Kilfrost Winter Division

Best Practice Guide

Winter Season Edition 3



2


Kilfrost Group Plc
4th Floor, Time Central
32 Gallowgate Newcastle Upon Tyne
NE1 4SN
UK

Telephone: +44 (0) 1434 323 184
Fax: 0191 230 0426
Email: info@kilfrost.com

www.kilfrost.com
Kilfrost Ltd
Albion Works Haltwhistle
Northumberland
NE49 0HJ
UK

Telephone: +44 (0) 1434 320 332
Kilfrost Inc
6250 Coral Ridge Drive
Suite 130
Coral Springs
Florida 33076, USA

Telephone: +1 954-282-5050
Fax: 1-800-483-2578
Email: usa.sales@kilfrost.com

www.kilfrost.com
Kilfrost (Beijing) Trading Co. Ltd
2709, China World Office 1
No. 1 JianGuo Men Wai Avenue
Beijing
100004
China

Telephone: +8610 6535 4020
Fax: +8610 6535 4090
Email: china.sales@kilfrost.com

www.kilfrost.cn





3


Abbreviations 4 4.7 Interaction with Runway De-Icing Fluids 23
References 5 4.8 Fluid Limitations 23
1.0 Introduction 6 4.8.1 Two-Step De/Anti-Icing 23
1.1 De/Anti-Icing 7 4.8.2 Type I Fluid 23
1.1.1 De-Icing 7 4.8.3 Type II / IV Fluid 23
1.1.2 Anti-Icing 7 5.0 Fluid Quality Testing 24
1.1.3 Kilfrost Fluid Types 8 5.1 Sampling Regime 24
2.0 Kilfrost Fluids 10 5.1.1 Fluid Acceptance at Delivery 24
2.1 Type I Fluids 10 5.1.2 Heated Storage 24
2.1.1 Kilfrost DF Plus 10 5.1.3 Vehicle Checks 24
2.1.2 Kilfrost DF
Sustain
10 5.1.4 Laboratory Checks 24
2.1.3 Kilfrost DF Plus (88) 10 5.2 Sampling Procedures 25
2.1.4 Kilfrost DF Plus (80) 10 5.2.1 Safety Considerations 25
2.1.5 Physical and Performance Properties 11 5.2.2 Equipment Required 25
2.1.6 Toxicity 12 5.2.3 Sampling from a Delivery Truck 26
2.1.7 Environmental 12 5.2.4 Sampling from an IBC 26
2.2 Type II Fluids 13 5.2.5 Sampling from a Storage Tank 26
2.2.1 Kilfrost ABC-3 13 5.2.6 Sampling from a Nozzle 26
2.2.2 Kilfrost ABC-K Plus 13 5.3 Field Tests 27
2.2.3 Physical and Performance Properties 14 5.3.1 Visual Inspection 27
2.2.4 Toxicity 15 5.3.2 Refractive Index/ Brix 27
2.2.5 Environmental 15 5.3.3 Viscosity 28
2.3 Type IV Fluid 16 5.3.4 pH Value 29
2.3.1 Kilfrost ABC-S Plus 16 5.4 Laboratory Tests 30
2.3.2 Physical and Performance Properties 16 5.5 Downgrading Fluids 30
2.3.3 Toxicity 17 6.0 Fluid Performance Measures 31
2.3.4 Environmental 17 6.1 Lowest Operational Use Temperature 31
3.0 Handling and Storage 18 6.2 Freezing Point 31
3.1 Plant and Equipment 18 6.3 Aerodynamic Acceptance 31
3.1.1 Storage Tanks 18 6.4 Holdover 32
3.1.2 Pumps and Transfer Lines 18 6.5 Water Spray Endurance Test (WSET) 33
3.1.3 Heating 19 6.6 High-Humidity Endurance Test (HHET) 33
3.1.4 Fluid Transitions 20 6.7 Material Compatibility 33
4.0 Fluid Application 21 6.8 Hard Water Compatibility 34
4.1 Making Dilutions 21 6.9 Surface Tension 34
4.2 De-Icing 21 6.10 Viscosity 34
4.2.1 Removal of Frost 21 6.11 pH Value 35
4.2.2 Removal of Ice 21 6.12 Refractive Index (R.I.) / Brix 35
4.2.3 Removal of Snow 21 6.13 Flash Point 35
4.3 Anti-Icing 22 6.14 Biodegradability 35
4.4 One-Step De/Anti-Icing 22 6.15 Aquatic Toxicity 36
4.5 Two-Step De/Anti-Icing 22 6.16 Fluid Disposal 36
4.6 Fluid Residue 23 7.0 Appendix 37

Contents

Refractive Indices, Brix and Freezing
Point Charts
4

Abbreviations
ADF Aircraft De-icing Fluid
AEA Association of European Airlines
AMS Aerospace Material Specification
BLDT Boundary Layer Displacement Thickness
BOD Biochemical Oxygen Demand
CAAC Civil Aviation Administration of China
COD Chemical Oxygen Demand
EASA European Aviation Safety Agency
FAA Federal Aviation Authority
GRP Glass-reinforced Plastic
HHET High Humidity Endurance Test
ISO International Organisation for Standardisation
LC50 Lethal Concentration (Median)
LD50 Lethal Dose (Median)
LOUT Lowest Operational Use Temperature
OECD Organisation for Economic Co-operation and Development
PE Polyethylene
PP Polypropylene
PVC Polyvinylchloride
RDF Runway De-Icing Fluid
RI Refractive Index
SAE Society of Automotive Engineers
TC Transport Canada
TD50 Toxic Dose (Median)
WSET Water Spray Endurance Test


5

References
SAE Documents
Copies of SAE publications are available from: Society of Automotive
Engineers, 400 Commonwealth Drive, Warrendale, PA 15096-001, USA.
www.sae.org
ISO Documents
Copies of ISO documents are available from: International Organisation for
Standardisation, Case Postale 56, CH-1211, Genve 20, Switzerland.

www.iso.ch
AEA Documents
Copies of AEA documents are available from: Association of European
Airlines, Avenue Louise 350, B-1050 Brussels, Belgium.

www.aea.be
See also:
Airline winter procedure manuals
Airframe manufacturers recommendations

All information in this guide is for informational purposes only.
Users should refer to their own local guidelines, airframe
manufacturers guidance, statutory regulation and other information
before commencing operations. Kilfrost shall not be held responsible
for any damages resulting from any error, inaccuracy or omission
contained in this publication.












