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54
Table 37. Frequency of tests generating between-site
differences > 20%.
Frequency (%) at Separation Distance
Shortest Mid-Range Longest
Fluid (4,167-5,052 ft) (7,017-13,390 ft) (27,800-28,500 ft)
Type I 4 12 15
Clariant 2012 1 10 21
100/0
Octagon MaxFlo 2 12 26
100/0
Kilfrost ABC-S 1 14 28
75/25
Kilfrost ABC-S 0 38 42
50/50
Examination of Lake-Effect Snowfall tance. The extent of the differences can be worsened by lake-
on HOT Differences effect snowfall.
Differences in HOT generated from different sites begin to
The lake-effect data, collected at a between-site distance of
impact the operation when the sites are separated by mid-
8,300 ft, was compared to the other data collected at the mid- range distances (7,017 to 13,390 ft), and have a definite im-
range distance. The frequency of cases where the between-site pact at long separation distances (27,800 to 28,500 ft).
difference in HOT was 30% or more of the lower site value The finding of variances in precipitation rate and HOT
was substantially greater for the lake-effect data. Much of the over a large airport should not be a consideration or obstacle
increase showed up in the > 50% difference category. to further development of the HOTDS over the short term.
Comparison of HOTDS Results to Recommendations
Current Operational Practices
In the short term, the finding of variances in precipitation
There is considerable variance in the snow intensity de- rate and HOT over a large airport should not be a consideration
rived from METAR sources and test data. or obstacle to further development of the HOTDS. This condi-
The METAR report gives the pilot two alternative ways to tion should be considered only in the further development and
establish a value for snow intensity. METAR reports retrieved application of the HOTDS systems for large airports where the
for selected periods of testing gave conflicting intensities for taxi distance from deicing locations to the assigned departure
the two alternatives, such as heavy and light snow. In some runway can be very long. Smaller airports with shorter taxi dis-
cases, the corresponding intensity from collected data was tances in the order of 5,000 ft are not affected. A possible solu-
moderate. tion may be to compare the accuracy in HOTs generated from
The variability in snow intensity indications leads to large current processes to HOTs generated from a single HOTDS in-
differences in HOT. In some cases, the METAR visibility and stallation at a large airport. If the single installation HOTDS is
snow visibility charts led to no HOT availability, while the test more accurate than the current processes, then the single instal-
data produced operationally valuable holdover times. The lation HOTDS may be deemed adequate.
lower HOT from the two test sites generally was longer than In the longer term, a study should be conducted to com-
the HOT value derived from either alternative using METAR pare the accuracy in HOT generated from a single HOTDS
reports. installation at a large airport to the accuracy associated with
These results suggest that a single HOTDS installation may HOT values generated from current processes using METAR
be able to produce HOT values superior to those now gener- indications and pilot assessments. Two approaches may be
ated through the use of METAR indications, despite the vari- considered:
ance in precipitation over the airfield.
1. Install more than one HOTDS system, with the actual num-
ber being dependent on each airport's layout and geography.
General Conclusion
This approach ultimately leads to questions as to where and
In general, differences in between-site HOTs for snow can how many systems need to be installed, and subsequently
be significant to the operation, and they are a function of dis- how the different indications should be interpreted:
