elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Airport
Primary problem: Company Policy

Narrative: Upon arrival at the gate in ZZZZ; we were not provided with a dedicated bus to take us to the aircraft. We were told to get on the bus with the passengers. Given the dangers of the coronavirus we should've been afforded a separate bus to take the crew to the aircraft. When parked at a remote hard stand; the crew should be transported in a separate bus for our safety.




Synopsis: Air carrier Captain reported that the crew was transported to the aircraft in the same bus as the passengers to a remote hard stand; and that a separate bus would lessen the risk of exposure to COVID-19.
Date: 202001
Local time of day: 0601-1200
Location: CLT.TRACON, NC
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B CLT
ATC / advisory: Tower CLT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Trying to think back to the flight is difficult because nothing stood out in particular about the flight. My best recollection is we were taking off from CLT about 1;000 ft. to 2;000 ft. and flew through another aircrafts wake. Which happens at least once a trip. Not a rare event. This event was no different; I think we encountered mild to moderate wake turbulence; but nothing that would cause a [report]. I'm not sure what degree of roll off of wings level we encountered but was not significant.




Synopsis: ERJ-145 Captain reported encountering light wake turbulence departing CLT.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Second aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Fuel Issue
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While practicing stop-and-go landings with my student; we were cleared stop-and-go on Runway 35L. A Cessna Centurion which was just entering the Class D was put onto an extended final behind us and told to follow us. We executed the approach and landing as normal; but as we landed; Tower told the Centurion to go around. However; the Centurion declared 'Bingo Fuel' and proceeded to land. Tower immediately began frantically telling us to start our roll. I took the controls from my student; and complied. We took off; and were switched from 35L to 35R for reasons detailed later in the report. We had an observer riding on board; and he later stated that the Centurion came as close as 'At least 100 feet.' As the Centurion completed its landing roll; its engine apparently failed; and the pilot tried to exit the runway but failed to do so; resulting in 35L being closed for several minutes. Clearly; the pilot was running low on fuel to the point where he may have been literally running on fumes. In addition; for him to catch up with our aircraft when approaching all the way from the edge of the Class D; means that he was probably flying extremely fast. I had been keeping track of all of the communication between the Centurion and Tower up to this incident; and heard no mention of a fuel emergency by either party. This whole incident could have been avoided if the pilot of the Centurion had declared a fuel emergency. Instead; the pilot took matters into his own hands; and jeopardized the safety of at least four people today.




Synopsis: A C172 instructor with student practicing stop and go landings is sequenced ahead of a C210; just entering the Class D airspace. After landing the instructor hears the Tower issue a go around to the C210 pilot who announces 'bingo fuel' and proceeds to land behind the C172. The C210 engine quits on the runway.
Date: 201303
Local time of day: 1801-2400
Location: CLT.Airport, NC
Aircraft: Gulfstream G100/G150 (IAI 1125 Astra)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B CLT
ATC / advisory: Tower CLT
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Gulfstream 150 was issued the normal departure procedure: 'RNAV to HISOR; Runway 18L cleared for takeoff.' Pilot flew towards HISOR; but then started a right turn towards the southwest just prior to HISOR instead of continuing on the RNAV Southbound. The G150 was issued RADAR vectors away from traffic that departed Runway 18C. Charlotte is forced to depart Southbound departures on parallel headings for 1.6 miles due to an outdated noise abatement procedure. The last noise abatement study was done over 40 years ago during a time with a completely different mix of aircraft and a drastically different volume of traffic. Traffic departing Runway 18L should either be turned to a 160 or 150 degree heading; and the RNAV should be modified to match this new heading to allow for instant divergence from traffic departing Runway 18C. This has been brought up on numerous occasions from different individuals; but no noise study has ever come about to correct this problem. Any such submission just gets referred to the last noise abatement study.


Second narrative: This was a training flight. I was in the right seat. I was the PIC. We were departing CLT Runway 18L conditions were VFR. Our clearance for takeoff included 'RNAV to HISOR.' We experienced a failure of the number 2 FMS. While correcting this problem we drifted right of a course that would have taken us to HISOR. I asked for a turn toward HISOR. I am not sure that the Controller got that request. He did however give us a left turn toward the fix. Which made a second request not necessary. In talking with ATC after the occurrence they advised there was 'no' conflict of traffic and no loss of separation between other aircraft. This was not an intentional deviation and a was a result of the failure of the number 2 FMS and the few seconds that it took to transfer systems.


