elihoole/asrs-aviation-reports huggingface dataset:
Date: 201710
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; 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: On our descent on the CHOPI arrival into Atlanta; we were 10 miles in trail of a Boeing 777. We were advised by ATC 'caution wake turbulence.' Both the Captain and I were in visual contact with the B777 and both agreed that we were above its glide path on the arrival. We were directed to slow from 210 knots to 180 knots; and flaps were either set to 8 or 20 degrees; I cannot remember. This was likely to prevent us from getting too close to the B777. As we were slowing; our aircraft entered the B777's wake turbulence; causing a stick shaker and autopilot disconnect.I am writing this report primarily to describe the events that surrounded a stick shaker occurrence. The aircraft was never in an undesired aircraft state; and we were configured properly (as far as flap settings are concerned) for our airspeed. We were not anywhere close to entering an aerodynamic stall; but the severity of the turbulence induced a stick shaker activation.




Synopsis: CRJ-200 First Officer reported the stick shaker activated while encountering wake turbulence on approach to ATL in trail of a B777.
Date: 201511
Local time of day: 1801-2400
Location: DEN.Airport, CO
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Fatigue; Workload; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Arriving into DEN we initially planned on the BOSSS2 Arrival; landing 35R; due to weather; the arrival was changed to the QUAIL7 Arrival. The approach was being briefed and the arrival was changed back to the BOSSS2. ATC was very busy and there were many airspeed changes as well as off route vectors. I enlarged the approach chart in order to read it and that moved the approach transition portion of the approach out of view. Coupled with the fact that it was late and I was tired (but fit for duty); I simply did not program or brief the approach transition which included BOSSS; EPICC; CPPER; CHAPP; and CRUPP. Instead I shortcut those and flew from BOSSS direct CRUPP. Shortly after; Approach asked where we were going and issued a 330 heading to intercept the 35L Localizer. The remaining portion of the flight was without incident. This was 100 percent my fault. I do believe that the distractions with the changes in the arrival; runway change; speed changes; and off route vectors played a significant role in my failed programming and briefing. Having said that; I assume full responsibility and will be aware of these gotchas in the future. It would be nice if Denver could stick to one arrival; or at the very least one runway. But as pilots; we must constantly be ready for the unexpected; this is our job.




Synopsis: Air carrier Captain reported Denver Approach issued two changes to their cleared arrival procedure and expected landing runway. Initial clearance was for the BOSSS TWO RNAV Arrival; landing 35R. That was changed to the QUAIL SEVEN Arrival; and then changed back to the BOSSS TWO RNAV Arrival; landing runway 35L. While reprogramming their navigation computer for that latest clearance; the crew did not program the entire approach transition and as a result failed to fly the arrival/approach transition as cleared. ATC noticed the aircraft track error and issued a vector to intercept the final approach course.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Preflight planning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other after landing
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Flight operated normally.  After landing in ZZZZ and beginning flight planning for next leg I realized I had not signed the release prior to departure for the previous flight. I had just returned to the line after not flying for almost 7 months due to the pandemic. We were on a delay due to flight attendant staffing.  I reviewed the release; saved it to my iPad; briefed my crew and even spoke with the Dispatcher prior to departure about the Flight Attendant issue and our timeline for departure. However I missed signing the release. Contributing factors include; lack of recent experience due to the pandemic; inability to print the dispatch release displayed on the ACARS.




Synopsis: Air carrier Captain reported not signing the flight release prior to departure.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing; Thunderstorm
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: We were on a heading diverting north of ZZZ at FL340 when the First Officer side pitot froze up. Right at this time we both saw lightning flashes and smelled something burning (may have been ozone). EICAS showed an SPS [Stall Protection System] Advanced and MFD had a CAS message. Airspeed on First Officer side started dropping and eventually went to zero and displayed no data (X's). Autopilot failed and we requested a descent to get down to an altitude where the temperatures would be above freezing. Our alternate was ZZZ1 and we declared an emergency and told Center that we wanted to divert there. In the descent the pressurization failed.  We notified Dispatch and Maintenance that we were diverting. We told the Flight Attendant that we were diverting and made an  announcement to the passengers.  Once we got around 10;000 the pitot unfroze and the aircraft was back in a desirable aircraft state. We continued with the diversion to ZZZ1 and landed uneventfully. Taxi to gate and called Maintenance Control to have Contract Maintenance sent to the aircraft. Pitot system frozen (ADC Failure) with convective weather nearby. Other than exiting freezing conditions I don't think there was much more we could do. Our destination airport had gone into holding for the same line of weather we were trying to avoid and we were not going to head into holding with an ADC failure & possible lightning strike.




