elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While parking this morning; the Marshaller did not make any motion for us to slow or stop at the appropriate line. He was still signaling for us to taxi forward normally. Being aware that there was a small GPU (the kind that runs off electricity from the building) was in place approximately where the 'EMB-170' line is and not visible to my First Officer by this point; I stopped to get things sorted out. As I was stopping I saw another Ramper who I had not seen initially beside the GPU; motioning for the Marshaller to signal for me to stop. I made eye contact with this Ramper; and he signaled for me to set the parking brake. The Marshaller later said that he had been focused on the '200' of the 'CRJ-200' line instead of the 'Q200' line.




Synopsis: DHC8-200 Captain reports stopping his aircraft during marshalling into the gate after sensing that he was passed the normal stop point. The Marshall had been looking at the CRJ200 line instead of the Q200 line.
Date: 202111
Local time of day: 1201-1800
Location: DFW.Airport, TX
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On our initial climbout on AKUNA9 it felt like we were hitting the wake from the Airbus in front of us.  We both mentioned it and continued the climbout. After I put the flaps up I did the After Takeoff flow and followed up by verifying it with the After Take Off check list. During that time it felt like we were still in the Airbus wake. As soon as I completed the After Takeoff checklist; I looked at my display and saw we weren't turning and it was at that point DFW departure gave us a heading of 090 followed by another heading of 070. ATC inquired if we were given a SID and told us we were close to traffic to our right. The Captain communicated that we were trying to avoid the wake of the aircraft in front of us. The remainder of the flight was uneventful.




Synopsis: B737-800 flight crew member reported a track deviation occurred departing DFW in trail of an Airbus when the pilot flying was distracted by a wake turbulence encounter.
Date: 201503
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower DFW
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Human Factors; Weather
Primary problem: Ambiguous

Narrative: My First Officer was flying a visual approach to 17L in DFW; aircraft was stabilized at the appropriate altitude and he continued his stabilized approach to the runway. The aircraft was on a good/acceptable visual glide path to the runway and hit a small area of unsettled air from a previous arrival close to the runway threshold that caused a small settling which cause the PAPI lights to all go red on short final. There were no glideslope or sinkrate calls from the EGPWS before touchdown.  The aircraft touched down in the touchdown zone on speed and with an appropriate sink rate to effect a safe landing.  Be a little more proactive/careful about flying through potential areas of wake turbulence/disturbed air from previous arrivals.




Synopsis: CRJ-700 Captain reported they got a bit low on a visual approach to DFW after a wake turbulence encounter.
Date: 201810
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Doing the Stadium Visual for the first time at night as assigned by Approach; RWY 29 into EWR; winds were 310/16G25; fully configured by GIMEE. I was having difficulty identifying points after the stadium; specifically the cemetery; [and] we flew into the wake of the 737 that landed before us; causing a loss in altitude and an obstacle announcement. We corrected; added power; turned over the railway; climbed and then landed without any further [issues]. There were no queries from ATC at any time during the event. There were other aircraft requesting ILS 22L; but because we had already briefed the approach and programmed it into the box I did not want to change the approach during a critical phase of flight. In hindsight I should have requested the ILS into 22L and dealt with x-wind when Approach originally advised us of the Stadium Vis Approach. I am quite familiar with this; I do it often and it would have been comfortable.




Synopsis: Embraer Regional Jet First Officer reported difficulty navigating the Stadium Visual approach into EWR; and encountered wake turbulence in trail of a B737.
Date: 201211
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Aircraft: Beechjet 400
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Second aircraft: B737-700
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Air Carrier X was at FL380 landing CMH. Air Carrier Y was at FL360 landing PHX; routed under Air Carrier X. I cleared Air Carrier Y direct VHP to keep him north of Air Carrier X and turned Air Carrier X 15 left (south) for his descent. After getting Air Carrier X clear of Air Carrier Y; I cleared Air Carrier X direct AIR which should have kept him south of Air Carrier Y and descended Air Carrier X to FL350. Air Carrier X turned northwest instead of west and headed back into Air Carrier Y. I then turned Air Carrier X 10 left and Air Carrier Y 10 right but needed more and turned Air Carrier X an additional 15 left. [Should have] assigned Air Carrier X a heading until below Air Carrier Y instead of a Direct route.




