ISO 11077:2014

INTERNATIONAL ISO
STANDARD 11077
Second edition
2014-06-01
Aircraft ground equipment — De-icers
— Functional requirements
Matériel au sol pour aéronefs — Dégivreuses — Exigences
fonctionnelles
Reference number
©
ISO 2014
© ISO 2014
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ii © ISO 2014 – All rights reserved

Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 Requirements . 2
4.1 General . 2
4.2 Functions . 3
4.3 Vehicle. 4
4.4 Aerial device . 5
4.5 Fluids system . 6
4.6 Controls . 6
4.7 Mobility and stability . 7
4.8 Personnel protection . 8
4.9 Emergency . 8
5 Information for use . 9
5.1 Manufacturer’s instructions . 9
5.2 Markings . 9
6 Options . 9
6.1 General . 9
6.2 Fluid heater . 9
6.3 Fluid mixing system .10
6.4 Spraying boom .10
6.5 Fire extinguishing system .10
6.6 One person operation .10
7 Quality assurance .10
7.1 Manufacturer’s quality assurance .10
7.2 User’s quality assurance .11
Annex A (informative) Toxicological aspects of using de-icing/anti-icing equipment.12
Annex B (informative) Environmental aspect of de-icing/anti-icing at airports .16
Bibliography .21
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity
assessment, as well as information about ISO’s adherence to the WTO principles in the Technical Barriers
to Trade (TBT) see the following URL: Foreword - Supplementary information
The committee responsible for this document is ISO/TC 20, Aircraft and space vehicles, Subcommittee
SC 9, Air cargo and ground equipment.
This second edition cancels and replaces the first edition (ISO 11077:1993),which has been technically
revised.
iv © ISO 2014 – All rights reserved

Introduction
This International Standard specifies the functional and personnel safety requirements to be taken into
account by manufacturers for the design of aircraft de-icing and anti-icing vehicles (de-icers).
The requirements of this International Standard were determined based on generally recognized
assumptions as to
a) the normally intended use of aircraft ground support equipment on the ramp of international civil
airports in order to handle, service, or maintain civil transport aircraft, or
b) the environmental (surface, slope, weather, lighting, operating rules, staff qualification, etc.)
conditions prevailing on the ramp area of the majority of international civil airports. In addition to
customary environment conditions in this context, it is to be assumed that de-icers will be operated
on snowy, icy, muddy, or slushed ramp surfaces and under freezing precipitation conditions.
It is assumed that the manufacturers of de-icers define in the relevant documentation the specifically
intended conditions of use and environment for their equipment, and the purchasers systematically
review their own specific conditions of use and environment in order to determine whether those stated
are adequate or negotiate with the manufacturer appropriate modifications to ensure they are.
NOTE Negotiation between manufacturer and purchaser/user is considered essential to establish or verify
the adequate conditions of use and design parameters.
The requirements of this International Standard are expressed in the applicable SI units, with
approximate inch-pound unit conversion between brackets for convenience in those countries using
that system. Where it is deemed necessary to use exact values, the SI unit ones are to be used.
INTERNATIONAL STANDARD ISO 11077:2014(E)
Aircraft ground equipment — De-icers — Functional
requirements
1 Scope
This International Standard specifies the general functional, performance, and safety requirements for
a self-propelled vehicle equipped with a boom type aerial device and aircraft de-icing/anti-icing fluid
(ADF) spraying systems, hereinafter designated as “de-icer”.
This International Standard does not specify a comprehensive set of technical design criteria for aircraft
de-icing/anti-icing vehicles, but only those relating to the main functional, safety, and performance
requirements.
This International Standard is not applicable to stationary equipment, e.g. gantries, cranes, used to
perform de-icing/anti-icing operations on aircraft.
