U.S. Department

of Transportation

Federal Aviation

Administration

Advisory

Circular

Subject: Change #2 to Design of Aircraft Deicing Facilities Date: 8/31/00

Initiated by: AAS-100

AC No: 150/5300-14

Change: 2

1. Purpose. The change provides standards and 

recommendations to build infra-red aircraft deicing 

facilities and adds anaerobic bioremediation as an 

alternative method to mitigate the runoff effects of 

de/anti-icing products.

2. Principal Changes.

a. A new Appendix 1, Design of Infra-red 

Deicing Facilities, was added that provides standards 

and recommendations to build aircraft deicing facilities 

employing infra-red energy unit systems that are gaspowered and computer-controlled. The appendix 

explicitly states that such facilities are only capable of 

performing deicing operations. When an aircraft 

requires anti-icing, the appendix explicitly states that an 

appropriate anti-icing fluid is required.

b. Chapter 5, Water Quality Mitigation, adds the 

technological approach of anaerobic bioremediation as 

another proven method available to airport authorities 

for mitigating the effects by de/anti-icer products found 

in storm water runoff.

PAGE CONTROL CHART

Removal Page(s) Dated Insert Page(s) Dated

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iv - vi

8/13/99

8/31/00

19 – 20 8/13/99 19 – 22 8/31/00

Appendix 1

1-8 8/31/00

David L. Bennett

Director of Airport Safety and Standards

8/13/99 AC 150/5300-14 CHG 1

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CONTENTS

CHAPTER 1. INTRODUCTION

Paragraph Page

1. Overview ....................................................................................................................................................... 1

2. Definitions..................................................................................................................................................... 1

3. Project Input .................................................................................................................................................. 2

4. Related Reading Material............................................................................................................................... 2

CHAPTER 2. SIZING AND SITING DEICING FACILITIES

4. General.......................................................................................................................................................... 5

5. FAA Clearance and Separation Standards Affecting Deicing Facilities............................................................ 5

6. Capacity of Deicing Facilities......................................................................................................................... 6

7. Factors Affecting Number of Aircraft Deicing Pads and Deicing Facilities...................................................... 6

8. Factors Affecting Facility Location and Size................................................................................................... 7

9. Fluid Handling Requirements at Deicing Facilities.......................................................................................... 8

10. Nighttime Lighting......................................................................................................................................... 8

11. Bypass Taxiing Capability.............................................................................................................................. 8

12. Multiple Deicing Queues................................................................................................................................ 9

13. Topography ................................................................................................................................................... 9

14. Utilities.......................................................................................................................................................... 9

15. The Airport Layout Plan (ALP) and Sizing and Siting Facilities...................................................................... 9

CHAPTER 3. DESIGN OF AIRCRAFT DEICING PADS

16. Aircraft Deicing Pads..................................................................................................................................... 11

17. Separation Standards for Aircraft Deicing Pads............................................................................................... 11

18. Fixed Fluid Applicators.................................................................................................................................. 11

19. Pavement Markings for Off-gate Deicing Facilities......................................................................................... 11

20. Deicing Pad Layouts...................................................................................................................................... 13

21. Apron Designs for Deicing Facilities ............................................................................................................. 15

CHAPTER 4. AIRCRAFT ACCESS AND VEHICLE SERVICE ROADS

22. Aircraft Access Routes .................................................................................................................................. 17

23. Vehicle Service Roads.................................................................................................................................... 17
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CONTENTS (CONTINUED)

Paragraph Page

CHAPTER 5. WATER QUALITY MITIGATION

24. Runoff Mitigating Structures .......................................................................................................................... 19

25. Mitigation Alternatives................................................................................................................................... 19

26. Publicly Owned Treatment Works (POTW).................................................................................................... 19

27. Detention Basins ............................................................................................................................................ 20

28. Underground Storage Tanks (UST)................................................................................................................. 20

29. Recycling Glycol Fluids ................................................................................................................................. 20

30. Anaerobic Bioremediation Systems................................................................................................................. 20

APPENDIX 1. DESIGN OF INFRA-RED AIRCRAFT DEICING FACILITIES

A-1. Overview...................................................................................................................................................... 1

A-2. Design Airplane............................................................................................................................................ 1

A-3. Infra-red Deicing Facilities............................................................................................................................ 1

A-4. Siting of Infra-red Deicing Facilities ............................................................................................................. 2

A-5. Entrance Taxiway ......................................................................................................................................... 2

A-6. Infra-red Deicing Structure............................................................................................................................ 2

A-7. Nighttime Lighting ....................................................................................................................................... 2

A-8. Sizing Infra-red Deicing Structures ............................................................................................................... 2

A-9. Optional Equipment – Ice Detection Cameras................................................................................................ 4

A-10. Facility Operations Shelter............................................................................................................................ 4

A-11. Computer-Controlled Gas Powered Infra-red EU Systems............................................................................. 4

A-12. Installation of Infra-red EU Systems.............................................................................................................. 6

A-13. Infra-red EU System Configuration ............................................................................................................... 6

A-14. Computer Hardware/Performance ................................................................................................................. 6

A-15. Anti-icing Capability..................................................................................................................................... 7

A-16. Exit Taxiway ................................................................................................................................................ 7

A-17. By-pass Taxiing Capability ........................................................................................................................... 7

A-18. Runoff Mitigation ......................................................................................................................................... 7

FIGURES

Figure Page

Figure 1-1. Aircraft deicing pad................................................................................................................................ 3

Figure 2-1. Separate taxiing entrance to an aircraft deicing facility............................................................................ 9

Figure 3-1. Facility taxiway/taxiway holding position marking ................................................................................. 12