6


1.0 Introduction
Contamination with frost, ice or snow can disrupt the airflow over critical
surfaces of an aircraft and therefore seriously affect its aerodynamic
performance and controllability. In order to operate aircraft safely in winter
conditions it is necessary to remove this frozen contamination, and if
appropriate, protect against further contamination during taxiing and other
waiting times.

Kilfrost de/anti-icing fluids are freezing point suppressants based on aqueous
1, 2- and 1, 3- propylene glycol mixtures containing additives such as thickening
agents, surfactants, defoamers, corrosion inhibitors and dyes. These products
are formulated for application in the removal of frozen deposits, having
freezing points below that of pure water.

Type I Fluids are designed to de-ice aircraft surfaces and are unthickened
products. The thickening agents in Type II / IV products hold these low freezing
point fluids on the aircraft surface to produce coatings that provide protection
against the subsequent formation of frozen contamination. These thickening
agents have pseudo plastic / shear-thinning properties, allowing the fluids to
reduce in viscosity under the shear stresses experienced during take-off and
therefore not to affect aerodynamic performance.














7

1.1 De/Anti-Icing
The primary goal of de/anti-icing operations is to provide a clean-wing for
take-off so that a pilot has maximum control of their aircraft. A clean wing is
one that is free from frozen contamination. However, small amounts of fluid
may remain on the wing for a brief period after take-off in the form of a very
thin film.

While de/anti-icing fluids provide protection against frozen precipitation, it is
also necessary that they do not interfere with the aerodynamics of the aircraft
during take-off.

In order to achieve a clean-wing it is necessary for de/anti-icing fluids to lose
viscosity as a result of the increase in air pressure experienced during take-off.
This reduction in viscosity allows the fluid to flow freely from the wing, leaving
a clean surface.
1.1.1 De-Icing
De-icing is the process of removing frozen deposits such as frost, ice and snow
from the external surfaces of an aircraft. De-icing fluids do not offer any significant
extended protection against the subsequent build-up of frozen contamination..
This is the primary purpose of Type I fluids.
1.1.2 Anti-Icing
Anti-icing is the process of protecting a surface against future build up of frozen
deposits. Anti-icing treatments are effective for an extended period of time, known
as holdover. This is the primary function of Type II and Type IV fluids.
Holdover times are dependent on the type and dilution of the anti-icing fluid used
as well as the prevailing weather conditions (intensity of precipitation, humidity,
air temperature and aircraft skin temperature).












8

1.1.3 Kilfrost Fluid Types
1.1.3.1 Type I Fluids
Kilfrost Type I fluids are manufactured and qualified to SAE AMS 1424 / ISO 11075
specifications.
1
Type I fluids are primarily used for de-icing and do not offer any significant anti-icing
holdover protection. Because of this, Type I fluids are commonly used as part of a
two-step de/anti-icing procedure when the final application of a Type II or Type IV
fluid provides the required extra holdover protection.
Kilfrost offers four Type I fluid options:
Kilfrost DF Plus, a triazole-free de-icing fluid.
Kilfrost DF
Sustain
, a triazole-free de-icing fluid based on a bio-derived glycol.
Kilfrost DF Plus (88), a triazole-free de-icing fluid developed exclusively for
the North American market.
Kilfrost DF Plus (80), a triazole-free de-icing fluid developed exclusively for
the Scandinavian market.


1.1.3.2 Type II Fluids

Kilfrost Type II fluids are manufactured and qualified to SAE AMS 1428 / ISO 11078
specifications.
1

Type II fluids can be used for de-icing purposes but (unlike Type I fluids) also offer
extended anti-icing holdover protection and can be used in a variety of ways:

Unheated and undiluted for anti-icing.
Unheated and diluted for anti-icing.
Heated and undiluted for de/anti-icing as a one step process.
Heated and diluted for de/anti-icing as a one step process .
Heated and diluted as the de-icing stage in a two step process,
when used with the unheated and undiluted fluid as a step-two.
Kilfrost offers two different Type II fluid options:
Kilfrost ABC-3, Kilfrosts original de/anti-icing fluid.
Kilfrost ABC-K PLUS, a triazole-free de/anti-icing fluid offering extended
holdover times.








1
The most recent versions of SAE Standards are available from the Society of Automotive
Engineers, Inc., 400 Commonwealth Drive, Warrendale, PA 15096-0001, www.sae.org


9

1.1.3.3 Type IV Fluids
Kilfrost Type IV de/anti-icing fluid is manufactured and qualified to SAE AMS
1428 / ISO 11078 specifications.
1
Type IV fluids offer maximum anti-icing holdover protection, but can also be used
for de-icing purposes. Similar to Type II fluids, Type IV fluids can be used in a variety
of ways:

Unheated and undiluted for anti-icing.
Unheated and diluted for anti-icing.
Heated and undiluted for de/anti-icing as a one step process.
Heated and diluted for de/anti-icing as a one step process.
Heated and diluted as the de-icing stage in a two step process,
when used with the unheated and undiluted fluid as step two.

ABC-S Plus is Kilfrosts triazole-free Type IV de/anti-icing fluid, offering maximum
protection against freezing precipitation.

















10


2.0 Kilfrost Fluids
2.1 Type I Fluids
2.1.1 Kilfrost DF Plus
Kilfrost DF Plus is a triazole-free Type I de-icing fluid, qualified to SAE AMS 1424
and ISO 11075 (latest revisions). Type I fluids are used primarily for de-icing
purposes and offer limited anti-icing holdover protection.

2.1.2 Kilfrost DF
Sustain

Kilfrost DF
Sustain
is a triazole-free Type I de/anti-icing fluid, qualified to SAE AMS
1424 and ISO 11075 (latest revisions), but is manufactured from a bio-glycol which
is derived from a sustainable source.

2.1.3 Kilfrost DF Plus (88)
Kilfrost DF Plus (88) is a triazole-free Type I de-icing fluid, qualified to SAE AMS
1424 and ISO 11075 (latest revisions) and manufactured exclusively for the North
American market.

2.1.4 Kilfrost DF Plus (80)
Kilfrost DF Plus (80) is a triazole-free Type I de-icing fluid, qualified to SAE AMS
1424 and ISO 11075 (latest revisions) and developed specially to meet stringent
Scandinavian environmental requirements. Kilfrost DF Plus (80) is available
exclusively in the Scandinavian region.













