So a bunch of Type IV going into the Ram Air Vent is not going to be a problem?

Type IV is not cheap either.

See you screwed it up, forgot to set field elevation to 3000' above T/O elevation, and then reset it to landing elevation afterwards

Look closely at the ram air intake. It is sitting about 3 inches above the fuselage. Any Type 4 shearing should run down the fuselage and then under the ram air intake, as opposed to the APU intake which is on the fuselage.

and to think, with as crappy as it is in winter ops, it was made in Canada

I thought the above elevation was for an unpressurized landing. I'll have to take a look when I get to work today.....But I see your point.

And it apparently never occurred to those Canadians that BOTH pilots might want to hang their jacket and overcoat in the "closet" at the same time!

Just cancel the flight and there will be no daggone issues. "Ops, we're a CRJ2 and cannot deice. what gate you wanna send us to?" "Copy dat,"

Right from the QRH:

Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---

At a safe altitude, preferably between 1500 and 3000 feet above field elevation:

After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF


Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.

---END---

Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...

Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.

I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.

Ours is slightly different in that we don't use EMER depress.

That being said you are still pressing the same amount of buttons as you would during a normal after takeoff check, albeit in different spots. I don't see that it's a big deal.

Why would you "forget" an after TO check? Or to contact departure? I think this is being blown out of proportion.

That's what an ASAP is for. Especially if management has published this and then telling you not to do it.