WEEKLY NEWS


DE-ICING GETS SERIOUS


BY Anastasiya SIMSEK


AS winter weather patterns grow more erratic across Northern Europe, the operational demands of aircraft de-icing have become more than a logistical exercise - they’re now a critical, safety- first discipline under increasing pressure from climate variability, infrastructure constraints and sustainability goals. De-icing is not a uniform procedure, and the Nordic region’s climate


demands flexibility and precision. “Nordic winters are variable, and station conditions differ widely,” Anders Søreide, Head of De-ice & Safety Advisor at Aviator Airport Alliance. explained. At far northern stations, the de/anti-icing season may begin as early as August and stretch into June, while more southerly airports may only see a few months of winter conditions. That unpredictability makes preparation critical. Aviator brings


02


together its instructors each autumn to review incident reports and flight safety events from the previous year, updating training accordingly. The approach is rooted in a “just culture” model, where frontline teams are encouraged to report incidents candidly. “This learning loop is reinforced so frontline teams feel safe to report and discuss what really happened,” said Søreide. That ethos extends into day-of operations, particularly when airports


face peak demand. “We’re the last line of defence before take-off,” he said. Sequencing, fluid type, and coordination with ATC are tightly


managed to minimise holdover time risks and maintain consistency. “Efficiency comes from early coordination and planning with airports and flight crews, disciplined sequencing, and prepared operators.”


Local challenges, regional standards Despite the shared safety baseline,


local adaptations remain


essential. Søreide notes that infrastructure, weather, and traffic patterns vary even within the same country, so standardised practices don’t always translate well between stations. “Practices are not the same at every airport,” he said. “Procedures must be tailored station by station.” To maintain coherence across such a diverse network, Aviator


grounds its de-icing manual and training content in the latest SAE standards, which are updated annually. Practical training is central to the approach, including staff rotations to busier northern stations, reinforcing a shared operational mindset. Aviator also chairs an internal De-icing Working Group to align


procedures across sites and incorporate insights from customer feedback, seasonal reviews, and industry forums. “We use this diversity to test solutions in one environment, then scale or adapt them elsewhere,” Søreide said.


Greener de-icing With


airport decarbonisation efforts accelerating, de-icing operations are now under scrutiny for their environmental footprint.


The primary focus areas are glycol consumption, energy usage of ground support equipment (GSE), and fluid recycling—all of which are constrained by local infrastructure realities. Aviator has moved to a new Type I fluid formulation with higher


glycol concentration, allowing a greater water mix without compromising


safety. “It supports both performance and


environmental goals while also likely reducing transport needs from tank facilities,” said Søreide. Equipment is also evolving. “We prioritise electric and sustainable


GSE wherever infrastructure allows,” he said. While standard GSE like baggage tractors and pushbacks are increasingly electric, the rollout of electric de-icers remains limited by facility readiness. “Electric deicers are emerging but often require infrastructure upgrades, which we pursue with airport operators.” Fluid


recycling, meanwhile, remains location-dependent. At


Stockholm, Aviator operates vacuum trucks to collect used fluid for treatment by the airport authority—a system Søreide would like to replicate, but only where conditions allow. “Even within the same country, facilities and airport operators differ widely.” As the industry looks toward the 2025–2026 winter season,


Søreide has a clear message: plan early, communicate often. He encourages airport and airline partners to engage proactively on staffing,


fleet


deicers and robust fluid collection systems require both airport and customer support - early coordination may avoid bottlenecks mid-season.” Above all, he urges stakeholders to keep flight safety central. “De/


Did You Know ? WHEN THE LEVEE BREAKS BY Michael SALES


This country blues song, written and performed by Kansas Joe McCoy and Memphis Minnie, tells the story of the great Mississippi flood of 1927, which started on Good Friday, April 15, following a massive storm combined with a very heavy flow of rainfall across the USA. From Montana to West Virginia, from Canada to the Gulf, as much as 8 inches of rain swelled the land and its rivers, creeks and hollows. Along the banks of the Mississippi, people watched in horror as cows, barn roofs, cars and trees swept past them. At St Louis, two million cubic feet per second was recorded, and the first levee gave way and hundreds drowned. Over 16 million acres were inundated, 600,000 lost their homes, and two million livestock perished. The Mississippi River


basin was flooded for 150 days. The USA has suffered many other disasters


and weather events over the years, mostly caused by nature. The airfreight industry, from its early days, has always overcome everything that nature can throw at it. Today, hubs such as Miami, Atlanta, Chicago, New York and LA have developed into vital trade centres and have evolved contingency plans for dealing with climatic emergencies. Airfreight operators manage bad weather through


disruptions a combination of


technology, strict protocols, and logistical flexibility. While bad weather can cause delays and increase costs, modern aircraft are built to withstand adverse conditions and are rigorously tested; even jet engines are certified to operate after


ingesting


large amounts of water. Pilots are trained to deal safely with difficult conditions,


using sophisticated onboard weather radar systems, which rely on real-time weather data from air traffic control to identify and avoid the most intense weather systems. . In case of bad weather along a primary


route, carriers will often divert to alternative paths or even fly a shipment to a nearby airport for onward ground transport to its final destination. Pallets and containers are always secured to prevent shifting during high winds or turbulence, and for time- sensitive pharmaceuticals or perishables, temperature-controlled containers are used to protect cargo during unexpected delays. Working closely with customers and all


parties by maintaining strong communication and providing information about potential disruptions,


changes to schedules, and


updated statuses helps manage customer expectations.


ACW 10 NOVEMBER 2025 www.aircargoweek.com


anti-icing is your last flight safety barrier before take-off. The more we collaborate on standards, training and sustainability, the safer and more efficient your winter operation will be.”


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readiness, and infrastructure upgrades. “Electric


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