Figure 3-2. Example of a common deicing pad ......................................................................................................... 13
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CONTENTS (CONTINUED)

Figure Page

Figure 3-3. Example of a composite deicing pad...................................................................................................... 13

Figure 3-4. Deicing pad centerlines oriented 45 degrees with the connecting taxiway ............................................... 14

Figure A1-1. FAA Boeing 727-100 taxiing into an infra-red deicing facility............................................................. 1

TABLES

Table Page

Table A-1. Protective Cover Lengths....................................................................................................................... 3

Table A-2. Horizontal Clearances............................................................................................................................ 3

Table A-3. Acceptance Criteria for Contamination Removal by Infra-red EU Systems.............................................. 6
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BLANK PAGE
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CHAPTER 5. WATER QUALITY MITIGATION

24. RUNOFF MITIGATING STRUCTURES. Since 

deicing/anti-icing fluids are chemical products with

environmental consequences, deicing facilities shall have 

runoff mitigating structures. The recommended 

structures are those that comprise a mitigating alternative 

that collects and retains runoff for proper disposal or

recycling. In terms of structural best management

practices (BMPs), this approach to "control the source"

offers airport managers an effective and economical

means to comply with storm water permitting

requirements. Change 1 to AC 150/5320-15, 

Management of Airport Industrial Waste, provides

additional BMPs to mitigate various types of pollutants

from entering storm water runoff conveyances.

a. Treatment Advantages. The approach to

"control the source" offers two treatment advantages. 

First, it lessens the difficulty of dealing with the facility's 

deicer runoff by isolating it from airfield storm sewers or 

from terminal areas that do not divert seasonal flows of 

glycols. Second, deicing facilities enhance the feasibility 

of recycling glycols by collecting higher glycol

concentrations, as compared to drainage systems where

glycols are further diluted with other runoff and

precipitation.

b. Treatment Parameters. Of the discharge

parameters the alternative needs to mitigate, biochemical 

oxygen demand (BOD) and toxicity are the primary

runoff effects requiring control. The additives in fluids

may have an effect on the overall biodegradability. 

Depending on the type of discharge permit, the

alternative would need to monitor specific items,

generally based on BOD5, chemical oxygen demand

(COD), total organic carbon (TOC), total suspended

solids (TSS), oil/grease, pH, and flow rate limits.

25. MITIGATION ALTERNATIVES. The

mitigation alternative should allow users of the deicing 

facility continued use of deicing fluids within the

framework of Federal, state, and local storm water

runoff regulations (discharge permits). It is strongly

recommended that the proposed alternative be reviewed 

by the Federal, state, or local environmental authority

having jurisdiction to verify its effectiveness to place

the deicing facility in regulatory compliance. Prior to

final selection, all alternatives should be evaluated on a 

life cycle cost basis to avoid an accepted long term

alternative with a short useful life, for an example see

paragraph 26, PUBLICLY OWNED TREATMENT

WORKS (POTW). Additionally, it should reflect the

best alternative afforded by the facility's site and

integration with the airport master drainage plan. A

few alternatives are:

a. off-airport biochemical treatment of facility

runoff at POTWs by way of a sanitary sewer. See

paragraph 26, Publicly Owned Treatment Works, for

additional guidance.

b. on-airport detention basin with pump station for 

discharging metered runoff to receiving waters by an

airport storm sewer. See paragraph 27, Detention

Basins, for additional guidance.

c. on-airport anaerobic biochemical reactor for

pre-treatment of runoff prior to discharge to POTWs or 

detention basin. See paragraph 30, Anaerobic

Bioremediation Systems.

d. on-airport underground storage tanks (UST) or

concrete vaults for detention of runoff for hauling tankers 

to siphon for proper disposal. For airports lacking the

physical space for detention ponds, USTs near the

facility is an alternative. See paragraph 28, Underground 

Storage Tanks, for additional guidance.

e. on-airport recycling system. See paragraph 29, 

Recycling Glycol Fluids, for additional guidance.

f. diversion boxes for diverting seasonal glycol

runoff to a specific location, such as a detention basin.

Depending on the site and storm water permitting

requirements, one of the above alternatives and/or other

technologies working in tandem should provide the

airport manager with an effective alternative acceptable

to Federal, state, and local environmental authorities.

26. PUBLICLY OWNED TREATMENT WORKS

(POTW). Off-airport biochemical treatment of facility

runoff at POTWs is a proven mitigation alternative. This 

alternative normally requires the airport manager to

monitor flow volumes and pretreat glycol contaminated

storm water to protect the receiving POTW facility, for

example see paragraph 30. Areas of probable

pretreatment are high BOD5, COD, TOC, TSS, pH, and

oil/grease. Of these, treatment of glycol BOD loads is of 

primary concern since some data measure an impact load 

of approximately 3,000 times that of raw human sewage. 

To protect POTW, the United States Environmental

Protection Agency (USEPA) developed a national

pretreatment strategy (1977) under the Clean Water Act. 

The regulations were published as 40 CFR Part 403.

