A B767-300 captain reported that his company's de-ice procedure does not include the post applicatio...

Narrative:

After de-ice; the mechanic came on the headset and said de-ice was complete and nothing else. When I asked for the hold over start time; the mechanic had to flag down the de-ice truck and get that information. He did not say anything about the type of fluid or dilution. I read type and dilution information off the side of the de-ice truck. I did not know that to be accurate; but it was at least something to go on. The mechanic indicated that most captains don't ask for such information. Since there was no active precipitation and our departure was not going to encounter any delay; I decided not to press the issue. We departed within a few minutes without incident. This is not the first time I have encountered this in our company's system. Why does this have to be so hard? There are fairly simple procedures published in the 757/767 aom to be followed in instances of de-ice. I suspect that somewhere there are corresponding procedures for ground personnel to follow. Ground personnel should be trained that flight crews are issued non-optional procedures to follow in case of de-ice. To employ these procedures; the flight crew needs three basic pieces of information: 1) the hold over start time (time of first application of final de-ice treatment); 2) the brand name and type of fluid used; 3) the dilution of the de-ice fluid.

Original NASA ASRS Text

Title: A B767-300 Captain reported that his Company's de-ice procedure does not include the post application check reporting type(s) of fluid or hold over time as required by the FAR.

Narrative: After de-ice; the mechanic came on the headset and said de-ice was complete and nothing else. When I asked for the hold over start time; the mechanic had to flag down the de-ice truck and get that information. He did not say anything about the type of fluid or dilution. I read type and dilution information off the side of the de-ice truck. I did not know that to be accurate; but it was at least something to go on. The mechanic indicated that most Captains don't ask for such information. Since there was no active PRECIP and our departure was not going to encounter any delay; I decided not to press the issue. We departed within a few minutes without incident. This is not the first time I have encountered this in our Company's system. Why does this have to be so hard? There are fairly simple procedures published in the 757/767 AOM to be followed in instances of de-ice. I suspect that somewhere there are corresponding procedures for ground personnel to follow. Ground personnel should be trained that flight crews are issued non-optional procedures to follow in case of de-ice. To employ these procedures; the flight crew needs three basic pieces of information: 1) The hold over start time (time of first application of final de-ice treatment); 2) The brand name and type of fluid used; 3) The dilution of the de-ice fluid.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	923637
Time
Date	201012
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	B767-300 and 300 ER
Operating Under FAR Part	Part 121
Flight Phase	Parked
Route In Use	None
Flight Plan	IFR
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Deviation - Procedural Published Material / Policy Deviation - Procedural FAR

A B767-300 captain reported that his company's de-ice procedure does not include the post application check reporting type(s) of fluid or hold over time as required by the far.