Throughout this International Standard, the minimum essential criteria are identified by use of the
key word “shall”. Recommended criteria are identified by use of the key word “should” and, while not
mandatory, are considered to be of primary importance in providing safe, economical, and usable
aircraft de-icers. Deviation from recommended criteria should only occur after careful consideration
and thorough service evaluation have shown alternate methods to provide an equivalent level of safety.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 6966-1, Aircraft ground equipment — Basic requirements — Part 1: General design requirements
ISO 6966-2, Aircraft ground equipment — Basic requirements — Part 2: Safety requirements
ISO 7000, Graphical symbols for use on equipment — Registered symbols
ISO 10254, Air cargo and ground equipment — Vocabulary
ISO 11075, Aircraft — De-icing/anti-icing fluids — ISO type I
ISO 11076, Aircraft — De-icing/anti-icing methods on the ground
ISO 11078, Aircraft — De-icing/anti-icing fluids — ISO types II, III and IV
ISO 11532, Aircraft ground equipment — Graphical symbols
ISO 13849-1, Safety of machinery — Safety-related parts of control systems — Part 1: General principles
for design
EN 1915-2, Aircraft ground support equipment — General requirements — Part 2: Stability and strength
requirements, calculations and test methods
EN 12312-6, Aircraft ground support equipment — Specific requirements — Part 6: De-icers and
de-icing/anti-icing equipment
DIN 51130:2010, Testing of floor coverings — Determination of the anti-slip property — Workrooms and
fields of activities with slip danger, walking method — Ramp test
NOTE DIN 51130 can be obtained from Deutsches Institut für Normen, Burggrafenstrasse 6, D-10787 Berlin,
Germany.
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 10254 and the following apply.
3.1
de-icer
self-propelled mobile unit, used to perform de-icing or anti-icing operations by means of fluids spraying
on aircraft on the ground
Note 1 to entry: It is fitted with an operator cabin or basket mounted on a boom in order to raise the operator at
the height of aircraft surfaces to be sprayed.
3.2
driver
person located in the cabin (driving station) of a de-icer’s chassis and driving the vehicle around the
aircraft
3.3
operator
person(s) located in the boom mounted operator’s cabin or basket, operating its movements relative to
the de-icer’s chassis as well as the fluid spraying system(s)
3.4
cabin (operator’s)
completely enclosed work station at the end of the de-icer’s boom, where the operator is located to
perform de-icing/anti-icing operations on the aircraft
3.5
basket (operator’s)
non-enclosed work station at the end of the boom where the operator stands alternatively to a cabin
3.6
boom
structural element supporting the operator’s cabin or basket at a height
Note 1 to entry: Not to be mistaken for “spraying boom”, an element extending from the operator’s station to
support spraying hoses and brings the nozzles as close as possible to the aircraft being de-iced, which does not
support persons.
4 Requirements
4.1 General
4.1.1 The de-icer’s design and construction shall meet the applicable requirements of ISO 6966-1 and
ISO 6966-2, and the requirements stated hereafter. Where these requirements are in excess of those in the
general aircraft ground equipment standards, they shall take precedence.
NOTE For operation in Europe, the EU Machinery Directive essential safety requirements legally apply.
They can be met by complying with the requirements of the following European Standards (see Clause 2 and
Bibliography):
— EN 1915-1, Aircraft ground support equipment — General requirements — Part 1: Basic safety
requirements
— EN 1915-2, Aircraft ground support equipment — General requirements — Part 2: Stability and strength
requirements, calculations and test methods
2 © ISO 2014 – All rights reserved

— EN 1915-3, Aircraft ground support equipment — General requirements — Part 3: Vibration
measurement methods and reduction
— EN 1915-4, Aircraft ground support equipment — General requirements — Part 4: Noise measurement
methods and reduction
— EN 12312-6, Aircraft ground support equipment — General requirements — Part 6: De-icers and de-
icing equipment
4.1.2 The de-icer’s structural strength shall meet the applicable stability and strength requirements of
EN 1915-2 and EN 12312-6 and be demonstrated by testing in accordance with them.
4.1.3 Particular attention shall be paid to the fatigue strength requirements for the boom and
attachments thereto, which shall be based on minimum 2 × 10 stress cycles or 10 000 h operating life
expectancy, whichever is highest.