Synopsis: ZOB Controller described a conflict event when issuing a 'direct' clearance when a more positive method of separation should have been used.
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 3
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Windshield Wiper System
Component problem: Design; Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This event is my third time this winter my aircraft windshield wipers failed on short final. This was the second flight with this aircraft. The first flight; the Captain's windshield wiper failed on final. The Captain landed uneventfully because rain was light. Maintenance was called; came to the aircraft; stuck his hand out the window; grabbed the wiper and it started working. Problem 'solved.' This flight it happened again; same aircraft; it was raining so hard it was difficult to monitor the First Officer's (FO) landing. Was forced to look out the F/O's window to taxi back. The F/O's wiper failed on short final in heavy rain; where I had to take the aircraft; landing uneventfully. His wiper started working again after touchdown. I believe the wipers are poorly engineered. There is no preflight check on them since you are not supposed to turn them on when the windshield is dry. The first time you know they will not work is when you need them. We can't stick our hand out the window to fix the problem. I hope the wipers will not be a cause of a future mishap. Recommend talking to Boeing for a fix.




Synopsis: B737 Captain reported several events of windshield wiper system failure during rain conditions on landing.
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cruising at FL360 on our way to ZZZ; FA called me and informed me that passenger in seat 15C was not feeling well and seemed 'woozy'. And is possibly in and out of consciousness. I asked her to find out if there is a doctor or nurse on board. She called me back and told me that there were two RNs on board and were checking on the passenger's situation. I asked both the flight attendants to find out all the required info as per the sample checklist and I read it to them. Flight Attendant (FA) got back to me on the intercom with the following information 'The passenger has a nut allergy and inhaled a pump (inhaler) before coming on board. She was noticed by a passenger next to her looking fainted. The only thing we got out of her; the pulse is dropping fast as stated by the nurse'. I spoke to the nurse on the phone and the nurse advised me that her pulse is dropping and the passenger needs proper medical attention rightly away and we should land. I discussed this with my First Officer and offered ZZZ1 as a possible diversion (We were only 20 miles west of ZZZ1) for the medical issue. I informed Dispatch and they agreed with me and sent me the gate info in ZZZ1 and advised me that medical personnel will be standing by. We informed ATC of our situation and squawked 7700 and we were cleared to ZZZ1 via Radar Vectors. We landed without incident and proceeded to the gate. passenger was treated by medics and I was informed that she may have a peanut allergy and consumed a snickers bar at some point prior to boarding. The lady was taking off in an aisle chair and her teenage son accompanied her. The duty pilot called me and I explained everything to him and answered his questions. We were re-dispatched to ZZZ with the remaining passengers.


Second narrative: [Report narrative contained no additional information.]


Synopsis: CRJ-900 flight crew reported passenger serious illness requiring diversion.
Date: 201911
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft was westbound descending from 23;000 feet to 10;000 feet as per the Letter of Agreement with Approach. The Approach Controller had accepted the handoff of Aircraft. I was going to ship communications to approach. The aircraft was leaving around 15;000 feet when Aircraft said he was responding to an RA. There was a VFR limited data block in the area that is believed to be a VFR test aircraft; which are often working in the area; but traffic was never issued to the Aircraft because it was never a factor until the VFR made a rapid turn combined with a rapid descent. After stating he was responding to an RA Aircraft asked what I wanted him to do. My reply was to have his aircraft do whatever the RA had instructed him to do. I assumed the VFR aircraft was in contact with the approach control facility; so I thought the best course of action was to transfer communications of Aircraft to approach.The test aircraft often cancel their IFR clearances after they are done with their high altitude checks; and work VFR before returning to land. Often times they do this and request to go VFR without flight following. These aircraft are making extreme maneuvers in high performance aircraft at high speeds combined with rapid climbs and descents in an area just east of the airport. My recommendation would be to either have these aircraft be required to be in contact with ATC or at least have them in a designated area away from the regular arrival and departure aircraft in and around the airport.




