Narrative:

At push back; the aircraft was covered in snow and ice. The precipitation level was light snow. This required de-icing procedure prior to take off. After being de-iced and having type 4 anti-icing fluid applied we determined that we needed more fuel and returned to the gate. We were only 15 minutes into our holdover time (:35 - 1:15 allowed) when we returned to the gate. We decided to do an additional walk around of the aircraft only to find hardened frozen snow on the inboard upper surface of the wing about three inches thick and covering most of the flaps; snow on top of the fuselage that was in excess of what could have accumulated since being de-iced (it was there before being de-iced and never removed); and about six inches of packed snow on top of the engine pylons. The aircraft was configured for de-icing in accordance with QRH procedures. This required that flaps be fully extended as they required de-icing. The aircraft was the farthest thing from a 'clean aircraft.' many other pilots were also being cleared as cleaned by the de-icing crews as flight crews watching from behind were calling out over the radio that they were not. The following day the airport ran out of de-icing fluid and all flights were canceled. This 'event' was caused by improper de-icing of the aircraft and subsequent anti-icing of an unclean aircraft. I assume that the person applying the fluid sprayed the wings from the front but not the back since the upper surface of the wings were clean but the upper surface of the flaps; which were extended; had not been touched. After completion of the procedure; de-icing crews probably inspected the leading edge of the wing but not the flaps as they were extended and located in front of the engines. Never-the-less; this contamination was visible; did not required a tactile inspection to detect; and could be seen from as far away as a de-icing truck. I simply think that the crews were in a hurry. The entire process seemed 'abbreviated' and the post de-icing inspection was not thorough enough. Having properly trained de-icing crews who understand the critical importance of a clean aircraft and who are more diligent in removing all contamination from the aircraft; especially from critical surfaces such as wing flaps.

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Original NASA ASRS Text

Title: A CRJ aircraft returned to the gate in ATL for fuel after deicing only to find the aircraft's fuselage; engines; and flaps covered in ice and snow.

Narrative: At push back; the aircraft was covered in snow and ice. The precipitation level was light snow. This required de-icing procedure prior to take off. After being de-iced and having Type 4 anti-icing fluid applied we determined that we needed more fuel and returned to the gate. We were only 15 minutes into our holdover time (:35 - 1:15 allowed) when we returned to the gate. We decided to do an additional walk around of the aircraft only to find hardened frozen snow on the inboard upper surface of the wing about three inches thick and covering most of the flaps; snow on top of the fuselage that was in excess of what could have accumulated since being de-iced (it was there before being de-iced and never removed); and about six inches of packed snow on top of the engine pylons. The aircraft was configured for de-icing in accordance with QRH procedures. This required that flaps be fully extended as they required de-icing. The aircraft was the farthest thing from a 'clean aircraft.' Many other pilots were also being cleared as cleaned by the de-icing crews as flight crews watching from behind were calling out over the radio that they were not. The following day the airport ran out of de-icing fluid and all flights were canceled. This 'event' was caused by improper de-icing of the aircraft and subsequent anti-icing of an unclean aircraft. I assume that the person applying the fluid sprayed the wings from the front but not the back since the upper surface of the wings were clean but the upper surface of the flaps; which were extended; had not been touched. After completion of the procedure; de-icing crews probably inspected the leading edge of the wing but not the flaps as they were extended and located in front of the engines. Never-the-less; this contamination was visible; did not required a tactile inspection to detect; and could be seen from as far away as a de-icing truck. I simply think that the crews were in a hurry. The entire process seemed 'abbreviated' and the post de-icing inspection was not thorough enough. Having properly trained de-icing crews who understand the critical importance of a clean aircraft and who are more diligent in removing all contamination from the aircraft; especially from critical surfaces such as wing flaps.

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.