NOTE Consultation between manufacturer and purchaser is required to substantiate a realistic life
expectancy, stress cycle definition, and fatigue spectrum.
4.1.4 The de-icer and all associated systems shall be designed and constructed to operate satisfactorily
between temperatures of −30 °C and 50 °C (−20 °F and 120 °F) and in continuous relative humidity of up
to 95 % or as stipulated between purchaser and manufacturer.
NOTE Lower temperatures, requiring special design and operating measures, can be agreed between
manufacturer and purchaser. See Note in the Introduction.
4.2 Functions
4.2.1 The primary function of the de-icer shall be to apply heated de-icing/anti-icing fluid from a
variable height boom to the surfaces of stationary aircraft while traversing their perimeter. A hose shall
also be fitted for ground use. The vehicle shall be acceptable for use around terminal gate areas, airport
service roads, and aircraft service ramps.
NOTE A secondary function can also be to provide access when required to high elevation parts of the
aircraft.
4.2.2 The maximum width and overall height with the boom in the stowed position shall be kept to a
minimum. The maximum overall width should be minimum compatible with stability objectives, and the
overall height in the stowed position shall not exceed 4,0 m (13 ft, 1 in). Overall turning radius in this
position should not exceed 12 m (40 ft), though maximum possible manoeuvrability is recommended.
NOTE Over the road regulations in a majority of states allow a maximum width of 2,5 m (8 ft 2 1/2 in). A
number of states allow 2,6 m (8 ½ ft) width. Conversely, some local road traffic regulations can require narrower
widths. Depending on the airport of use, a lower height can also be necessary. See Note in the Introduction.
4.2.3 On an appropriate self-propelled chassis with an enclosed driver’s cabin, meeting the requirements
of 4.3, the de-icer shall provide
a) an aerial device with operator’s cabin or basket, including safe access means from the ground in the
stowed position, meeting the requirements of 4.4,
b) (a) fluid storage and supply tank(s), large enough to accommodate the fluid capacity necessary for
servicing standard-body and/or wide-body or large capacity aircraft as required by the purchaser,
meeting the requirements of 4.5.2, and
c) fluid pumping systems for applying heated de-icing fluid and heated or unheated anti-icing fluid to
aircraft surfaces, meeting the requirements of 4.5.1.
See Clause 6 for optional features.
4.2.4 A two-way vocal communication system shall be installed between the operator’s cabin or basket
and the driver’s cabin, if separate. The operator’s cabin or basket headset, if applicable, shall be integrated
or compatible with protective ear mufflers, and its wiring’s routing shall be ergonomically designed in
order to avoid any hazard or entanglement.
4.2.5 De-icers are intended to spray aircraft under freezing conditions with the following appropriate
fluids mixed with water (if applicable) and heated as necessary, in order to enable operators to de-ice/anti-
ice aircraft in accordance with the detailed methods stated in ISO 11076:
a) ISO type I de-icing/anti-icing fluid (see ISO 11075);
b) ISO type II, III, or IV de-icing/anti-icing fluid (see ISO 11078).
4.2.6 De-icers can also be used, without spraying, as a means of technical staff access to elevated parts
of aircraft, e.g. for maintenance. Reduced performance requirements can apply in such a case where
identified in the present International Standard, but personnel safety requirements remain applicable.
4.3 Vehicle
4.3.1 The de-icer shall be based on a chassis rated and approved by the chassis manufacturer for the
maximum intended loads and speeds of the de-icer. Alternately, a custom built chassis is allowable under
the manufacturer’s responsibility and shall substantiate loads and speeds ratings in an at least equivalent
manner.
4.3.2 The de-icer with operator’s cabin or basket in the stowed position should be capable of being
−1
driven at normal road speeds in accordance with applicable local airport regulations, or at least 32 km·h
(20 mph). When the operator’s cabin or basket is lifted from the stowed position, maximum speed shall
−1 −1
be limited to no more than 1,7 m·s (6 km·h , 4 mph) or, if lower, local safety regulations. Where
this is ensured by interlocking, the corresponding safety device shall ensure a performance level “b” in
accordance with ISO 13849-1.
