U.S. Department

of Transportation

Federal Aviation

Administration

Advisory

Circular

Subject: DESIGN OF AIRCRAFT DEICING FACILITIES Date: 8/23/93

Initiated by: AAS-110

AC No: 150/5300-14

Change:

1. PURPOSE. This advisory circular (AC) provides

standards, specifications, and guidance for designing

aircraft deicing facilities.

2. APPLICATION. The standards and

specifications contained in this AC are recommended

by the Federal Aviation Administration for use in the

design of new aircraft deicing facilities. For airport

projects receiving Federal grant assistance, the use of

these standards is mandatory.

LEONARD E. MUDD

Director, Office of Airport Safety and Standards

AC 150/5300-14 8/23/93

iii

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 . . . . . . . . . . . . . . . . . . .9

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
AC 150/5300-14 8/23/93

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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

 FIGURES

Figure Page

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

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

 facility. . . . . . . . . . . . . . . . . . . . . . . . . . . .10

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

Figure 3-2. Example of a common deicing pad . . . . . . . . . . . .13

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

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

 connecting taxiway. . . . . . . . . . . . . . . . . . . . . . .14
AC 150/5300-14 8/23/93

1

CHAPTER 1. INTRODUCTION

 1. OVERVIEW. Safe and efficient aircraft

operations are of primary importance in the

development of any aircraft deicing facility. This AC

discusses sizing, siting, environmental runoff

mitigation, and operational needs of a deicing facility

in an effort to maximize its deicing capacity while

maintaining maximum safety and efficiency. Airport

managers can construct, within FAA standards,

deicing facilities at terminals, on apron areas,

taxiways, or near departure runways.

a. Role of Deicing Facility. The design of

deicing facilities should, to the extent practicable, meet

the needs of air carriers as outlined in aircraft ground

deicing/anti-icing programs as well as all other

elements of the aviation community. A key element in

this effort is designing a facility that is efficient and

offers users operational flexibility. By coordinating an

airport manager's Snow and Ice Control Plan and

user's ground deicing/anti-icing programs with input

from the FAA, icing conditions can be better met.

b. Design Flexibility. This AC identifies

aircraft deicing facilities as being either centralized or

remote (see subparagraphs 2(b) and 2(c)).

(1) Centralized Deicing Facilities.

Centralized deicing facilities, where aircraft receive

initial deicing/anti-icing treatment, can be constructed

at numerous sites with increasing constraints towards

departure runways. A terminal, for example, is a

centralized deicing facility whose gates are the aircraft

deicing pads used for deicing/anti-icing operations.

Gate areas that cannot meet storm water permitting

regulations but can adequately handle deicing/antiicing demands of users and allow acceptable taxiing

times to the departure runway under varying weather

conditions, should, if practicable, be upgraded

environmentally.

(2) Remote Deicing Facilities. Remote

deicing facilities allow aircraft to receive initial and

additional deicing/anti-icing treatment. Siting remote

facilities near departure runways minimizes the taxiing

time between treatment and takeoff. Such facilities

also compensate for changing weather conditions when

icing conditions or blowing snow are expected to occur

along the taxi route taken by aircraft to the departure

runway.

2. DEFINITIONS.

a. Aircraft Deicing Facility. An aircraft deicing

facility is a facility where:

(1) frost, ice, or snow is removed (deicing)

from the aircraft in order to provide clean surfaces,

and/or

(2) clean surfaces of the aircraft receive

protection (anti-icing) against the formation of frost or

ice and accumulation of snow or slush for a limited

period of time.

b. Centralized Deicing Facility. A centralized

deicing facility is an aircraft deicing facility located at

the terminal gates/aprons or along taxiways serving

departure runways.

c. Remote Deicing Facility. A remote deicing

facility is an aircraft deicing facility located along

taxiways serving departure runways or near the

departure end of runways.

d. Aircraft Deicing Pad. An aircraft deicing

pad consists of two areas (see figure 1-1):

(1) inner area for the parking of aircraft to

receive deicing/anti-icing treatment, and

(2) outer area for maneuvering two or more

mobile deicing vehicles.

e. Holdover Time. Holdover time is the

estimated time the application of anti-icing fluid will

prevent the formation of frost or ice, and the

accumulation of snow or slush on the protected

surfaces of an aircraft. Holdover time begins when the

final application of deicing/anti-icing fluid

commences, and it expires when the deicing/anti-icing

fluid applied to the aircraft loses its effectiveness. For

departure planning purposes, the Society of

Automotive Engineers (SAE) and the International

Organization for Standardization (ISO) publish type I

and type II fluid holdover time charts in SAE

Aerospace Recommended Practice (ARP) 4737,
AC 150/5300-14 8/23/93

2

Aircraft Deicing/Anti-icing Methods with Fluids, for

Large Transport Aircraft, and ISO 11076, Aerospace -

Aircraft deicing/anti-icing methods with fluids. The

Association of European Airlines (AEA) notes: "Due

to the many variables that can influence holdover

times, these times should not be considered minimum

or maximum as the actual time of protection may be

reduced or extended, depending upon particular

conditions existing at the time."

f. Type I and Type II Deicing/Anti-icing

Fluids. Type I fluids are newtonian (unthickened)

fluids and type II fluids are non-newtonian (thickened)

fluids used in the removal and prevention of frozen

deposits of frost, ice, and snow on exterior surfaces of

parked aircraft. Fluids are glycol-based fluids with

additives, such as wetting agents, inhibitors, etc.,

meeting specific fluid specifications established by

such organization as SAE, ISO, and AEA. Since

different type I and type II fluids are in use today, the

appropriate fluid specification identifier should precede

the word "type", e.g., SAE Type I, ISO Type II, AEA

Type II. One use of fluid prefixes promoted by SAE,

ISO, and AEA is the standardized use of four-element

deicing/anti-icing codes to give flight crews the

minimum details to assess holdover times.