Type I
11

2.1.5 Physical and Performance Properties



















































SAE AMS 1424
(a) Requirement: pH change 1.0, no separation, no deposits
(b) Requirement: pH change 0.5, no separation, no deposits
(c) WSET performed with a precipitation rate of 5 g dm
-2
h, at 5 C (41F)
(d) HHET performed with an average frost accumulation rate of 0.3 g dm
-2
h after 4 hours at an
air temperature of 0C (32F) and frosticator temperature at -5 C (23F)
12

2.1.6 Toxicity


(a) OECD 401, est

2.1.7 Environmental






























13


2.2 Type II Fluids
2.2.1 Kilfrost ABC-3
Kilfrost ABC-3 is Kilfrosts original Type II anti-icing fluid, qualified to SAE AMS
1428 and ISO 11078 (latest editions), and was the first commercially available
Type II fluid. Users should refer to the generic holdover times published by the
FAA, TC and the AEA for this product.
3

2.2.2 Kilfrost ABC-K Plus
Kilfrost ABC-K Plus is a triazole-free Type II anti-icing fluid, offering extended
holdover compared to ABC-3. This product is also qualified to SAE AMS 1428 and
ISO 11078 (latest editions).






















3
a) www.faa.gov b) www.tc.gc.ca c) www.aea.
Type II
14

2.2.3 Physical and Performance Properties




SAE AMS 1428
(a) Requirement: +10 to -20 % viscosity change, pH change 1.0, no separation, no deposits
(b) Requirement: pH change 0.5, no separation, no deposits
(c) Brookfield Mixer: 3500 rpm, 5 min, 20C (68F)
(d) WSET performed with a precipitation rate of 5 g dm
-2
h, at 5C (41F)
(e) HHET performed with an average frost accumulation rate of 0.3 g dm
-2
h after 4 hours
at an air temperature of 0C (32F) and frosticator temperature at -5C (23F)
15

2.2.4 Toxicity








(a) OECD 401 (est)



2.2.5 Environmental

















16

2.3 Type IV Fluid
2.3.1 Kilfrost ABC-S Plus
Kilfrost ABC-S Plus is a triazole-free Type IV fluid qualified to SAE AMS 1428
and ISO 11078 (latest editions) and offers maximum anti-icing holdover
protection against freezing precipitation, especially snow, and can be used cold
to prevent the build-up of frost, ice and snow.

2.3.2 Physical and Performance Properties


















SAE AMS 1428
(a) Requirement: +10 to -20 % viscosity change, pH change 1.0, no separation, no deposits
(b) Requirement: pH change 0.5, no separation, no deposits
(c) Brookfield Mixer: 3500 rpm, 5 min, 20C (68F)
(d) WSET performed with a precipitation rate of 5 g dm
-2
h, at 5C (41F)
(e) HHET performed with an average frost accumulation rate of 0.3 g dm
-2
h after 4 hours at an
air temperature of 0C (32F) and frosticator temperature at -5C (23F)
Type
IV
17

2.3.3 Toxicity






(a) OECD 401 (est)

2.3.4 Environmental




















18


3.0 Handling and Storage

Correct fluid handling is of paramount importance in order to ensure satisfactory
performance of de/anti-icing fluids. Incorrect storage and application of fluid can
result in adverse effects on performance.

3.1 Plant and Equipment
3.1.1 Storage Tanks
Kilfrost fluids should be stored in dedicated opaque storage tanks. Fluid should not
be exposed to direct sunlight as this can cause degradation. Tanks should
be designed to prevent contamination of the fluid with rainwater or frozen
precipitation. The temperature range of the stored product should remain between
-20 and +30C (-4 and 86F). A stock rotation policy should be adopted to
ensure that fluid is not held beyond its shelf life.

Suitable materials for the construction of storage tanks include:

Stainless steel
Mild steel only with a suitable internal lining
Galvanised steel for temporary storage of cold fluid only
Aluminium alloy for cold fluid only
Glass reinforced plastic (GRP) consult manufacturer
for temperature limitations
Moulded plastic consult manufacturer for temperature limitations
Tanks should be inspected annually for signs of corrosion
and / or contamination on the inside of the tank.

3.1.2 Pumps and Transfer Lines
Excessive mechanical shear can cause a decrease in the viscosity of anti-icing
fluids, which will have an adverse effect on the actual holdover times versus
recommended values. Certain pump-types are therefore recommended
for transfer and use of anti-icing fluid:
Progressing cavity multi-pass circulation
Diaphragm multi-pass circulation / discharge
Centrifugal (single pass only)
Dedicated transfer lines should be clearly labelled and manufactured from glycol-
resistant materials, such PP, PE or PVC. Transfer lines should be clean and free
from contaminants before use.














19

3.1.3 Heating
Excessive exposure to heat can lead to the thermal degradation of de/anti-icing
fluids. Heat can also cause loss of moisture due to evaporation, leading to a
change in the glycol content and affecting both the freezing point and viscosity
of the fluid. A reduction in pH, an increase in glycol content and discolouration are
all signs of excessive thermal exposure.
Kilfrost de/anti-icing fluids can be heated satisfactorily using heat exchangers
powered by hot water, steam or oil. Direct exposure to high surface-temperature
heating devices such as electric elements and flame heaters can seriously
degrade de/anti-icing fluids and should be avoided.
The temperature of heat exchange surfaces should not exceed a maximum of
120C (248F), with the temperature of the fluid reaching no higher than 95C
(203F) for Type I fluids. For thickened Type II / IV fluids the temperature of the
fluid should not exceed 70C (158F) and piping with 90 turns and T-stops should
be avoided to minimise shear.
In order to assist heat transfer and avoid localised overheating it is important
to circulate fluids when heating. The temperature of the heat-exchange surface
should be considered when determining the rate of fluid circulation.
3.1.3.1 Standby Heated Storage
In order to avoid thermal degradation of de/anti-icing fluids it is preferable
to store fluids cold. During active de/anti-icing events however, it may be
advantageous to store heated standby fluid. In such instances, fluids should be
maintained at temperatures not exceeding 60C (140F) and for a period not
exceeding 3 months.
3.1.3.2 Heating for Application
Kilfrost-icing fluids are suitable for use in de-icing operations at maximum
temperatures of 80 to 95C (176 to 203F). Fluids should not be maintained
at these temperatures for periods exceeding 7 days for Type I fluids or periods
exceeding 3 days for Type II / IV fluids.