Synopsis: CLT Controller expressed concern regarding the noise abatement procedures governing Runway 18L/R departures; noting these procedures need to be re-evaluated and updated.
Date: 202106
Local time of day: 0601-1200
Location: FWB.Airport, MO
Weather elements / visibility: VMC; 10
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZKC
ATC / advisory: TRACON SGF
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: We were cleared for visual approach Runway 21 at FWB.  Our FMS was programmed and engaged on the RNAV(GPS) RWY 21. On the LPV VNAV glide slope; at 2;000 feet MSL; our GPWS [alerted] 'too low terrain; pull up'. We were still VMC with no terrain concerns; and we continued for a normal landing.  I am concerned that the top of the trees may be interfering with the approach clearance area.  Also; taking off from Runway 21; resulted in a momentary GPWS warning when below 500 feet during climb.




Synopsis: Pilot expressed concern that the top of the trees may be interfering with the approach clearance area while flying a visual approach to Runway 21 into FWB; triggering a GPWS terrain warning.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Distraction; Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: ZZZ-ZZZ1 turn. I was already at the cockpit loading the box when the Captain arrived and the first introduction was an accusatory; 'So what's your story?' I was confused at first; but then realized Captain wanted to know how long I had been in the right seat. I explained I was a displaced Captain bumped to the right seat. [We discussed a recent change in company employment strategy.] Captain then told me [opinion of the change] and that for the remainder of the day I was only allowed to talk if it pertained to the current flight. Captain would fly both legs. I told Captain OK and did my best to be good PM on the first leg. Uneventful flight to ZZZ1. I hoped that the initial brief was an uncharacteristic frustration Captain didn't like and by the second leg we could return to a professional cockpit. Unfortunately; this was not the case. I tried again to be a good PM on the way back; but my frustration had grown to the point I was at best a First Officer trying to make sure we didn't violate any FARs. Fortunately it was a beautiful night and no issue came up. On the final post flight debrief Captain asked if I had any inputs. I told Captain [you have] a very toxic cockpit and as a professional I deserved the respect my experience brought to the flight. Captain told me that was my opinion and we parted ways.




Synopsis: Air carrier First Officer reported the Captain of the flight created a 'toxic' cockpit environment.
Date: 201406
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport
Primary problem: Airport

Narrative: Landed [Runway] 24R and taxied Bridge Route; assigned Taxiway B to hold short of [Taxiway] R. Rolled past [Taxiway] R and was told by ATC to now hold short of [Taxiway] T. We did not see a lighted R Taxiway sign facing us. Possible distractions were configuring for single engine taxi. Also ECAM Eng 2 EIU fault annunciated after Engine 2 shutdown. Found out later in talking to another flight crew in the crew bus who were taxing in behind us that they also did not see a lighted [Taxiway] R sign facing the eastbound direction of taxi. They said they saw an [Taxiway] R sign only visible from a northbound direction toward hangars. There may be a possible unlit or poorly placed taxiway sign.




Synopsis: An air carrier crew did not hold short of Taxiway R taxiing eastbound on Taxiway B at night because the Taxiway R signage is either poorly lit or poorly placed.
Date: 201807
Local time of day: 0601-1200
Location: P50.TRACON, AZ
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Second aircraft: Commercial Fixed Wing
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Over the North Test Track in the Southwest Practice Area; my student and I were flying eastbound and making the appropriate position reports to alert others in the area that we would be flying through. My student was flying under the hood and I was responsible for scanning for traffic. Shortly after my call I spotted an aircraft at our same altitude approaching head on and had not heard any position reports from them. I took controls and broke to the right and descended about 500 ft to avoid a collision. When I leveled the wings to get eyes on the aircraft again they were seemingly still flying at our altitude and in our direction but now from our left. I made another call on frequency for any traffic over the North Test Track to please advise and in return got two separate calls from aircraft that were below me; and not near me in the position I had eyes on. An aircraft was maneuvering at a lower altitude over the test track but not reporting until they saw me maneuver away from my head on traffic. The situation is not uncommon in our practice area; but usually everyone makes position reports and coordinates to remain well clear. Failure to report your position leads to these near miss encounters; which is why I tend to report often to remain as situationally aware as possible. A contributing factor may be that Right of Way Rules (14 CFR 91.113) are not properly interpreted or focused on as much as they should be; i.e. when two aircraft are approaching head on at the same altitude; each aircraft shall alter course to the right.




