Master’s in Ice, Icing & De-Icing Systems Engineering
Online master's programme of 1,900 hours in ice, icing and de-icing systems engineering, with 12 modules covering icing meteorology, ice accretion physics, aerodynamic effects, numerical simulation, pneumatic, thermal and electrothermal protection, ice detection, ground de-icing, tunnel and flight testing and certification, with an assigned technical tutor.
Master’s in Ice, Icing & De-Icing Systems Engineering — studying from the United States
The United States leads global aerospace, anchored by clusters in Seattle, Wichita, Hartford, Huntsville and the Houston area. Major employers such as Boeing, Lockheed Martin, RTX and GE Aerospace drive demand for engineers in airframes, propulsion, avionics and systems integration. Urban air mobility and commercial drone operations are expanding quickly, creating new roles in eVTOL design, airspace integration and UAS operations. Civil and military programs both rely heavily on certified design, testing and airworthiness processes, making this a strong field for engineers seeking complex, high-impact work.
Fees for the United States: US$9,970 (US Dollars), with instalments and employer sponsorship available.
Relevant bodies in the United States
Typical roles
Questions from the United States
Which professional bodies in the United States recognize engineers in aerospace, and does a private qualification help with licensing?
Aerospace engineering in the US is supported by bodies such as the American Institute of Aeronautics and Astronautics (AIAA) and ABET, which accredits engineering degree programs. Professional Engineer (PE) licensure is granted by individual state licensing boards, not by a federal body. SEIUM's qualifications are private and not state degrees, so they do not by themselves lead to PE licensure. Whether they are recognized for any purpose is decided by employers or the relevant professional body.
Do US employers in aerospace, drones or space value a private engineering postgraduate qualification?
Hiring in US aerospace and space companies, including defense contractors and drone firms, typically weighs accredited degrees, licenses, security clearances and hands-on experience heavily. A private online qualification is judged case by case by each employer, and its value depends on the skills it demonstrates and the candidate's track record. It should be seen as a way to build specialist knowledge rather than a guaranteed credential for any role.
Can I realistically study this from the United States while working full time, and how is it paid for?
The programmes are fully online and taught in English, so you can study from home and no student visa is needed. A master's requires about 1,900 hours, a postgraduate diplomas about 800 hours, and specialist courses about 300 hours, so planning weekly hours is essential. Fees can be paid in instalments, and some employers sponsor staff training, which you should confirm with your own employer.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Understand the meteorology and physics of ice accretion on aircraft.
Assess the aerodynamic effects of ice on aerofoils and control surfaces.
Simulate ice accretion with validated numerical tools.
Design pneumatic, thermal and electrothermal protection systems.
Select and integrate ice detection systems.
Plan ground de-icing and anti-icing operations.
Prepare certification documentation for icing conditions.
Who it's for
- Ice protection systems engineers.
- Aeronautical certification engineers.
- Aerodynamics and CFD engineers.
- Flight test engineers.
- Ground de-icing operations specialists.
- Engine systems engineers.
- Engineering or science graduates seeking to enter aircraft manufacturing.
What you'll work with
- CS-25 Appendix C and Appendix O (EASA icing envelopes, including SLD)
- 14 CFR Part 25 §25.1419 and Appendix C (FAA ice protection requirements)
- CS-E 780 (EASA engine icing requirements)
- AC 25-28 (compliance of transport category aeroplanes with requirements for flight in icing conditions)
- SAE AS5681 (performance specification for ground de-icing/anti-icing fluids)
- SAE ARP4737 (aircraft de-icing/anti-icing methods)
- SAE ARP5485 (endurance time tests for de-icing/anti-icing fluids)
- SAE AIR5396 (characterisations of aircraft icing conditions)
- LEWICE
- ANSYS FENSAP-ICE
- ANSYS Fluent
- MATLAB
- OpenFOAM
12 modules · 1900 h
1.1Ice formation in supercooled clouds1.2Liquid water content and droplet diameter1.3Supercooled large droplets (SLD)1.4Ice crystals and engine icing1.5Clear ice, rime ice and mixed ice1.6Ground icing and freezing precipitation1.7Icing forecasting: CIP and FIP products1.8Appendix C, O and P envelopes1.9Icing climatology on European routes1.10Case study: analysis of a severe icing PIREP
2.1Droplet collection efficiency2.2Messinger heat balance2.3Freezing fraction and runback2.4Surface roughness and laminar-turbulent transition2.5Horn and spearhead ice shapes2.6Accretion on leading edges and intakes2.7Similarity scaling for testing2.8Ice adhesion to metallic and composite substrates2.9Ice shedding and fragment trajectories2.10Lab: collection calculation with droplet trajectories
