NateDog 77: Good observation, and how about the Fokker 28 crash at LaGuardia, where more people died- a while AFTER deicing? Those jets (and turboprops) with no leading-edge slats have very sensitive leading edge airflow, and after these people died (the captain drowned in his seat), the FAA finally studied various precip and temperatures and published the detailed requirements, forcing airlines to do what they should have all understood and done many years ago. We now have very detailed tables to look at in order to determine hold-over times for various de-icing fluid percentages.
We can sometimes choose between one or two-step de-icing, if either the thicker Type 2 or 4 fluids are available.
How about certain FAA 'Tombstone Agency' "scum" (to be polite), who knew about problems with some European ATR-42s in airborne icing conditions and still pretended that nothing could be wrong-until a plane with passengers rolled out of control over Indiana?