Synopsis: EMB-145 Captain as flying pilot reports loss of the First Officer's airspeed indication at FL340 along with lightening and a burning smell. Captain elects to divert to an alternate and an emergency is declared. During descent the pressurization system failed and the First Officer's airspeed indicator begin working.
Date: 201911
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
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 Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Conflict Ground Conflict; Critical; 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: Procedure
Primary problem: Procedure

Narrative: Ground cleared us taxi to Gate XX at SFO. Approaching Spot XY from Taxiway A; vehicle to right saw us approaching; hesitated then abruptly stopped. Vehicle on left was further away and I began turn into line on XY when vehicle sped up to 'race' us and passed in front cutting me off.  Luckily this time I did not have to slam on brakes; only slow down as I flashed lights at him. Once at gate I called [Operations Control] to confirm they have video and voiced my displeasure with once again vehicles in SFO being a danger. I'm getting real tired of this willful violations.




Synopsis: B737 Captain reported taking evasive action to avoid a collision with a vehicle.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Distraction; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Observer; Person Other Person
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying along the river looking at a tract of land we own and some recent cut timber near by our land. Was flying approximately 500 ft. agl down the river away from all structures and crowded places. I crossed the threshold for Runway X at ZZZ and there was a single engine plane on about a 2 to 3 mile approach. I was flying about 160 kts. over the ground and the approaching plane was probably doing about 80 kts. on approach.I did not think I did anything wrong but I received a report from the FAA citing reckless flying.I was clear of obstacles and planes by VFR rules in Class G airspace.




Synopsis: BE-58 Single Pilot reported receiving an FAA report for reckless operations of aircraft (FAR 91.13) after completion of low altitude flight.
Date: 201205
Local time of day: 0001-0600
Location: ZNY.ARTCC, NY
Aircraft: Gulfstream IV / G350 / G450
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors
Primary problem: Procedure

Narrative: A G4 was handed off to ZDC ORF Sector. Several calls were made and unanswered to ZDC ORF Sector and adjacent ZDC Sectors all unanswered. Aircraft was given left turn to 240 heading to stay clear of ZDC airspace. Aircraft was within 2 miles of boundary prior to hand off accepted. Area Supervisor had to call on telephone to ZDC to get land line answered. This is a recurring problem and a list of over two hundred instances of this occurrence has been previously delivered to the ZNY safety office. I recommend a change in ZDC airspace design so the sector can set the scope in such a manner they can see aircraft being flashed at them. I recommend that ZDC land lines speakers be looked at to explain why it takes multiple calls to contact them and frequently the operations supervisor need to call via telephone to get a landline response.




Synopsis: ZNY Controller described a near airspace boundary event when ZDC would not respond via land line as the subject neared the boundary; the reporter noting multiple similar events and suggesting airspace changes to expand ZDC's hand off viewing area.
Date: 201407
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: After I arrived at the plane on time [on the hour]; the Captain briefed us on the weather and the flight time. I started my security check three minutes later; when I heard the C Flight Attendant announce we were boarding (flight was scheduled to push at [30 past the hour]). I responded on the PA that I would be ready in 5 minutes as I hadn't even stowed my luggage. I usually do my security check before anything else because that is most important. I was delayed by 3 minutes because the Captain wanted to brief us. I had checked about 4 compartments when passengers came aboard. I did not complete my security check until after pre boarding was over. During boarding; I continued with my new equipment checks before attending to galley duties like opening kits and cleaning coffee pots and stowing my luggage. After boarding; I walked to the front of the plane to sign the RON security sheet. I asked the A where it was; and the A replied that it was already done. I never checked off on the RON security sheet as it was already filled out and turned in by the A Flight Attendant without my knowledge. We need more time to complete security checks and before boarding on originating flights especially when the captain wishes to do a crew briefing. Ops agents need to check with flight attendants before boarding and notify the crew when boarding starts to make sure security checks are done and we are in our boarding positions ready for boarding.




