Flying Clog ‘
Anyway, it'll all slide off before V1, so she'll be right!’
If thats for real; … or even making an erroneous statement, which could mislead others, you should first reconsider other cultures, language, or humour in this forum.
The properties of deicing fluid affect the amount of fluid which remains on the wing.
A Boeing study many years ago (737 re T1 and T2 fluids), suggested that more than the assumed 6% of deicing fluid remained on the wing. However, there was a reassuring statement that the climb performance was not affected, but no proof given.
Following initial difficulties with T4 (dry-out, gel, refreezing), several manufacturers flight tested the residual effects of T4; significant amounts of fluid remained on the wing. I cannot recall if any aircraft had revised performance data for use after deicing, but some required special procedures and restricted configurations, trim settings.
‘…
these new fluids were sub-misted for aerodynamic acceptance and holdover time testing, it became apparent that the differences among Type IV fluids were greater than those among Type II fluids. Experience with Type IV fluids also showed that some fluids had unacceptable dryout characteristics.’
We cannot judge how a residual mix of fluid and contaminant will behave during takeoff; see refs below re dilution. A worst case is partial melting and refreezing of the lower levels of contaminant on a cold wing - solid ice.
Flow off characteristics Fig 4, 25% pass/fail boundary.
http://www.boeing.com/commercial/aer...o_08/deice.pdf
Fluid characteristics, page 72 -
https://www.skybrary.aero/bookshelf/books/3404.pdf
Info;
https://www.boeing.com/commercial/ae...7_article3.pdf