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For big Boeing 737, figure at least $5,000, but depending on location and conditions, it could be as much as $10,000. It could take as many as 700 gallons of de-icing fluid at $20 per gallon to do it, plus the specialized equipment to do a large 737.The cost of deicing can range for around $1,000 to $10,000 depending on the size of aircraft and airport.Type I glycol is occasionally used in conjunction with the IR system to remove thick accumulations of snow and ice more rapidly. Considering that it takes between 500 and 1,000 gallons of glycol (costing about $12 per gallon) to de-ice a typical commercial aircraft, using IR can save $5,000 to $10,000 per aircraft.
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How much does it cost to deice a plane?
The cost of deicing can range for around $1,000 to $10,000 depending on the size of aircraft and airport.
How much does it cost to de ice?
Type I glycol is occasionally used in conjunction with the IR system to remove thick accumulations of snow and ice more rapidly. Considering that it takes between 500 and 1,000 gallons of glycol (costing about $12 per gallon) to de-ice a typical commercial aircraft, using IR can save $5,000 to $10,000 per aircraft.
Who pays for deicing a plane?
You charge, passengers pay. Before you start deicing process, just ask them what their tolerance is for deice cost. Maybe the snow will stop shortly so you just need Type I instead of two-step process. An agreed upon delay might be the answer.
How long does it take to deice a 737?
Ideally, planes will be de-iced and anti-iced as close to takeoff as possible to prevent more snow and ice from building up while the plane is grounded. If it’s just a buildup of frost, the process might only take 5-10 minutes to complete. During more severe weather, it can take 10-60 minutes.
How much does it cost to deice a 747?
The traditional deicing facilities were taking as long as an hour to an hour and a half and spraying between 3,000 and 5,000 gallons of glycol, at a cost of about $10 per gallon, to deice a single 747, according to anecdotal reports from airline managers during debriefing meetings.
How long does aircraft deicing last?
It has a lower freezing temperature than just water. This breaks off ice already formed and prevents more from building up. This fluid is good for 1 to 1.5 hours.
How many gallons does it take to deice a plane?
Inside the facilities are three 25,000-gallon tanks and one 10,000-gallon tank that store the two types of deicing fluid. Type 1 glycol deicing mixture contains between 30 and 40 percent glycol and is mixed with water to remove ice, snow and frost from an aircraft.
What do airports use to de ice planes?
Deicing fluid, a mixture of a chemical called glycol and water, is generally heated and sprayed under pressure to remove ice and snow on the aircraft. While it removes ice and snow, deicing fluid has a limited ability to prevent further ice from forming.
How do you de ice a plane?
Deicing fluid is a glycol-based substance sprayed on an aircraft during typical deicing processes. Deicing fluids are sprayed on hot and come in four main types: Type I – Combined with water in a 55:45 mixture for low viscosity. Type I is sprayed on hot at a high pressure to remove ice quickly—typically dyed orange.
What is airplane deicing fluid made of?
Deicing fluids are typically based on propylene glycol or ethylene glycol, which freeze at a lower temperature than water. There are several different types of fluid, falling into two basic categories: Deicing fluids remove existing frozen contaminants. These are generally non-viscous, and may be heated.
Is deicing fluid toxic?
The two main types of deicing fluids — propylene glycol and ethylene glycol — are not generally seen as a threat to human health. Ethylene glycol, which also is used in antifreeze, is generally only toxic in humans if ingested.
Can planes take off in snow?
If you’re wondering if planes can fly in the snow, the answer is yes. Commercial planes can fly in the snow, but the plane will struggle to takeoff and land unless appropriate safety preparations are made in advance.
What happens if you don’t deice a plane?
What is it and why is it used? Enough ice buildup can cause the engine to stop working. “In moderate to severe conditions, a light aircraft can become so iced up that continued flight is impossible,” the Foundation noted. Ice on the wings and tail of an airliner can be fatal.
Why can’t planes fly with ice on wings?