Regardless of the size of the surrounding community,

airport authorities considering this alternative should

not only evaluate the POTW's current capacity but

whether it can accept both future load demands from the 

airport and a growing community.
AC 150/5300-14 CHG 2 8/31/00

20

27. DETENTION BASINS. For airports with

available physical space, an economical alternative to

treating "first flush" runoff from deicing facilities is by a 

single or series of detention basins. The state or local

authority having jurisdiction generally sets construction

and design standards. Impermeable liners to protect the

groundwater and/or monitoring wells to detect breached 

liners are likely to be required.

a. Sizing. Biodegradability rate, which varies by

glycol types, is a primary factor for determining basin

capacity. Basin capacity can be reduced by taking into

account the slower microbial activity during the winter

season and the greater quantity of available oxygen in

colder water. Detention of ethylene glycol, which

degrades quicker than propylene glycol, permits earlier

metered discharges and, thus, reduced basin capacity.

b. Mechanical Aeration. The quick consumption 

of available oxygen levels within basins by glycol can

lead to anaerobic conditions (lack of oxygen). This

condition leads to potential septic conditions (undesirable 

odors) due to the adverse impacts to bacterial generation 

necessary for glycol degradation. A recommended

corrective action is to install a mechanically aerated

system to replenish oxygen levels. This supplemental

acceleration of biodegradation and thus, earlier

discharging of glycols, further reduces a basin's capacity. 

The installed system should maintain dissolved oxygen

levels at the level that places the alternative in

environmental compliance. For some basins, pump

stations and force mains may be required if the discharge 

cannot reach the desired outfall locations.

c. Wildlife Management. AC 150/5320-15 and

AC 150/5200-33, Hazardous Wildlife Attractants on or 

near Airports, provide recommended configurations and 

site location for detention basins from a wildlife

standpoint. Non-enclosed detention basins shall not be 

situated under or adjacent to runway approaches.

d. Other Features. Additional design features

may be necessary if runway deicers containing urea or

other effluents are collected within a basin that contains 

nutrients for plant growth. For instance, the growth of

algae blooms under the right conditions may be for some 

environmental authorities regarded as suspended solids. 

Their inclusion to the TSS discharge limit may cause this 

alternative to exceed permitted levels.

28. UNDERGROUND STORAGE TANKS (UST). 

UST systems that collect ethylene glycol deicing fluids

are regulated under the USEPA UST regulations, i.e.,

40 CFR, Parts 280 and 281. Though other types of

glycols are available which may not be regulated, this

alternative has the potential to collect a regulated

substance such as aviation fuel. Because of this potential 

and future use of ethylene glycol based fluids by tenants, 

it is recommended that this alternative be designed in

accordance with applicable USEPA and state UST 

regulations. For facilities used on a yearly basis, this

alternative may collect regulated substances when the

deicing pads are used for washing the exterior of aircraft. 

If a UST is the final collection point, a rigid pad with

catch basin may be required for hauling tankers.

29. RECYCLING GLYCOL FLUIDS. Depending on 

the content nature of the runoff and economics, improved 

technologies are available for recycling spent glycol

fluids collected at concentrations of 5 percent and, under 

certain conditions, even lower percentages. In terms of

recycling fluid types that offer longer holdover times as 

compared to type I fluids, the fluid types are normally

more demanding to recycle because of special polymers. 

This however, is resolved simply by the addition of an

extra processing step, thus making recycling an

economical consideration. Recycling provides airport

management with two valued resources. The first

resource is recycled glycol and the second resource is

water. Besides recouping some of the chemical cost for 

glycol and the utility cost for water, other recycling

benefits may be reduced sludge disposal costs incurred

by other mitigation alternatives and less physical space

for equipment.

a. Recycled Glycol Fluids. Recycling glycol may 

offer airport management lower disposal cost of effluent 

through the resale of recovered product to fluid

manufacturers or to other secondary markets. Prior to

using recycled glycols as the primary aircraft deicer/antiicer fluid, recertification in accordance with established

industry standards is necessary, for example SAE, ISO. 

In regard to pavements, recycled glycol fluids may be

reused on the airfield pavements if they meet the

appropriate glycol-based runway fluid specifications in

AC 150/5200-30A, Airport Winter Safety and

Operations.

b. Recycled Water. The limited availability and

high costs of water for some airports may make recycling 

a cost-effective runoff mitigation alternative. Airport

management can commit recovered water, if permitted,

to irrigate airport landscapes, wash airport/aircraft

equipment, or for other non-potable water uses.

30. ANAEROBIC BIOREMEDIATION SYSTEMS. 

Anaerobic bioremediation systems in conjunction with

POTWs or detention basins can be an effective means

to dispose of glycol-contaminated stormwater. The

bioremediation system generally consists of a glycol

contaminated stormwater collection and storage system, 

a bioreactor treatment system, and a gas/heat recovery 

system. Today many POTWs will only accept limited

quantities of glycol-contaminated stormwater. 

Anaerobic systems, depending on the airport’s

discharge permit, can reduce BOD5 concentration levels 

sufficiently to permit unrestricted disposal to a POTW. 

For example, one airport-tested system reduced the

oxygen demand of incoming glycol-contaminated 

runoff by over 98%. For those cases where POTWs
8/31/00 AC 150/5300-14 CHG 2

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continue to impose discharge restrictions, the lowered

BOD5 concentration level may be such to allow an

increase to the permitted discharge rate. Regarding

detention basins, the presence of high glycol

concentrations usually makes complete treatment more 

difficult. Treatment under such conditions normally

require considerably more energy for aeration systems

and produce large amounts of excess biomass, which in 

turn, need proper disposal. Anaerobic systems not only 

reduce high BOD5 concentration levels but produce

significantly less biomass. When biomass is a problem, 

anaerobic systems can use activated carbon as the

media for attaching the biomass. Furthermore, these

systems have demonstrated an additional ability to

lower to non-detectable levels or remove “additive

packages” that are necessary in deicer products from

collected runoff. An economical benefit of the

anaerobic process is that it converts glycol in runoff to 

methane gas that can be used for heating.
AC 150/5300-14 CHG 2 8/31/00

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BLANK PAGE
8/31/00 AC 150/5300-14 CHG 2

Appendix 1

1

APPENDIX 1. DESIGN OF INFRA-RED AIRCRAFT DEICING FACILITIES

A-1. Overview. The predominant method to deice 

airplanes relies on the application of aqueous solutions 

of freezing point depressant (FPD) fluids. In terms of 

deicing airplanes other methods have been employed,

such as the mechanical removal of certain types of

contamination from airplane surfaces or the placement

of airplanes within a heated hangar to melt or loosen

contamination. In terms of anti-icing airplanes, the

only acceptable method continues to rely solely on the 

application of an appropriate anti-icing FPD. Today, all 

available FPDs are glycol-based products. 

