Date: 202102
Local time of day: 1801-2400
Location: MEM.Airport, TN
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B MEM
ATC / advisory: Ground MEM
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Weather / Turbulence; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: Significant freezing rain event the day of this flight led to 1/4 to 1/2 inch clear ice covering the entire aircraft. There was no attempt to de-ice the aircraft prior to the crew arriving for preflight. The engine inlets needed to be de-iced prior to block out so that we could start the engines after block out. This de-icing of the inlets took a considerable amount of time due to the significant accumulation of ice in the bottom of the fan section of both engines. By the time we were able to block out (2h 39min late) and taxi to the remote de-ice pad A; a short distance from our ramp; the de-ice trucks had run out of fluid and trucks needed to also be refueled. Another significant delay ensued. Almost an hour after block out; de-icing began. The entire airplane was de-iced with Type I fluid since there was no precipitation falling. Aircraft was fully de-iced and inspected by the de-ice team. We then proceeded to our departure runway and prepared for takeoff. The reason for this safety report became clear as soon as we began the initial climb segment immediately after takeoff. We began shedding ice from the entire fuselage and this shedding continued through 12;000 ft.; approximately 7-10 minutes after takeoff. All four crew members could hear the ice departing the aircraft and felt the airframe vibrations as large chunks of ice tumbled down the length of the fuselage. All four crew members each have 20-30 years of aviation experience; and no one had ever experienced anything like it. In my 30 plus years of heavy transport category aircraft operation I have never experienced this kind of ice shedding event. I believe that the de-ice procedure was completely ineffective for this amount of clear ice that covered the entire aircraft. With that amount ice being shed from the aircraft for that long; we had a significant amount of Ice still adhering to the airframe when we took off. The engine vibration was well within limits even during the climb out and so the crew chose to continue the flight. I was concerned about airframe damage from that amount of ice departing the aircraft; and because of that concern; I recorded an AML entry asking that the aircraft be inspected for damage after arrival in ZZZZ. [Cause was] inadequate de-icing for the amount of clear ice that was adhering to the airframe. Also the de-ice crew was possibly unable to see the ice after de-icing; since it was clear ice and fully covering the aircraft; and the airplane was still wet from the de-icing fluid used. [Suggest] re-evaluate the process of de-icing when so much clear ice is adhering to the airframe.




Synopsis: Air Carrier Captain reported inadequate deicing procedures resulted in departure with significant airframe icing.