The ice alters airflow over the wing and tail, reducing the lift force that keeps the plane in the air, and potentially causing aerodynamic stall—a condition that can lead to a temporary loss of control.
How long does de ice last?
For de-icing fluid, the holdover time generally cannot exceed 22 minutes, and it is dependent on temperature and weather.
How many gallons does it take to deice a plane?
Inside the facilities are three 25,000-gallon tanks and one 10,000-gallon tank that store the two types of deicing fluid. Type 1 glycol deicing mixture contains between 30 and 40 percent glycol and is mixed with water to remove ice, snow and frost from an aircraft.
How much does it cost to fly a Cessna 172 per hour?
Hourly Operating Cost: Including only Avgas and engine oil, the hourly operating cost of a Cessna 172 is about $42 (8 gph fuel burn at $5/gal, and $2/hr for oil).
How much does it cost to fly a plane per hour?
| Hours | Hourly Rate | |
|---|---|---|
| Aircraft Rental | 60 | $ 110.00 |
| Instructor (includes flight time and ground school) | 40 | $ 60.00 |
| Books, Course Materials, Charts, etc. | ||
| Third Class Medical Exam |
How much does it cost to run a plane?
In most cases, that is the cost of fuel. Simply take the average fuel flow of your airplane and multiply it by the cost of fuel. If you burn an average of 15 gallons per hour and fuel costs $5.00 per gallon, then your direct operating cost is $75 per hour.
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Deicing can run up to $10000 per incidence so if you are doing a lot of winter flying it’s something you should consider when comparing jet cards
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Deicing Debacle Keeping Deice Costs Down | Advanced Aircrew Academy
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Infrared De-icing Speeds Process and Reduces Cost | Business Aviation News: Aviation International News
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- Summary of article content: Articles about Infrared De-icing Speeds Process and Reduces Cost | Business Aviation News: Aviation International News The waves do not heat the air, just the frost or snow, and they … average snow/ice removal time for a Boeing 737-size aircraft was … …
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What is the stuff they spray on planes? – De Kooktips – Homepage – Beginpagina
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- Most searched keywords: Whether you are looking for What is the stuff they spray on planes? – De Kooktips – Homepage – Beginpagina 11 How much does it cost to deice a 737? 12 Why do they wash planes? 13 What happens if you don … Deicing fluid, a mixture of a chemical called glycol and water, is generally heated and sprayed under pressure to remove ice and snow on the aircraft.
- Table of Contents:
What is the stuff they spray on planes
What are airplanes sprayed with
Why do some airlines spray the cabin
What is the orange liquid they spray on planes
What is plane de icer made of
How do planes defrost
Why do they pour water on pilots
Why do they spray planes with water when they land
Are planes fumigated
What are insecticides
Why do they wash planes before take off
How much does it cost to deice a 737
Why do they wash planes
What happens if you don’t deice a plane
What does de-icing do
What temperature do planes deice
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Who pays for deicing a private jet? With some programs you do!
Deicing can run up to $10,000 per incidence, so if you are doing a lot of winter flying, it’s something you should consider when comparing jet cards
If you’ve mainly flown commercially, on a corporate jet or with friends, you may not have thought about deicing in terms of who’s paying for it. So you bought a jet card. Congratulations – you just made your life easier for you and whoever will be flying with you! As you sit in the FBO on a cold winter’s day and watch the truck pull up next to your jet, you might think, “Geez, I’m glad I’m not that guy on the boom lift. It must be cold up there!” You may not have realized that what was coming out of the hose was not just fluid, but money, possibly yours. Chances are you won’t find out about it until you get your monthly statement weeks late. I say possibly because some jet card programs include deicing and others don’t.
The cost of deicing can range for around $1,000 to $10,000 depending on the size of aircraft and airport. The reason it varies by the airport is each state, city, and airport authority may have different rules governing what types of fluids can be used, where aircraft can be deiced and procedures from preventing runoff seeping into the ground. In other words, it’s an expensive process.