Recent technological developments in the ability of 

infra-red energy to deliver sufficient, targeted energy to 

contaminated airplane surfaces have achieved a level,

as prescribed in paragraph A-11, that makes this

method, in conjunction with FAA approved airplane

ground deicing/anti-icing program, an alternative 

deicing method. This alternative method offers airport 

authorities an environmental benefit because it is

supplemented with little or no FPD during the deicing

process. However, since infra-red energy can support

only the deicing process, airplanes requiring anti-icing

protection will still require an application of an

appropriate anti-icing FPD.

This appendix provides design standards and

recommendations to build infra-red aircraft deicing

facility (IDFs) using a new class of infrared devices

intended for deicing operations as compared to those

devices used in the heating industry. Paragraphs from

the main body of this document or within this appendix 

will be cross-referenced. In the latter case, the

referenced paragraph will contain the letter A, e.g. A-4, 

to designate its location in the appendix instead of the

main document. Figure A-1 illustrates an IDF with an 

entrance taxiway, an infra-red deicing structure, and an 

anti-icing pad just out of view.

A-2. Design Airplane. The design airplane used to

design an IDF will be in many applications a composite 

of several airplanes. A composite allows the designer

to take into account the most demanding airplanes

physical characteristics in terms of sizes and shapes. 

For example, the composite takes into account

maximum tail heights plus their shapes, such as the Tshaped tail section of Dash-8s, vertical heights of wings 

fitted with winglets, such as the Airbus 320, and

variations in fuselage lengths within an airplane family, 

such as the Boeing 737 family.

A-3. Infra-red Deicing Facilities (IDF). IDF have the 

following basic components:

a. Entrance taxiway,

b. Infra-red deicing structure, 

c. Nighttime lighting,

d. Computerized gas-powered infra-red energy

unit (EU) system,

e. Facility Operations Shelter,

f. Anti-icing capability,

g. Exit taxiway,

h. Bypass taxing capability, and

i. Runoff mitigation measure.

As optional equipment, IDF may have ice detection

cameras as described in paragraph A-9.

Figure A-1. FAA Boeing 727-100 taxiing into an infra-red deicing structure.
AC 150/5300-14 CHG 2 8/31/00

Appendix 1

2

A-4. Siting of Infra-red Deicing Facilities. IDFs shall 

be sited in accordance with Paragraph 5, FAA

Clearance and Separation Standards Affecting Deicing 

Facilities. For air traffic control towers to initiate

control and release of aircraft, the perimeter of the

facility shall be marked in accordance with paragraph

19 (a) Pavement Markings for off-gate Deicing

Facilities. With today’s improved holdover times of

available anti-icers, terminal or cargo ramp areas

present promising locations for siting IDFs. For some 

airports however, acceptable sites along a taxiway may 

better complement the type of operation in use during

winter season. Regardless of the chosen site, the

adjoining ground surrounding an IDF needs to be

properly graded and prepared to support aircraft rescue 

and fire fighting (ARFF) vehicles under dry conditions. 

The requirement for grading provides responding ARFF 

crews access to any section of the IDF.

A-5. Entrance Taxiway. IDFs shall have an entrance 

taxiway designed, marked, and lighted in accordance

with AC 150/5300-13, Airport Design, AC 150/5340-1, 

Standards for Airport Markings, and AC 150/5345-46, 

Specifications for Runway and Taxiway Light Fixtures. 

The section of the entrance taxiway leading into the

infra-red deicing structure shall be straight and long

enough to permit the longest airplane to align its entire 

fuselage with the taxiway centerline prior to entering

the structure.

A-6. Infra-red Deicing Structure. IDFs shall have an 

infra-red deicing structure where airplanes are deiced

by an infra-red EU system.

a. Modular Truss Design. The structure shall

be designed in accordance with the building code

requirements for the jurisdiction having authority. The 

structure shall be of a modular truss design that offers 

the owner the flexibility to (1) accommodate changes in 

airplane physical characteristics and (2) relocate the

above ground portion of the structure on a seasonal

basis. The structural components shall be of an

interchangeable type that offers a range of sizes from

the same basic structural components in terms of

expandable widths, lengths, and heights, each being

independent of the other.

b. Modular Truss Construction and Framing

Materials. Modular truss components used for framing 

shall be made of an aluminum alloy or steel. Steel

structures shall be galvanized in accordance with

ASTM A 123, Standard Specification for Zinc (Hot-Dip 

Galvanized) Coatings on Iron and Steel Products, to

resist corrosion. Each supporting column shall be

designed and anchored in accordance with the building 

code requirements for the jurisdictional having

authority to resist imposed static and dynamic forces,

such as, wind loads and snow loads. All components,

cross members, fasteners, bolts, etc. shall be positively 

secured to protect against loosening and the

introduction of foreign object damage to airplane

turbine engines and propellers.

c. Fabric Cover. IDFs shall be covered by a

fabric material (walls and roof) that is flame-resistant in

accordance with the large scale test in National Fire

Protection Association (NFPA) 701, Standard Method

of Fire Tests for Flame-Resistant Textiles and Films. 

