elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1801-2400
Location: RKRR.ARTCC, FO
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: Tower RJAA
Second aircraft: B787 Dreamliner Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We were following a heavy 787 on departure from NRT on 34L; and were quite heavy ourselves (405;000 lbs or more).  Vref 30+40 was 215 KIAS and Vref 30+80 was 255 KIAS; so we had to use the airspeed tape F bug to retract Flaps 1; approximately 241 KIAS.  Turbulence from the 787's wake struck as we retracted Flaps 1; causing the airspeed to increase faster than the AP (autopilot) could compensate; and because of the small margin between 241 KIAS and the 250 max for Flaps 1; I disengaged the AP to gently pitch up in order to not exceed 250 KIAS until the flaps were up.  The clacker went off for less than a second before the flaps fully retracted and we continued with a high-speed climb out of 265-270 KIAS (we had requested and were approved for high-speed by ATC when we retracted Flaps 5 to 1) and flew normally down to ZZZZ.  I wrote up the flap overspeed; which lasted less than a second and did not appear to exceed 252 KIAS until the flaps had fully retracted; and informed maintenance after landing.




Synopsis: Air Carrier Captain reported experiencing a momentary stall warning after encountering wake turbulence departing RJAA in trail of a heavy B787.
Date: 202108
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was notified of an aircraft swap by a Captain who was dead heading into ZZZ1 to ferry Aircraft X to ZZZ. He was briefed by maintenance that because of a prior smoke/fumes event the aircraft wasn't suitable for a revenue flight and was to be a maintenance ferry flight to ZZZ. Our aircraft was delayed inbound so Aircraft X was swapped to our flight. My concern was: except for my inbound aircraft being late what maintenance was performed to change the plan from a no cargo/no passengers maintenance ferry to a revenue flight. Because there wasn't a good answer to that question I didn't feel it was safe or wise to take the aircraft; so I refused the aircraft. This event was a communication breakdown and pressure to operate on time. When unique circumstances happen related to previous maintenance a briefing prior to flight crew getting to the Jetway would help us make more informed decisions and avoid last minute disruptions to our operation.




Synopsis: Pilot reported refusing the assigned aircraft after learning it had previously had a fumes event.
Date: 201303
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Fuselage Fairings
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Logbook Entry; Environment - Non Weather Related; Company Policy; Aircraft
Primary problem: Human Factors

Narrative: I was assigned to work an outbound flight [at Terminal] gate. I noticed a lightning strike on a lower [fuselage] body fairing and I documented it in the logbook. I was advised by Supervisor X; that a Lead Mechanic felt that the damage was not a lightning strike and that I should alter the logbook item so that the item could be signed-off as chipped paint. Based on my judgment and experience; it was lightning damage and I refused to alter the [logbook] item. At that time; Supervisor X ordered me to get a Union Shop Steward because he wanted to convene a hearing. There has been no investigation yet; but Management has asked me for a written statement which may lead to an investigation. Management and a Lead Mechanic felt it was not lightning damage; but refused to sign the item off. I still remain assertive that it was lightning damage and was threatened with an investigation.




Synopsis: A Line Mechanic reports he noticed lightning strike damage on the lower fuselage body fairing of a B777 aircraft prior to departure schedule. He documented the discrepancy; but was threatened with an investigation by his Maintenance Supervisor after he refused to alter his logbook write-up to indicate chipped paint.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Waste Water Disposal System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: The airplane came in from another airport and we had a short 40 minute turn with crew change. After the airplane was chocked at the gate I signaled the incoming Captain that I would be doing my exterior preflight right away. I completed my exterior preflight before ATS was able to service the airplane. The standard service included LAV-service front and aft. We pushed off the gate on schedule and landed without incident. During my exterior preflight check I noticed ice build-up at the forward LAV service panel. The ice build-up was thick enough for the quick-fasteners to jam. I had to knock the ice off in order to open the panel. Under the panel I saw a rag or paper-towels of some sort sticking out of the service- fitting. I realized that the rag was preventing the service-fitting from properly sealing the drain-pipe and LAV fluid was able to leak out continuously throughout the previous flight causing the icing-over of the panel. The icing did not stop there. As the fluid leaked out aerodynamic forces in flight pushed it along the fuselage causing icing on the instrument venturi exhaust as well. That by itself would not be a big issue; but a couple feet downstream from the venturi exhaust were the static ports for the cabin emergency relief valves. Had more fluid leaked out than it could have been entirely possible for the static ports to ice over as well....rendering the emergency relief valves inoperative. That could have ruined our day! I ordered our ground-handler to remove the object from the forward Lav service fitting. The rest of the flight was uneventful. ATS should take whatever time is necessary to service the airplane properly. Rushing things creates links in the accident chain. In this case nothing happened; but that is not always the case. Crews do not have the time to supervise the servicing of the airplane on a 40 minute turn with crew-change.




