Narrative:

We were two and a half hours late due to a maintenance issue which allowed the next major snow storm to arrive before we were able to leave bwi. So we had to deice.there were two issues concerning the deice procedures. One; the pad is not well lit. After being instructed which pad to use; I found it difficult to see any markings and determine safe clearance from the other aircraft. I stopped and one of the deicing crew marshalled us in. Under snowy conditions; the marshaller should be in place to guide the plane in before clearance is given to proceed.two; after deicing was complete; we had to ask a couple of times for the start times of the applications and to verify that both type 1 and 4 fluids were used. (With the completion radio call; they said the equipment was clear; but both my first officer and I thought they were in our taxi path; they were well clear when we were ready to move.) when we first tuned into the iceman frequency; the preceding aircraft had the same issues. We did a wing inspection (although not required) and were satisfied that the job was properly done. The deice crews should be trained not only in procedures for deicing the airplane; but also in what information has to be relayed to us before calling the procedure complete. Also; equipment should really be out of the way; before calling all clear.

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Original NASA ASRS Text

Title: An A320 flight crew experienced problems with deicing. The pad is not well lit and marshallers were not in place to provide guidance. Additionally; the de-ice crews had to be called a couple of times for the start times of the applications and to verify that both Type 1 and 4 fluids were used. Also; there was confusion as to whether or not the equipment was actually clear.

Narrative: We were two and a half hours late due to a maintenance issue which allowed the next major snow storm to arrive before we were able to leave BWI. So we had to deice.There were two issues concerning the deice procedures. One; the pad is not well lit. After being instructed which pad to use; I found it difficult to see any markings and determine safe clearance from the other aircraft. I stopped and one of the deicing crew marshalled us in. Under snowy conditions; the marshaller should be in place to guide the plane in before clearance is given to proceed.Two; after deicing was complete; we had to ask a couple of times for the start times of the applications and to verify that both Type 1 and 4 fluids were used. (With the completion radio call; they said the equipment was clear; but both my First Officer and I thought they were in our taxi path; they were well clear when we were ready to move.) When we first tuned into the ICEMAN frequency; the preceding aircraft had the same issues. We did a wing inspection (although not required) and were satisfied that the job was properly done. The deice crews should be trained not only in procedures for deicing the airplane; but also in what information has to be relayed to us before calling the procedure complete. Also; equipment should really be out of the way; before calling all clear.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.