Quick math says if you bought a 25 hour jet card and used it for 10 two-and-a-half-hour flights, of which five required deicing – depending on where you live and where you go not out of the question – at $5,000 per incidence that could add an extra $25,000, or essentially $1,000 per hour.
Who pays for deicing on a private jet?
With on-demand charter, you always pay for deicing, another reason it makes pricing comparisons difficult. I’ve even heard about getting hit with two deicing bills for a single flight. The aircraft had to be deiced before a short ferry flight to pick up the passengers, and then because of the wintery conditions, had to be deiced again before the actual charter segment.
A good broker who is on the ball will work with the operator to minimize deicing. For example, it might be less expensive to pull an airplane into a heated hangar so that it is clear and based on conditions, may not need to be deiced. I think that the same philosophy comes when buying jet cards. If your jet card provider includes deicing as part of your hourly rate, they have more of an incentive to minimize the costs by being creative when possible.
So which jet card providers include deicing as part of their standard program? Interestingly, several companies that do really don’t advertise it, so just looking at their website may not tell you. It’s one of the 65 variables between programs we compare at Private Jet Card Comparisons.
“One if our core brand tents is thoughtfulness and we also have a cultural belief of simplification…We prefer to have our pricing and our charges very transparent and straightforward,” says Andrew Collins, CEO of Sentient Jet, which does include deicing. He adds, “This is due to the fact that, as an industry, we can be quite convoluted in how we charge. We believe in not making the client have to over-think things.”
The counter to including deicing from providers that don’t include it, they say, if you are doing flights where you won’t need deicing, a program that includes it is baking deicing for other members into your rate. That may be true, however, you can still compare inclusive program rates to ones that don’t have it. From what I’ve seen there isn’t a direct correlation, you really do have to look at your specific travel patterns, including peak day travel and surcharges, roundtrip discounts, long-flight discounts, fuel surcharges and so forth.
If you expect to do winter flying, you should anticipate the extra cost for deicing, or look at programs that include it. To help you out, here’s a list of jet card providers that include deicing in the program cost. In other words, there’s not an extra charge as long as you are within your Primary Service Area.
Jet Card Programs That Include Deicing
Air Partner
Airstream Jets
Concord Private Jet
Delta Private Jets
Dumont Group (varies)
Expert Jet ($1,500 annual credit)
Flexjet
GlobeAir (offers deicing insurance for 3,000 Euros per year)
JetSuite (Phenom 300 programs)
Jettly (varies)
NetJets
Northern Jet Management
Outlier Jets
ProspAir (varies)
Sentient Jet
Velocity Jets
VistaJet
Wheels Up
XOJET (for Elite Access programs)
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Infrared De-icing Speeds Process and Reduces Cost
Aircraft departing from two U.S. airports have a quicker and more environmentally friendly option for de-icing than traditional glycol. At New York John F. Kennedy (JFK) International Airport and Wisconsin’s Rhinelander-Oneida County Airport (RHI), departing aircraft that require de-icing can roll into an open-ended hangar where targeted infrared (IR) waves remove frost, snow and ice with a minimum of glycol usage, increasing aircraft throughput and decreasing de-icing time and cost. While these systems are not new, growing environmental concerns and airline cost-cutting measures could prompt new interest in IR de-icing technology.
“IR de-icing systems can reduce glycol usage by up to 90 percent,” according to David Speirs, president and CEO of Niagara Falls, N.Y.-based Radiant Aviation Services, which markets the IR de-icing technology. “The system generates IR waves that are tuned to the absorption rate of ice. The waves do not heat the air, just the frost or snow, and they penetrate only about two microns into the aircraft skin.”
Even though the IR system can remove frost, snow and ice without Type I glycol, the FAA still requires Type IV glycol anti-icing fluid to be applied. “But since the aircraft is warm and dry when the anti-icing fluid is applied, the anti-ice is much more effective, dramatically reducing the chances of needing to return for a second de-icing,” Speirs said. Type I glycol is occasionally used in conjunction with the IR system to remove thick accumulations of snow and ice more rapidly. Considering that it takes between 500 and 1,000 gallons of glycol (costing about $12 per gallon) to de-ice a typical commercial aircraft, using IR can save $5,000 to $10,000 per aircraft.
