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It is important to note that the rate of ice formation is considerably increased by the
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presence of an initial depth of ice. Therefore, if icing conditions are expected to occur

along the taxi and takeoff path, it is necessary to ensure that all ice and frost is removed before flight. This consideration must increase flight crew awareness to include the condition of the taxiway, runway and adjacent areas, since surface contamination and blown snow are potential causes for ice accretion equal to natural precipitation.
B3.4 Responsibility: The de-icing/anti-icing decision
● Maintenance responsibility:
The information report (de-icing/anti-icing code) given to the cockpit is a part of the technical airworthiness of the aircraft. The person releasing the aircraft is responsible for the performance and verification of the results of the de/anti-icing treatment. The responsibility of accepting the performed treatment lies, however, with the Commander.
● Operational responsibility:
The general transfer of operational responsibility takes place at the moment the aircraft starts moving by its own power.
B3.4.1 Maintenance / ground crew decision
The responsible ground crew member should be clearly nominated. He should check the aircraft for the need to de-ice. He will, based on his own judgement, initiate de-/anti-icing, if required, and he is responsible for the correct and complete de-icing and/or anti-icing of the aircraft.
B3.3.2 Commander’s decision
As the final decision rests with the Commander, his request will supersede the ground crew member’s judgement to not de-ice.
As the Commander is responsible for the anti-icing condition of the aircraft during ground maneuvering prior to takeoff, he can request another anti-icing application with a different mixture ratio to have the aircraft protected for a longer period against accumulation of precipitation. Equally, he can simply request a repeat application.
Therefore, the Commander should take into account forecasted or expected weather conditions, taxi conditions, taxi times, holdover time and other relevant factors. The Commander must, when in doubt about the aerodynamic cleanliness of the aircraft, perform (or have performed) an inspection or simply request a further de-/anti-icing.
Even when responsibilities are clearly defined and understood, sufficient communication between flight and ground crews is necessary. Any observation considered valuable should be mentioned to the other party to have redundancy in the process of decision-making.
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B3.5 The procedures to de-ice and anti-ice an aircraft
When aircraft surfaces are contaminated by frozen moisture, they must be de-iced prior to dispatch. When freezing precipitation exists and there is a risk of precipitation adhering to the surface at the time of dispatch, aircraft surfaces must be anti-iced. If both anti-icing and de-icing are required, the procedure may be performed in one or two steps. The selection of a one or two step process depends upon weather conditions, available equipment, available fluids and the holdover time required to be achieved.
　
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