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controls and abrupt attitude
changes] continued for about 2 to 4
minutes. During that time we flew
into clear skies and advised Center
we were having trouble controlling
pitch on our airplane. Immediately
[a lower altitude] was granted, and
as we descended into warmer
conditions…the pitch controls began
to respond normally.
The reporter added that because of
a warming trend, slush was sliding
off the aircraft’s wings and fuselage prior to pushback.
Ground crew elected not to de-ice the airplane, but just to
sweep the fuselage with brooms. Maintenance inspected
the elevators after the incident and found that slush from
the top of the fuselage had lodged in the stabilizer
elevator gap, causing recurring elevator jams.
Is There a “Next Time” in Your Future?
ASRS reporters often use the phrases “next time” and “in
the future” to introduce the safety lessons they have
learned from incidents. In fact, the ASRS database
contains more than 6,000 narratives that use these exact
words. As we ring in the aviation New Year, a sampling of
resolutions from the ASRS reporting community provides
food for thought.
“Next time I will ask about any hold
short sign” (Air Carrier Captain)

From de-ice pad to Runway 28, told by Ground to taxi to
Runway 28 on Taxiway J, stay on Ground frequency. On
Taxiway J, taxied past a sign labeled “Runway 28 Cat I
Hold.” After passing sign, Ground said we were 1,000 feet
past the runway hold short [spot] and to contact Tower…
Since Runway 28 was being used for departing [aircraft]
only, we taxied past that spot…Lesson learned.
“Next time we will review the Terminal
Area Chart before takeoff” (GA Pilot)

We had been searching all
day for a missing aircraft.
Upon leaving our mission
base to return to our home
base, we tried to contact
Approach for clearance
through the Class B
airspace. He [the controller]
was extremely busy and said
to stay clear of Class B
airspace and remain VFR.
We had been climbing at
that point, expecting clearance. We immediately descended
to 1,200 feet to stay clear (below) the Class B airspace, and
used the DME to stay approximately 8 miles away. The
controller called back a few minutes later for our request,
and at that time, he said we were in Class B airspace under
the approach path to [major airport’s] runway 19R… Next
time we will review the Terminal Area Chart more before
takeoff.
“In the future, I will keep
this aircraft on the ground”
(Air Carrier Maintenance Technician)

Aircraft arrived at gate with [log note]: ‘rudder travel
unrestricted’ light illuminated during flight at altitude and
system operated normally on approach. I visually inspected
the rudder limited system and couldn’t find any
abnormalities, but should have further investigated and
hooked up a pitot source and checked the system as it would
be inflight at altitude. However, we don’t have the
equipment at this station, and it would have to be shipped
here to check the aircraft by the procedure. In the future, I
will keep the aircraft on the ground rather than releasing it
due to a turnaround condition and open the gate to the next
inbound flight.
“In the future, I suggest putting up
a sign” (Flight Attendant)

When I exited the cockpit after reporting that it was too
warm in the main cabin, a passenger opened the First Class
lavatory carelessly, and literally smashed the door against
my forehead as he was exiting the lavatory. This resulted in
a concussion and whiplash trauma to me, the Flight
Attendant. To help prevent such incidents in the future, I
suggest putting up a sign [inside] all lavatories that states:
“Open door slowly and carefully.”
“Next time we will level off”
(Air Carrier First Officer)

Cleared for Runway 09 SID at [South American
airport], FL350. Since this SID has a level-off at 4,000 feet
till advised further climb by ATC, we confirmed our initial
altitude as FL350 with Tower when we received takeoff
clearance. We were advised FL350 (by ATC). On handoff to
Departure Control, Controller gave us a “friendly reminder
about 4,000 feet level-off.” We mentioned to controller our
conversation with Tower, and controller seemed satisfied.
Since international procedures, communications, and
expectations appear to be different at each foreign airport,
next time we will level off at 4,000 feet until Departure
　
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