20

3.1.4 Fluid Transitions
The cross-contamination of aircraft de/anti-icing fluids can seriously affect
performance, and for this reason fluids should never be mixed together.
It is therefore necessary to ensure that all units and equipment are completely
cleaned during a fluid changeover. It is recommended that the following steps
be followed during fluid changeovers:
1. Drain fluid from the entire system
2. Flush all tanks, pipelines, taps and heaters with water
3. Check for signs of contamination and / or corrosion of the equipment
Kilfrost FL Solvent can be used to remove any solid or gelatinous residues
(see Section 3.1.4.1 for further instruction)
4. Fill with new fluid
5. Collect fluid samples from all positions in the system (see Section 5.2)
6. Perform fluid checks (see Section 5.3).
3.1.4.1 Kilfrost FL Solvent
Kilfrost FL Solvent is an alkaline-based cleaning fluid used to remove residues,
such as hardness salts and thickener deposits that may have built up over a
winter period in storage tanks and the tanks of de/anti-icing vehicles. These
residues may be broken down and flushed out of the fluid tanks using a diluted
solution of Kilfrost FL Solvent as described below:

1. Drain the system and flush with cold water to remove any loose deposits
2. Fill the system with clean water and add the necessary quantity of FL Solvent
to provide a 5% solution (e.g. 5 litres of FL Solvent in 95 litres of water)
3. Circulate the solution for 30 to 60 minutes Allow to stand for 24 hours
4. Re-circulate for 5 to 10 minutes and drain the fluid
5. Wash through twice with cold water, using 1000 litres each time
6. Dispose of used fluid according to local regulations.












21


4.0 Fluid Application
4.1 Making Dilutions
Clean mains water should be used for all dilutions (see Section 6.8). It is
recommended that water is heated, typically to around 95C (203F), before
adding to the cold de/anti-icing fluid. It is then necessary to mix the water / fluid
mixture, which can be achieved by circulating the fluid through a suitable pump or
by using a mechanical stirrer located within the mixing tank. Consistent refractive
index readings for samples taken from the top, middle and bottom of the mixing
tank can be used as an indication of sufficient mixing.
Water loss from fluids during heated storage may require a fluids dilution to be
adjusted and should be monitored by the operator.
4.2 De-Icing
This is largely achieved through a combination of thermal energy and mechanical
force, which act to melt, dislodge and remove frozen accumulations from an
aircrafts surface. Consult airframe manufacturers for guidelines on maximum
pressure use in order to avoid structural damage to the aircraft.
Fluid should be diluted to a predetermined ratio according to fluid type,
air temperature and aircraft skin temperature
The diluted fluid should be heated to between 80 and 95C (176 to 203F)
(see Section 3.1.3)
Fluid should be applied at close range in order to minimize heat loss.

4.2.1 Removal of Frost
Set nozzle to give a fan-spray, covering a large area of the aircraft surface.
Use a medium flow rate
Traverse spray over frozen surfaces, keeping close to the aircraft skin.

4.2.2 Removal of Ice
Direct a jet of hot fluid at close range onto a single area until the bare surface
is exposed
Heat will be transmitted in all directions by the aircraft surface, raising
its temperature above the freezing point
Frozen deposits can then be flushed away with low or high flow as required.
4.2.3 Removal of Snow
For light deposits, use a medium flow rate, set nozzle to give a solid (coarse)
spray in order to give a large droplet pattern and traverse spray over frozen
surfaces, keeping close to the aircraft skin
For wet snow, a high flow rate is more effective. Heat combined with hydraulic
force should be used to melt and remove frozen deposits.




22

4.3 Anti-Icing
Anti-icing should only be performed in accordance with the airframe
manufacturers instructions.
Select a fluid type and concentration to suit prevailing weather conditions
and required holdover time.
- Maximum holdover is achieved using unheated concentrate fluid
Apply an even and continuous coating of fluid to the surface of the aircraft
wings and vertical stabilisers.
- Cold anti-icing fluid should only be applied to surfaces free from frozen
contamination
- Reduce pump speed and adjust nozzle to give a wide fine spray. High
fluid flow rates and pressures associated with de-icing procedures are
not necessary
- Sufficient fluid has been applied to the wing when the fluid begins to drip
from the leading and trailing edges.
Aircraft should not receive further coatings of anti-icing fluid on top of
existing films. If re-protection is required, the aircraft must first be treated
with hot de-icing fluid prior to a further application of an anti-icing coating.

4.4 One-Step De/Anti-Icing
A one-step de/anti-icing procedure is generally used where an aircraft is
contaminated with frozen deposits, but where there is no simultaneous precipitation.

One-step procedures can be performed with Type I fluids or using Type II / IV
fluids in order to provide extended holdover.
4.5 Two-Step De/Anti-Icing
A two-step de/anti-icing procedure involves the removal of frozen contamination
from the aircraft surface followed by the application of a protective coating in a
subsequent step:

Step 1. Removal of frozen contamination from the aircraft surface. Performed
using heated (80 to 95C / 176 to 203F) de-icing fluid (diluted Type I or diluted
Type II / IV) and is followed within 3 minutes by:

Step 2. Protection of the aircraft surface against subsequent frozen
contamination using unheated anti-icing fluid (Type II / IV).








23

4.6 Fluid Residue
The repeated use of a one-step de-icing procedure with a thickened Type II or
Type IV fluid can lead to a build-up of thickener residue in critical areas of the
wings and stabiliser. These residues can re-hydrate and expand to form gel-like
materials that can re-freeze during flight, restricting flight control systems.
4

A regularly scheduled inspection and cleaning process should be in place when
a one-step procedure is used with thickened fluids.
4.7 Interaction with Runway De-Icing Fluids
Application of anti-icing fluids to aircraft surfaces contaminated with even
small amounts of runway de-icing fluid (RDF) can have a dramatic effect on
the performance of the fluid.
5
This can occur under two main circumstances:
1. Aircraft de/anti-icing fluid flows from the wing during take-off, contacting a runway surface
that has been previously treated with runway de-icing fluid.
2. Runway de-icing fluid is sprayed onto the aircraft surfaces when the engine thrust reversers are
applied during the landing roll. This contamination contacts the aircraft de/anti-icing fluid during
subsequent de/anti-icing procedures.

4.8 Fluid Limitations
4.8.1 Two-Step De/Anti-Icing
When performing a two-step de/anti-icing procedure, the freezing point of
the fluid used in the first step must not be greater than 3C (5F) above
ambient temperature.

4.8.2 Type I Fluid
The freezing point of a Type I fluid used either during a one-step de-icing process or in the
second step of a two-step process must be at least 10C (18F) below the outside air
temperature. Fluid should never be used below the lowest operational use temperature
(LOUT, see Section 6.1).
In order to determine the freezing point of a dilute Type I fluid refer to Section 7.0 Appendix.
Type I fluid is supplied as a concentrate and should not be used undiluted. Kilfrost do not
recommend the use of Type I de-icing fluids at concentrations higher than 69%.