Synopsis: B737 Flight Attendant believes that 30 minutes is not an adequate amount of time to do an originating preflight and security checks then board and depart.
Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Navigation Light
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Other During Tow Operations
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Regional Air Carrier CRJ-200 aircraft was under towbarless tow by Supertug; southbound on taxiway Tango at XA:30pm January 2015 between G and H taxiways. Aircraft was unpowered; no beacon or navigation lights were lit; no one was in cockpit; and it's unlikely any transponder was in use. Field conditions were IMC; snow; ceilings broken 009; OVC 015. Violation of requirements for visibility of aircraft while on controlled areas in inclement conditions. This has been an ongoing situation for over a month with these tow movement. Weather IFR. Safety Concern. Operation in Noncompliance of FARs; Policy; Procedures. Require company to use trained Airframe and Powerplant (A/P) mechanics to move aircraft as specified in FAA and ZZZ Airport Operations regulations.


Second narrative: A CRJ-700 Aircraft was being towed by Supertug Southeast (SE) bound on taxiway YY. Aircraft had no navigation or beacon lights operating. ZZZ field conditions were IMC with snow; limited visibility and low ceilings and twilight commencing. This is in violation of FAA and ZZZ Airport Operations requirements which call for illumination of said lighting while on controlled movement areas in such weather conditions. Operation in Noncompliance of FARs; Policy; Procedures. Require aircraft movement be accomplished by trained Aiframe/Powerplant mechanics as stated in FAA and ZZZ Airport regulations.


Synopsis: A Line Aircraft Maintenance Technician (AMT) reports about supertugs towing two CRJ Regional Aircraft that were unpowered; no beacon or navigation lights on; no one in the cockpit; in IMC field conditions with snow; limited visibility and low ceilings with twilight commencing. Technician noted that both aircraft tows were in violation of FAA and their Airport Operations regulations.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Fuel gauges read nearly empty; but were unreliable due to aircraft age. Time indicated that I should have had one more hour of fuel. Aircraft experienced fuel exhaustion and I had to make an engine out emergency landing to a farmer's field. After first field was identified; engine received a burst of fuel and I proceeded to the closest airport; ZZZ1; 10 miles away; but couldn't make it. Engine quit again and a better field was identified. I made a safe tailwheel landing to a plowed field and the aircraft suffered no damage and there were no injuries. Aircraft had to be towed out of the field; inspected; and refueled. I flew the aircraft from a county road to ZZZ the next morning. An aircraft maintenance inspection is in progress. Fuel bladder; feed; or carburetor issues are suspected.




Synopsis: C180 Pilot reported fuel exhaustion led to having to land on a field.
Date: 201402
Local time of day: 1801-2400
Location: GRR.TRACON, MI
Flight conditions: VMC
Weather elements / visibility: Snow; 10
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C GRR; Class E GRR
ATC / advisory: TRACON GRR
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: Ambiguous

Narrative: This is a safety report to inform of erratic nav signals being received at GRR.  On approach into GRR 26L; from about 10 DME to 3 DME; we received an erratic localizer signal.   The CDI needle swung erratically from side to side; with the autopilot/flight director chasing the needle.  We were in  VMC conditions and disconnected the autopilot and hand flew the airplane to the airport.  From  3 NM in; the signal was strong and normal.  We reported the bad signal to GRR Tower.  The aircraft was not written up as we had flown 2 coupled ILS approaches earlier in the day with no problems.  From previous experience and [and many Runway 26L approaches]; the 26L Loc seems to give a signal that  does not agree with our avionics.  I have executed a missed approach before on this runway in the  past for the same reasons only to shoot an approach to Runway 35 with no problems.  Similar erratic LOC signals can be found at LEX 22; BUF 05 and LGA 04.

Callback: The reporter believes that the erratic localizer operation he experienced is the result of some incompatibility between the localizer transmitter and his aircraft's Honeywell avionics. It occurs on a regular basis on the ILS 26L at GRR and the three other approaches reported.



Synopsis: Air Carrier Captain experiences an erratic localizer signal during the ILS 26L approach to GRR in VMC. The signal becomes stable inside three DME. The instability is a common occurrence on this approach and three others mentioned.