3. PROJECT INPUT. Because an airport is unique,

deicing/anti-icing needs of users are better addressed

when affected parties provide input in identifying the

requirements for deicing facilities.

a. Affected Parties. Airport management

should solicit input from the following parties:

(1) FAA Air Traffic Control, Airports,

Airways Facilities, and Flight Standards Offices,

(2) airport operations chief, environmental

manager, and the aircraft rescue and firefighting chief,

(3) station/operations managers of tenant air

carrier and regional or commuter air carriers,

(4) pilot organization or representatives, air

taxi, and general aviation users,

(5) ground deicing managers of air carrier,

regional or commuter air carriers, and/or the FBO

contracted with the responsibility,

(6) engineering contractor, and

(7) other parties at the discretion of airport

management.

b. Other. It is recommended that the Federal,

state, and local environmental authorities having

jurisdiction be involved or kept informed at an early

stage of facility development to ensure compliance with

storm water permitting requirements. Review of

deicing facility plans by environmental authorities is a

significant step towards compliance with National

Pollutant Discharge Elimination System (NPDES)

storm water permitting requirements.

4. RELATED READING MATERIAL.

Publications referenced within this AC are available by

writing to:

a. FAA Advisory Circulars, U.S. Department

of Transportation, Utilitization and Storage Section,

M-443.2, Washington, D.C. 20590.

b. Society of Automotive Engineers, 400

Commonwealth Drive, Warrendale, PA 15096-0001.

c. The International Organization for

Standardization, Case Postal 56, Rue de Varembe,

CH-1211 Geneva 20, Switzerland.
AC 150/5300-14 8/23/93

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AC 150/5300-14 8/23/93

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AC 150/5300-14 8/23/93

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CHAPTER 2. SIZING AND SITING DEICING FACILITIES

4. GENERAL. Aircraft deicing facilities are

recommended at airports where icing conditions are

expected. This includes airports that serve aircraft that

can develop frost or ice on critical surfaces even

though the airport itself does not experience ground

icing conditions.

a. Centralized Deicing Facilities at Terminals.

For some airports, centralized deicing facilities at or

adjacent to terminals can adequately meet the

deicing/anti-icing demands of users and still allow

acceptable taxiing times to the departure runways

under varying weather conditions. Improvements to or

expansion of these facilities at terminal gates should, if

practicable, include apron drainage areas that collect

glycol runoff for proper disposal or recycling.

b. Centralized Deicing Facilities off the

Terminal. Centralized deicing facilities off the

terminal are recommended when terminal deicing

facilities (including apron facilities) experience

excessive gate delays, taxiing times, or suffer from

severe weather conditions conducive to aircraft icing

conditions. Terminals whose deicing gates lack

permanent environmental runoff structures are

candidates for off-terminal deicing facilities when the

construction cost for runoff mitigation is not costeffective. Centralized deicing facilities have the

following components:

(1) an aircraft deicing pad(s) for the

maneuvering of aircraft and mobile deicing vehicles,

(2) bypass taxiing capability,

(3) environmental runoff mitigation measure,

(4) permanent or portable nighttime lighting

system, and, but not necessarily

(5) support facilities that may include one or

more of the following:

(i) storage tank(s), transfer system(s) for

aircraft deicing/anti-icing fluid(s),

(ii) deicing crew shelter, and

(iii) fixed fluid applicator.

c. Remote Deicing Facilities. Remote deicing

facilities located near departure runway ends or along

taxiways are recommended when taxiing times from

terminals or other centralized deicing facilities

frequently exceed holdover times. Under changing

weather conditions, they can compensate for icing

conditions or blowing snow expected to occur along the

taxi route taken by aircraft to the departure runway.

These facilities can improve flow control by permitting

retreatment of aircraft without having the aircraft

return to a more distant treatment site. Remote deicing

facilities have the following components:

(1) an aircraft deicing pad(s) for the

maneuvering of aircraft and mobile deicing vehicles,

(2) bypass taxiing capability,

(3) environmental runoff mitigation measure,

and

(4) portable nighttime lighting system.

5. FAA CLEARANCE AND SEPARATION

STANDARDS AFFECTING DEICING

FACILITIES. To assure aircraft safety, the location

and operation of deicing facilities need to be within the

framework of FAA's clearance and separation

standards in AC 150/5300-13, Airport Design. These

standards involve air space, aircraft separations, FAA

airway facilities critical areas, and Airport Traffic

Control Tower (ATCT) line-of-sight criteria.

a. Object Clearance Criteria. Deicing

facilities shall be sited in accordance with object

clearing criteria described in paragraph 211, Object

Clearing Criteria, in AC 150/5300-13. One alternative

airports have to construct deicing facilities with limited

physical space is siting the facility in a nonmovement

area. Such siting reduces wing tip clearance criteria,

thereby allowing closer aircraft separations, i.e.,

taxilane criteria versus taxiway criteria. In such cases,

the airport operator should
AC 150/5300-14 8/23/93

6

contact ATCT to redefine a portion of a movement

area as nonmovement.