4.3.3 The drive train of the vehicle shall be designed for as smooth and jerk free driving as possible. It
is further recommended to consider manoeuvring close to the aircraft. For this purpose, the possibility of
driving with an inching/creeping speed should be considered.
4.3.4 An enclosed heated cabin for the driver, and optionally a passenger, shall be provided. The cabin
shall be fitted with windshield wipers and a defroster/heater system. The design of the vehicle shall be
such that no de-icing/anti-icing vapours can enter the chassis cabin (with windows closed) under any
weather conditions. The cabin shall, as a minimum, be equipped with a mechanical filter on the air intake,
for removal of aerosols produced. All seats shall be fitted with automotive type 3 points inertia reel safety
belts.
4.3.5 The driver’s position shall have maximum unobstructed visibility, including of the operator’s
cabin or basket under all operating conditions. This requires at least a large overhead transparent panel
fitted with wipers and defrosting.
NOTE Where blind spots are unavoidable by design, e.g. at the rear of the vehicle, indirect means of vision
such as mirrors or closed circuit television (CCTV) can be used to provide the driver with visibility in those areas.
4.3.6 Power steering as well as a power-assisted dual circuit service braking system and a parking
brake shall be provided.
4.3.7 Mud/snow tires shall be provided on drive wheels. Drive wheels tire clearances shall be adequate
for the installation and operation of snow chains. Any vulnerable components shall be suitably protected
against projections of snow or ice.
4 © ISO 2014 – All rights reserved

4.3.8 The fuel tank(s) shall be located for protection against collision damage, and so that any overflow
during filling, or any leakage from the tank, fuel lines, or fittings, will not impinge on engines exhaust
system, electrical system, or other ignition sources, or enter the driver’s cabin.
4.3.9 Tow hooks shall be installed on the chassis structure, with at least one at the front and one at the
rear. The tow hooks shall be usable with the operators’ cabin or basket in any position.
4.3.10 Storage electrical batteries shall be of the heavy duty type, and alternators shall be dimensioned
bearing in mind that de-icing units often operates in engine idle condition but with all electrical consumers
switched on.
4.4 Aerial device
4.4.1 The de-icer shall provide an aerial device including a supporting boom, to which shall be attached
either an enclosed operator’s cabin fitted with windshield wipers and a defroster/heater system, or
(see Note in the Introduction) an open operator’s basket entirely surrounded by full guard-rails up to a
height of at least 1,1 m (43 in) over its floor. Cabin or basket shall be rated for a minimum of two persons
(minimum load capacity of 204 kg/450 lb), to provide for operators training and possible visual de-icing
control by a separate qualified person. Where these objectives are not retained, a cabin or basket intended
for a single person shall be rated for a minimum load capacity of 160 kg (350 lb).
4.4.2 The operator’s cabin or basket and its supporting boom shall be designed to position an operator
to effectively apply de-icing/anti-icing fluid to the upper areas of aircraft control surfaces, wings, vertical
and horizontal stabilizers, and fuselage. Consideration shall be given to the height of these surfaces on
aircraft types intended to be serviced while designing or selecting any de-icer type.
4.4.3 The operator’s cabin or basket shall have a self-adjusting mechanism to maintain a vertical
operating attitude for all boom positions.
4.4.4 The operator’s cabin or basket shall allow safe access from the ground in the stowed position, and
provide for safe and easy entry and exit. The cabin door or basket gate shall not fold or open outwards,
and shall be constructed to either be automatically self-closing and latching, or boom movements,
including lifting from the stowed position, be prohibited unless the cabin door or basket gate is closed
and fully latched. Where this is ensured by interlocking, the corresponding safety device shall ensure a
performance level “c” in accordance with ISO 13849-1.
4.4.5 The design of the operator’s cabin shall be such as to strictly minimize, in as much as possible,
entry of de-icing/anti-icing fluids aerosols (with windows closed). See Annex A for toxicological hazards.