Furthermore, the fabric cover should be easy to repair

when damaged and of a PVC-coated fabric, as

compared to laminated, to improve durability and to

protect the base fabric from ultraviolet light

degradation.

d. Lightning Protection. The structure shall be 

fitted with lightning protection in accordance with

NFPA 78, Lightning Protection Code.

e. Structure and Installation Design Codes. 

The structure shall be designed in accordance with the

building code requirements for the jurisdiction having

authority. 

f. Fire Safety Codes. The structure shall be

designed in accordance with fire code requirements for 

the jurisdiction having authority.

g. Electric Code. Electric service for the

structure shall be designed in accordance with the

electric code requirements for the jurisdiction having

authority. At a minimum, electrical service shall be

installed in accordance with the provisions for aircraft

hangars contained in Article 513, Aircraft Hangars, of 

NFPA 70, National Electrical Code. Furthermore, all

wiring not enclosed in conduits/raceways shall be

adequately supported, laced, or banded to reduce wear

and damage as the result of jet velocities or prop wash.

A-7. Nighttime Lighting. The IDF shall provide

nighttime lighting within the infra-red deicing structure 

and, if constructed, for the exterior anti-icing pad. 

Nighttime lighting helps ground personnel to perform

de/anti-icing processes and airplane inspections more

effectively. Interior lighting shall be restricted to

electricity. Lighting for the exterior anti-icing pad shall 

be in accordance with Paragraph 10, Nighttime

Lighting.

A-8. Sizing Infra-red Deicing Structures. The size of 

infra-red deicing structures shall be determined by

clearance requirements that separate the structure

framing/infra-red EUs from the design airplane.

a. Length of Structure. The length of the

structure shall equal the length of the design airplane

fuselage plus a length for an overhead protective cover 

(PC). The PC, which is equally divided front and back 

of the total fuselage length, serves to reduce or
8/31/00 AC 150/5300-14 CHG 2

Appendix 1

3

eliminate the amount of falling precipitation onto

airplane surfaces. The PC length shall be in accordance 

with table A-1. Sites customarily experiencing large

horizontal dispersion of falling snow and/or frozen

precipitation, such as, a result from strong winds, can

minimize such dispersions by orienting the facility

centerline perpendicular to such winds.

Airplane Design 

Group (ADG)

Protective Cover 

Length

Feet (meters)

ADG II and Smaller 20 feet (6.1 m)

ADG III and Larger 30 feet (9.1 m)

Table A-1. Protective Cover Lengths

b. Height of Structure. The height of the

structure shall be such that the closest point of the infrared EUs and structural framing clears the most

demanding airplane tail section by 10 feet (3.05 m). 

Precaution in selecting this dimension is necessary

since the vertical heights of airplanes vary according to 

tire pressures and taxiing weights, e.g., operating design 

empty weight versus maximum design taxiing weight. 

Therefore, the designer shall take into account the

maximum height of all tail sections and their shape as

provided by the airplane manufacturer(s).

c. Roof Size. The roof of the structure shall be 

arched to maximize the delivered radiant energy by the 

infra-red EU system and thereby reduce deicing times. 

Furthermore, the arched-roof shall be designed with

open ends and free of ceiling pockets to eliminate the

accumulation of engine exhaust and other vapors. In

accordance with NFPA 409, a 10-foot (3.05 m)

clearance shall be provided between the arched

framing/infra-red EUts and the most demanding

airplane wing configuration, e.g., height of wingtips,

winglets. The designer needs to take into account

height variations of wingtips, especially airplanes with

winglets, when airplanes are not fully loaded with fuel. 

To illustrate, Boeing publication D6-58326-1, 747-400 

Airplane Characteristics for Airport Planning, shows

winglet on the Boeing 747-400 range approximately

from 22 feet (6.7 m) to almost 31 feet (9.3 m) above the 

ground. The designer shall use the highest ground

clearances provided by airplane manufacturers.

d. Width of Structure. The width of the

structure shall provide the clearance measured

horizontally between wingtips/winglets and the

structural framing/infra-red EUs in accordance with

table A-2.

 e. Wall Egress. Each wall shall have one 

egress between two adjacent columns to provide an

additional evacuation route for passengers during an

emergency. The opening shall be in accordance with

the jurisdiction having authority, but not less than 4 ft

(1.2 m) by 8 ft. (2.5m). The egress should be located 

behind the wing section. If the jurisdiction having

authority permits a single door for the opening, then it 

shall be of a non-locking type that opens outward.

Airplane Design 

Group (ADG)

Clearance 

Distance

Feet (meters)

ADG II and Smaller 10 feet (3.0 m)

ADG III 15 feet (4.6 m)

ADG IV and Larger 20 feet (6.1 m)

Table A-2. Horizontal Clearances

f. Floor Design. The floor shall be designed to 

carry the maximum anticipated taxiing weight of the

design airplane in accordance with paragraph 21 (a),

Pavement Designs. The floor shall be sloped to allow 

for drainage (see paragraph A-11(g)). If an infra-red 

deicing structure is placed over an existing taxiway, the 

taxiway width shall be expanded up to the supporting

structural columns of the structure. In this case, the

transverse grade of the taxiway shall be continued for

the full-expanded width. The portions of floor that are 

wider than the existing taxiway shall have a loadbearing capacity not for airplanes but for the expected 

vehicle traffic within the structure. The edges of the

floor in all cases shall be free of any type of continuous 

curbing.

