elihoole/asrs-aviation-reports huggingface dataset:
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Nosewheel Steering
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During pushback; heard a loud noise sounding of metal banging/distressing. The pushback crew informed us the tow bar had not been disconnected and that they would disconnect and direct us to a turnout from that point. The captain informed me he had forgot to turn off the nose wheel steering. He then switched it off. We noticed the aircraft had a left turn tendency and needed constant right turn input corrections to maintain a straight taxi and thought something may have been damaged during the pushback. Contacted the company; Maintenance (Mx); Dispatch (Dx) and Operations (Ops) to coordinate a gate return. After the fact; Mx said they found damage; but what they described and showed us is something that is normal on all of our CRJ200s. Nothing appeared damaged to me although the torque links did seem somewhat loose.Comply with the standard company procedure flows and checklists.




Synopsis: CRJ-200 Captain forgot to turn off the Nose Gear Steering when the ground crew connected the tow bar and attempted to push back the aircraft from the gate.
Date: 201908
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Planned flight inland for weather avoidance over gulf (exemption [X123] not applied due to filing inland rte). Once en-route ATC gave crew a shortcut around PNS that took them over water and offshore by more than 50nm. Crew did not notify or send me info before accepting and flying the route. Did not get chance to come to a mutual agreement about new route. It was brought to my attention that the exemption [X123] is unable to be added after airborne by computer.




Synopsis: Dispatcher reported aircraft deviating offshore; and not being advised.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot 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: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were 4.8 miles in trail of a B777 on the approach to Runway XXR. We encountered wake turbulence causing airplane to bank and stick shaker activation for about 1-2 seconds. We recovered with no incident.Wake turbulence from a B777.




Synopsis: B757 Captain reported encountering wake turbulence in trail of a B777 that resulted in a bank and stick shaker.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Super King Air 200
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A C750 was on a southeast vector to final for the airport at 040 MSL. A BE20 was northeast bound on an IFR en route flight plan via V363 at 050 MSL. I issued traffic for both aircraft; but when I went to descend the C750; I used the BE20's callsign. I noticed the BE20 descending out of 048 and I issued a climb back up to 050. However; the aircraft was in a descent; so he shows about 045 before his climb resumed. The C750 reported the BE20 in sight; but separation was already lost. Slow down my thought process and think of what I am saying before I say it. Listen to what I am saying and hear myself say it instead of being on phraseology auto pilot so to speak. If it sounds wrong it probably is.




Synopsis: TRACON Controller acknowledged a loss of separation event when 'thinking' one descent clearance but in fact 'issuing' another.
Date: 202108
Local time of day: 1801-2400
Location: TPA.Airport, FL
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B TPA
ATC / advisory: TRACON TPA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Took off from TPA from Runway 19R on the ENDED Nine DP. There was a small TS cell south of the field and the Tower was calling approximately 20 kts. loss of airspeed on the climb from Runway 19L. Runway 19R looked clear to us so we didn't [think] much of it. As we were cleared to takeoff from Runway 19R; we used reduced thrust and Flaps 1. On the climb; we entered IMC and turbulent conditions as we penetrated the cell. I suddenly noticed that the vls was starting to climb up and overtake my airspeed; the vsi had a downward trend and suddenly changed to amber and the 'DON'T SINK' aural warning was triggered. I immediately pushed the thrust levers to TOGA and said 'TOGA Thrust; stow speed brakes' and executed the Windshear (WS) escape maneuver. We continued the maneuver to approximately 5;000 ft. and the Captain reported to Departure that the ENDED Nine DP is not feasible due to the presence of that TS. After 5;000 ft. MSL; we turned on course to the north en route back to ZZZ.




Synopsis: A320 First Officer reported windshear during take off climb resulting in execution of windshear escape maneuver.
Date: 201502
Local time of day: 1201-1800
Location: M98.TRACON, MN
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MSP
Aircraft component: Ice/Rain Protection System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Being vectored to final approach in IMC with ice accumulating on aircraft.  Was only able to maintain ATC assigned airspeeds by configuring the aircraft with flaps 20 AND the use of flight spoilers (to keep N2 high enough to shed ice).  Approaching Final Approach Fix; aircraft was fully configured for a stabilized approach; but airspeed was still Vref + 30; so the flight spoilers were reintroduced.  The aircraft immediately pitched up 5-10 degrees; the stick shaker activated; and the autopilot disengaged.  Aircraft was manually pitched back into the flight director command bars.  Thrust levers were retarded to achieve target speed. Captain is currently finishing IOE and has limited experience in this position.  Flight crew did not realize the extent of ice accumulation.Pilot position inexperience; unreasonable speed requests by ATC; time in icing conditions; failure of flight crew to fully appreciate ice build up on airframe and resulting flight characteristics.  Flight crew should have declined ATC requests for slower and slower airspeeds; which necessitated thrust levers to idle and did not allow anti-ice equipment to function properly.  More attention from flight crew to notice buildup of ice.