The cabin shall, as a minimum, be equipped with a mechanical filter on the air intake, for removal of
aerosols produced.
4.4.6 The cabin’s inner operator envelope shall take into account the likeliness of operators wearing
heavy winter clothing, boots, and gloves. The cabin, unless fitted with seats with safety belts for all
occupants, or basket shall be fitted with harness anchorage points for personal protective equipment
(PPE) harness(es). If provided, operator seat(s) shall be fitted with automotive type 3 points inertia reel
safety belts.
4.4.7 (A) lighting projector(s), adjustable from the operator’s cabin or basket, shall be provided to
illuminate the spraying area for night operation. The minimum total luminous flux shall be 1000 lm
(equivalent to approximately 100 W incandescent lamp power).
4.4.8 The structural and fatigue strength of the cabin or basket, its attachment to the boom, the boom
itself, and its attachment to the chassis shall be in accordance with the requirements of 4.1.2 and 4.1.3.
The aerial device, including the cabin, the boom, and its attachment to the chassis shall be designed in
such a manner that periodic structural inspection can readily be carried out without major disassembly.
4.4.9 All steps and platforms shall have a self-draining surface, durably slip-resistant with a minimum
R11 slip resistance classification in accordance with Table 3 of DIN 51130:2010 (see ISO 6966-2).
4.5 Fluids system
4.5.1 General
4.5.1.1 The vehicle’s fluids handling system shall be designed to be compatible with the appropriate
ISO de-icing/anti-icing fluids (ISO 11075 type I and/or ISO 11078 types II, III, or IV). Special fluid circuit
design requirements shall be met to avoid degrading the fluid’s viscosity, which can be adversely affected
by pumping, heating, and spraying, or by too high storage temperatures. The fluid manufacturers’
recommendations shall be observed.
4.5.1.2 The de-icing fluids systems and all their components shall withstand fluids temperatures from
–20 °C (–4 °F) to 96 °C (205 °F), or as stipulated between purchaser and manufacturer.
4.5.2 Tanks
4.5.2.1 The fluid tank(s) shall be made of non-corrosive material and adequately baffled to prevent
undue fluid motion and starving of the fluid pump during manoeuvring. Suitable vents, overflows, manual
fills, and liquid level gauges and drains shall be provided. A manhole or equivalent with cover shall be
provided and allow easy and safe inspection/cleaning of the tank.
4.5.2.2 De-icing fluid tanks shall be optimally insulated.
4.5.2.3 If fluid tanks are provided with filling couplings, these shall be of different types or have different
sizes, for each individual tank to avoid filling with a wrong fluid.
4.5.3 Spraying
4.5.3.1 The de-icing fluid system shall be capable of delivery rate at the spray nozzle of at least
−1
150 l·mn [40 gal (US)/min] at a pre nozzle discharging pressure of 700 kPa (100 psi) at any spraying
height.
4.5.3.2 Where a separate anti-icing fluid system is provided, it shall be designed so as to spray the fluid
−1 −1
at a rate between 45 l·mn [12 gal (US)/min] and 95 l·mn [25 gal (US)/min] at any spraying height.
4.5.3.3 The spray pattern shall be able to vary from a fan-shaped spray to a solid stream as selected by
the operator. The operator shall have full control of fluid flow by means of an open/close function and a
rate-of-flow adjustment mechanism.
4.5.3.4 Controls of hand-held spray guns shall be of the hold to run type.
4.5.3.5 Fixed spray guns shall be prevented from spraying directly towards the operator’s position.
4.5.3.6 In the event of spray gun failure, it shall be possible to stop the fluid flow by means of an
additional shut-off valve.
4.6 Controls
4.6.1 All controls necessary for the safe operation of the vehicle and aerial device with operator’s cabin
or basket shall be provided at the driver’s/operator’s position as applicable.