According to RHI airport director Joseph Brauer, Great Lakes Airlines, the last regional carrier that consistently used the IR de-icing system at the airport, reported that its glycol usage was down by 60 percent. RHI’s 120- by 140-foot facility was completed in 1998 to handle small general aviation, corporate and 19- to 50-seat commuter aircraft that serve the small northern Wisconsin airport.
RHI charges flat rates for using the IR de-icing system in five-minute increments, with most aircraft incurring about $125 in charges. RHI’s current carrier, SkyWest, did not use the IR system during the 2012-13 winter season, but is considering its use this winter. “Even without the airlines, we have general aviation aircraft that use the system about three or four times per season,” Brauer said. “Once the system is warmed up, [the IR system] takes the frost off an aircraft in about 30 seconds using less than one dollar’s worth of energy.”
Even more important to airlines than the reduced glycol costs is the quicker throughput achieved by using IR de-icing instead of the traditional glycol dousing. According to documents provided by Radiant using data from the JFK facility for the 2010-2011 winter season, average snow/ice removal time for a Boeing 737-size aircraft was approximately 17 minutes from the time the aircraft rolls into the hangar until it exits. Boeing 747-300-size aircraft averaged 19 minutes. This means that three to four 737s or two 747s can be de-iced per hour, versus approximately 45 to 90 minutes per aircraft with conventional glycol de-icing.
Real Estate for De-Icing Facilities Limited
But although the IR de-icing technology has significant environmental and efficiency benefits for both airports and aircraft operators, the technology has been slow to catch on.
“It’s actually not just the cost of the [IR de-icing] facility, but finding a good spot on the airport for it,” said Christopher Soleski, aviation practice leader for Hatch Mott MacDonald, the civil engineering firm headquartered in Iselin, N.J., that assisted with the design of the IR de-icing facility at JFK. “It’s difficult to find the right piece of land that’s required to make an IR structure happen. Conventional de-icing pads are as close as possible to the runway to minimize re-icing problems. The IR structure for a large aircraft can be 100 feet tall, and a structure that tall cannot be built close to the runways. Instead the airport has to give up valuable real estate that could be used for commercial value.”
Completed in 2006, the $12 million IR de-icing facility at JFK was an experiment funded approximately 75 percent through FAA grants, with the Port Authority of New York and New Jersey (PANYNJ) funding the rest. AIN sources have indicated that PANYNJ plans to incorporate IR de-icing technology in a new, larger facility at JFK, although PANYNJ representatives would not confirm this.
The fixed-structure requirement of the IR system is one detriment that caused the demise of a Radiant IR system at Newark (EWR) in 2005 after its operator, Continental Airlines, upgraded its fleet to Boeing 737s with winglets that extended beyond the width of the IR structure.
Deicing Debacle Keeping Deice Costs Down
Deicing Debacle
As the first snowflakes fall, you can hear Business Aviation pilot brains in the Northern Hemisphere scrolling through their knowledge bank trying to remember all the nuances of winter weather operations. Procedures, training, clean wing, Type I-IV fluids, sequence, HOT tables, and pre-takeoff contamination checks are thoughts that roll from the back of a pilot’s brain and slam to the front in a jumble as it funnels together during the first request for de/anti-ice.
Even for the pilots who regularly operate north of 37 degrees of latitude, winter operations add another layer of challenges. The airlines have it down to a science at the major airports, but for Business Aviation pilots who consistently operate in and out of different airports, often in small towns, there is a wide range of deicing abilities, experience and procedures at each FBO. To add to this wintery mix, pilots and business aircraft owner/operators and charter passengers are often shocked at the exorbitant cost of this priceless de/anti-icing commodity.
