Narrative:

I was told by a mechanic he observed an aircraft being de-iced with fluid improperly heated. He observed this twice. He was stationed on the de-ice pad to be available to repair the de-ice trucks should that be needed. He had just left the truck in question and had noted to himself the fluid temperature during his time at the truck. He told the lead on the pad that the fluid was not ready for spray ops. It appeared that the de-ice personnel were unaware of a requirement to preheat the fluid in this type of truck. There are three different types of trucks in our air carrier operation. The truck in question is a premier. I observed this same mistake myself on during a different aircraft de-ice event. The fluid temperature was at 120F while the person in the bucket was spraying the aircraft. Better training for the de-ice personnel and closer supervision of those same personnel.callback conversation with reporter revealed the following information: reporter stated the FAA has mandated the de-icing fluid coming out of the spray nozzle be at a minimum 140F degrees. Typically; there is a 10-12 degree drop in temperature from the tank to the spray nozzle; so they normally increase the service truck heater temperature to increase the de-icing fluid to 160F degrees. However; the mechanic who informed him of the improper fluid temperature noted the actual temperature of the de-icing fluid the ground crew was spraying on the different aircraft was only 80 F degrees. Reporter stated three different models of de-icing trucks are used; superior; premier and FMC's. The superior trucks do not have a fluid temperature gauge in the truck cab; only at the heater controls; and require the operator to get out of the truck to preheat the tank fluid. The fluid is heated similar to a hot water tank that includes an iron core with coils; similar to a boiler. Reporter stated there are generally four burners that will shoot flames approximately six feet long vertically; with some passengers believing the aircraft is on fire. The superior and premier trucks provide 'on demand' type of de-icing fluid delivery; but the type-1 fluid temperature has to be constantly monitored. Reporter stated was not being done; due to lack of training for maintaining proper minimum nozzle discharge temperature.

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Original NASA ASRS Text

Title: A Maintenance Manager reports he was informed by a Mechanic stationed at a de-icing pad; who observed aircraft being deiced with fluid improperly heated to 120F degrees; less than required.

Narrative: I was told by a mechanic he observed an aircraft being de-iced with fluid improperly heated. He observed this twice. He was stationed on the de-ice pad to be available to repair the de-ice trucks should that be needed. He had just left the truck in question and had noted to himself the fluid temperature during his time at the truck. He told the lead on the pad that the fluid was not ready for spray ops. It appeared that the de-ice personnel were unaware of a requirement to preheat the fluid in this type of truck. There are three different types of trucks in our air carrier operation. The truck in question is a Premier. I observed this same mistake myself on during a different aircraft de-ice event. The fluid temperature was at 120F while the person in the bucket was spraying the aircraft. Better training for the de-ice personnel and closer supervision of those same personnel.Callback conversation with reporter revealed the following information: Reporter stated the FAA has mandated the de-icing fluid coming out of the spray nozzle be at a minimum 140F degrees. Typically; there is a 10-12 degree drop in temperature from the tank to the spray nozzle; so they normally increase the service truck heater temperature to increase the de-icing fluid to 160F degrees. However; the mechanic who informed him of the improper fluid temperature noted the actual temperature of the de-icing fluid the ground crew was spraying on the different aircraft was only 80 F degrees. Reporter stated three different models of de-icing trucks are used; Superior; Premier and FMC's. The Superior trucks do not have a fluid temperature gauge in the truck cab; only at the heater controls; and require the operator to get out of the truck to preheat the tank fluid. The fluid is heated similar to a hot water tank that includes an iron core with coils; similar to a boiler. Reporter stated there are generally four burners that will shoot flames approximately six feet long vertically; with some passengers believing the aircraft is on fire. The Superior and Premier trucks provide 'on demand' type of de-icing fluid delivery; but the Type-1 fluid temperature has to be constantly monitored. Reporter stated was not being done; due to lack of training for maintaining proper minimum nozzle discharge temperature.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.