Narrative:

After properly configuring the aircraft for de-icing (type I) using the appropriate checklists; the ground crew began to de-ice the airplane. As they began to de-ice the left side of the aircraft; the flight attendant called us to inform de-ice fluid had entered the cabin through the over-wing emergency exit door on the left side of the aircraft and that some passengers had gotten de-ice fluid on them when the fluid came in. The fluid entered the aircraft through the flap on the handle used to open the emergency exit from the outside according to the flight attendant. I initially thought that it had come in around the seal of the door. It then came into contact with several passengers. I believe that high-pressure type I fluid in a very concentrated stream was aimed directly at this flap allowing de-ice fluid to enter through it into the cabin. The captain informed the flight attendant to see what the passenger's intentions were and questioned her where the fluid had entered the aircraft. I informed the de-ice crew that they had applied high-pressure fluid to this area on the emergency exit and that fluid had entered the aircraft. I informed him that caution should be taken to sensitive areas such as these and other doors and inlets when direct high-pressure fluid is applied. Shortly after this; de-ice operations informed us that the truck they were using had stopped working while performing the de-ice procedure and that they would have to go get a new truck. A short time after this; they informed us that the truck they had planned to swap into was also not working and that they would have to swap into a third truck. They then informed us that the third truck was de-icing another airplane and that they would commence de-icing us again after that aircraft had finished. The captain then made an announcement to the passengers explaining what had happened and that we were waiting on a new truck to continue the de-ice process. Throughout this process; the flight attendant began to clean up the de-ice fluid in the cabin and allowed passengers to change garments that had been affected by the fluid. The captain then checked with the flight attendant again seeing what the passenger's intentions were and she informed him that they all would like to continue on the flight and not return to the gate. At some point; the captain communicated what had happened to dispatch. About 10 minutes later; the new de-ice truck arrived at the aircraft and finished the de-icing the anti-icing process. By this time the de-ice fluid in the cabin had been cleaned up and the cabin was prepared for departure. The flight departed without further incident. When calling in-range on arrival the captain informed operations to have a customer service manager at the gate available for questions and concerns regarding the de-ice incident.I would suggest looking into policy and procedure as to what areas are trained to be considered 'sensitive areas' on the EMB145 during de-ice personnel training. The flight operations manual (deicing procedures): aircraft; of the normal general chapter in aircraft operations manual volume 1 defines 'sensitive areas' as 'sensitive areas are those where direct; high-pressure application should be avoided during application of deice/anti-ice fluids.' doors are listed as one of these sensitive areas however; not specifically over-wing emergency exit doors or specifically the vent panel/handle. Perhaps emphasis should be placed on high-pressure application to these areas during ground personnel de-ice training if it is not already.

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Original NASA ASRS Text

Title: EMB-145LR First Officer reported several passengers came into contact with de-icing fluid that apparently entered the cabin through the emergency exit handle flap.

Narrative: After properly configuring the aircraft for de-icing (Type I) using the appropriate checklists; the ground crew began to de-ice the airplane. As they began to de-ice the left side of the aircraft; the flight attendant called us to inform de-ice fluid had entered the cabin through the over-wing emergency exit door on the left side of the aircraft and that some passengers had gotten de-ice fluid on them when the fluid came in. The fluid entered the aircraft through the flap on the handle used to open the emergency exit from the outside according to the flight attendant. I initially thought that it had come in around the seal of the door. It then came into contact with several passengers. I believe that high-pressure type I fluid in a very concentrated stream was aimed directly at this flap allowing de-ice fluid to enter through it into the cabin. The captain informed the flight attendant to see what the passenger's intentions were and questioned her where the fluid had entered the aircraft. I informed the de-ice crew that they had applied high-pressure fluid to this area on the emergency exit and that fluid had entered the aircraft. I informed him that caution should be taken to sensitive areas such as these and other doors and inlets when direct high-pressure fluid is applied. Shortly after this; de-ice operations informed us that the truck they were using had stopped working while performing the de-ice procedure and that they would have to go get a new truck. A short time after this; they informed us that the truck they had planned to swap into was also not working and that they would have to swap into a third truck. They then informed us that the third truck was de-icing another airplane and that they would commence de-icing us again after that aircraft had finished. The captain then made an announcement to the passengers explaining what had happened and that we were waiting on a new truck to continue the de-ice process. Throughout this process; the flight attendant began to clean up the de-ice fluid in the cabin and allowed passengers to change garments that had been affected by the fluid. The captain then checked with the flight attendant again seeing what the passenger's intentions were and she informed him that they all would like to continue on the flight and not return to the gate. At some point; the captain communicated what had happened to dispatch. About 10 minutes later; the new de-ice truck arrived at the aircraft and finished the de-icing the anti-icing process. By this time the de-ice fluid in the cabin had been cleaned up and the cabin was prepared for departure. The flight departed without further incident. When calling in-range on arrival the captain informed Operations to have a customer service manager at the gate available for questions and concerns regarding the de-ice incident.I would suggest looking into policy and procedure as to what areas are trained to be considered 'sensitive areas' on the EMB145 during de-ice personnel training. The flight operations manual (deicing procedures): Aircraft; of the Normal General chapter in Aircraft Operations Manual volume 1 defines 'sensitive areas' as 'Sensitive areas are those where direct; high-pressure application should be avoided during application of deice/anti-ice fluids.' Doors are listed as one of these sensitive areas however; not specifically over-wing emergency exit doors or specifically the vent panel/handle. Perhaps emphasis should be placed on high-pressure application to these areas during ground personnel de-ice training if it is not already.

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.