Narrative:

Aircraft had some frost from sitting overnight; and we recognized we would need to be deiced. After a delay for pushback due to a broken navigation light; we waited to be deiced by operations. At the time; we were number two; as a CRJ200 was being deiced. We overheard on the operations frequency that they were low on de-ice fluid and were trying to 'ration' it and use as little as possible. The deice truck made its way over to our aircraft and did not establish communication; apparently due to a broken radio. The crew began de-icing our aircraft; and it happened so fast we weren't even done with the de-ice configuration checklist. We are unsure if the deice truck went behind the aircraft; but they did do a 180 turn in front of the aircraft going from the left to right side. At this point the [other] flights called operations back stating the deice crew missed spots on the wings; that there was still frost; and to send them back. Since they were done with our aircraft I immediately left the cockpit and visually checked the wings myself; and they looked fine. We noticed the crew working on the crj again; and they also complained about inadequate communication. I stated to operations that no one had told us the aircraft was clear of contaminants or all the other required info. The operations person stated the deice truck radio was broken and he was relaying info over a cell phone with the deice crew. We continued the taxi out; and took off.I was the pilot flying; and on initial rotation; something did not feel right - our takeoff weight was 50;000lbs; but we immediately saw a green and briefly yellow pitch limit indicator (pli). As we climbed further; I did not feel we had normal elevator authority and made a decision to deviate from the normal departure profile and climb at higher airspeed in the event we did have frost on the horizontal stabilizer. Based on the statements from operations that they were trying to ration deice fluid; and the fact that they inadequately deiced the [other] aircraft; and considering the very quick deice process for our aircraft; I had a reasonable suspicion that the crew may not have deiced our horizontal stabilizer at all. I am familiar with the lack of terrain [in the area]; and felt there was little risk in flying faster to avoid stalling the horizontal stab if there was indeed frost adhering to it. As we climbed; the elevator felt somewhat mushy; so I made very gradual pitch changes. We continued the departure to [destination] without further incident. Above 10;000 I called operations back on the radio and asked them if they did deice our horizontal stabilizer; but the operations person had no communication with the de-ice crew. I mentioned that we had a possible control issue; and that I would file a report.

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Original NASA ASRS Text

Title: EMB-145 Captain reported it was likely they departed with some frost on the horizontal stabilizer because of improper deice procedures.

Narrative: Aircraft had some frost from sitting overnight; and we recognized we would need to be deiced. After a delay for pushback due to a broken navigation light; we waited to be deiced by Operations. At the time; we were number two; as a CRJ200 was being deiced. We overheard on the Operations frequency that they were low on de-ice fluid and were trying to 'ration' it and use as little as possible. The deice truck made its way over to our aircraft and did not establish communication; apparently due to a broken radio. The crew began de-icing our aircraft; and it happened so fast we weren't even done with the de-ice configuration checklist. We are unsure if the deice truck went behind the aircraft; but they did do a 180 turn in front of the aircraft going from the left to right side. At this point the [other] flights called Operations back stating the deice crew missed spots on the wings; that there was still frost; and to send them back. Since they were done with our aircraft I immediately left the cockpit and visually checked the wings myself; and they looked fine. We noticed the crew working on the CRJ again; and they also complained about inadequate communication. I stated to Operations that no one had told us the aircraft was clear of contaminants or all the other required info. The Operations person stated the deice truck radio was broken and he was relaying info over a cell phone with the deice crew. We continued the taxi out; and took off.I was the Pilot Flying; and on initial rotation; something did not feel right - our Takeoff Weight was 50;000lbs; but we immediately saw a green and briefly yellow Pitch Limit Indicator (PLI). As we climbed further; I did not feel we had normal elevator authority and made a decision to deviate from the normal departure profile and climb at higher airspeed in the event we did have frost on the horizontal stabilizer. Based on the statements from Operations that they were trying to ration deice fluid; and the fact that they inadequately deiced the [other] aircraft; and considering the very quick deice process for our aircraft; I had a reasonable suspicion that the crew may not have deiced our horizontal stabilizer at all. I am familiar with the lack of terrain [in the area]; and felt there was little risk in flying faster to avoid stalling the horizontal stab if there was indeed frost adhering to it. As we climbed; the elevator felt somewhat mushy; so I made very gradual pitch changes. We continued the departure to [destination] without further incident. Above 10;000 I called Operations back on the radio and asked them if they did deice our horizontal stabilizer; but the Operations person had no communication with the de-ice crew. I mentioned that we had a possible control issue; and that I would file a report.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.