4.8.3 Type II / IV Fluid
The freezing point of a Type II / IV fluid used in de/anti-icing operations must be at
least 7C (13F) below the outside air temperature. Fluid should never be used
below the lowest operational use temperature (LOUT).









4
EASA Safety information Bulletin, 2008-29
5
EASA Safety information Bulletin, SIB No. 2010-26R1
24


5.0 Fluid Quality Testing
The various conditions under which de/anti-icing fluids are transferred, stored,
heated and applied can all have an impact on the performance of the fluids.
Regular quality checks should be performed in order to ensure that fluids are
in a satisfactory condition for use throughout the season.
The following sections are intended to provide a best-practice guide on which fluid
operators should base their internal fluid inspection procedures.

5.1 Sampling Regime
5.1.1 Fluid Acceptance at Delivery
Check that the fluid corresponds to the fluid ordered
Check that the delivery documents correspond to the fluid delivered
Check that the delivered fluids correspond to the vehicle tanks / storage tank
Prior to the transfer of a delivered fluid to a storage tank or vehicle tank,
a sample should be obtained and the following checks performed:
Check visual appearance of fluid
Check refractive index / Brix value of fluid
Check pH value of fluid
Perform a field viscosity check (for Type II and Type IV fluids only).
5.1.2 Heated Storage
Where fluid is stored at elevated temperature for prolonged periods,
the following checks should be performed at intervals not exceeding two weeks:
Visual inspection
Refractive index / Brix
pH value
Field viscosity check (for Type II and Type IV fluids only).
5.1.3 Vehicle Checks
Refractive index checks should be performed on fluid samples obtained from
the nozzles of de/anti-icing trucks on a daily basis.
5.1.4 Laboratory Checks
Laboratory checks should be performed at the start, middle and end of the
de-icing season. Samples should be taken from all storage tanks and
de/anti-icing vehicle tanks and nozzles.

Samples should be checked for:
Visual condition
Refractive index / BRIX
pH value
Field viscosity check (for Type II and Type IV fluids only).







25

5.2 Sampling Procedures
It is important to ensure that fluid samples are obtained in the correct manner
such that the samples represent the bulk of the fluid and simulates aeroplane
application.

To ensure that the necessary safety margins are maintained between the start
of the de-icing/anti-icing operation and takeoff, the fluid used to both de-ice
and anti-ice aeroplane surfaces must be in an ex-fluid manufacturers
condition and at the correct concentration.

Due to the possible effect of vehicle/equipment heating
and/or delivery system components on fluid condition, it is necessary
for the sampling method to simulate typical aeroplane application.

Kilfrost recommends that operators take samples from all static and vehicle
fluid storage tanks and from the nozzles of all de/anti-icing vehicles at the start,
middle and end of the de/anti-icing season.
5.2.1 Safety Considerations
Prior to sampling the operator should consult the MSDS for the fluid being
sampled and be aware of any hazards associated with the product.
It is advised that operators use the following protective equipment when obtaining
fluid samples:
Safety glasses or face shield
Anti-slip boots
Protective gloves (insulated when collecting hot fluid samples)
Operators must also be aware of the hazards associated with working in an airport
environment, such as truck and aircraft movement, jet blast and boom movement.
5.2.2 Sampling Requirements
All samples sent to the Kilfrost laboratory must be clearly labelled and a complete
list must accompany the samples. Samples which do not comply with these simple
requirements will not be tested and re-samples will be requested.
Kilfrost Ltd. recommends the use of clean and dry sample containers of 500ml to
1000ml with an opening diameter of at least 50mm. High-density polyethylene
bottles are acceptable and preferred.
Other types of bottles, for example fizzy drink, glass and contaminated bottles are
not acceptable and testing may be refused if samples arrive in such bottles.
The labels for all samples, which should be securely attached to the sample container,
must also contain the following information:
Airport Name and 3-Lettercode
Fluid Brand Name (e.g. Kilfrost ABC-3, etc)
Fluid Type and Concentration (e.g. SAE Type II 100%)
Sample Origin (e.g. Vehicle Tank, Main Nozzle, etc)
Sample Date
Refractive Index
pH Value
Contact Details (Airline name, company name, email and telephone address)






26

5.2.3 Sampling from a Delivery Truck
Open the truck valve and drain fluid of a sufficient quantity to ensure
that the lines are completely flushed.
Collect an additional 500-1000 ml of fluids to be used as the
representative sample
Record all necessary details of the sample and label fully.
5.2.4 Sampling from an IBC
Break the seal and open the IBC lid at the top
Lower the sample thief into the centre of the IBC
Open the sample thief and allow the container to fill
Remove the sample thief when full
Fill a clean, dry sample container from the sample thief
Dry the sample container and label appropriately
Tighten the IBC screw lid and apply a label detailing the sampling
date and name of sampler to the sample container.
5.2.5 Sampling from a Storage Tank
Access the storage tank via a top opening
Lower the sample thief into the centre of the storage tank
Open the sample thief and allow the container to fill
Remove the sample thief when full
Fill a clean, dry sample container from the sample thief
Dry the sample container and label appropriately
Close the storage tank and apply a label detailing the sampling
date and name of sampler to the sample container.
5.2.6 Sampling from a Nozzle
The preferred method is to spray the fluid onto a purpose built stand,
consisting of a suitable plate (from fluid application) and an associated
fluid collection system. In the absence of such a stand, the application
can be made onto a clean polythene sheet (approx 2mx2m) laid directly
on the ground. Depending on wind speed/direction at the time of
sampling the polythene sheet may require to be weighted down at the edges,
to prevent movement. The distance between the spray nozzle and the surface
shall be approximately 3 m, and the fluid shall be sprayed perpendicular to the
surface. Where different spray patterns and flow rates are used during routine
de-icing/anti-icing operations, samples shall be taken at typical nozzle
settings (e.g. fine, medium or coarse) and flow rates for anti-icing.
Select the required spray pattern and flow rate for the fluid to be sampled
Spray a sufficient quantity of fluid in order to purge the lines
Check the refractive index / Brix value in order to confirm that the fluid is at the
correct concentration
Spray the fluid into the fluid collector from a distance of 3 meters and perpendicular
to the collector surface
Collect sufficient fluid in order to retain a sample of approximately 1 litre
Record all necessary details of the sample and label fully

Note: It is preferable to keep the nozzle open between purging the line and
collecting the fluid sample in order to avoid excessive shearing of the fluid.

27

5.3 Field Tests
Field tests are designed to provide a fast and simple analysis of de/anti-icing
fluids. If there is any doubt about the quality of a fluid, a sample should be
provided for analysis by the Kilfrost laboratory, which will confirm the suitability
of the fluids for use.

