Narrative:

After I completed my walk around... Approximately 10 minutes later it began to lightly snow with the sun still shining at -12C. When I called to verify our identifier with clearance delivery; the controller asked if we would need to be de-iced. I answered in the affirmative and was told to expect runway xxr. The captain then stated that his plan was to ask for a tactile check at the de-ice pad; and only de-ice if needed. Once at the de-ice pad; I asked the iceman to perform a tactile check. The iceman replied that we were in fact contaminated with ice. He asked if we needed type iv and the captain stated that we did not need type iv; even though it was still snowing. I queried him and he stated that we did not need to anti-ice. He then told the iceman that we would only need type 1. He appeared to be in a rush to depart; despite the fact we were already delayed due to the inbound flight. He began partially configuring the aircraft; even though I had the QRH and was attempting to read through the procedure and work through the triple bordered checklist. He stated he knew the configuration and was just moving it along and that he didn't want me to think he was just pulling it out of thin air. There was then confusion as I was trying to work through the checklist because of some wording. He stated we were configured before I could verify the checklist. During this time; the ice pad informed us that we would need to contact clearance delivery for new routing. I contacted clearance and was informed to expect runway xx. The snowfall began to intensify; with the sun intermittently coming out. I asked the captain again about type iv and he stated that we were fine; even after pointing out the increasing intensity of snowfall. The iceman told us that deice was complete with safeway type 1 and holdover began at XX21 local. The captain stated we were ready to taxi and began to taxi to runway xx. I noticed that the 14th stage valves were in fact open; and not closed as directed in the QRH since I could not figure out where the captain had stopped on the checklist. As we were taxiing; I noted that the temperature had dropped to -15C; the sun was no longer out; and I became increasingly agitated at not having type iv fluid. Once we were number 3 in line for departure; the captain told me to make my PA for the flight attendant to prepare the cabin for takeoff. I made the PA and the flight attendant stated that it had started snowing pretty heavily. I told him that I would take care of us. I pulled out the QRH and began looking at the holdover times and noted that the holdover time for light snow at any temperature below -10C was 2-4 minutes. It was now XX44 local. ATC then informed us that there would be there would be a slight delay to depart.... The captain asked what I was doing with the QRH and what my thoughts were. I stated that we would not be taking off. He then stated that if we went back; we would have to get more fuel and he didn't know how long it would take. I told him that I would rather be safe. We told ground control that we would need to return to the gate for more fuel and to de-ice again. I'm not sure what the captain meant by this; but he stated that he had tried to do the right thing; and that if ATC had just left us on runway xxr as originally planned; we would have been fine for takeoff; but they changed runways on us after we had de-iced and were taxiing; and that this was the reason for the holdover time not working. He asked me to confirm this version. I stated that it was one way of looking at it. He persisted and I stated that it was a 'good' story. He asked a third time to confirm this version and I stated it was a good version. He then stated that he was about to ask me to pull the QRH out when he saw that I was already doing so because he was concerned about our holdover time. We taxied to gate X; where we waited for the ramp crew to park us. There was no checklist called for when we parked at the gate. I took it upon myself to complete an after landing checklist. Once we blocked in; I went out to speak to the fueler and noticed that we had a significant buildup of frost and ice on the wings. My great concern was the captain's refusal in requesting type iv application and the disregard for proper deicing procedures. It was rushed with no checklist usage resulting in improper configuration of the bleed valves. He did not seem to be cognizant of; or ignored; the fact that there was precipitation in freezing conditions. I am extremely worried that a brand new first officer or a shy first officer would be hesitant to speak up and could find themselves in an extremely dangerous situation; which is easily avoidable if the SOP is followed.hesitation in refusing to let the aircraft leave the deicing pad was an error on my part....

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Original NASA ASRS Text

Title: CRJ-200 First Officer questioned Captain's de-icing procedures and ultimately prevailed in return to gate for refuel and proper de-icing.

Narrative: After I completed my walk around... approximately 10 minutes later it began to lightly snow with the sun still shining at -12C. When I called to verify our identifier with Clearance Delivery; the Controller asked if we would need to be de-iced. I answered in the affirmative and was told to expect RWY XXR. The Captain then stated that his plan was to ask for a tactile check at the de-ice pad; and only de-ice if needed. Once at the de-ice pad; I asked the iceman to perform a tactile check. The iceman replied that we were in fact contaminated with ice. He asked if we needed Type IV and the Captain stated that we did not need type IV; even though it was still snowing. I queried him and he stated that we did not need to anti-ice. He then told the iceman that we would only need Type 1. He appeared to be in a rush to depart; despite the fact we were already delayed due to the inbound flight. He began partially configuring the aircraft; even though I had the QRH and was attempting to read through the procedure and work through the triple bordered checklist. He stated he knew the configuration and was just moving it along and that he didn't want me to think he was just pulling it out of thin air. There was then confusion as I was trying to work through the checklist because of some wording. He stated we were configured before I could verify the checklist. During this time; the ice pad informed us that we would need to contact Clearance Delivery for new routing. I contacted Clearance and was informed to expect RWY XX. The snowfall began to intensify; with the sun intermittently coming out. I asked the Captain again about Type IV and he stated that we were fine; even after pointing out the increasing intensity of snowfall. The iceman told us that deice was complete with Safeway Type 1 and holdover began at XX21 local. The Captain stated we were ready to taxi and began to taxi to RWY XX. I noticed that the 14th stage valves were in fact open; and not closed as directed in the QRH since I could not figure out where the Captain had stopped on the checklist. As we were taxiing; I noted that the temperature had dropped to -15C; the sun was no longer out; and I became increasingly agitated at not having Type IV fluid. Once we were number 3 in line for departure; the Captain told me to make my PA for the Flight Attendant to prepare the cabin for takeoff. I made the PA and the Flight Attendant stated that it had started snowing pretty heavily. I told him that I would take care of us. I pulled out the QRH and began looking at the holdover times and noted that the holdover time for light snow at any temperature below -10C was 2-4 minutes. It was now XX44 local. ATC then informed us that there would be there would be a slight delay to depart.... The Captain asked what I was doing with the QRH and what my thoughts were. I stated that we would not be taking off. He then stated that if we went back; we would have to get more fuel and he didn't know how long it would take. I told him that I would rather be safe. We told Ground Control that we would need to return to the gate for more fuel and to de-ice again. I'm not sure what the Captain meant by this; but he stated that he had tried to do the right thing; and that if ATC had just left us on RWY XXR as originally planned; we would have been fine for takeoff; but they changed runways on us after we had de-iced and were taxiing; and that this was the reason for the holdover time not working. He asked me to confirm this version. I stated that it was one way of looking at it. He persisted and I stated that it was a 'good' story. He asked a third time to confirm this version and I stated it was a good version. He then stated that he was about to ask me to pull the QRH out when he saw that I was already doing so because he was concerned about our holdover time. We taxied to gate X; where we waited for the ramp crew to park us. There was no checklist called for when we parked at the gate. I took it upon myself to complete an After Landing checklist. Once we blocked in; I went out to speak to the fueler and noticed that we had a significant buildup of frost and ice on the wings. My great concern was the Captain's refusal in requesting Type IV application and the disregard for proper deicing procedures. It was rushed with no checklist usage resulting in improper configuration of the bleed valves. He did not seem to be cognizant of; or ignored; the fact that there was precipitation in freezing conditions. I am extremely worried that a brand new first officer or a shy first officer would be hesitant to speak up and could find themselves in an extremely dangerous situation; which is easily avoidable if the SOP is followed.Hesitation in refusing to let the aircraft leave the deicing pad was an error on my part....

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.