Post De-Icing/Anti-Icing Inspections
After the final anti-icing fluid application, personnel qualified in ground de-icing inspection procedures will inspect critical aircraft surfaces to ensure that they are free of ice, slush, snow, or frost.  Critical aircraft surfaces include the following:
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Wings - Coatings of frost up to 1/8 inch in thickness on the lower wing surfaces caused by the very cold fuel in the area of the wing tanks (between the front and rear spars) is permissible if, in the Captain’s opinion, it will dissipate by the time takeoff is made.  All other wing surfaces must be free of ice, snow, slush, or frost.

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Tail

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Control Surfaces

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Engine Inlets

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Landing Gear and Gear Doors, Wheels and Brakes

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Fuselage

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Air conditioning Inlets/Exits and Outflow Valves

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Air Data Sensors, Stall Vanes, Pitot Tubes, Static Ports After completion of the inspection, the flight crew will be notified via radio or interphone communication that de-icing/anti-icing and inspection procedures

have been completed in accordance with the GMM, Section 06-14.  This notification must contain the following four elements:
SAE Fluid Type: I, II or IV Fluid Mixture: 100/0 = 100% Fluid / 0% Water, 75/25 = 75% Fluid / 25% Water, 50/50 = 50% Fluid / 50% Water Local Time: (Hours/Minutes) of the beginning of the final anti-icing fluid application Employee Number: Of qualified person certifying that the de-icing/anti-icing and inspection procedures were accomplished in accordance with the Continental GMM, Section 06-14, and the aircraft is released for flight. After receipt of this information, the flight crew will make the following aircraft logbook entries: Block (2) Aircraft Fleet Number Block (3) Flight Number Block (4) Employee Number of Captain Block (5) Station Block (6) Day of Month Block (7) Month
Block (8)  Aircraft anti-iced, type fluid, fluid mixture, local time (hours/minutes) of the beginning of the final anti-icing fluid application, employee number of qualified person certifying that the de-icing / anti-icing, and inspection procedures were accomplished in accordance with the Continental GMM Section 06-14 and is released for flight (e.g., “Aircraft Anti-iced, Type I / 50/50 / 0830 / 38802”).
Note:  The above notification and subsequent logbook entry are only required when freezing precipitation conditions exist.  The situation may occur where the aircraft was exposed to freezing precipitation several hours prior to its next scheduled departure, such as an RON. The weather at departure time is such that no freezing precipitation conditions exist.  In this situation the aircraft requires deicing only to clean any adhering ice, snow, slush or frost that may have previously accumulated on the aircraft.  The aircraft does not have to be anti-iced because freezing precipitation conditions do not exist. In this case, post deicing inspection procedures will be accomplished in accordance with the GMM, however the flight crew does not have to be notified and the logbook entry is not required.
Pre-takeoff Contamination Check
After completion of the post deicing preflight inspection and when freezing precipitation conditions exist, if the aircraft is not airborne within 5 minutes of the beginning of the final application of anti-icing fluid (time reported), a pre-takeoff contamination check is required.  The pre-takeoff contamination check when required must also be accomplished within 5 minutes of the commencement of the takeoff roll.
A pre-takeoff contamination check is a close visual check by a qualified flight deck crewmember or qualified ground personnel, of wing surfaces, leading edges, engine inlets, and other critical surfaces of the aircraft that are in view either from the cockpit or cabin (whichever provides maximum view).  If surfaces have not been treated with FPD (Freezing Point Depressant) fluid, evidence of melting snow and possible freezing is sought. Also, evidence of any ice formation that may have been induced by taxi operations is sought.  If the aircraft has been treated with FPD fluids, evidence of a glossy smooth and wet surface is sought.  If, as a result of these checks, evidence of ice, snow, or frost formations is observed, the aircraft should be returned for additional deicing.
The fact that it is impractical for a flight deck crewmember to disembark at the end of a runway and perform a pre-takeoff contamination check, means that the crewmember should perform that check from the best vantage points available from within the aircraft.  The best vantage points available for this check on the MD-80 aircraft have been identified as the cabin windows directly adjacent to, or installed in the overwing emergency exits on both sides of the aircraft.  Other vantage points can be used in this check; however, the identified best vantage points must be used.
　
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