5.3.1 Visual Inspection
Using a transparent container check the fluid sample for signs of discolouration
or contamination. All Kilfrost fluids should be homogenous, clear and free from
particulates.

5.3.2 Refractive Index / Brix
Refractive index (RI) / Brix measurements permit a simple determination of the
glycol level in any fluid mix. The glycol level is directly related to the mixture ratio
and the freezing point of the fluid (see Kilfrost conversion charts in the Appendix).

RI / Brix measurements can be made using simple hand held field
refractometers as described below. Alternatively, digital refractometers
can be used according to manufacturers guidelines.

Equipment required:
Field refractometer
Plastic pipettes
Tissue paper
Check the instrument calibration:
1. Lift the cover flap and place a small amount of distilled water onto the prism
2. Close the flap and hold the instrument up to the light and look through
the eyepiece
3. Rotate the eyepiece to focus the scale
4. Check that the RI reads 1.333 ( 0.002) or that the Brix value reads exactly zero
A correct reading RI of 1.333 or zero Brix reading indicates that the instrument is
accurate over the entire scale.

Refractive Index / Brix Measurement:
1. Lift the cover flap and place a small amount of sample onto the prism
2. Close the flap and hold the instrument up to the light and look through the eyepiece
3. Rotate the eyepiece to focus the scale
4. Read the scale at the borderline position between the light and dark areas.
5. Refer to the Kilfrost R.I. / Brix conversion charts in order to determine the
concentration/freezing point of the fluid
6. Thoroughly clean the prism after use with water and dry using a clean tissue.


Note: The refractometer uses a fixed, non-adjustable scale that is set to read correctly at
20C (68F). The refractive index / Brix of the sample will vary with the temperature of the refractometer.
It is therefore important that measurements are made with the refractometer at 20C (68F).

All Kilfrost RI / Brix / freezing point charts correlate to measurements made at 20C (68F).


28

5.3.3 Viscosity
The viscosity of Type II / IV anti-icing fluid is critical to the performance of the fluid.
Kilfrost have introduced the use of Flow Cup Viscometers as a simple viscosity
field test to ensure that thickened anti-icing fluids are within the correct viscosity
range for use. The viscosity of the fluid is expressed in seconds (s) flow time when
the fluid is flowing through an orifice at a specified temperature.
Equipment Required:
1. Kilfrost flow cup (specific to fluid type / dilution)
2. Sample container (with an opening diameter of over 50 mm / 2 inches)
3. Thermometer
4. Stopwatch
5. Kilfrost flow cup viscosity chart (fluid specific).
Viscosity Measurement
1. Ensure that the viscometer is clean and dry prior to use
2. Pour a minimum of 400 ml / 13.5 ounces of fluid into a container with an opening diameter not less
than 50 mm / 2 inches (Image 1)
3. Immerse the cup in the container and leave for around one minute in order to reach thermal
equilibrium (Image 2)
4. Determine the temperature of the fluid using a thermometer
5. Raise the cup vertically out of the fluid in a quick and steady motion. As the top edge of the cup
breaks the surface of the fluid, start the stopwatch (Image 3)
6. During the time of flow, hold the cup vertically no more than 15 cm (6 inches) from the surface of
the fluid
7. Stop timing when a continuous flow of fluid breaks from the cup orifice (Image 4)
8. Check the flow time against the limits provided by Kilfrost for the specific fluid type and dilution at
the temperature of measurement.













29

Caution
Check that the flow cup has fully drained at the end of each measurement. If
fluid remains in the cup the measurement should be disregarded and the flow
cup cleaned and dried thoroughly prior to making subsequent measurements.
Heavily aerated fluids may give artificially high flow times.
Use water or mild soap and water to clean the viscometer.
Dry the viscometer thoroughly after use.
Never use metal tools in contact with the flow cups. Any damage caused to
the flow cup orifice can seriously affect the accuracy of results.

When a Kilfrost fluid sample of disputed viscosity is identified using a Flow Cup
Viscometer, the final decision on its acceptability should always be based on a
Brookfield viscometer reading according to the test method described in SAE
AMS1428 or according to FAA, TC or AEA recommendations for de/anti-icing of
aircraft (latest editions).

5.3.4 pH Value
The pH value of Kilfrost de/anti-icing fluids is used as an indication of fluid
degradation. Portable digital pH meters can be used to provide accurate pH
readings, however pH indicator paper can also be used as follows:
1. Take a piece of pH indicator paper and put it in the fluid so that it becomes wetted
with the fluid
2. Remove the pH indicator paper from the fluid and compare its colour with
the colour of the table provided with the pH indicator paper and read the corresponding pH value
3. Compare the pH-value with the limits provided by Kilfrost for that
product /dilution (see Section 2.0)

Note: The pH of a fluid changes with temperature. pH measurements should therefore
be performed at 20C (68F).











30

5.4 Laboratory Tests
Laboratory checks should be performed at the start and in the middle of the season,
and as appropriate at end of the season if required. Samples should be taken from
all storage tanks and de/anti-icing vehicle tanks and nozzles.

Kilfrost offers a free sample analysis service for all of its de/anti-icing customers.
Laboratory analysis is performed by qualified chemists using accurate scientific
instruments in a controlled environment.

All samples sent to the Kilfrost laboratory should be clearly labelled
with the following information:
Airport Name and 3-Lettercode
Fluid Brand Name (e.g. Kilfrost ABC-3, etc.)
Fluid Type and Concentration (e.g. SAE Type II 100%,)
Sample Origin (e.g. Vehicle Tank, Main Nozzle, etc.)
Sample Date
Refractive Index
pH Value
Contact Details (Airline name, company name, email and telephone address)

Contact details should also be provided with every set of fluid samples
and samples should be sent to the relevant laboratory using the addresses below:
Technical Support Team
Kilfrost Ltd.
Albion Works
Haltwhistle
Northumberland
NE49 0HJ
UK

Telephone: +44 (0) 1434 320 332
Email: info@kilfrost.com


(NB Please check the refractive index prior to sending samples to ensure the glycol
content meets the required dilution.)
5.5 Downgrading Fluids

In instances where the viscosity of a Type II or Type IV fluid is below the required
limit for use as an anti-icing fluid, it is possible to downgrade the fluid for use as
a Type I de-icer.
The downgrading of Type II and Type IV fluids should only be done when all
other properties of that fluid (pH, RI and appearance) remain within specification.
Downgraded fluids should only be used below the normal concentrations usually
used for anti-icing.
If there is any doubt regarding the suitability of a fluid for use, please contact the
Kilfrost Technical Support Team for specific information on downgrading fluids.