6 © ISO 2014 – All rights reserved

4.6.2 The operator’s cabin or basket shall be equipped with a full set of controls allowing the operator
to safely move the boom and cabin or basket through any of their motions. Boom handling controls shall
provide as smooth as possible movements to avoid jerks or sudden starts and stops.
4.6.3 All control levers shall directionally agree with boom movement, be of the hold to run type and
shall be large and separated from each other enough for grasping with a gloved hand. They shall be
identified with permanent graphic symbols in accordance with ISO 11532 or, where not available therein,
ISO 7000.
4.6.4 Controls shall be protected from fluid spray and risks of inadvertent snagging or interference
from lines or hoses.
4.6.5 Lighting shall be provided to illuminate the control panels for night operation. Illumination of
controls shall be of anti-glare and non-reflecting quality.
4.6.6 For emergency purposes, controls shall also be provided at a location readily accessible to the
driver (preferred) or in the vicinity of the boom base. A selector control shall be provided at this lower
station (next to the duplicate controls) to permit selection of the operating station between either
the operator’s cabin or basket or the lower location. The lower controls, if selected, shall override the
operator’s cabin or basket controls in any configuration.
4.7 Mobility and stability
4.7.1 The unit shall provide safe and stable manoeuvring around the aircraft, with the boom in any
−1 −1
possible position at maximum rated load in operator’s cabin or basket, at speeds up to 1,7 m·s (6 km·h ,
−1 −1
4 mph), with wind from any direction at speeds up to 21 m·s (75 km·h , 40 kn, 47 mph), and fluid
tanks at any level.
4.7.2 Higher wind speeds can be agreed between manufacturer and purchaser/user (see Note in the
Introduction), under the requirement that they be substantiated by calculation then actual testing. Where
intended use includes de-icing/anti-icing with aircraft engines running, the additional forces resulting
there from shall be taken into account in the same manner.
4.7.3 Determination of stability shall be performed in accordance with the requirements of EN 1915-
2, simultaneously taking into account in the worst direction all dynamic forces generated during de-icer
movement, e.g. acceleration, emergency braking, turning moments, fluid surges in incompletely filled
tanks, de-icer centre of gravity shifts, recoil from spray guns, etc. A ramp slope in the worst direction of
1,5° (2,5 %) shall be assumed. The tipping line in each direction shall be determined as shown in Annex A
of ISO 4305.
NOTE ISO 11995 does not apply to the stability of de-icers.
4.7.4 Stability in the worst intended conditions shall be demonstrated by actual testing in accordance
with EN 1915-2. In addition, the following tests shall be performed for stresses measurement in accordance
with EN 12312-6, in order to verify adequacy of structural strength and expected fatigue life.
−1 -1
a) driving the de-icer at maximum allowable speed (1,7 m·s , 6 km·h ) in the forward then reverse
direction and suddenly applying brakes at full force to simulate emergency (panic) stops;
−1 -1
b) driving the de-icer over a test fixture at maximum allowable speed (1,7 m·s , 6 km·h ) in the
forward then reverse directions. The wheels driving over the test fixture shall be the ones giving
the highest stress in the boom structure. The test fixture shall be made of wood or similar material,
measuring 100 mm (4 in) high, 150 mm (6 in) wide, and 600 mm (24 in) long. The top corners shall
be symmetrically cut at 45° angles along the longitudinal length of the member providing a top flat
surface measuring 50 mm (2 in) in width.
4.7.5 Both tests shall incorporate the boom position and orientation and the fluid levels in tanks which
generate the maximum stress on the structural boom components. The operator’s cabin or basket shall
be loaded at maximum rated capacity. In addition to these loads, the wind load shall be incorporated
by calculation. During both tests, the stress level shall be measured using strain gauges or equivalent
measuring technique. How and where to mount the strain gauges shall be in accordance with relevant
industry practices.
4.7.6 The design of the de-icer shall not need stabilizers to ensure stability. Where chassis spring locks,
torsion bars, stabilizer bars, or equivalent devices are used, they shall automatically be engaged when the
operators’ cabin or basket is moved out of its stowed position.