Synopsis: MD83 Captain reports discovering a leaking lav service drain during a turn around preflight causing ice to form on the belly of the aircraft flowing back to the instrument venturi exhaust.  The ice stopped short of the static ports for the cabin emergency relief valves just down stream.
Date: 201208
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: It seems each time we are to contact SFO Tower; the transmission quality is very poor coming from the Tower frequency (120.5). The transmission that is received in the aircraft is very 'fuzzy' or soft and difficult to hear and process. It does not matter which Controller is on the frequency; but the problem seems to be amplified with lower frequency voices. When the transmission begins; it is almost inaudible then gradually progresses in amplitude but is still 'fuzzy;' for lack of a better term. I have asked many pilots that I have flown with and almost all agree we have problems understanding Controllers on that frequency. I don't know if a different mic is used or the transmitter is poor; but the quality has to be fixed. Additionally; this problem seems to be getting worse as controllers attempt to contact us on landing roll with the thrust reverser's in full reverse and instructions are given. It is at this time that the pilots have the highest decibel level of noise in the cockpit with the thrust reverser's in full reverse and if the controllers are trying to talk to us at the same time this poor audio quality is present; the problems are compounded. Additionally; this is a very high workload environment for the pilots (landing roll with full reverse) and answering instructions; particularly if not understood has to be secondary.




Synopsis: Air carrier First Officer voiced concern regarding SFO Tower frequency 120.5; claiming the transmission quality is 'fuzzy' making Tower communications challenging especially during high noise 'reverser operation' periods.
Date: 201811
Local time of day: 1201-1800
Location: EDDF.Tower, FO
Flight conditions: IMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Over 3 hours due to a plane change and galley transfer problems. The three of us had earlier expressed our fatigue. On approach to Runway 25R at Frankfurt; I was flying; and I delayed too long before landing gear extension. We received a warning and at 700 feet executed a missed approach. Subsequent approach and landing were normal and without issue. Some of the contributing factors were late departure on first scheduled leg; coupled with a long delay. Also; the final approach fix for ILS Z 25R at Frankfurt is located pretty far out. I was lulled into complacency because most approaches gear is extended near the FAF. This one is delayed and my timing was off due to fatigue.


Second narrative: Flight was delayed by 3.5 hrs due to catering issues. Subsequent approach in FRA became unstable at 1;000 feet; when the aircraft was not properly configured according to SOP; gear and flaps were not in the appropriate positions. Crew identified error and recovered by executing a missed approach. Following landing was stable and uneventful.Leading and contributing factor to becoming unstable was fatigue; entire flight was flown during backside of the body clock; therefore each personal performance and situational awareness were greatly degraded. All pilots were made aware of each other's fatigue. A long; silent and slow approach final lulled everybody into monotony. Therefore we all failed to extend gear and flaps according to SOP and became unstable.


Synopsis: B777 flight crew reported fatigue contributed to landing gear warning on final and unstable approach resulted in a go-around.
Date: 201509
Local time of day: 1201-1800
Location: 88NV.Airport, NV
Weather elements / visibility: sandstorm; .25
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class G ZOA
ATC / advisory: CTAF 88NV
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Time Pressure
Anomaly: Conflict Ground Conflict; Less Severe; Ground Excursion Ramp
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Weather; Airport; Environment - Non Weather Related
Primary problem: Weather

Narrative: While departing 88NV (Burning Man event) in Black Rock; NV in near 0-0 wind/dust/sand storm conditions inadvertently departed a portion of the makeshift unmarked taxiway. Right at rotation saw another aircraft ahead stopped either on or just before the makeshift runway - turned left to avoid overflying aircraft.




