elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Local time of day: 1801-2400
Location: ORD.Airport, IL
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Distraction; Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant; Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: We departed from ORD; and skipped the Before Takeoff Checklist above the line. We taxied out behind a [heavy] B757 and realized that we would have to get normal takeoff performance. We sent for the numbers; but unfortunately we received an ACARS NOCOMM message instead. The FO used the release and the performance cards to reset the speeds and the flaps from 8 to 20 degrees. The tower then resequenced us behind an MD80; so we reset the speeds and the flaps back to the original numbers. When our turn came the tower instructed us to line up and wait and said that it would be 2 minutes for wake turbulence for a heavy landing on the crossing runway. As I started to move forward; the Tower then issued an immediate takeoff clearance with crossing traffic on a two mile final and I rushed.As has been said many times; don't let ATC rush you! I allowed external distractions to overwhelm me for a few minutes. I should have stuck with normal thrust and not tried to reset back to flex thrust. And I should not have accepted the immediate takeoff clearance.


Second narrative: On the after takeoff check I noticed that the auto cross-flow override was not illuminated. This cued me that we had not done a before takeoff check to the line. I had verified that we had our MINTO (Minimum Takeoff) fuel on the roll out to the runway as usual but failed to notice the missing items. This included getting a verbal conformation of 'cabin secure' from the flight attendants. We later found out that they were both in the galley as we rolled onto the runway and the aft FA was making her way to the back during the beginning of our takeoff roll.The largest factors leading to this event were resetting the takeoff numbers multiple times while being close to the departure runway; and being rushed out by ATC so they could get us out between arriving aircraft on the crossing runway. Personally I will be sure to look for the 'Man X-Flow' during the CAS (Crew Alert Signal) line on the before takeoff check below the line; and be more willing to not accept a rushed departure.


Synopsis: CRJ700 flight crew and Flight Attendant reported changes to their takeoff clearance distracted the flight crew and caused them to takeoff before completing checklists and alerting the Flight Attendants.
Date: 202106
Local time of day: 0601-1200
Location: SAN.Airport, CA
Weather elements / visibility: 10
Aircraft: Gulfstream IV / G350 / G450
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Other type rated in this a/c
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: 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
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Descend via STAR.  We didn't know we were in trail and aircraft must have been far enough ahead of us that we didn't see it on TCAS.  Encountered wake turbulence.  Approx 25 degrees of roll and a 5 degree pitch up.  We were at max landing weight; close to Vref speed.  I manually flew the aircraft; co-Captain increased power; as requested; and we recovered.  Returning to altitude we encountered it again; but not as bad; plus we were faster.  We told the controller we were taking a heading.  The controller initially balked; then canceled approach clearance and gave us a heading and then vectors to rejoin the approach.  The combination of events left us slightly high and slightly fast; but the airport was seen from about 10 miles out.  We stabilized and landed normally. After landing I asked the Ground Controller type of aircraft had caused our wake turbulence encounter.  '737'; without the variant number.  I believe it was a 737-700.  As big is my aircraft is I didn't think a 737 could cause as much roll and pitch as it did.

Callback: Reporter stated ATC felt they had sufficient spacing.



Synopsis: G-IV Captain reported encountering wake turbulence on arrival into SAN in trail of a B737.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Troubleshooting
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: As the flying pilot; on the ZZZZZ X RNAV departure out of ZZZ; I was hand flying in VMC conditions. We were given a speed restriction and I missed our level off of 10;000 feet at ZZZZZ1.I saw the command bars pitch down; but was preoccupied in my mind with the change in V speeds on our takeoff. They had a substantial increase between our planned V speeds and the actual ones; which increased our takeoff roll distance. The Captain commented on the increased takeoff distance. I was preoccupied in my mind trying to figure out if I had made a mistake in requesting the takeoff data. I leveled off about 4-500' feet high and immediately pitched down to hold 10;000 feet until crossing the fix. ATC did not comment; nor did the Captain call out anything.[Factors] Pandemic Distraction and Fatigue.




Synopsis: Air carrier First Officer reported overshooting the assigned altitude due to high speeds.
Date: 201911
Location: LLBG.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center LLLL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Departing TLV; starting at 5;000 feet; our GPS was jammed until well into the Nicosia FIR. We complied with all SOP.