3.1CLmax degradation and drag increase3.2Premature stall with contaminated leading edges3.3Tail icing and tail stall3.4Effects on lateral stability and control3.5Ice on propellers and rotors3.6Contamination of pitot tubes and probes3.7Ice-contaminated tailplane stall (ICTS)3.8Critical ice shapes for certification3.9Lessons from accidents: ATR 72 Roselawn3.10Case study: clean versus iced aerofoil polars
4.1Eulerian and Lagrangian droplet models4.2LEWICE and FENSAP-ICE codes4.3Multi-step CFD–accretion coupling4.4Adaptive meshing of ice shapes4.5SLD modelling: splashing and bouncing4.6Simulation of ice crystals in compressors4.7Validation with NASA databases4.8Parameter uncertainty and sensitivity4.9Optimisation of protected zones4.10Lab: accretion simulation on a NACA 0012 aerofoil
5.1Pneumatic de-icing boots5.2Sequencing and inflation cycles5.3Electro-impulse systems (EIDI)5.4Electromechanical expulsion systems5.5Protection of propellers and spinners5.6Maintenance and typical boot failures5.7Integration with the pneumatic system5.8Energy consumption and system mass5.9Performance comparison by aircraft type5.10Workshop: boot sizing for a regional turboprop
6.1Leading-edge anti-ice with piccolo tube6.2Nozzle design and jet distribution6.3Heat transfer at the leading edge6.4Protection of nacelles and engine intakes6.5Running-wet and evaporative modes6.6Bleed penalty on fuel consumption6.7Temperature control and PRSOV valves6.8Runback ice analysis6.9Valve failures and their detection6.10Practical: heat balance of a wing with bleed air
7.1Heater mats in composite structures7.2De-icing cycles and parting strip zones7.3Protection of windscreens and probes7.4Icephobic and superhydrophobic coatings7.5Graphene and nanotube heating7.6Hybrid thermal-mechanical systems7.7Architectures for the more-electric aircraft7.8Electrical power management in cruise7.9Requirements for eVTOL and UAS in icing7.10Lab: heater mat design for a slat
8.1Magnetostrictive vibrating detectors8.2Optical and fibre sensors8.3Primary versus advisory detection8.4Detection of SLD conditions8.5Indirect detection through aerodynamic performance8.6Ice crystal sensors8.7Data fusion and alert logic8.8Optimal detector location8.9Certification of detection systems8.10Case study: automatic anti-ice activation logic
9.1Type I, II, III and IV fluids9.2Holdover times9.3Apron de-icing procedures9.4Pre-take-off inspection and critical contamination9.5Fluids and lift loss at rotation9.6Environmental management of glycol9.7Remote de-icing facilities9.8SAE standards for fluids and procedures9.9Operational coordination with the airport9.10Case study: de-icing plan for a winter base
10.1Icing tunnels: IRT, IWT and CIRA IWT10.2Cloud and LWC calibration10.3Tests with artificial ice shapes10.4Flight tests with tanker and natural cloud10.5Icing test instrumentation10.6Engine tests in ice crystal conditions10.7Scaling of test conditions10.8Test plan and condition matrix10.9Data analysis and numerical correlation10.10Practical: design of an icing tunnel campaign
11.1CS-25.1419 and CS-25.1420 requirements11.2Appendix O and SLD requirements11.3CS-E 780 engine requirements11.4AMC 25.1419 and means of compliance11.5Safety analysis of the protection system11.6Certification of general aviation aircraft11.7Rotorcraft in icing conditions11.8Certification plan and compliance checklist11.9Operation in icing and the flight manual11.10Case study: compliance matrix for a regional aircraft
12.1Selection of aircraft and icing scenario12.2Definition of protection requirements12.3Accretion and aerodynamic effects analysis12.4Conceptual design of the protection system12.5Energy and mass sizing12.6Detection and control strategy12.7Test and certification plan12.8Risk assessment and mitigations12.9Master's Thesis: report12.10Master's Thesis: defence before a panel
How you'll learn
The programme is delivered 100% online on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within the intake, so it can be combined with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is LEWICE, ANSYS FENSAP-ICE, ANSYS Fluent, MATLAB and OpenFOAM, in free, academic or evaluation versions. Testing is studied through real procedures for icing tunnel tests with ice shapes, accretion simulation on leading edges and natural-cloud flight campaigns. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: CS-25 Appendix C and Appendix O (EASA), 14 CFR Part 25 §25.1419 and Appendix C (FAA), CS-E 780 (EASA), AC 25-28, SAE AS5681, SAE ARP4737, SAE ARP5485, SAE AIR5396.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- An internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with LEWICE, ANSYS FENSAP-ICE, ANSYS Fluent, MATLAB and OpenFOAM, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the programme software, and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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