly from the users,
during a specified time period. For example, AT will coordinate with each
user and receive their demand for a 15-
15-minute time period. Then based
upon the total airport departure demand for the 1515--minute time period:
determine the number of flights which the user will be allocated, advise
each user, and determine which flights they will use to fill their allocation.
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(c) OPTION C: Airport users determine the departure allocation. AT will notify the users
of the departure rate in effect and the users will then advise AT which flights they will use to
fill their allocation. AT will provide input on the coordination process but will not accept an
active role in developing the departure allocation.

(d) OPTION D: AT determines the departure rate and informs the users of the number of
operations expected during a specific time period. AT determines the total percentage of
each users' daily operations based upon a "typical busy day" by dividing each of the users
total daily operations by the airports total daily operations. Then, AT determines each
users hourly share by multiplying the users daily percentage times the departure rate. The
users will then distribute their hourly share evenly throughout the specific time intervals.
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NOTE
NOTE--

1. AT may or may not take an active role in determining the

percentage of each users operations on a "typical busy day" and each
users hourly share.

2. If a user has only one aircraft scheduled per hour, attempts should
be made to accommodate it.

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MULTIPLE CHO
CHOICE
ICE QUESTION #4
An airport has been using their LADP for several hours. The tower is advised the plan
will terminate in five minutes. The tower should (pick one):

Coordinate the stop time of the LADP with The ATCSCC.

Resume compliance with Approval Requests (APREQ) when the LADP ends.
There is no need for further coordination.

Resume compliance with APREQs, EDCTs and all other current initiatives when
the LADP ends. There is no need for further coordination.

Coordinate the stop time of the LADP with the appropriate ARTCC TMU.
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Did this question snow you?!

Try again! 29
You are stuck at the gate!

Try again! 30
You’re going nowhere . . . .

So try again! 31
 We’re going to coordinate the expected
start time, actual start time and stop time
of the LADP with the appropriate ARTCC
TMU. The ARTCC TMU will forward
these times to the ATCSCC!

NICE MEMORY!

I think we’ve covered it all, so……

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ENJOY
DE-
DE-ICE!

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 Material contained in this
Refresher is found in
Questions and/or comments may be directed
FAAH 7210.3, GENOT
to your Region’s Air Traffic Division.
RWA 1/61 and
Thank you for participating.
FAA
Have Notice
a safe 7210.519.
Winter!

THOSE REFERENCES AGAINAGAIN:: FAAH 7210.3, GENOT

RWA 1/61 and FAA Notice 7210.519! 34
 DE-
DE-END!

CARE TO TRY AGAIN?

NO THANKS!
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ATT--4
ATT
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