Air carrier flight crew reported they began to taxi from the deice area while the deicing crew was still spraying the aircraft.
Synopsis
Air carrier flight crew reported they began to taxi from the deice area while the deicing crew was still spraying the aircraft.
Narrative
Overview. Pushed off gate for single truck de-ice; initial comms with iceman; and SPC (Special Check) procedures; normal- type 1 application completed; misunderstanding with iceman about type 4 application completion; SPC procedures normal; type 4 application interrupted by aircraft taxi- aircraft stopped; SPC procedures normal; completion of type 4 applicationNarrative: After the type 1 application; iceman gave us the type 4 brand; and start time. We understood; based on experiences at other airports; that the type 4 application was complete. We reviewed the information in the manual; and I started SPC procedures. All procedures went normally and there was no cockpit discussion/ concern that anything was out of the ordinary; until the flight controls check. Iceman came over the radio and said they could hear mechanical noises. I explained that we were conducting a flight controls check and that was normal. There was no challenge on iceman's part that we were manipulating the controls while they were still applying. Iceman was completely out of sight; and we did not hear anything again; until we were cleared to taxi and iceman told us they were still applying. Obviously; we stopped immediately and tried to start figuring out what had happened. In that discusion; with iceman; we learned that their script calls for telling the crew the type 4 application start time before they actually start applying. We explained that it was more common to hear a retroactive start time after the application was completed. Following all of this; de-ice procedures; SPC procedures; and taxi/ takeoff procedures were completed normally.This was an embarrassing; and potentially catastrophic; event had the iceman vehicle been in a position to be hit by the aircraft; or jet blast. Aircraft X had a bad APU gen and it was turning into a long day of abnormal gate/ start up and shutdown procedures. This is in no way an excuse as much as it is to illustrate my biggest concern. That being; there was never a challenge from iceman (during flight control movement; aside from noise) or ground (when I called for taxi); or within the cockpit as we managed the previously mentioned abnormalities. I do not feel like this was a CRM specific issue; but I feel responsible; regardless. I'm not entirely sure where all the holes in the Swiss cheese slices were; but I am submitting this to get some exposure; possible solutions; and a little peace of mind.
Second reporter narrative
Last night while getting de-iced at ZZZ my first officer and I experienced a significant miscommunication with the personnel operating the de-ice truck. This resulted in us beginning to taxi forward under the belief that the de/anti-icing process was complete; when in reality it was not. While no damage to people or equipment took place; we both believe the experience warrants a report.We arrived to ZZZ shortly before sunset. Weather conditions were light to moderate snow; blowing snow across the taxiways and runways; and visibility varying around 1.5 to 3+ miles. By the time we were pushing off the gate it was well after sunset and dark. We talked to the ramp personnel downstairs about doing an engine start at the gate (our airplane's APU had its generator MEL'd) and that we would need de-iced before takeoff. The ramp crew advised us that they would also be operating the de-icing truck for the de-icing process and that they would push us back off the gate and then de-ice us right there about 15 feet off the gate.When we were all boarded and closed up; we contacted the ramp crew over the airplane's radios on the local ICEMAN frequency as they did not have headsets. The crew was able to hear us through portable radios clipped to their uniforms. We accomplished the engine start at the gate; disconnected the external power from the jet bridge; finished the push back off the gate; and began the de-icing process. The ramp personnel operating the de-ice truck were very professional and seemed to be experienced at what they were doing. We started accomplishing the SPC (Special Check) items for anti/de-icing and then asked them for Type I fluid 'full body' and Type 4 fluid 'wings and tail' since the snow wasn't going to be letting up anytime soon. They acknowledged this and began the Type I application after we advised them that the aircraft was configured and ready for de-icing.Here's where things started to unravel. After around 10 minutes or so the crew in the de-ice truck called us over the ICEMAN frequency and stated that Type I fluid application was complete. In the same transmission they gave us the fluid type; and the application start time (XA00). The first officer and I both mistook this radio call as meaning that the entire de/anti-icing process was complete. We acknowledged their call and started finishing the rest of the SPC items. During our flight control check in the AFTER START checklist the de-ice truck operator called us on the ICEMAN frequency and said they noticed our flight controls moving. I think the word they used was 'feedback' or 'interference' or something similar. In hindsight this radio call from them was a clue that they weren't on the same page as us.After starting our other engine; configuring the airplane; etc. we contacted ZZZ ground a few minutes later for our taxi clearance out to runway XX. I remember both of us checking either side of the airplane on our respective sides to make sure the de-ice truck was clear. Neither of us could see it; so I then started taxiing the airplane forward. As I taxied forward I made it about 6 feet before we were contacted by the de-icing crew on the ICEMAN frequency. They stated that they were not finished with the de-icing process. At that point we realized our mistake. I stopped the aircraft immediately; we made contact with ICEMAN again and restarted the de-icing process. After confirming several times that both the de-icing truck; personnel; and aircraft were undamaged we explained our miscommunication. The de-icing crew again verified that they were fine. Soon after we re-re-configured the airplane; finished the SPC items for de-icing and continued on our way to ZZZ1. The rest of the flight was uneventful.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.