Technical Support Team
Kilfrost Inc.
195 University Park Drive
Suite 109
Edwardsville
IL 62025
US
Telephone: 954-282-5033
Email: requests@kilfrost.com

31

6.0 Fluid Performance Measures
This section provides definitions and descriptions of many of the fluid performance
facets associated with aircraft de/anti-icing operations.
6.1 Lowest Operational Use Temperature (LOUT)
The lowest operational use temperature of a fluid is the minimum outside air temperature
(OAT) or aircraft skin temperature at which a fluid can be used.
The LOUT is generally the higher of:
The freezing point of the fluid, plus 10C (18F) for a Type I and plus 7C
(13F) for a Type II / IV fluid.
The lowest temperature at which the fluid meets the acceptable aerodynamic
performance for a particular aircraft type (see Section 6.3).
The LOUTs for Kilfrost de/anti-icing fluids are dependent on the fluid type and level of dilution.
See section 2.0 for product-specific LOUT values.

6.2 Freezing Point
The freezing point of Kilfrost de/anti-icing fluids can be determined by measuring
the refractive index (RI) or Brix value of the fluid. These values can be related to
the concentration of glycol and can therefore be used to determine the freezing
point of that fluid (see Appendix). Details of how to measure the refractive index
of a fluid can be found in Section 5.3.2.

6.3 Aerodynamic Acceptance
The aerodynamic acceptance of a fluid is based on the ability of that fluid to
flow from the surface of an aircraft during take-off to leave an acceptable thickness
of wet film, known as the Boundary Layer Displacement Thickness (BLDT).
As the temperature of a fluid is reduced, its viscosity generally increases. An
increase in viscosity will have a negative effect on the ability of the fluid to be
sheared from an aircrafts surface during take-off, therefore limiting the lowest
operational temperature of the fluid.
High-speed aerodynamic acceptance tests are performed in the laboratory using
a wind tunnel to assess the flow-off properties of fluids under conditions equivalent to
the take-off speeds of large transport jet aircraft that exceed 100 -110 knots over an
acceleration time of around 23 seconds. Analogous low-speed aerodynamic acceptance
tests can also be performed to mimic the take-off speeds of slower aircraft that typically
exceed around 60 knots with acceleration times of around 16 seconds. These tests
characterise the LOUT at which a fluid has acceptable wing flow-off characteristics
during simulated take-off conditions.

The lowest operational use temperatures published by Kilfrost take into account
the aerodynamic performance of each specific product at a particular dilution.













32

6.4 Holdover
Holdover is the estimated time for which de/anti-icing fluids will prevent the
formation of frost, ice and snow on the protected surfaces of an aircraft. In practical
terms, it denotes the period of time that a pilot has been between the application of
de/anti-icing fluid and take-off. If this time is exceeded, the aircraft must return to the
start of the de/anti-icing operation.

Type I fluids provide limited holdover, especially in conditions of frozen
precipitation, whereas Type II / IV fluids, which contain pseudo plastic thickening
agents, providing thicker coatings on the external surfaces of the aeroplane. The
increased viscosity of anti-icing fluids ensures that they hold the freezing point
suppressant on the wing, providing extended holdover.

The duration of the holdover period is dependent on the fluid type, concentration
and the moisture content of the prevailing weather conditions. Holdover times can
be evaluated in the laboratory using the Water Spray Endurance Test (WSET) and
High Humidity Endurance Test (HHET) see Sections 6.5 and 6.6 respectively.
Both of these test methods were originally developed by Kilfrost but have since
been adopted as industry standards.

Minimum anti-icing performance






For a one-step procedure (Section 4.4), the holdover time commences at the
start of the de-icing operation. For two-step procedures, the holdover time
commences at the start of the anti-icing step.

Holdover charts are published independently by the FAA, TC, AEA and CAAC.
2

















2
a) www.faa.gov b) www.tc.gc.ca c) www.aea.be d) www.caac.cn
33

6.5 Water Spray Endurance Test (WSET)
The water spray endurance test was developed to provide a laboratory-based
technique for evaluating the holdover performance of anti-icing fluids under
conditions of freezing precipitation.

The test is performed in a climatic chamber with the temperature controlled at -5C
(23F). De/anti-icing fluid, at a temperature of 20C 5 (68F), is poured onto an
aluminium plate that is tilted at an angle of 10 and a temperature of -5C (23F).
A fine water mist is sprayed onto the plate at a rate of 5 g dm
-2
h. This is equivalent
to a precipitation rate of 0.5 mm per hour. Gravitational forces cause the fluid to run
down the inclined plate, causing the fluid thickness at the top of the plate to be
lower than at the lower end of the plate. Ice formation therefore initiates at the top
of the plate and spreads downwards. The WSET time correlates to the time taken
for the progressing ice front to reach a distance of 2.5 cm from the top of the plate.


6.6 High-Humidity Endurance Test (HHET)
The high-humidity endurance test was developed to provide a laboratory-based
technique for evaluating the holdover performance of anti-icing fluids under
specific frosting conditions.
The test is performed in a climatic chamber with the temperature controlled at 0C
(32F) and with a relative humidity of 96 %. Under these conditions, the frost
formation rate is equivalent to 0.3 g dm
-2
h. De/anti-icing fluid, at a temperature
of 20 C 5 (68F), is poured onto an aluminium plate that is tilted at an angle of 10
and set at a temperature of -5C (23F). Gravitational forces cause the fluid to run
down the inclined plate, causing the fluid thickness at the top of the plate to be
lower than at the lower end of the plate. Ice formation therefore initiates at the top
of the plate and spreads downwards. The HHET time correlates to the time taken
for the progressing ice front to reach a distance of 2.5 cm from the top of the plate.

6.7 Material Compatibility

Kilfrost de/anti-icing fluids are specially formulated in order to provide compatibility
with the materials used in the construction of aircraft. As a result, under normal
conditions of use, Kilfrost fluids will not cause metallic corrosion, painted surfaces
to discolour, acrylic or polycarbonate surfaces to mar or craze, or elastomeric
hoses and gaskets to soften.
Kilfrost fluids meet all of the material compatibility tests outlined in the relevant
SAE AMS 1424 / 1428 specifications.














34

6.8 Hard Water Compatibility
Hard water is known to have a negative effect on the performance of
de/anti-icing fluids.
As a guide, Kilfrost recommend that the water used for the dilution of
de/anti-icing fluids be within the following specification, equating to
moderately hard conditions, to be used as a practical maximum limit
of water hardness.

