Date: 201512
Local time of day: 0601-1200
Location: CYUL.Airport, PQ
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower CYUL
Aircraft component: De-Icing Fluid
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Procedure; Weather
Primary problem: Procedure

Narrative: Prior to departing YUL; we needed de-icing and anti-icing of the aircraft. We taxied to the de-ice area; configured; and communicated our needs to the ice-man. We asked for a full body Type 1 and Wings; Tail; [and] Top of fuselage only Type 4. The entire process was normal. We taxied to Runway 24R for departure and performed the requisite 60% N1 run-up for 20 seconds and waited the 3 minutes prior to turning the packs on. Since icing conditions were prevalent at the time of takeoff; we used the Bleeds closed; Wings and Cowl Anti-Ice On configuration. The takeoff roll was normal; and about 3 seconds after rotating and liftoff; the cockpit started to fill with smoke. We quickly ascertained it was the Type 4 fluid running down the fuselage into the APU inlet; and being burned and discharged thru the packs into the cockpit. The intensity was fairly great initially; but quickly dissipated. By the time we climbed to 1;000 ft. AGL and started the climb sequence; the condition had abated entirely. After the post takeoff checks were completed and we were safely climbing; I contacted the FA to ask if anything unusual had occurred in the cabin since takeoff. The FA said all was OK in the cabin; and no anomaly occurred; and all the passengers were fine. Apparently the anti-ice fluid smoke only infiltrated the cockpit. The root cause of this event is the change mandated by Transport Canada that we anti-ice the fuselage of the CRJ-200 if the Wings and Tail require anti-icing prior to takeoff. Contributing factors could be excessive amounts of Type 4 fluid applied to the airframe; but we would not be able to discern that from our vantage point.The current Flight Operations Bulleting in circulation outlines that we do not takeoff unpressurized after de-icing; anti-icing unless performance limitations require that configuration. We could institute unpressurized takeoffs in Canada; during icing conditions; and after being anti-iced on the fuselage to prevent smoke entering the cockpit; and or cabin. Or CRJ-200 operators wait for Transport Canada to rescind this current requirement to operate in an unsafe manner.




Synopsis: Immediately after takeoff; CRJ-200 crew experienced smoke in the cockpit which they determined to be Type 4 anti-ice fluid being burned by the APU caused by runoff from the fuselage. The smoke quickly dissipated and none entered the cabin. Crew recommends that until the recently imposed requirement by Canada Transport; that the fuselage of any CRJ-200 be anti-iced if the wings and tail require anti-icing; is rescinded that company policy be modified to permit unpressurized takeoffs following deicing/anti-icing.