Synopsis: B777 Captain reported GPS jamming during climbout from LLBG airport at 5;000 feet.
Date: 202011
Local time of day: 0601-1200
Location: CLT.Airport, NC
Aircraft: EMB ERJ 170/175 ER/LR
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B CLT
ATC / advisory: Tower CLT
Second aircraft: A321
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
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: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: CLT tower cleared us to take off close in trail of an Airbus 321 to allow an aircraft to have adequate spacing to land close in behind us. The current weather report at that time indicated winds 120@5. This is perfect light quartering tailwind to hold wingtip vortexes over the runway for longer than normal amounts of time. Upon liftoff we encountered the [A321's] wake and experienced a moderate buffet and slight roll action at roughly 100-200 feet above the field.While the Airbus 321 isn't considered a 'heavy' jet; given the weather conditions and the comparative weight between our two aircraft; it is still imperative that adequate spacing be given in the interest of safety.

Callback: Reporter stated action is needed to increase spacing in the interest of safety.



Synopsis: E175 Pilot reported encountering wake turbulence departing CLT in trail of an Airbus A321.
Date: 201602
Local time of day: 1201-1800
Location: SFO.Airport, CA
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 B SFO; Class E ZOA
ATC / advisory: TRACON NCT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Workload
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: During descent on the SEFER  2 RNAV Arrival between EPICK and EDDYY; NorCal Approach told us we were outside of Class B airspace and then a few seconds later notified us we were back in. It appeared that when the aircraft was fully coupled in LNAV and VNAV; the FMC continued the descent to 6;000 feet descending below 8;000 feet; 21 miles south of the SFO VOR; which placed us below the Class B for about a mile at 250 knots. The Arrival was fully briefed and loaded properly. This appears to be an anomaly in the arrival and FMC software limitations that allows the descent below Class B to happen.Reworking the FMC software or going out of VNAV until the Class B restriction is made or slowing on the arrival to 200KTS on the arrival prior to going out of class B.


Second narrative: There was no known violation or deviation just confusion. We were told to 'descend via the SERFR 2 Arrival expect the TIPP TOE visual.' If you descend via the SERFR you will exit the SFO Class B airspace. The TIPP TOE visual has a different altitude for MENLO versus the arrival. MENLO starts the TIPP TOE (5;000 feet for the Class B) and it is the last point on the SERFR (4;000 feet). The airspace versus altitude is confusing.


Synopsis: A B737NG crew reported descending below the SFO Class B floor flying the SERFR RNAV STAR. NORCAL alerted about the deviation but the crew had been unaware of the Class B boundary which was not depicted in either the FMS or on the SERFR chart.
Date: 202008
Local time of day: 1201-1800
Location: AVL.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground AVL
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: AVL has had a new runway construction for a few years now. The new runway is starting to get runway [markings] on the south end of the field. The new runway is east of the old runway and must be crossed to use the old active runway. On the south end of the field (Runway 35) the runway hold short line for the new runway is painted (Runway is not open yet). On the north end of the field (Runway 17) the old [markings] are still there.As we taxied to Runway 35 (old runway) we inadvertently crossed the new runway hold short line by a few feet for the new runway (remember the new Runway 35 is east of the active old Runway 35). The new hold short line is a long way from the old Runway 35 (which is the active runway) and there is an uphill incline from the new hold short line to the old runway which makes seeing the old runway impossible in a low wing single engine aircraft. Due to the distance from the new hold short line to the old Runway 35 a chance of this being a traffic conflict is very diminished.In addition to the NOTAM for the new hold short line I would recommend that the Ground Controller advise light aircraft who don't see the old Runway 35 that the new line is quite a distance from the active runway (old runway). For example 'be advised the new hold short line for the active Runway 35 is just after the A1 sign.'




Synopsis: Pilot reported a runway incursion at AVL airport and cited runway marking issues as a contributing factor.
Date: 201311
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Upon rotation [I] heard a thump; thump; thump noise. [I] aborted [the] takeoff. The plane touched back down on [the] runway; but due to speed and the right tire having blown; the aircraft was uncontrollable and made a right turn exiting the runway. The ground around the runway was very uneven due to recent construction caused by heavy truck tire divots. I brought the plane to a halt by pulling the fuel lever; stopping the engine; and braking action. The aircraft came to a rest about 300 feet from the runway. No injuries occurred and only damage to aircraft was minor to right main gear and right aileron. One of the three hinges broke and bent the aileron; cracking it. Pilot did not do a proper weight and balance prior to the flight and a post incident weight and balance showed the aircraft marginally overweight.