4.8 Personnel protection
4.8.1 All applicable general personnel safety requirements in accordance with ISO 6966-2 shall be met.
4.8.2 All de-icer specific personnel safety requirements in accordance with EN 12312-6 shall be met.
4.8.3 The A weighted noise level in the chassis cabin and the operator’s cabin shall meet local regulatory
requirements and should not exceed 80 dB(A) while all de-icer systems are operating, exclusive from
noise emitted by outside sources.
NOTE Methods for noise measurement and reduction are contained in EN 1915–4 (see Bibliography).
4.8.4 All efforts shall be made to minimize the vibration levels the driver and operator(s) are submitted
to while the de-icer is operating. Measures to achieve this goal include, e.g. seats designed so as to avoid
damage to the human body taking into account duration and conditions of use and adjustable to size and
weight of the driver or operator.
NOTE Methods for vibration measurement and reduction are contained in EN 1915–3 (see Bibliography).
4.9 Emergency
4.9.1 Emergency stop buttons shall be provided, as a minimum, in the operator’s cabin or basket and
the driver’s cabin. It is recommended (see ISO 6966-2) that other ones be provided on the outside of the
de-icer, readily accessible from ground level, e.g. on each longitudinal side. Emergency stops shall stop all
boom movements, shut down the fluid pump and heater if installed, and apply parking brakes. Emergency
stops shall not impede the back-up lowering function (see 4.9.2), stop the function of communication
systems, switch off working lights nor shut down fire extinguisher systems (where applicable).
4.9.2 A back-up lowering system shall be provided to enable the aerial device and loaded operator’s
cabin or basket to be manoeuvred and lowered for staff evacuation and de-icer towing away in the event
of any system malfunction or engine shut-down.
4.9.3 The vehicle shall be equipped with devices to automatically shut down systems when a hazardous
or self-destruction condition arises while the fluid pumping or heating systems are operating, but which
still allow the vehicle to be driven away from the aircraft.
4.9.4 Driver’s station and operator’s station shall, as minimum, provide space for a fire extinguisher of
suitable type and capacity. See 6.5 for optional integrated fire extinguisher system.
8 © ISO 2014 – All rights reserved

5 Information for use
5.1 Manufacturer’s instructions
The vehicle shall be accompanied by detailed manufacturer’s instructions including at least
a) intended use of the de-icer,
b) any limitations (speeds, weights, wind, other),
c) de-icing/anti-icing fluids the de-icer is intended to be used with, as specified by purchaser/user, or
d) necessary instructions for operating and maintaining the unit in a safe manner.
5.2 Markings
5.2.1 The following shall be legibly marked at prominent locations on the de-icer:
a) manufacturer data plate with type and serial number (also see 5.2.3);
b) intended fluid types (adjacent to each replenishment point), as specified by the purchaser/user;
c) vehicle limitations (maximum weight, maximum height in stowed position, speeds if applicable,
wind, other), adjacent to the driver’s cabin;
d) maximum allowable weight in operator’s cabin/basket, adjacent to the cabin/basket access point;
e) any servicing indications contributing to safety (e.g. tires pressure, etc.).
5.2.2 All controls, instruments, fluid filling points, electrical switches, access points for operation
or maintenance actions, caution signs, and operating instructions shall be marked adjacent to each,
preferably by using permanent graphic symbols in accordance with ISO 11532 or, where not available
therein, ISO 7000.
5.2.3 For de-icers intended to be operated at an EU or E.F.T.A. airport, the .CE conformity marking,
under the manufacturer’s responsibility, is also required on the manufacturer’s data plate or in its
immediate vicinity.
6 Options
6.1 General
The following optional features can be considered and, if retained, shall meet the defined requirements.
6.2 Fluid heater
6.2.1 If a fuel heating system for heating the de-icing fluid is installed, this shall be capable of raising the
temperature of the de-icing fluid tank’s capacity from 5 °C to 85 ° C (41 °F to 185 °F) within 1 h.