b. FAA Airway Facilities. Deicing facilities

shall be located so as not to cause signal interference or

signal degradation to existing FAA radar, NAVAIDs,

airport lighting, weather facilities, and

communications. This includes interference or

degradation caused by deicing facilities with fluid

storage tanks, crew shelters, and permanent nighttime

lighting structures. If any FAA airway facilities

improvements are planned, it is required that sufficient

obstacle clearances, as required by new airway

facilities, be protected. Some airports may have further

requirements for the installation of additional FAA

communications equipment because of the assignment

of operating frequencies to meet the operating needs of

the deicing facility. Additional communications

equipment installations may result from increased

ground control frequencies necessary for ATCT to

provide safe flow of airport ground traffic and for

ground deicing personnel to conduct safe deicing

operations. In all cases, the installation of

communications equipment and assignment of

frequencies need to be coordinated with FAA Airway

Facilities prior to the construction of deicing facilities.

To further protect FAA airway facilities, sites should

also be evaluated with respect to the impact of jet blast

velocities and exhaust deposits on facilities.

c. ATCT Line-of-Sight. The deicing facility

and its supporting structures shall minimize reductions

to ATCT's visual contact with the movement area. To

maintain ATCT's visual contact, aircraft being

deiced/anti-iced should not cast shadows onto active

runway ends and their entrance taxiways. To

minimize shadows, aircraft with the largest surfaces to

be treated are recommended for evaluation.

Furthermore, visual contact of movement areas from

planned ATCT cab positions should also be evaluated.

6. CAPACITY OF DEICING FACILITIES.

Airports are recommended to have deicing facilities

with a deicing/anti-icing capacity that approximates

the airport's peak hour departure rate that ATCT can

manage during icing conditions. This departure rate in

turn estimates a number of aircraft deicing pads at a

facility or facilities necessary to balance the departure

rate and the holdover times of applied deicing/antiicing fluids so that, to the extent

practicable, holdover times are in effect when the pilot

receives takeoff clearance. To meet the needs of future

aircraft, an evaluation is recommended of aircraft

development for a planning period of at least 10 years.

This information is available from air carriers

(anticipated airline service, aircraft on order) and

airframe manufacturers.

7. FACTORS AFFECTING NUMBER OF

AIRCRAFT DEICING PADS AND DEICING

FACILITIES.

a. Number of Deicing Pads. Evaluating the

impact of the following factors provides a better

estimate of the number of deicing pads needed at a

facility.

(1) Procedures and Methods of Users.

Facility users will perform either one-step or two-step

deicing/anti-icing procedures. The latter procedure,

routinely used during periods of precipitation, results

in longer occupancy times of deicing pads. To provide

users procedural flexibility, the number of deicing pads

should be based on the two-step approach.

Furthermore, increases to this occupancy time may be

needed to reflect user differences in the methods used

to treat their aircraft and perform preflight inspections.

It is not unusual for users do supplement preflight

inspection items recommended by aircraft

manufacturers with additional items for aircraft having

special operational considerations.

(2) Variations in Meteorological

Conditions. Variations in meteorological conditions,

e.g., type of precipitation, increases the extent (and

frequency) of the deicing/anti-icing treatment.

Airports that commonly experience heavy wet snows or

freezing rain should accordingly increase the number

of deicing pads to maintain departure flow rates at

levels that avoid unacceptable delays for subsequent

aircraft awaiting treatment. When, after revised flow

control procedures to reduce taxiing times, the impact

of such meteorological conditions continue to

frequently degrade the holdover time used for the

initial treatment, a facility closer to the active runway

is recommended. To the extent practicable, there

should be a balance between the number of deicing

facilities and their location to offset severe

meteorological conditions so that holdover times are in

effect at takeoff.
AC 150/5300-14 8/23/93

7

(3) Type of Aircraft Receiving Treatment.

The processing time to deice/anti-ice aircraft for the

same weather conditions and fluids varies by aircraft

types. In terms of design, narrow- body aircraft are

processed quicker than wide-body aircraft, and aircraft

with center fuselage mounted engines, such as DC 10s

and Boeing 727s, require additional processing time.

In terms of fleet mix, airports with a high percentage

of narrow-body aircraft and a low percentage of widebody aircraft may need additional deicing pads to

adequately maintain this particular fleet's departure

demand. A balanced fleet mix may provide a means to

increase a facility's deicing capacity by relating flow

rates of common sized aircraft to specific deicing pads.

(4) Heating Performance and Volume

Capacity of Mobile Deicing Vehicles. Additional

deicing pads may result from users that operate mobile

deicing vehicles with small tank capacities or vehicles

that require extended periods of time to heat fluids

after refilling (for example, times approaching 20

minutes). One option that may offset such increases is

the availability of closeby refilling points.

(5) Remote Deicing Facilities. Depending

on the airport, construction of a remote deicing facility

may counter some of the above factors.

b. Number of Deicing Facilities. The estimated

number of deicing pads plus other structural and

operational needs of a deicing facility provide an

approximate physical space requirement for siting the

facility. Once the facility's overall physical size

requirement is known, the search for suitable sites

follows within the framework of safety and operational

siting factors cited in this AC.