The Cost of Deice
When a simple charter flight in a Citation Sovereign from Denver to Milwaukee is hit with an additional $6,500 bill for a simple Type I deice, profits are eliminated, and pilots are questioned as to why it cost so much. When that same flight also needs a Type II holdover application and cost is closer to $8,000, pressure is put on pilots to not let it happen again. When a Gulfstream 550 has 2 inches of ice buildup and the deice cost is up to $60,000 just for Type I, and they’re still not done, flights are cancelled and passenger anger abounds. Who pays for a cancelled flight like that? Hints of asking pilots to back off on deicing worms its way into conversations and safety is put on the line.
For the FBO, cost of deice equipment and maintenance is staggering. Training line service employees in this high demand, transient sector of the industry is a constant high overhead cost. Add in the new environmental restrictions, fluid recovery, cost of the fluids, keeping additional staff during snowstorms, and overall reduction of traffic through the FBO during snowstorms, and you can’t always blame the FBO.
Keeping Deice Costs Down
For aircraft operators, pilots, and FBO owners, here are a few things we can all do to keep costs down.
If in doubt, hangar. Even if there is just a hint of snow in the forecast. Hangars can be hard to find and if you do, it’s not cheap, but it’s better than $16k for Hot I, Cold IV at FBO in BOS on a GIV. It’s hard to explain to the boss why you should hangar when the skies are clear. But, with just a little humidity and a passing snow shower, layers of ice buildup can make hangar cost look cheap compared to de-ice process.
Warn your charter passengers – not just the pilots, but all the charter/flight schedulers too. You are offering all weather service but warn them that comes with cost. Make sure they know if they choose to fly into an area with active winter weather, there will be a tradeoff and safety is not something you negotiate. You charge, passengers pay. Before you start deicing process, just ask them what their tolerance is for deice cost. Maybe the snow will stop shortly so you just need Type I instead of two-step process. An agreed upon delay might be the answer. If you know there is snow moving into the area, call the lead passenger and let them know. Either they leave early, or they pay for deice, or wait until much later. Let them lead the choice if you can.
Pilots, know your Operations Manual before starting deicing so you know exactly what steps you’ll be taking. What are you authorized for? HOT tables are usually just for reference. You still must do a pretakeoff contamination check. Are you authorized for visual and/or tactile? If tactile, where will you do the check? How long will that take? Do you know what a non-Newtonian fluid can do?
Have payment arranged so you don’t have to go back into FBO. Once they start spraying, the timer begins. You want to be able to taxi immediately; so leave payment method and verify they’ll send receipt.
A knowledgeable deice crew can be the key. If they’ve been well-trained with hands-on experience, take their advice. Trust, but verify. If they’re not familiar, make sure you show them on your airplane where not to spray. Engine inlets, pitot tubes, APU air intake, etc. Show them the method for your airplane. Do you want it deiced front to back of wing, starting where? Make sure everyone knows what fluid brand, Type, mixture ratio, and time when final application was started.
If you doubt the importance of getting deiced, you can find a long list of NTSB reports/fatalities where pilots trusted that their aircraft could get airborne with a little ice. Pilots will always be faced with management who make aviation decisions but don’t know what a Type I fluid is, so the pressure will range from outright demands that de-ice costs be kept to a minimum, to subtle innuendos that make pilots feel guilty for breaking the profit margin after a hefty deice.
Jo Kremsreiter, President of AirSatOne LLC, sums up the deicing debacle with one poignant statement, “A long time ago I worked for a company that wanted to save on deicing – had a little note in the front of the ops manual warning about the cost of de-icing. Their CL604 went down as they lifted off in Birmingham England. Killed all on board.”
Nothing more needs to be said.
Advanced Aircrew Academy offers and endless list of eLearning module topics for your Part 91 and/or 135 flight department. Winter Operations / Surface Contamination is just one eLearning module available for your Initial and Recurrent curriculums. You can reach us at www.aircrewacademy.com or call 843.557.1266.
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