Synopsis: ZKC Center Controller reported a descending aircraft reported an NMAC with an unidentified VFR target performing abrupt maneuvers.
Date: 201706
Local time of day: 1201-1800
Location: CZQX.ARTCC, NF
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center CZQX
Second aircraft: B767-300 and 300 ER
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Enroute wake turbulence at FL340. 767-300 12 miles ahead and 2000 ft higher. Crew monitored assigned speed/altitude and descended out of it after ATC clearance.




Synopsis: B757 First Officer reported encountering wake turbulence at FL340 12 miles in trail of a B767-300 at FL360.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Person / Animal / Bird
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Airport
Primary problem: Ambiguous

Narrative: While providing night instruction to a student working toward a private pilot certificate; our aircraft struck a buck deer on the runway. The deer ran head first into the propeller while we were on the takeoff roll approximately 1500 feet down the runway. One contributing factor to the incident may have been that the runway lights were not on at the time of the strike. My student just commenced an approach and landing with a simulated failure of the onboard radio leaving him unable to activate the runway lights. Our source of illumination for the runway landing area was the landing light of the aircraft. If the runway lighting system had been turned on it is possible we may have been able to see the animal sooner and avoid the strike.




Synopsis: PA28 Instructor with a student reported striking a deer well into the takeoff roll. The runway lights were not on at the time and the landing light revealed the deer too late to take evasive action.
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: VFR flight via GPS direct. After uneventful cruise at 5500 ft MSL; engine running rich-of-peak by 50 degrees and with no change in controls the engine momentarily seemed to 'quit'; not roughness or vibration but rather a momentary loss of power that lasted maybe 1 to 4 seconds. I increased mixture; switched tanks and turned on aux fuel pump. Engine ran for another 30 to 50 seconds then quit again for a few seconds. Process repeated approximately 5 or 6 times enroute to [destination airport]. ATC advised of the condition and I requested maintaining altitude and would continue to destination. Landing uneventful.Had mechanics go over the engine and fuel system the following morning. NO anomalies found to explain the event. NO evidence of water or other fuel contamination. JPI data evidently was corrupted and not usable (instrument to be sent to factory for repair). Eventually flew the return trip using a route over lower terrain in case of engine failure but flight was uneventful.

Callback: The reporter has not identified a cause for the momentary loss of engine power. Aircraft is fuel injected; has fuel bladders; flush fuel caps; and is hangared. No water has ever been found in the fuel system.



Synopsis: Cessna 206 pilot reported several occurrences of momentary engine power loss for unknown reasons.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Captain noticed heavy aileron control descending into Denver upon disconnecting the autopilot descending through approximately 20;000 feet. [The Captain] transferred controls to me briefly to verify. Our speed was still around 280 knots and we were set up for an RNAV Z approach to XYR. Initially the only concern was maintaining the RNP (Required Navigation Performance) arc so we informed ATC that we would need a visual approach. As the airplane slowed controllability primarily along the roll axis worsened. The controls were briefly transferred to me several times - I would describe it as driving an old car without power steering. Perhaps not nearly as hard as full manual reversion as duplicated by a simulator; but definitely abnormal. Hydraulics indicated normal. At this time we [advised ATC] and ultimately made an uneventful landing on XYR and upon determining operable brakes and steering taxied to the gate. On base leg we got a quick call to the flight attendants advising them that we had an abnormal situation and as a precaution fire trucks would likely follow us to the gate. On final a rear Flight Attendant called the flight deck as she hadn't heard the initial conversation. Repeated it to her. [ATC was advised] roughly abeam the airport on the downwind leg; perhaps 5 minutes before landing. A large weather reroute had left us landing with about 5000 lbs of fuel. The weather was great in ZZZ; although LLWS (Low Level Wind Shear) advisories existed. No wind shear was encountered.




Synopsis: B737 Captain reported stiff feel to the roll mode after disengaging the autopilot.