(1) Multiple Deicing Facilities. When the

estimated number of deicing pads cannot be physically

sited or operationally managed (such as under

traditional poor weather conditions) at a single site,

additional facilities are recommended.

(2) Type of Facility User. Airports serving

a wide variety of scheduled service by regional or

commuter air carriers and nonscheduled service by air

taxi, general aviation aircraft, and airline charters may

better meet their deicing/anti-icing needs by

constructing a separate deicing facility for the group.

If a single facility is identified for all airport users,

additional physical space may be necessary to meet any

specific needs for one of the groups, e.g., for facilities

that store fluids; adequate space for storing appropriate

deicing/anti-icing fluids for smaller aircraft.

8. FACTORS AFFECTING FACILITY

LOCATION AND SIZE. The primary factor for

siting deicing facilities is a taxiing time, that begins

with the start of the last step of the deicing/anti-icing

treatment and ends with takeoff clearance, such that

the holdover times of fluids are still in effect. The

analysis should use slower taxiing speeds experienced

under winter-contaminated conditions plus other timecontributing factors specific to the airport. To assist in

balancing holdover times and winter taxiing times

from the facility to takeoff, SAE ARP 4737 and ISO

11076 provide departure planning holdover time charts

for type I and type II fluids. Other factors involved in

locating facilities follow.

a. Restrictions on Deicing/Anti-icing Fluids.

Restrictions on deicing fluid usage can impact the

siting of facilities. Though for the same weather

conditions type II fluids provide longer holdover times

as compared to type I fluids, they are restricted to

aircraft with higher takeoff rotational speeds (e.g., 100

knots or as approved by airframe manufacturers). This

restriction may necessitate siting a facility closer to the

departure runway in order to serve restricted aircraft or

have separate facilities for the two groups. Also,

facility siting may have to take into account airports

that are located in very cold climates since type II

fluids have a lower temperature application limit, e.g.,

-13° F (-25° C).

b. Effects of Fluid Applicators.

(1) Mobile Deicing Vehicles. Normally, the

use of mobile deicing vehicles as compared to fixed

fluid applicators increases the number of suitable sites

for facilities by permitting closer construction to active

runways. However, for certain airports, a close site

may require considerable construction of new service

roads and/or staging areas for such vehicles to serve

the facility.

(2) Fixed Fluid Applicators. Use of fixed

fluid applicators, such as a gantry, telescopic booms,

etc., will limit the number of suitable sites due to

height restrictions (for example, AC 150/5300-13,
AC 150/5300-14 8/23/93

8

object clearing criteria). However, this type of

applicator may be a means for airports to reduce

vehicle traffic, escorting demands, or compensate for

the lack of service roads and staging areas. If fixed

fluid applicators are installed, each deicing pad is still

required to have the outer maneuvering area for two

mobile deicing vehicles.

c. Fleet Mix. The physical space required by

deicing facilities depends to some degree on the fleet

mix being served. For instance, airports serving a

large variety of aircraft types and sizes may require

facilities more flexible and complex than those airports

serving predominantly one class of aircraft. The latter

case is more conducive to standardizing the design

requirements of a facility.

d. Existing Taxiing Routes. Siting deicing

facilities away from the terminal areas should first

evaluate the use of existing taxiways that minimize the

taxiing time to the facility and, more importantly, the

subsequent taxiing time remaining between treatment

and takeoff.

e. Environmental Runoff Alternative. The

cost-effective environmental alternatives to control

deicer runoff available to the airport may subsequently

reduce the number of adequate sites for a deicing

facility. For example, land-locked airports near large

bodies of water may have to site a facility closer to

existing sanitary sewers than departure runways.

f. Integrating Airport Safety Programs. It is

recommended when identifying deicing/anti-icing

needs that means to integrate airport safety programs

with the operation of a deicing facility be done to

maintain safety initiatives. For instance, the runway

incursion program at busy airports may be maintained

by widening service roads for bidirectional traffic or by

designating additional staging areas instead of

constructing separate roads. Other potentially affected

safety programs include the airport's Emergency Plan

and the Snow and Ice Control Plan. More than likely,

there will be changes to the latter. For instance,

previously noncleared service roads to departure

runways that are now required by deicing vehicles or

authorized personnel to conduct posttreatment exterior

checks may need reclassification to priority 1 snow

clearing status.

9. FLUID HANDLING REQUIREMENTS AT

DEICING FACILITIES.

a. Tank and Transfer System Designs. The

visco-elastic property of type II fluids can be adversely

affected by overheating, mechanical shearing, and

contamination by corroded tanks in such a manner that

the holdover times cannot be achieved. To protect the

performance characteristics of type II fluids from such

degradation, storage tanks and transfer systems

installed at deicing facilities should be designed in

accordance with the fluid manufacturer's

recommendations. Fluid manufacturers should provide

the airport manager recommendations regarding

compatible pumps, control valves, piping, and

compatible storage tanks. Industry recommended

practices covering both type I and type II tank and

transfer systems are found in SAE ARP 4737 and ARD

50025, Type II Deicing/Anti- icing Fluid Handling

Technology.

b. Separate Storage Tank Capacity. Deicing

facilities that store both type I and type II fluids will

require more physical space to store these fluids

separately. Furthermore, facilities that handle different

type II fluids are recommended to have separate

storage tanks to avoid mixing different type II fluids

from different fluid suppliers. Fluid manufacturers

should always be consulted for storage tank

requirements and precautions for currently used fluids

and new products entering the market, such as type III

which finds use in Canada.

c. Tanks, Fill Ports, and Discharge Points

Labeling. To avoid cross contamination of deicing

fluids at a deicing facility, all tanks, fill ports, and

discharge points shall be conspicuously labeled for the

type of fluid handled, e.g., SAE TYPE I AIRCRAFT

DEICING FLUID, ISO TYPE II AIRCRAFT DEICING

FLUID.

