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test pilot, created the monthly safety bulletin, CALLBACK. Rex’s vision of a short, readable, and informal
format to present the ASRS “lessons learned” was an immediate success.
With his insight, talent, and determination, CALLBACK evolved into a widely recognized, award-winning
publication. When Rex Hardy retired after producing the first 100 issues, the very capable and talented Dr.
Rowena Morrison was able to step in and carry on the intent and spirit of Rex’s creation for the next 174
issues. Perhaps this recent letter from a reader offers the best tribute to the efforts of all the people at ASRS
who have contributed to 25 successful years of CALLBACK.
“...I congratulate the ASRS staff for continually producing one of the finest aviation safety tools in the
industry.
I love the low tech, high concept approach to “CALLBACK.” (i.e., one-page, print on both sides, full use of
page space, monochrome print, no fluff graphics). The quality is in your editing - nice use of themes,
narratives always to the point without scolding. The slick magazines have similar products...[and] serve a
useful purpose, to be sure. But it is only “CALLBACK” which makes my spine tingle and butterflies fly in my
stomach when I think, “That could have been ME,” as I read the narratives each month.
Please know the widespread appreciation we in the piloting community feel for your fine work. “CALLBACK”
is a great return for what I am sure is a miserly amount of tax funding. Some other agencies could take a
lesson from you folks.” (excerpted from a CALLBACK reader’s letter of 5/26/2004)
We appreciate the kind words, but we also recognize that it is the generous input from people who are
willing to share their observations and lessons learned that constitutes the heart of CALLBACK. The entire
aviation community is indebted to each and every person who takes the time to submit a report to ASRS.
The safety analysts who perform in-depth reviews of ASRS reports write a personal note on each form’s
return receipt. On behalf of the entire NASA/ASRS staff, CALLBACK would like to echo that sentiment,
“Thank you for your Report!”
...Don Purdy, Editor
CALLBACK — 25 Years
25 Years of Aviation
Wisdom
12. ...Post-flight concentration may have dropped after a
successful landing in poor conditions. As they say, “The
flight’s not over until the aircraft is stopped and the engine
is shut down.”
13. ...I was counting on the autoflight system to fly the
departure as it was supposed to and got a little lax. Lesson
learned! Always back it up and don’t relax. Garbage in,
garbage out. If the route isn’t in there or it drops out,
you’re not going to fly what you’re thinking you’ll fly.
14. ...In retrospect, doing a go-around to troubleshoot the
problem wasn’t too smart. We had a perfectly good runway
right in front of us.
15. ...Any time an aircraft is damaged, don’t fly it until it
can be proven that all necessary actions have been taken to
return the aircraft to an airworthy condition.
16. ...I blame the mistake on simple overconfidence.
Experience, it seems, is no replacement for doing one’s
homework.
17. ...Line check airmen can make mistakes.
18. ...I could have done a better job of communicating. It
must be difficult enough to be a controller in these
situations, let alone a mind reader. The old saying goes,
“Aviate, navigate, communicate.” And, as I just learned,
communicate clearly. Leave the guesswork on the ground.
19. ...I learned, that if ever there is a doubt, not only as to
what ATC said, but also what they meant, I should become
absolutely clear of ATC’s instructions, especially before
taxiing onto an active runway.
20. ...I assumed that the traffic situation would work out. I
learned a valuable lesson for controllers: “Never assume
anything.”
21. ...It has been my experience that transmissions
shouldn’t be made to aircraft during the takeoff roll unless
absolutely necessary.
22. ...Looking back on it, I learned two things: 1. Take the
time necessary to do the work right even if there is pressure
to get the plane out. 2. Always check the part number, no
matter who says it’s the right part.
23. ... Always carefully check the MEL book when
deferring an item and also check for special procedures.
Special procedures may not be listed on the MEL placard.
24. ...I pointed out to the gate agent that Federal Aviation
Regulations specifically prohibit boarding a passenger
who appears to be intoxicated. Never let anyone talk you
　
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