Narrative:

My crew and I arrived at the ict airport for our report time to find out the arriving aircraft was going to be about 4 hours late. The WX at this time was light freezing drizzle. We went back to the hotel, waited a few hours and then came back to the airport. The freezing drizzle stopped at this time. The aircraft arrived and we prepared for our departure. After the preflight was accomplished, it was determined that no ice had adhered to the aircraft from flight, nor any precipitation was falling out of the sky. Slush from the tires had kicked up under the wing and just as a precaution, I asked operations to get deiced. I was told by the ramp crew that one of the employees needed to spray the aircraft to become certified for future deicing and that the supervisor would re-spray us after the trainee did. My crew finished our duties and I started #2 engine, finished our checklist and called ramp to be repositioned for deicing, which took about 7-10 mins to do so. After we configured the aircraft per our company procedures, we called ready for deicing. Then the ground crew started shortly after. Several mins later, the trainee called back over a weak hand held radio and told us they were done and gave us the times, fluid, and employee number. I then made sure again that no precipitation was falling out of the sky. We called for taxi and ground told us to taxi to the runway. Ground also told us of improving conditions, opening txwys and RVR greater than 6000 ft. We told ground that we needed to do a xbleed start and he said the end of the runway would be best, so we did. After the #2 engine start and appropriate checklist, we were ready to take off. Tower said we were next and I then did a pre-takeoff inspection checking the leading edges, wind-screen, probes, and other parts of the aircraft and found clean aircraft. No precipitation had fallen out of the sky the entire time. As PIC, I determined that we were good for a safe takeoff since no meteorological condition was encountered before and during the taxi out and takeoff. The FAA asked our company for a statement about this. I am sending this to see if something can be implemented with pilot/company/airfield that proves an aircraft needs, will need or doesn't need deicing or anti-icing. I still feel that I and the PIC in charge of this, made the correct choice. But if a back up program could be in place great, if not, I am happy with the way things are currently.

Related reports:

Google
 

Original NASA ASRS Text

Title: EMB135 CREW WAS REQUESTED TO PROVIDE A WRITTEN STATEMENT TO THE FAA REGARDING THE DEICING PROCS USED PRIOR TO DEP.

Narrative: MY CREW AND I ARRIVED AT THE ICT ARPT FOR OUR RPT TIME TO FIND OUT THE ARRIVING ACFT WAS GOING TO BE ABOUT 4 HRS LATE. THE WX AT THIS TIME WAS LIGHT FREEZING DRIZZLE. WE WENT BACK TO THE HOTEL, WAITED A FEW HRS AND THEN CAME BACK TO THE ARPT. THE FREEZING DRIZZLE STOPPED AT THIS TIME. THE ACFT ARRIVED AND WE PREPARED FOR OUR DEP. AFTER THE PREFLT WAS ACCOMPLISHED, IT WAS DETERMINED THAT NO ICE HAD ADHERED TO THE ACFT FROM FLT, NOR ANY PRECIPITATION WAS FALLING OUT OF THE SKY. SLUSH FROM THE TIRES HAD KICKED UP UNDER THE WING AND JUST AS A PRECAUTION, I ASKED OPS TO GET DEICED. I WAS TOLD BY THE RAMP CREW THAT ONE OF THE EMPLOYEES NEEDED TO SPRAY THE ACFT TO BECOME CERTIFIED FOR FUTURE DEICING AND THAT THE SUPVR WOULD RE-SPRAY US AFTER THE TRAINEE DID. MY CREW FINISHED OUR DUTIES AND I STARTED #2 ENG, FINISHED OUR CHKLIST AND CALLED RAMP TO BE REPOSITIONED FOR DEICING, WHICH TOOK ABOUT 7-10 MINS TO DO SO. AFTER WE CONFIGURED THE ACFT PER OUR COMPANY PROCS, WE CALLED READY FOR DEICING. THEN THE GND CREW STARTED SHORTLY AFTER. SEVERAL MINS LATER, THE TRAINEE CALLED BACK OVER A WEAK HAND HELD RADIO AND TOLD US THEY WERE DONE AND GAVE US THE TIMES, FLUID, AND EMPLOYEE NUMBER. I THEN MADE SURE AGAIN THAT NO PRECIPITATION WAS FALLING OUT OF THE SKY. WE CALLED FOR TAXI AND GND TOLD US TO TAXI TO THE RWY. GND ALSO TOLD US OF IMPROVING CONDITIONS, OPENING TXWYS AND RVR GREATER THAN 6000 FT. WE TOLD GND THAT WE NEEDED TO DO A XBLEED START AND HE SAID THE END OF THE RWY WOULD BE BEST, SO WE DID. AFTER THE #2 ENG START AND APPROPRIATE CHKLIST, WE WERE READY TO TAKE OFF. TWR SAID WE WERE NEXT AND I THEN DID A PRE-TKOF INSPECTION CHKING THE LEADING EDGES, WIND-SCREEN, PROBES, AND OTHER PARTS OF THE ACFT AND FOUND CLEAN ACFT. NO PRECIPITATION HAD FALLEN OUT OF THE SKY THE ENTIRE TIME. AS PIC, I DETERMINED THAT WE WERE GOOD FOR A SAFE TKOF SINCE NO METEOROLOGICAL CONDITION WAS ENCOUNTERED BEFORE AND DURING THE TAXI OUT AND TKOF. THE FAA ASKED OUR COMPANY FOR A STATEMENT ABOUT THIS. I AM SENDING THIS TO SEE IF SOMETHING CAN BE IMPLEMENTED WITH PLT/COMPANY/AIRFIELD THAT PROVES AN ACFT NEEDS, WILL NEED OR DOESN'T NEED DEICING OR ANTI-ICING. I STILL FEEL THAT I AND THE PIC IN CHARGE OF THIS, MADE THE CORRECT CHOICE. BUT IF A BACK UP PROGRAM COULD BE IN PLACE GREAT, IF NOT, I AM HAPPY WITH THE WAY THINGS ARE CURRENTLY.

Data retrieved from NASA's ASRS site as of July 2007 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.