10. NIGHTTIME LIGHTING. All facilities shall

provide permanent nighttime lighting structures or

have portable nighttime lighting systems available so

that ground crews have the necessary illumination for

deicing/anti-icing operations and pretakeoff

inspections during night or low visibility conditions.

One portable alternative is mobile deicing vehicles

with modified lights that provide sufficient

illumination for deicing/anti-icing treatments and

pretakeoff inspections during night or low visibility.
AC 150/5300-14 8/23/93

9

AC 150/5360-13, Planning and Design Guidelines for

Airport Terminal Facilities, provides general lighting

recommendations common to apron related functions.

As a precaution, height of lighting poles should be in

accordance with AC 150/5300-13 object clearing

criteria. Permanent nighttime lights should be aimed

and shielded to avoid glare to pilots and ATCT's lineof-sight without reducing the illumination in critical

areas.

11. BYPASS TAXIING CAPABILITY. To further

maximize departure flows for all departing aircraft,

potential sites should have the physical space so that

deicing facilities have bypass taxiing capability. This

feature permits the facility to receive aircraft requiring

treatment while allowing other aircraft to continue

unimpeded for departure. Figure 2-1 provides an

example.

12. MULTIPLE DEICING QUEUES. Gains in

deicing capacity at off-gate facilities are possible when

deicing pads have individual entrance and exit queuing

capabilities (for example, see figure 3-3). These

features give ATCT greater flexibility to issue

departure clearances without subjecting aircraft to a

"first in/first-out" queuing situation. Such design

features are recommended, if practicable, for off-gate

facilities that experience extended periods of operations

under continuous poor weather conditions.

13. TOPOGRAPHY. Topography is a key cost factor

in constructing a deicing facility.

a. Final Grades. To reduce construction costs,

facilities should be sited on relatively flat land where

the natural terrain features conform to the final grades

for the ultimate design of the deicing facility.

b. Drainage Areas. Sites with high water tables

that require costly subdrainage and a runoff mitigation

alternative should be avoided. The final site should

readily lend itself to facility runoff mitigation at

reasonable cost. AC 150/5320-5, Airport Drainage,

provides design of airfield drainage system.

14. UTILITIES. Although subordinate to other siting

factors, the airport manager should evaluate whether or

not to extend electric power, telephone service, and

sanitary or storm sewers to support an off-gate facility.

For some situations, independent service installations

or a separate runoff mitigation alternative at the site

may be more cost-effective.

15. THE AIRPORT LAYOUT PLAN (ALP) AND

SITING AND SIZING FACILITIES. Review of the

airport's ALP provides information that simplifies the

siting and sizing process. Some ALPs delineate

planned land acquisition areas adjacent to airport

property for airport development. Consequently, a

revision can show such identified areas for a deicing

facility. However, every effort should be made to avoid

precluding the development of other types of airfield

facilities approved to enhance future airport capacity.

Any changes to the ALP should be considered carefully

and all changes documented and submitted to the FAA

for approval.
AC 150/5300-14 8/23/93

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AC 150/5300-14 8/23/93

11

CHAPTER 3. DESIGN OF AIRCRAFT DEICING PADS

16. AIRCRAFT DEICING PADS. The size of an

aircraft deicing pad is determined by the aircraft

parking area and the maneuvering area for mobile

deicing vehicles.

a. Aircraft Parking Area. This area is the

inner area used for parking aircraft to receive

deicing/anti-icing treatment.

(1) Width. The width of the parking area

equals the upper wingspan length of the most

demanding airplane design group (ADG) using the

deicing pad.

(2) Length. The length of the parking area

equals the fuselage length of the most demanding

aircraft using the deicing pad.

b. Maneuvering Area for Mobile Deicing

Vehicles. This outer area provides the "vehicle lane

width" necessary for two or more mobile deicing

vehicles to satisfactorily perform simultaneous and

complete left and right side uniform fluid distribution

techniques for removing deposits of frost, ice, slush,

and snow from aircraft surfaces and for anti-icing

operations. The vehicle lane width shall be 12.5 feet

(3.8 m) and be mutually exclusive of any adjacent

deicing pad. As noted by SAE ARP 4737: "Dual

vehicle fluid applications help in eliminating potential

aerodynamic problems resulting from fluid

applications by a single mobile deicing vehicle."

17. SEPARATION STANDARDS FOR

AIRCRAFT DEICING PADS.

a. Adjacent Deicing Pads.

(1) Parallel Centerlines. Adjacent aircraft

deicing pads with parallel centerlines shall be spaced

for facilities located in:

(i) movement areas, the larger of the

ADG wingspan plus 25 feet (7.7 m) or the taxiway

centerline to parallel taxiway centerline separation

criteria of AC 150/5300-13.

(ii) nonmovement areas, the larger of the

ADG wingspan plus 25 feet (7.7 m) or the taxilane

centerline to parallel taxilane centerline separation

criteria of AC 150/5300-13.

