Part II - Airframe Ice Accretions

• ED Decision 2015/008/R found in: CS-25 Amdt 27 - Large Aeroplanes (Jan 2023)

Part II – Airframe Ice Accretions ED Decision 2015/008/R (a) Ice accretions - General. The most critical ice accretion in terms of aeroplane performance and handling qualities for each flight phase must be used to show compliance with the applicable aeroplane performance and handling requirements in icing conditions of subpart B of this part. Applicants must demonstrate that the full range of atmospheric icing conditions specified in part I of this appendix have been considered, including the mean effective drop diameter, liquid water content, and temperature appropriate to the flight conditions (for example, configuration, speed, angle-of-attack, and altitude). The ice accretions for each flight phase are defined as follows: (1) Take-off Ice is the most critical ice accretion on unprotected surfaces, and any ice accretion on the protected surfaces appropriate to normal ice protection system operation, occurring between the end of the take-off distance and 122 m (400 ft) above the take-off surface, assuming accretion starts at the end of the take-off distance in the take-off maximum icing conditions of [Part I](#_DxCrossRefBm1709820681), paragraph (c) of this Appendix. (2) Final Take-off Ice is the most critical ice accretion on unprotected surfaces, and any ice accretion on the protected surfaces appropriate to normal ice protection system operation, between 122 m (400 ft) and either 457 m (1500 ft) above the take-off surface, or the height at which the transition from the take-off to the en route configuration is completed and VFTO is reached, whichever is higher. Ice accretion is assumed to start at the end of the take-off distance in the take-off maximum icing conditions of [Part I](#_DxCrossRefBm1709820681), paragraph (c) of this Appendix. (3) En-route Ice is the critical ice accretion on the unprotected surfaces, and any ice accretion on the protected surfaces appropriate to normal ice protection system operation, during the en-route phase. (4) Holding Ice is the critical ice accretion on the unprotected surfaces, and any ice accretion on the protected surfaces appropriate to normal ice protection system operation, during the holding flight phase. (5) Approach ice is the critical ice accretion on the unprotected surfaces, and any ice accretion on the protected surfaces appropriate to normal ice protection system operation following exit from the holding flight phase and transition to the most critical approach configuration. (6) Landing ice is the critical ice accretion on the unprotected surfaces, and any ice accretion on the protected surfaces appropriate to normal ice protection system operation following exit from the approach flight phase and transition to the final landing configuration. (b) In order to reduce the number of ice accretions to be considered when demonstrating compliance with the requirements of paragraph [CS 25.21(g)](#_DxCrossRefBm1709820660), any of the ice accretions defined in sub-paragraph (a) of this section may be used for any other flight phase if it is shown to be more critical than the specific ice accretion defined for that flight phase. Configuration differences and their effects on ice accretions must be taken into account. (c) The ice accretion that has the most adverse effect on handling characteristics may be used for aeroplane performance tests provided any difference in performance is conservatively taken into account. (d) For both unprotected and protected parts, the ice accretion for the takeoff phase may be determined by calculation, assuming the takeoff maximum icing conditions defined in appendix C, and assuming that: (1) Airfoils, control surfaces and, if applicable, propellers are free from frost, snow, or ice at the start of the take-off; (2) The ice accretion starts at the end of the take-off distance; (3) The critical ratio of thrust/power-to-weight; (4) Failure of the critical engine occurs at VEF; and (5) Crew activation of the ice protection system is in accordance with a normal operating procedure provided in the Aeroplane Flight Manual, except that after beginning the takeoff roll, it must be assumed that the crew takes no action to activate the ice protection system until the airplane is at least 122 m (400 ft) above the takeoff surface. (e) The ice accretion before the ice protection system has been activated and is performing its intended function is the critical ice accretion formed on the unprotected and normally protected surfaces before activation and effective operation of the ice protection system in continuous maximum atmospheric icing conditions. This ice accretion only applies in showing compliance to [CS 25.143(j)](#_DxCrossRefBm1709820670), [25.207(h)](#_DxCrossRefBm1709820666) and [25.207(i)](#_DxCrossRefBm1709820666). [Amdt 25/3] [Amdt 25/7] [Amdt 25/16]  FIGURE 1 CONTINUOUS MAXIMUM (STRATIFORM CLOUDS) ATMOSPHERIC ICING CONDITIONS LIQUID WATER CONTENT VS MEAN EFFECTIVE DROP DIAMETER Source of data – NACA TN No. 1855, Class III –M, Continuous Maximum.  FIGURE 2 CONTINUOUS MAXIMUM (STRATIFORM CLOUDS) ATMOSPHERIC ICING CONDITIONS AMBIENT TEMPERATURE VS PRESSURE ALTITUDE Source of data – NACA TN No. 2569.  FIGURE 3 CONTINUOUS MAXIMUM (STRATIFORM CLOUDS) ATMOSPHERIC ICING CONDITIONS LIQUID WATER CONTENT FACTOR VS CLOUD HORIZONTAL DISTANCE Source of data – NACA TN No. 2738.  FIGURE 4 INTERMITTENT MAXIMUM (CUMULIFORM CLOUDS) ATMOSPHERIC ICING CONDITIONS LIQUID WATER CONTENT VS MEAN EFFECTIVE DROP DIAMETER Source of data – NACA TN No. 1855, Class II – M, Intermittent Maximum  FIGURE 5 INTERMITTENT MAXIMUM (CUMULIFORM CLOUDS) ATMOSPHERIC ICING CONDITIONS AMBIENT TEMPERATURE VS PRESSURE ALTITUDE Source of data – NACA TN No. 2569.  FIGURE 6 INTERMITTENT MAXIMUM (CUMULIFORM CLOUDS) ATMOSPHERIC ICING CONDITIONS VARIATION OF LIQUID WATER CONTENT FACTOR WITH CLOUD HORIZONTAL EXTENT Source of data – NACA TN No. 2738.