6.2.2 If installed, the fluid heater shall be suitable for continuous operation at the airport and during
operation of the de-icer in motion when de-icing/anti-icing aircraft, unless it is a fluid pre-heat type
requiring external energy. Open flame fuel burners are not permitted.
6.2.3 If installed, the fluid heater shall be equipped with appropriate safety devices to prevent the
occurrence of conditions which might damage the equipment or create an unsafe condition. The safety
devices/systems shall not prevent the unit from driving (e.g. away from an aircraft).
6.2.4 If installed, the fluid heater can, as a further option, allow when desired heating up only part of
the tanks capacity for faster heating and reduced energy consumption.
6.3 Fluid mixing system
An on-board fluid mixing system can be installed to enable the unit to spray a controlled mixture of
water and type I, II, III, or IV fluid. The mixing system shall be fast responding, accurate, shall allow
the selection of preset mixtures of various ratios of de-/anti-icing fluid and water to be delivered at the
nozzle, and shall produce a homogeneous fluid mix, so that no areas of the aircraft are covered with a
too lean mixture. The tolerance of the actual mix percentage out-of-nozzle shall not be below the value
shown at the unit’s selection system, and an adequate buffer shall be applied by the manufacturer in
order to ensure this.
NOTE Any mixing system should be accompanied by a reliable fluid type/ratio indication at the operator’s
cabin or basket.
6.4 Spraying boom
A boom, extending from the operator’s cabin or basket, can be installed to support fluid hoses and bring
fluid spraying nozzles (as opposed to hand-held spraying guns) as close as possible to the aircraft part
being de-iced. Controls for spraying boom and nozzle movement shall be provided in the operator’s
cabin or basket.
6.5 Fire extinguishing system
An integrated fire detection and/or extinguishing system can be installed within the de-icer. It shall aim
at protecting any areas identified as potentially subject to combustible fluids leakage and/or fire. If the
system’s activation is intended to be automatic, audible and visual warnings shall be provided both at
driver’s station and in the operator’s cabin or basket. Hand-held fire extinguishers shall be maintained
at the driver’s station and in the operator’s cabin or basket to cater for any external occurrences.
6.6 One person operation
Full driving, steering and braking controls can be provided in the operator’s cabin or basket to allow
a one-person operation from that position, with or without maintaining the chassis driver’s cabin.
Appropriate specific risk analysis and safety precautions additional to this International Standard are
required.
7 Quality assurance
7.1 Manufacturer’s quality assurance
7.1.1 General
The manufacturer’s design, development and construction processes should be performed under a
continuous quality control program meeting the requirements of ISO 9001 (see Bibliography).
The manufacturer shall provide to the purchaser upon request a technical file containing the data and
test results necessary to ascertain the de-icer’s safety in the stated intended conditions of use.
NOTE This information can be proprietary and require prior non-disclosure agreement.
7.1.2 Structural integrity
The manufacturer’s technical file (see 7.1.1) shall include the main features (conditions of use assumptions,
parameters, safety coefficients used) of strength, fatigue life and stability calculations, and test reports
for at least the stability verification and stress measurement tests specified in 4.7.4.
10 © ISO 2014 – All rights reserved

7.1.3 Functions and safety safeguards
The manufacturer’s technical file (see 7.1.1) shall include confirmation that all functions and safety
safeguards were satisfactorily tested on each delivered unit.
7.2 User’s quality assurance
7.2.1 The manufacturer’s technical file should, upon purchaser’s request, include insurance that the
de-icing and anti-icing fluid type(s) intended by the purchaser/user is (are) not degraded, after being
sprayed by the de-icer, beyond the tolerances specified by this (these) fluid(s)’ manufacturer(s).
7.2.2 Each user shall maintain the unit in a condition that ensures continuous proper application of the
ISO 11078 types II, III, or IV fluid(s) used, and verify it by regularly applying the fluid checking procedures
specified in ISO 11076 (AEA guidelines), as required therein.
Annex A
(informative)
Toxicological aspects of using de-icing/anti-icing equipment
A.1 General
The
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