Synopsis: PA46 pilot experiences tire failure at rotation speed and elects to reject the takeoff after becoming airborne. Directional control is lost and the aircraft departs the runway causing some damage.
Date: 201909
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While I was taking drink orders the gentleman in 18A asked if he could retrieve his bag from the overhead bin. I told the passenger 'The fasten belt sign is on; I can't give you permission but I'm not going to tackle you.' When I approached row 23A to take drink orders the gentleman told me to tell that guy to sit down. I explained to him that I told him the fasten seat belt sign was on. He said again; you need to tell him to sit down and that it was a safety issue. I again said; 'Sir; I advised him the fasten seat belt sign was on. I didn't give him permission but I can't stop him from getting up. Would you like anything to drink.' Approximately 15 minutes later I noticed the A FA (Flight Attendant) leaning over talking to the gentleman in 23A. The A comes to the back galley and told me the guy in 23A said he was FAA and I needed to make that guy sit down. I then went to 23A and asked the gentlemen if he was with FAA. He responded 'What does it matter.' I asked him to see his FAA credentials and he said 'NO' and he would show them to the proper authorities when asked but he doesn't need to show me and he would talk to the Captain after the flight.After the flight; he indeed stopped in the front galley and talked to the Captain. He did show his FAA badge and requested my name and employee number. If an FAA agent is on board and is going to interfere with a working crew member they need to either introduce themselves immediately and/or show ID when requested.




Synopsis: B737 Flight Attendant reported being hindered by FAA employee for not enforcing a passenger to adhere to seatbelt sign inflight.
Date: 201506
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Embraer Phenom 300
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Taxi
Aircraft component: Wheels/Tires/Brakes
Component problem: Design; Malfunctioning
Reporter organization: Other Unknown
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other During Landing Roll
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Manuals
Primary problem: Aircraft

Narrative: After a Phenom was grounded for maintenance in Airport ZZZ for a jerk to the left when stopping; the tires were changed and a brake assembly was repaired.  As soon as it flew to Airport ZZZ1; the right brake assembly caught fire.  I have no clue what type of maintenance is performed on airplanes that results in brakes catching fire!!! No words. Off Duty Pilot. Airline Transport Pilot.




Synopsis: An off duty pilot reports about an EMB-505 (Phenom 300) aircraft that was grounded for a jerk to the left when stopping. Tires were changed and a Brake Assembly was repaired. As soon as it landed at the next airport; the Right Brake Assembly caught fire.
Date: 201602
Local time of day: 1201-1800
Location: MIA.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B MIA
ATC / advisory: Tower MIA
Aircraft component: Nose Gear Tire
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight; Taxi
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Ambiguous

Narrative: After having performed a go-around from the RNAV9 approach due to the aircraft being in an unstable condition due to gusty conditions and Flight Director miscues; a normal landing was performed the second time on RWY9. Landing was performed well within the touchdown zone and a planned exit was expected at T5 taxiway. Due to other aircraft blocking that exit at T5 Miami tower advised us to continue to the end and to hurry up. The aircraft was then powered up in order to make it to the end of the runway and to try and help tower. Upon turning off the runway smoke was observed by the crew and by the tower at which point the fire equipment was rolled to the scene. The aircraft was observed by fire department on taxiway Q and no fire was noted. The aircraft was cleared to taxi up Q to Y. At Y taxiway to cross RWY 12 again the tower noticed smoke and indicated to the crew that the nose wheel was apparently not turning. The aircraft continued to the Western U and shutdown. In summary; two events occurred; a go-around for the first attempted landing and then a smoke issue while exiting the runway and then again while taxiing back to parking.




Synopsis: B747 First Officer reported a go-around during approach to Runway 9 at MIA due to the approach being unstabilized. The next approach is successful but during taxi smoke is reported by the Tower to be coming from the nose tires and the fire department is called to investigate. No anomaly is noted and the crew continues to parking with at least one nose tire not turning.