g. Drainage Design. The floor shall be designed 

to prohibit melt off and other runoff from ponding

within the structure and direct runoff for proper

treatment. Any interior drains should be located near

the perimeter of the floor to minimize their exposure to 
AC 150/5300-14 CHG 2 8/31/00

Appendix 1

4

aircraft and vehicular traffic. When used, high strength 

drainage boxes and covers shall be designed in

accordance with AC 150/5320-5. Additionally, the

design of the drainage system shall take into account

the ability of the ARFF service to respond unimpeded

to emergencies and for passengers to evacuate the

structure safely. For example, the drainage system

leading away from the structure shall not be of an open 

ditch design. 

h. Floor Markings. The floor shall have two

types of markings. First, the floor shall be marked with 

a taxiway centerline in accordance with AC 150/5340-

1. Second, the floor shall be marked with a nose wheel 

stop mark to indicate the proper placement of airplanes 

under the infra-red EU system. The facility operator

should determine the shape and color of the stop mark. 

Since the infra-red EU system offers the operator the

flexibility for zonal application of energies, that is,

energizing portions of the system, more than one stop

mark may be needed to process smaller airplanes.

A-9. Optional Equipment - Ice Detection Cameras. 

Infra-red deicing structures may have as optional

equipment ice detection cameras to allow facility

operators the ability to scan airplane surfaces prior to

and after airplanes are exposed to infra-red energy for

the presence of frozen contamination. The cameras

shall meet the requirements of SAE Aerospace

Standard (AS) 5116, Performance Standard for

Airplane Ground Ice Detection System,

Airplane/Ground Based. Cameras may be either a

hand-held system or fixed system with color monitors

that show degrees of frozen contamination. The color 

monitor for hand-held cameras are built into the camera 

itself while for a fixed system the color monitor is a

separated piece of equipment. If a fixed system is used, 

the cameras should be placed in a manner that

maximizes the surface viewing areas of airplanes.

A-10. Facility Operations Shelter. The infra-red 

deicing structure shall have an enclosed, temperature

controlled shelter for facility personnel with a separated 

operations room to house the computer system that

controls the infra-red EU system, a printer, color

monitor(s) for the fixed infra-red ice detection

camera(s), telephones, and other equipment necessary

to the operation. The intend of the separated operations 

room is to eliminate inadvertent distraction on system

operator(s). The operations room shall have a

window(s) that allow personnel running the infra-red 

EU system a full view of the operation. Location of the 

shelter shall be in accordance with the clearances of

table A2. A suitable portable fire extinguisher(s) in

accordance with NFPA 10, Standard for Portable 

Extinguishers, shall be provided.

A-11. Computer-Controlled Gas-Powered Infrared EU Systems. Gas-powered infra-red EU systems

need to deliver sufficient radiant energy at appropriate

wavelengths that target specific types of contamination 

without damaging airplanes. Furthermore, systems

shall be computer-controlled to ensure greater

operational control and improved efficiency to remove 

contaminates. Computer control allows specific infrared EUs to vary their energy levels and exposure times 

independently for zonal applications. Thus, operators

can tailor the deicing process to tackle the differences

in airplane types and sizes and the variations in the

types and thickness of contamination adhering to the

airplane. Therefore, systems shall deliver infra-red 

energy in accordance with the two-part test criteria

from the following subparagraphs. An independent lab 

shall evaluate the system that will be installed at the

airport thereby evaluating the actual energy levels that

airplanes will be subjected to. The testing parameters

allow the flexibility for conducting system evaluations

either outdoors (preferable due to the separation

requirements of the test and limit the size of infra-red 

EU systems) or in a very large cold chamber. FAA

reserves the right to retest all candidate infra-red EU

systems at its discretion.

a. Purpose of Contamination Removal and

Heated Panel Tests. Acceptable infra-red EU systems 

are those that pass two interrelated tests. Test

procedure (TP) #1, Contamination Removal, evaluates

the system’s capacity to deliver sufficient focused infrared energy to remove artificially produced ice layers of 

specified thicknesses from test panels within specified

time frames. Test procedure (TP) #2, Heated Panel,

evaluates the system’s performance settings used in

TP#1 to evaluate the potential for the system to

overheat uncontaminated (cleaned) test panels beyond a 

prescribed maximum surface temperature. System

evaluations shall be conducted in accordance with the

test methods outlined in subparagraph A-11 (d). 

Although the evaluation tests are based on a 10-foot 

(3.05 m) separation between the panels and infra-red 

EU system, in actuality the majority of the infra-red 

EUs within a system in field applications will operate at 

much greater distances. It is the intend for infra-red EU 

systems to work effectively at greater distances such as 

20 feet, 30 feet, or more (6.0 to 9.1 m) from some

aircraft sections. For example, some infra-red EUs

aimed at the mid wing sections and the upper fuselage 

will be placed more than 10 feet away.

b. Test Locations and Conditions. Independent 

labs shall conduct evaluations either in a large cold

chamber or, preferably, outdoors under the following

conditions: cold chamber or ambient outdoor

temperature shall be at or below 28°F ± 2°F (–2.5°C ± 

1.0°C) with winds not exceeding 10 mph (16 km/hr.) 

c. Independent Testing Lab Report. The

independent testing lab report shall contain:
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(1) for TP#1 the actual observed times

necessary to remove completely the contamination

thicknesses for each tested panel,

(2) for TP#2 a temperature rise over time

profile graph that notes the highest recorded

temperature for each tested panel,

(3) photographs showing the system’s setup

over the inclined supporting structure that holds the test 

panels,

(4) the separation distances from the infra-red 

EUs to the test panels,

(5) ambient outdoor or cold chamber

temperature and wind conditions at the start and

conclusion of the evaluations, and

(6) a statement of success or failure for the

candidate system. Specific failure(s) of a testing

requirement(s) shall be noted.