Synopsis: GA flight instructor reported a NMAC with another light aircraft in a practice area near TFD VOR.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after switching to ZZZ Approach while in cruise at 4;500 feet; smoke began to spill out into the cockpit from behind the panel in the region of the fuel tank level indicators and the fuel pressure gauge.  I immediately began to assess the situation and had not just done anything that may have triggered this event to start.  I started flipping the light circuits off in the plane but the smoke continued.  I keyed the mike with ZZZ Approach and stated there was smoke in the cockpit; and requested nearest airport for [expedited] landing.  ATC notified me that nearest airport was approximately 10 miles at roughly 10 o'clock.  I made the turn in that general direction; requested a vector and was given the vector immediately.  I told them it appeared to be electrical.  The smoke was still coming out from behind the panel and I had run out of switches to de-energize with the exception of the avionics master and the master switch.  I told ATC that I was going to turn off the master to let them know my transponder and radios were going dark; they gave me a final vector and distance to ZZZ and I de-energized the master switch.  Upon turning off the master; the smoke stopped and there was no further smoke or fire indication in the cockpit.  I had a handheld radio with me and was able to use the hand-held to communicate on the CTAF frequency where the FBO attendant was able to communicate that the field was currently devoid of traffic and he also volunteered to call services if we needed them.  We let the attendant know that we currently had the situation under control; but were going to be coming in for the landing.  Upon landing; we disembarked the aircraft and called [ATC] and informed them of my name; tail number; phone number; and that we were on the ground safely.  The aircraft is still currently waiting the maintenance shop on the field to reopen on Date to examine the plane and hopefully resolve the issue.




Synopsis: PA-28 pilot reported safely diverting to an alternate airport after experiencing smoke in the cockpit related to an electrical system issue.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Evacuated; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were parked at gate. We had the doors closed ready for pushback.Ramp personnel contacted me in the flight deck. He said there was a fuel leak on the left wing. Fuel was running out from the left wing tip onto the ramp. It was visible to me from the flight deck window. Maintenance was already at the gate attending to the situation. MX and I spoke and concurred that I was going to deplane the aircraft. We called ops several times stressing the fact that we have a fuel leak and I wanted to deplane. I don't know how long it took to get a jet bridge driver; but it seemed to take at least 15 min. I also called ops directly on the phone. When ops got to the airplane; they told the flight attendant not to deplane. The Flight Attendant told me and I told her to deplane. All passengers deplaned without incident. I walked in the back of the aircraft and verified everybody was out.In the future I will call for firefighting equipment to stand by.




Synopsis: B737 Captain reported being notified of a fuel leak prior to pushback.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: ACARS Printer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after gear up; I smelled something that wasn't normal; verbalized it with Captain; he confirmed that he smelled it too. We agreed it smelled like burning rubber or electrical and decided to monitor it to see if it got worse or went away. Roughly 1500-2000 AGL; I saw smoke coming from the printer. I alerted the Captain that I have smoke coming from the printer. He saw it and asked me to [advise ATC]. After [advising ATC]; ATC started vectoring us back to the airport; and due to smoke continuing to come out of the printer; the Captain advised to put on the O2 mask on if I needed it. I put on the mask due to the fumes and the Captain put on his at the same time. The Captain then asked me to communicate with the flight attendants the situation; that we were returning to ZZZ and to ensure everyone remained seated. We coordinated with Dispatch/Maintenance/Ops for our arrival. After coordination; the smoke had disappeared and we removed our masks. We discussed using the speed cards for V speeds; were vectored onto [Runway] XXL and were met by ARFF upon exiting the runway where we advised ATC that we can cancelled to [situation]. Due to our familiarization of the smoke/fire/fumes emergency procedure; we knew it wasn't going to lead us to a point of pinpointing the printer. As we were close to landing; we realized we would have needed extra time to run through all the checklists; and since the smoke had stopped; we decided it would be best to get on the ground. QRH leads to disconnecting different buses if you can identify where the smoke is coming from. Suggest adding the printer to that location list. It's a very specific location that can be pinpointed very quickly. If the QRH leads to pulling the circuit breaker then the smoke will stop. Luckily; the breaker popped automatically for us.




Synopsis: CRJ-900 First Officer reported returning to departure airport after experiencing smoke and fumes from the cockpit printer.