(iii) terminal areas, the larger of the ADG

wingspan designated for the particular gate plus 25 feet

(7.7 m).

(2) Nonparallel Centerlines. Adjacent

aircraft deicing pads with nonparallel centerlines shall

be spaced such that mobile deicing vehicle lane widths

are mutually exclusive.

b. Deicing Pads Adjacent to Fixed or Movable

Objects. The separation between the centerline of a

deicing pad to a fixed or movable object shall be in

accordance with AC 150/5300-13.

18. FIXED FLUID APPLICATORS. Fixed fluid

applicators should satisfactorily perform simultaneous

and complete left and right side uniform fluid

distribution techniques for removing deposits of frost,

ice, slush, and snow from aircraft surfaces and for antiicing operations. Fixed fluid applicators, such as

gantries or telescopic booms, may have the advantages

of reducing vehicle traffic and lowering the quantities

of fluid used. Though fixed fluid applicators may be

the primary deicing applicator for a deicing pad, the

maneuvering area for mobile deicing vehicles shall be

part of the deicing pad to provide secondary backup

capabilities in case of primary equipment failures.

19. PAVEMENT MARKINGS FOR OFF-GATE

DEICING FACILITIES. Off-gate deicing facilities

shall have marked taxiway centerlines for safer pilot

taxiing and greater ATCT clearance flexibility.

Centerlines for taxiing entrance to, through deicing

pads, and exit from the facility shall be marked in

accordance with AC 150/5340-1, Marking of Paved

Areas on Airports. Off-gate facilities shall have a

taxiway/taxiway holding position marking in

accordance with subparagraph 19(a) below. For

airports operating below 1,200 feet runway visual

range (RVR), deicing facilities located on a designated

SMGCS low visibility taxi route (see AC 120-57,

Surface Movement Guidance and Control System

(SMGCS) may require additional taxiing route
AC 150/5300-14 8/23/93

12

marking, lighting, and sign systems necessary to

support the operations.

a. Taxiway/taxiway Holding Position

Marking. Off-gate deicing facilities not located on an

active taxiway shall have a taxiway/taxiway holding

position marking to indicate the exiting boundary of

the facility. The marking serves to reduce incursions

onto the connecting taxiway during nighttime or low

visibility conditions.

(1) Markings. The taxiway/taxiway holding

position marking (perimeter of the facility) shall be

marked in accordance with AC 150/5340-1 (see figure

3-1).

(2) Location. The taxiway/taxiway holding

position marking shall be located outside all

taxiway/taxilane object free areas (OFA), runway safety

areas, runway obstacle free zones (OFZ), and FAA

airway facility critical areas, e.g., NAVAIDs.

(3) In-pavement Lights. If in-pavement

lights are installed to further enhance nighttime

recognition of the facility's taxiway/taxiway holding

position marking, then L-852D uni-directional yellow

lights are recommended in accordance with AC

150/5345-46, Specification for Runway and Taxiway

Light Fixtures. Lights should be located 2 feet (0.6 m)

inward of the taxiway/taxiway holding position

marking and spaced every 20 feet (6.0 m) with the

illuminated portion facing the deicing pads.

b. Off-gate Facility Pavement Edge Markings.

The pavement edges of off-gate facilities shall be

marked in accordance with taxiway edge markings of

AC 150/5340-1.

c. Aircraft Parking Area and Vehicle Lane

Markings. Markings for aircraft parking area leadin/out lines, turning lines, nose wheel stop lines, and

wing clearance triangle lines should be as agreed to or

consistent with existing gate marking schemes. No

mobile deicing vehicle lane width markings are

required.
AC 150/5300-14 8/23/93

13

20. DEICING PAD LAYOUTS. Layouts for deicing

pad should maximize the flexibility of deicing

operations and reduce ATCT workloads. The

following layouts are some alternatives for varying

weather conditions.

a. Layouts.

(1) Common Deicing Pad Layout. A

common deicing pad layout has a single centerline

through the deicing pad to guide all sized aircraft. For

facilities serving a fleet mix with numerous wide- body

aircraft, separating deicing pads for wide-body aircraft

from other aircraft may be a method of increasing

deicing capacity (see figure 3-2).

(2) Composite Deicing Pad Layout. A

composite deicing pad layout has more than one

centerline through the deicing pad to guide different

sized aircraft. For facilities serving a balanced mix of

different sized aircraft, correlating the percentages of

aircraft types to their departure rates may be a method

of increasing deicing capacity (see figure 3-3). When

two aircraft use a common centerline, additional

parking space between aircraft may be needed to

account for exiting jet blast degradation of type II

protective coatings and velocities on

personnel/equipment (see subparagraph 20c(1)).
AC 150/5300-14 8/23/93

14

b. Centerline Orientation.

(1) Continuous High Wind Velocities.

Airports that experience continuous high wind

velocities are recommended, to the extent practicable,

to orient the centerlines of deicing pads with the

prevailing wind. This allows heated fluids to be

applied closer to the surface of the aircraft skin thereby

minimizing heat loss, fluid usage, and takes advantage

of the full hydraulic force of the fluid spray. The AEA

notes under deicing application procedures, "For

maximum effect, fluids shall be applied close to the

aircraft surfaces to minimize heat loss."

(2) Low Visibility. From a winter

operational standpoint, low visibility, etc., maintaining

the cockpit over centerline reduces the possibility of

excursions from the facility's taxiways compared to

judgmental oversteering. AC 150/5300-13 provides

the criteria for ample curve and fillet radii necessary

for cockpit over centerline taxiing.