For pass/fail determinations, complete ice removal is 

defined as the absence of ice, which has undergone a

physical changed to water or vapor, from the entire

upper surface of a test panel excluding water droplets

from the drip edge. Also, since the testing panels are

inclined, portions of ice sheets that disbond and slide

off the testing panels due to the effect of gravity are

considered to be “completely removed”, i.e., meets the 

intend of TP #1.

d. Testing Methods and Materials for

Contamination Removal and Heated Panel Tests.

Testing Materials:

(1) Test panels, six in all, shall be three-foot 

square by 1/8th inch thick flat sheets of aluminum alloy 

AMS 4037 in accordance with SAE AMS 1428, Fluid, 

Aircraft Deicing/Anti-icing, Non-Newtonian 

(Pseudoplastic), SAE Types II, II and IV, latest edition.

(2) Artificial ice shall be produced by freezing

American Society for Testing and Materials (ASTM) D 

1193, Reagent Water, Type IV water.

(3) Inclined supporting stand (ISS) to secure and 

support three separated test panels simultaneously in an 

inclined position. The ISS shall be able to secure test 

panels so that the lower drip edge of the test panels are 

3 feet ± 1 inch (91.5 cm ± 2.5 cm) above the floor and 

provide a +10 degree ± 1.0 degree incline from the

horizontal. The ISS shall have a means to eliminate

sagging of test panel, which in turn may cause breakage 

of the artificial ice layer. For example, ISSs should

have a center structural member to eliminate sagging. 

Furthermore, ISSs should be on wheels/casters to allow 

it, once test panels are secured, to be rolled into position 

beneath the candidate infra-red EU system.

Test Procedure: TP #1

Contamination Removal

Step 1: Setup of Overhead Infra-red EU

System. Position the candidate infra-red EU system

directly overhead of the ISS with three clean test panels 

(see A-11(d)(3) for height requirements) such that the

lowest part of the system (EU housing) is at a distance 

of 10 feet ± 1 inch (305 cm ± 2.5 cm) above the top of 

the three test panels. Regardless of the system’s

arrangement all EUs shall be at least 10 feet (305 cm)

away from the test panels. Mark the location of the ISS 

on the floor. Floor markings will later be used to

reposition the ISS with secured test panels for actual

test runs.

Step 2: Artificial Ice. Six test panels,

individually numbered, shall be prepared with an

artificially produced ice layer. Test panels shall have

temporary walls attached to their edges to create a 1⁄2-

inch (1.27 cm) high dam effect. For example, the dam 

effect can be obtained by using a paraffin wax, silicon, 

or a caulking compound to hold water. Pour Type IV 

water into the six test panels to obtain three test panels 

with a depth of 1/8 inch ± 1/16 inch (0.32 cm ± 0.16

cm) and three test panels with a depth of 1⁄4 inch ± 1/16 

inch (0.64 cm ± 0.16 cm). To help measure the water

depth, five small rubber washers having the prescribed 

depths can be used. The five rubber washers shall be 

placed in a “t pattern” (not an “x pattern”) one centered 

and four placed approximately 6 inches (15.25 cm)

from the edges. Test panels with washers shall be cold 

stored at 25-28 °F (-4.0 to –2.5 °C) for at least 8 hrs to 

allow the Type IV water to freeze completely. All

temporary walls are to be removed carefully prior to

exposing test panels with infra-red energy.

Step 3: Inclined Test Panels. Carefully place

three test panels with 1⁄4-inch ice thickness separated

horizontally by 1 foot (30.5 cm) onto the ISS. Make

sure that the lower edge of test panels are slightly below 

the ISS, approximately 1⁄2 inch (1.25 cm), to allow ice 

melt to flow freely off the inclined test panels. 

Precaution: Panels need to be secured in a “flat as

possible” manner to eliminate ice breakage due to

sagging or bending of the test panels.

Step 4: Time Recording. After the infra-red EU 

system achieves equilibrium (expected settings in actual 

field operations) roll the ISS with secured test panels 

underneath the system and reposition the ISS using the 

step #1 floor markings. Commence time recording

immediately. The clock is stopped for each test panel

once all observable ice contamination is removed from 

the entire upper surface. Record the time required for
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all three test panels. Test panels can have water

droplets on the drip edges and panels need not be

completely dried. The longest time duration recorded

for this ice thickness shall be used to determine

acceptance in accordance with table A-3. Repeat steps 

#3 and #4 with the 1/8-inch contaminated test panels.

Contamination 

Type and 

Thickness

Maximum Removal

Time Permitted

(minutes)

1/8-inch Ice 8

1⁄4-inch Ice 15

Table A-3. Acceptance Criteria for Contamination 

Removal by Infra-red EU Systems

Test Procedure: TP #2

Heated Panel

Step 1: Setup of Overhead Infra-red EU

System. Evaluate the identical infra-red EU system

and ISS setup used for TP #1 step 1.

Step 2: Acclimated Test Panels. Cold store six

clean, uncontaminated test panels at 25-28 °F (-4.0 to –

2.5 °C) for 3 hours.

Step 3: Inclined Test Panels. Secure three clean, 

uncontaminated test panels in the same position as

described in TP #1 step 3.