Synopsis: A light twin pilot departing the 88NV (Burning Man) dirt strip in a dust storm realized at rotation that he was on a taxiway and turned left to avoid overflying an aircraft on the taxiway.
Date: 202103
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: In cruise at FL350 a 747 passed right to left 1000 ft above. There was no traffic advisory from ATC; and we did not see the overflying airplane till it was passing. We discussed turning left to parallel the wake or descend to avoid. These options were not possible with the limited time available. The seat belt sign was turned on and moments later we experienced light-moderate wake turbulence. I immediately called to confirm the FAs (Flight Attendants) were ok. They confirmed that although they we standing in the galley they were ok. A passenger who was returning from the lavatory did bump their head on the sidewall as they were taking their seat. FAs reported that they offered ice pack and assistance but the passenger declined. From first sign of overflying plane till we experienced wake was well under a minute. With even an extra 20 seconds we would have had time to avoid the wake. See and avoid or an ATC traffic advisory would have made this easy to avoid.




Synopsis: E175 Captain reported encountering light to moderate wake turbulence in cruise flight at FL350 from a B747 crossing their path at FL360.
Date: 201304
Local time of day: 1201-1800
Location: A90.TRACON, NH
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: TRACON A90
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach left pack shut down; followed QRH procedure and continued; after calling for flaps 25; flaps locked out at 20 degrees. Pilot flying executed visual go around with flaps 20; declared emergency. Followed QRH procedure for trailing edge disagree and landed with flaps 20. No further problems and we proceeded to the gate.




Synopsis: B757 First Officer reported loss of left pack on approach; followed by flaps locking out at 20 degrees. Procedures were run for both anomalies; an emergency was declared; and a normal landing ensued.
Date: 201701
Local time of day: 1201-1800
Location: SLC.Airport, UT
Flight conditions: IMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: TRACON S56
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Training / Qualification
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was pilot flying. During ILS Runway 17 approach at SLC using LNAV to finish SKEES4 arrival we were cleared direct to BOOOT; and then IVOCY; PRYES and TIFUL (FAF). The crew discussed letting the system auto change to green needles to complete the approach. Shortly after that SLC Approach Control gave us a vector of 120 degrees to intercept the final approach and maintain 7;500 feet until established. Heading was selected. I should have selected green needles at that time. But I did not and was waiting for the system to intercept the inbound course forgetting heading mode was selected.When we went through the approach course; I was trying to figure out why instead of making an immediate correction. I started to make a correction at about the same time SLC Approach gave us an immediate heading change to the southwest and a climb; due to high terrain to the east of our position. On our new heading we were cleared to intercept the final approach course followed by an uneventful approach and landing.I should make sure trying to use automation does not interfere with proper control of the aircraft. Need to confirm we are using the correct navigation mode for what we are trying to do.


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


Synopsis: CE-680 flight crew reported loss of situational awareness and over-reliance on automation resulted in a track deviation leading to a terrain alert from ATC during the approach to SLC.
Date: 201605
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; 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 Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: We were in cruise at FL360 when the aircraft entered the wake of another 737; later reported as 8 miles ahead. The aircraft initially rolled strongly to the left at a rate the autopilot could not counter. I disconnected the autopilot; and rolled back to the right to level flight. There was a large amount of buffeting; and then we had lost 200 to 300 ft in the initial roll. I began to pitch up to return to FL360; as we entered an equally strong roll to the right. I abandoned the effort to climb back to altitude; and tried to get us back to level flight. We lost an additional 200 to 300 ft of altitude in the second roll. Center called us to verify our assigned altitude; and the FO reported the wake turbulence encounter; requesting a lower altitude to escape it. Center immediately gave us clearance to FL350; and a vector off course to escape the wake. This was one of the strongest wakes I have ever encountered. We were perfectly aligned behind the preceding 737; with the wind also perfectly aligned with our flight path. Once we entered the wake; we were going to stay in it until we changed course. In the future I will pay more attention to the direction of the winds aloft when considering the effect of wake turbulence.


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


Synopsis: B737 flight crew reported a wake turbulence encounter at FL360 in 8-mile trail of another B737 that resulted in loss of 500-600 feet of altitude.