(3) Minimizing Facility Depths. Additional

suitable sites for airports may be possible by orienting

the centerlines of deicing pads nonperpendicular to the

connecting taxiway. Figure 3-4 illustrates centerlines

oriented 45ø with the connecting taxiway. In this case,

the facility's depths serving MD-80s (L=147.8 ft (45.0

m)) and Boeing 737- 400s (L=119.6 ft (36.5 m)) would

be reduced approximately 43 ft (13 m) and 35 ft (10.6

m) respectively, a 30 % depth reduction. L is the

fuselage length.
AC 150/5300-14 8/23/93

15

c. Exiting Jet Blast.

(1) Exiting Aircraft. The deicing pad layout

should account for jet blast effects caused by exiting

aircraft on other aircraft that are receiving or have

completed deicing/anti-icing treatment and on

personnel and equipment performing duties. Jet blast

velocities on neighboring aircraft can cause a

degradation of the protective film coating of type II

fluids leading to reduced holdover times. Reduced

holdover protection also results when taxiing aircraft

recirculate snow onto following aircraft when trailing

separations are short. Restating AEA: "Sufficient

distance from the preceding aircraft must be

maintained as blowing snow or jetblasts can degrade

the anti-icing protection of the aircraft". Besides

degradation effects of anti-icing protection, AC 20-

117, Hazards Following Ground Deicing and Ground

Operations Conducive to Aircraft Icing, further states:

"Be aware that operations in close proximity to other

aircraft can induce snow, other ice particles, or

moisture to be blown onto critical aircraft components,

or allow dry snow to melt and refreeze". Jet blast

pressures and velocities curves are found in AC

150/5300-13.

(2) Mitigation Measures. Mitigation

measures may be necessary at deicing facilities to

ensure jet blast does not damage parked ground service

equipment required at the facility, personnel shelter,

and FAA airway facilities, such as NAVAIDS. Means

to minimize the effects of jet blast are found in AC

150/5300-13.

21. APRON DESIGNS FOR DEICING

FACILITIES. Aprons for deicing facilities shall have

a pavement design that supports the anticipated aircraft

loads and directs deicing fluid for collection.

a. Pavement Designs. The pavement shall be

either a rigid (concrete) or flexible (asphalt) pavement

designed in accordance with AC 150/5320-6, Airport

Pavement Design and Evaluation, and AC 150/5320-

12, Measurement, Construction, and Maintenance of

Skid Resistant Airport Pavement Surfaces. Deicing

pads are recommended to be grooved to assist in

channeling deicing fluids for collection and providing

aircraft and personnel better traction.

b. Apron Grades and Surface Gradients.

Apron grades and adjacent surface gradients shall be in

accordance with AC 150/5300-13. Apron areas that

are used for fixed fluid applicators, parking ground

service equipment, or crew shelters should slope to

direct flows away from them. If interior covered drains

are used, they shall not create a hazard to aircraft and

personnel. AC 150/5320-5 provides guidance on high

strength covers.

c. Limit of Apron Perimeter. The perimeter of

the facility's apron shall extend such that no aircraft

surface being deiced/anti-iced extends beyond it and

have a means for collecting or redirecting deicing fluid

runoff. One alternative is a trench drainage system.

Regardless of the collection alternative, it shall not in

itself become a hazard to taxiing aircraft or personnel.
AC 150/5300-14 8/23/93

16
AC 150/5300-14 8/23/93

17

CHAPTER 4. AIRCRAFT ACCESS AND VEHICLE SERVICE ROADS

22. AIRCRAFT ACCESS ROUTES. Deicing

facilities shall have some form of bypass taxiing

capability to accept aircraft requiring treatment without

restricting other aircraft access to active runways.

Besides supporting departure demand for the

anticipated weather conditions, this feature may offer

an aircraft a return route for redeicing when it exceeds

its holdover time. The merging of taxiing routes

serving the facility with other taxiing routes should

allow ATCT easy directional control to direct aircraft

for deicing or clear the aircraft for departure.

a. Holding Bays. Some airports will not have

the physical space for facilities to have a separate

taxiway for bypass taxiing capability. One alternative

to reducing potential bottlenecks is the expansion or

construction of a holding bay. The size of the holding

bay should allow aircraft the maneuverability to be

deiced/anti-iced while permitting subsequent aircraft

bypass taxiing capability.

b. Design of Taxiing Access Routes for

Facilities. Access taxiing routes for facilities shall be

designed in accordance with AC 150/5300-13, AC

150/5320-6, and AC 150/5320-12. Additionally,

taxiing routes should:

(1) have a minimum of turns, taxiway

intersections, and runway crossings.

(2) avoid areas that require repeated ATCT

clearances.

(3) not create potential bottlenecks nor

operational problems for landing aircraft.