Step 4: Thermocouple Placement. Attach two

thermocouples down the middle of each test panel in a 

manner to record the surface temperature of the test

panel. The first thermocouple shall be placed 1-foot 

(30.5 cm) from the top of the test panel. The second

thermocouple shall be placed 1-foot (30.5 cm) below

the first thermocouple. Cover the housing of the

thermocouple in such a manner to minimize a

temperature rise in the thermocouple itself as a result to 

infra-red energy exposure. Thermocouples used shall

have an operating temperature reading range from +10 

to +250 °F (-12 to +121 °C) with a tolerance of 1 ° F 

(0.5 °C).

Step 5: Time Recording. Energies the infra-red 

EU system to the same power settings used to remove 

the 1⁄4-inch ice contamination in TP#1 step 4. Once the 

system is in equilibrium, reposition the ISS and

commence time and temperature recording. 

Thermocouples shall record the continuous surface

temperature rise of each test panel for a total exposure 

time of 10 minutes. Repeat TP#2 steps 3, 4 and 5 for 

the 1/8-inch power settings. Acceptable systems are

those where the maximum temperature rise as measured 

in step 5 of TP #2 for all six test panels remain below 

150 °F (65.5 °C).

A-12. Installation of Infra-red EU Systems. 

Installed infra-red EU systems shall be gas-fueled. 

Individual infra-red EUs that comprise the system shall 

be at least 10 feet (3.05 m) away from airplane surfaces 

for the airplanes expected to use the facility. Gasfueled infra-red EU systems, which includes the gas

supply and, if present, storage vessels, shall be installed 

in accordance with NFPA 54, National Fuel Gas Code. 

The main gas supply system(s) shall be equipped with

manually operated control valves and emergency safety 

shutoff valve(s). The manually operated valves shall be 

located at strategic points inside or immediately outside 

the structure so that the main gas supply can be shut

down quickly in the event of an emergency. A placard 

shall indicate the location of all red-coded control and

emergency safety shutoff valve(s).

A-13. Infra-red Energy Unit System

Configuration.

a. Infra-red Energy Zones. The entire infrared EU system shall be placed in an overhead

configuration that provides effective infra-red energy to 

the design airplane. Additionally, the configuration

shall consist of independently operated energy zones

that allow the operator to use all energy zones in the

system or pre-selected energy zones. For example, the 

operator could use only those energy zones that are

better suited for small airplane applications. 

b. Maintenance. Infra-red EU systems shall be 

located in areas that do not subject them to injury by

aircraft or ground equipment. Provisions shall be made 

to assure accessibility to individual infra-red EUs for

scheduled maintenance purposes.

A14. Computer Hardware/Performance. 

a. Hardware. Infra-red EU systems shall

employ computer hardware consisting of a processing

unit, color monitor, and printer. The computer shall

have the operating capability to perform software

routines with sufficient speed and memory for data

evaluation/records. 

b. Software Routines. Software routines may be 

initiated by keyboard and/or by a touch screen monitor. 

The software shall have routines that allow the operator 

to:

(1) pre-warm the structure,
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(2) regulate the amount of focused infra-red 

energy through variable power settings to remove the

various types of contamination and various airplane

configurations,

(3) regulate the duration of infra-red energy

application for each power setting,

(4) energize specific infra-red EUs and at

different infra-red energies for zonal applications,

(5) shutdown the entire system by a single

command button,

(6) print records detailing airplane

designation, time of entry to structure, energy settings

used and their duration, and time of completion, 

(7) warning(s) as required by the authority

having jurisdiction that indicates a problem has

occurred with the infra-red EU system, and

(8) automatic system that self-imposes a

shutdown when the system acknowledges a problem.

A-15. Anti-icing Capability. IDFs shall provide the 

facility operator the capability to anti-ice airplanes in

one of two ways.

a. Interior Anti-icing Operations. The

clearance criteria for sizing infra-red deicing structures 

is such that sufficient clearance is afforded for deicing

trucks to perform anti-icing operations within the

structure. Depending on where the infra-red deicing

structure is placed, a paved vehicle staging area may be 

necessary. That is, deicing trucks shall have a staging 

area(s) that allow untreated and treated airplanes to

enter and exit the structure safely.

b. Exterior Anti-icing Pad. If a determination is 

made to perform exterior anti-icing operations, then a

dedicated uncovered anti-icing pad shall exist. 

Generally, the anti-icing pad will be located directly in 

line with the infra-red deicing structure. It is

recommended that the anti-icing pad, which consists of 

the aircraft parking area and the vehicle maneuvering

area, be al least 20 feet (6.0 m) from the opening of the 

infra-red structure. The anti-icing pad shall be marked 

with a taxiway centerline and lighted in accordance

with AC 150/5340-1 and AC 150/5345-46. The length 

of the anti-icing pad shall be in accordance with

Paragraph 16, Aircraft Deicing Pads. The anti-icing 

pad shall be 10 feet (3.0 m) wider than specified in

paragraph 16. The 10-foot (3 m) increase shall be used 

to provide a 10-foot (3 m) vehicle safety zone for

parking and staging mobile deicing trucks.

A-16. Exit Taxiway. IDFs shall have an exit

taxiway designed, marked, and lighted in accordance 

with AC 150/5300-13, AC 150/5340-1, and AC

150/5345-46. The section of the exit taxiway leading

out of the infra-red deicing structure must be straight

and long enough to permit the longest exiting airplane

to completely clear the structure before initialing a turn. 

A-17. By-pass Taxiing Capability. IDFs shall

provide a taxiway route to by-pass the IDF in

accordance with Paragraph 11, Bypass Taxiing

Capability.

A-18. Runoff Mitigation. IDFs shall have a runoff 

mitigation structure(s) that permits proper disposal of 

glycol-based products in accordance with Chapter 5, 

Water Quality Mitigation.
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