Total hardness: <180ppm CaCO3
Conductivity: <400 S cm-1
pH: 6.00 8.00

If there is any doubt regarding the suitability of the water being used for
the dilution of de/anti-icing fluids, a sample should be provided for analysis
to the Kilfrost laboratory.
6.9 Surface Tension
The surface tension of a fluid defines its ability to wet a particular surface.
Kilfrost de/anti-icing fluids are specially formulated with wetting agents
in order to facilitate their wetting onto aircraft surfaces to provide effective and
uniform coverage.
6.10 Viscosity
The viscosity of a fluid defines its resistance to flow. Kilfrost de/anti-icing fluids
are designed to reduce viscosity under the application of shear stresses of
the magnitudes experienced during take-off. This property enables the fluids to
provide uniform coatings on the surface of a stationary wing, having a thickness
that is optimised in order to provide extended holdover properties while
maintaining the ability to flow from the aircraft surface under the shear stresses
generated during take-off.

When a thickened fluid is subject to excessive shear e.g. through use of incorrect
pumping equipment (see Section 3.1.2), the viscosity of the fluid can be
permanently altered, having a negative effect on fluid performance and holdover
time. The viscosity of Type II / IV fluids should therefore be checked on a regular
basis in order to ensure satisfactory performance (see Section 5.3.3).


















35

6.11 pH Value
The pH of an aqueous mixture is a measure of its acidity or basicity. Neutral
substances (i.e. those that are neither acidic nor basic) have a pH of 7.0 at
20C (68F). It is important to ensure that the pH value of a Kilfrost fluid is
within the specified limits in order to ensure that the fluid performs satisfactorily.

The pH of a fluid can be determined using either pH indicator paper or a pH meter
(see Section 5.3.4).
6.12 Refractive Index (R.I.) Brix
The refractive index / Brix value of a fluid can be used to determine its glycol
concentration, and therefore characterise the freezing point of that fluid.
Kilfrost publish charts for the conversion of refractive index and Brix values
into glycol concentrations and freezing points (see Appendix). Section 5.3.2
provides guidelines for the determination of refractive index and BRIX values.
6.13 Flash Point
Kilfrost de/anti-icing fluids are non-flammable under normal conditions of storage
and application and have no flash point.
6.14 Biodegradability
The biodegradation of a substance is determined by comparing the rate at
which aerobic bacteria are able to oxidise the organic matter present in a
substance (a process that consumes oxygen) with the maximum theoretical
oxygen consumption required for complete oxidation of the organic substances
present. The latter of these values is estimated using a chemical oxidation process,
giving what is known as the Chemical Oxygen Demand (COD).
The bacterial oxidation of a substance is determined by measuring the quantity of
oxygen consumed during the action of biomass on the substance over a period of
time and is reported as the biochemical oxygen demand (BOD).
The biodegradability of a substance is defined as: BOD / COD.
Kilfrost de/anti-icing fluids have been determined to be readily biodegradable,
however the rapid biodegradation of large quantities of fluid in surface and
wastewater streams may lead to temporary oxygen depletion, potentially having
an adverse affect on aquatic life. It is therefore preferable for run-off from
de/anti-icing operations to be contained and directed to wastewater treatment
plants (where the organic matter can be biodegraded prior to release) or
glycol reclamation facilities rather than being released immediately into waterways.







36

6.15 Aquatic Toxicity
There are two general mechanisms through which aircraft de/anti-icing fluids
that are allowed to enter surface water can have adverse affects:
1. Oxygen depletion due to biological degradation (see previous section)
2. Components of the fluid may be toxic to aquatic life
The toxicity of a fluid is defined as the amount of fluid that an organism can be
exposed to before it becomes toxic to that organism.
Kilfrost ADFs comply with the aquatic testing requirements set out in the SAE
AMS 1424 and SAE AMS 1428 documents.
1
It is recommended however, that
run-off from de-icing operations is contained and diverted to either waste water
treatment plants or glycol reclamation systems.
6.16 Fluid Disposal
It is the responsibility of the user to ensure that the disposal of de/anti-icing fluids
is done in accordance with the laws and regulations of local governing bodies.






































1
The most recent versions of SAE Standards are available from the Society of Automotive
Engineers, Inc., 400 Commonwealth Drive, Warrendale, PA 15096-0001, www.sae.org
37

7.0 Appendix
Kilfrost DF Plus and DF Plus (80)
Refractive Index, Brix and Freezing Point Chart































































38




























































(a) LOUT: -32C (-26F) at 69% vol. dilution







39

Kilfrost DF
Sustain
Refractive Index, Brix and Freezing Point Chart


































(a) LOUT: -41C (-42F) for 68.32 determined using Boundary Layer Displacement Thickness (BLDT) values per
AMS 1424 and 5900






























40

Kilfrost DF Plus (88) (c)
Refractive Index, Brix and Freezing Point Chart

























(a) Acceptance range for product as delivered

(b) (b) LOUT for 63/37 is -32C (-25F) as determined by using Boundary Layer Displacement Thickness
(BLTD) values per AMS 1424 and AS5900

(c) Must be diluted prior to use

































41

Kilfrost ABC-3, ABC-K Plus and ABC-S Plus
Refractive Index, Brix and Freezing Point Chart
















42








LOUT:

Kilfrost ABC-3: -27C (-16.5F)at 100%, -14C (7F) at 75% and -3C (27F) at 50% dilution.
Kilfrost ABC-K Plus: -29C (-20F)at 100%, -14C (7F) at 75% and -3C (27F) at 50% dilution.
Kilfrost ABC-S Plus: -28C (-18F)at 100%, -14C (7F) at 75% and -3C (27F) at 50% dilution.

(a) Refractive indices in the range 1.3900 to 1.3930 are acceptable for neat Type II and Type Iv fluids.












43















44























Global leaders in de/anti-icing
Kilfrost Limited 4th Floor Time Central 32 Gallowgate, Newcastle
upon Tyne NE1 4SN UK T +44 (0)1434 320 332
Kilfrost, Inc. 6250 Coral Ridge Drive, Suite 130, Coral Springs,
Florida 33076 USA T +1 954-282-5050
www.kilfrost.com
Kilfrost (Beijing) Trading Co., Ltd
2709, China World Office 1, No. 1 Jian Guo Men Wai Avenue,
Beijing,100004, China. T +86 10 6535 4020
www.kilfrost.cn
Kilfrost Ltd
Date of issue: September 2013

Edition No 03

Please check www.kilfrost.com for further updates