23. VEHICLE SERVICE ROADS. Deicing

facilities may require vehicle service roads or staging

areas to operate more efficiently, to reduce the

likelihood of runway incursions by deicing vehicles

and ground service vehicles, or to operate the

environmental alternative for managing deicing fluid

runoff. So as not to compromise the emergency

response times of aircraft rescue and firefighting

vehicles when deicing vehicle traffic is heavy on a

service road, pullover shoulders or similar provisions

should be made.

a. Operational Dependency. Usually,

centralized facilities depend less on service roads than

remote facilities because of their closer proximity to the

terminal apron areas. One possible means to further

lessen the need for service roads at a centralized

facility is the installation of deicing fluid storage tanks

and transfer systems or fixed fluid applicators. Remote

deicing facilities are recommended to have a service

road when no other means, such as a nonactive

taxiway, is available for mobile deicing vehicles and

service vehicles to reach the site. This service road

provides authorized personnel the access necessary to

conduct outside the aircraft checks, pretakeoff

contamination checks, and perform deicing/anti-icing

treatment.

b. Safety Dependency. Reducing potential

runway/taxiway incursions by deicing vehicles and

ground service equipment is a safety objective. A

service road is recommended when no other means is

available to separate deicing vehicles and aircraft

traffic from sharing a common taxiway route. For

some airports, an extension to an existing service road

or perimeter road is sufficient. Depending on the

airport's safety programs, physical constraints, etc.,

service vehicles may still need to be escorted on

taxiway/runways without the benefit of a vehicle

service road.

c. Environmental Dependency. The

environmental mitigation alternative managing deicing

fluid runoff may require a service road. For instance, a

deicing facility with a detention basin may require an

extension of a perimeter road for airport vehicles to

reach the basin for monitoring and metering out

permitted discharges. Another example where a

deicing facility may need a service road is one whose

underground storage tank or a concrete vault requires a

hauling truck to siphon contaminants for proper

disposal.

d. Service Road Design. Service roads should

accommodate deicing vehicle widths and turning radii

requirements. Vehicle dimensions and other

characteristics related to service road design are found

in SAE ARP 1447, Aircraft Deicing/Anti-icing Self

Propelled Vehicle, Functional Requirements, SAE

ARP 1971, Large Deicing Equipment, SAE ARP 4047,
AC 150/5300-14 8/23/93

18

Small Deicing Equipment, and ISO 11077, Aerospace -

De-icing/anti-icing self propelled vehicles - Functional

requirements. If vehicles use remote staging areas,

they should be located, to the extent practicable, such

that service roads minimize runway crossings, repeated

ATCT clearances, or airport escorting. Additionally,

service roads should:

(1) have the handling capacity to permit the

necessary number of deicing vehicles to transport a

quantity of fluid that equals the facility's peak deicing

fluid demand.

(2) have clearly defined circulation routes

with the minimum of taxiway and runway crossings to

reduce potential incursions. Service roads for airports

operating under a SMGCS Plan may require vehicle

stop signs, stop bars, etc., to be installed where they

intersect an aircraft movement area operating under

the Plan.

(3) be located so as not to create an aircraft

hazard or impede emergency response times of aircraft

rescue and firefighting vehicles.

(4) be bidirectional where vehicle traffic is

heavy.

(5) avoid conflicts with future airport

development.

(6) not create additional congestion and

inconveniences to other users.
AC 150/5300-14 8/23/93

19

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 alterative that collects and retains runoff for

proper disposal or recycling. In terms of structural best

management practices, this approach to "control the

source" offers airport managers an effective and

economical means to comply with storm water

permitting requirements.

a. Treatment Advantages. The approach to

"control the source" offers two treatment advantages.

First, it lessens the difficultly 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. 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 biological treatment of facility

runoff at publicly-owned-treatment-works (POTW) 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 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.

d. on-airport recycling system. See paragraph

29, Recycling Glycol Fluids, for additional guidance.

e. 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 biological 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. 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
AC 150/5300-14 8/23/93

20

Protection Agency (USEPA) developed a national

pretreatment strategy (1977) under the Clean Water

Act. The regulations were published as 40 CFR Part

403. Airports in smaller communities 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.

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. Construction and

design standards are generally set by the state or local

authority having jurisdiction. Items likely to be

required include an impermeable liner, such as a

flexible membrane liner, to protect the groundwater

and monitoring wells to detect breached liners.

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, reduces basin capacity.

Presently, type II fluids are primarily propylene or

propylene/diethylene based fluids, diethylene being

slower to biodegrade than propylene.

b. Mechanical Aeration. The quick

consumption of available oxygen levels within basins

by glycols 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,

Management of Airport Industrial Waste, provides

recommended configurations from a wildlife

standpoint.

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 nature of the runoff and economics,

technologies are available for recycling spent glycol

fluids collected at concentrations of 7-10 percent. In

terms of recycling fluid types, type II fluids may be

more difficult to recycle because of high concentration

levels of special additives, e.g., more than 10 percent.

One recycling process first filters collected glycol,

demineralizes it to remove any salts, and, finally,

evaporates the water to leave a higher glycol

concentration. Another recycling process uses reverse

osmosis membrane technology to recover glycol by

preconcentrating dilute runoff prior to distillation.

Recycling provides airport management 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 mitigationalternatives

and less physical space for equipment.
AC 150/5300-14 8/23/93

21

a. Recycled Glycol Fluids. Recycling glycol

may offer airport management lower disposal cost of

effluent through the resale of recovered product back to

fluid manufacturers or to other secondary markets.

Prior to using recycled glycols as the primary aircraft

deicer/anti-icer fluid, recertification in accordance with

established industry standards is necessary, for

example SAE, ISO. In regards to pavements, recycled

glycol fluids may be reused on the airfield pavements if

they meet the appropriate glycol-based runway fluid

specifications in AC 150/5200-30, 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 nonpotable

water uses.