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The pre-takeoff contamination check requires a flight deck crewmember to leave his or her station on the flight deck to perform this check, therefore the aircraft must be parked and not in motion for the entire time that the flight deck crewmember is not at his or her station.
In some cases, it may become necessary to unseat passengers in the vicinity of the overwing vantage point area to conduct the pre-takeoff contamination check.  The flight deck crewmember making the check must ensure that all unseated passengers are reseated with seatbelts fastened before returning to the flight deck
Approved deicing/anti-icing procedures require areas that may be viewed from inside the aircraft are deiced or anti-iced first so that during the pretakeoff contamination check it can be determined that other areas of the aircraft are clean since areas deiced or anti-iced first will generally freeze first.
In the darkness of night, the crewmember should use wing and other aircraft illumination lights on the outside of the aircraft.  All lighting inside the cabin should be dimmed to improve the visibility through the cabin windows.  The crewmember may, where practical, call upon the assistance of qualified ground personnel.  If under any circumstance, the pilot in command cannot ascertain that the aircraft is clean, takeoff should not be attempted.
Conducting pre-takeoff contamination check in the manner described relies upon the flight crew to be knowledgeable of ground deicing/anti-icing procedures, and that the ground deicing process was conducted in a thorough and uniform manner
The decision to takeoff, following pre-takeoff contamination check remains the responsibility of the pilot in command.

Anti-Icing Fluid Holdover Times
Holdover time is the estimated time an application of an anti-icing fluid will prevent the adherence of frost, ice, snow, or slush on the treated surfaces of an aircraft.  Holdover time is obtained by anti-icing fluids remaining on the aircraft surfaces.  Holdover time begins when the final anti-icing application commences, and expires when the anti-icing fluid applied to the aircraft wings, control surfaces, engine inlets, and other critical surfaces loses its effectiveness.
Due to their properties, SAE Type I fluids form a thin liquid wetting film, which provides limited holdover time, especially in conditions of freezing precipitation.
SAE Type II and IV fluids contain a pseudoplastic thickening agent, which enables the fluids to form a thicker liquid wetting film on external aircraft surfaces.  This film provides a longer holdover time, especially in conditions of freezing precipitation.
The Guidelines To Holdover Times table gives an indication as to the time frame of protection that could reasonably be expected under conditions of precipitation.  However, due to the many variables that can influence holdover, these times should not be considered as minimums or maximums, as the actual time of protection may be extended or reduced, depending upon the particular conditions existing at the time.
Holdover Times Tables
The responsibility for the application of this data remains with the user.
Caution:  This Table is for use in departure planning only, and should be used in conjunction with pre-takeoff contamination check procedures.
Caution:  The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content, high wind velocity and jet blast reduce holdover time below the lowest time stated in the range. Holdover time may be reduced when aircraft skin temperature is lower than OAT.
Caution:  SAE Type I, II, and IV Fluids used during ground deicing / anti-icing are not intended for and do not provide protection during flight.
Note:  For domestic operations using Types II or IV Fluid, Continental Airlines may use a diluted mixture for the first step of a two step (de-ice, then anti-ice) procedure, but uses only a 100% mixture of Type II or Type IV fluid for the second step (anti-ice).
Note:  Takeoffs in conditions of moderate and heavy freezing rain are not approved. In lieu of an intensity report (ATC, ATIS, METAR, TAF, etc.) the following may be used to estimate the intensity of the freezing rain:
.  
Light: Scattered drops that, regardless of duration, do not completely wet an exposed surface, up to a condition where individual drops are easily seen.

.  
Moderate: Individual drops are not clearly identifiable; spray is observable just above pavements and other hard surfaces.

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Heavy: Rain seemingly falls in sheets; individual drops are not identifiable; heavy spray to height of several inches is observed over hard surfaces.

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MD-80 Sec. 4 Page 271
Flight Manual Continental Rev 01/01/02 #30

Engine Start
When parked on a slippery area, make sure that chocks are applied both in front and behind the nose and main wheels prior to starting the engines. Chocks may not hold on slippery areas unless they are sanded. If chocks are not available for start, use sand or similar material and clear the airplane for potential movement.
　
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