Synopsis: CRJ-200 Captain under training reports being vectored in icing conditions; at low airspeeds and attempting to keep N2 high enough to shed ice and using flaps and spoilers to maintain requested airspeed. At the FAF spoilers are extended to kill excess airspeed without reducing thrust and the aircraft immediately pitched up 5-10 degrees; the stick shaker activated; and the autopilot disengaged. The approach continues manually.
Date: 201206
Local time of day: 1201-1800
Location: MAF.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E MAF
ATC / advisory: TRACON MAF
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Fatigue; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were descending on a visual approach for Runway 16R at MAF airport from the west in good VMC conditions. I had been into MAF before and knew how it was located between the two towns. Both Pilots had trouble seeing the airport at first (outside 20 miles). We were navigating direct to MAF VOR which is about five miles north of MAF and I soon spotted the airport by using the Map display and orientation of Midland and Odessa. I was trying to help the Captain to find the airport while the Tower Controller was asking if we had [the airport in sight]. We asked for a vector for a right base to 16R. When the Captain first saw the airport; we were about six miles and approaching final course; but we were still too high to make a stable approach. We then asked Tower for a left 270 degree turn back to final. While we were making the turn and configuring flaps; the Captain had about 200-300 FPM descent with the autopilot on. Tower called some traffic near the airport and the Captain asked me what would be a good altitude to put in the window and I misjudged the pattern altitude at 4;000 FT MSL. As we were turning in the maneuver; we noticed some radio towers; one to my right and another to the Captain's left; so he leveled off the descent. At that same moment; the Tower gave us an altitude alert and to check our altitude. We were about 4;000 FT MSL and the Captain started to climb back up to 4;500 FT. We rolled out on final for 16R and continued to configure for landing; corrected our glidepath and made a normal landing to 16R. We did not receive any Ground Proximity Warnings or Alerts. I did have my terrain selected on my PFD and noticed many green square obstacles around the vicinity; but we were not too close or over any of them.


Second narrative: We were on a right base for the visual approach. When I finally acquired the runway; we were too high to turn onto final and we requested a left 270 degree turn back to final to lose the required altitude.


Synopsis: A B737-700 flight crew; cleared for a visual approach from a long left base to MAF Runway 16R; determined they were too high and requested a 270 degree turn to lose altitude and establish a stabilized approach. While doing so they allowed their altitude to get too low and the Tower advised of a low altitude alert. They corrected their rate of descent and contintued to an uneventful landing.
Date: 201302
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Light: Night
Aircraft: Learjet 45
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: FMS/FMC
Component problem: Design; Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Chart Or Publication; Aircraft; Procedure
Primary problem: Aircraft

Narrative: We loaded the GEELA 6 RNAV arrival into PHX and checked all of the fixes and crossings on the flight plan page. Everything looked good. ATC cleared us to cross SCOLE at FL250; so I just let the airplane intercept the usual 2;500 FPM v-path to SCOLE. ATC then cleared us to descend via the GEELA 6. I asked the Captain to set 7;000 FT [the crossing at NIMBY] in the preselect and we monitored the VNAV. However; when we looked at the FMS VNAV page on the FMS the next fix after SCOLE was HYDRR! It had 'skipped' SPINK and SNRRA. You could select the 'FLTPLAN' page and see the altitudes that go with those fixes on the right side of the screen... but if you pushed VNAV they'd disappear. OK; so that was strange; so I programmed a VNAV fix at SNRRA at FL220. When I did that; it kicked out HYDRR and GEELA. The next fix it showed on the VNAV page was MNSTR. Again; all of the appropriate altitudes were displayed on the flight plan page; but the VNAV page was skipping two crossings at a time! After HYDRR; VNAV skipped GEELA and MNSTR and tried to execute a VNAV descent to HENSN. We crossed MNSTR below 15;000 FT contrary to the arrival procedure. ATC queried us. I have notified our flight standards and safety teams and we will check the FMS to determine if there is a discrepancy.




Synopsis: A Lear 45 flight crew descending via the GEELA RNAV STAR to PHX reported their FMC would drop out two subsequent fixes (and their crossing restrictions) each time they attempted to 'repair' a previously lost waypoint. When distracted by doing so they failed to cross MNSTR at or above 15;000 FT as published.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I was doing pattern work and on my fifth landing; which was a full stop and go. I set up the aircraft for a soft field take off. I set up 10 of flaps; trim take off; over all instruments in good standards; then I applied full power. As soon as I did that; the aircraft start drifting a little bit to the left which I corrected with right rudder as usual; but the drift to the left got intensified. What I did next was to abort the take off by pulling the power to idle; but the aircraft continued out of control to the left. I applied the brakes; opposite rudder but the aircraft went off the runway. Right off the runway; it hit a runway sign with the left strut and made full stop about 200 feet after the strut hit the sign.When the aircraft made full stop immediately; I shut off the fuel and pulled the mixture out; turned the master off. Before that; I made a quick call to Tower to let them know I was uninjured. I exited the aircraft and waited for the authorities to come to the site. Weather condition was not a factor; winds were calm.




Synopsis: C172 student pilot reported a loss of control during takeoff that resulted in a runway excursion and contact with a runway sign.
Date: 201308
Local time of day: 1201-1800
Location: ACY.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class C ACY
ATC / advisory: Tower ACY
Second aircraft: Piper Single Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I was handed off from McGuire Air Force Base when using flight following on a routine flight to 26N. ACY Approach acknowledged the handoff and stated the barometric setting. I received no other communication from Approach during my transition through the airspace to the west of ACY. Another aircraft was communicating on the same frequency and also expressing an intention to land at 26N - Ocean City NJ. ACY Approach issued a number of instructions to the other aircraft - 'turn to 130 degrees.' Twenty seconds after that ATC issued an instruction to 'turn right 270 degrees.' I heard two voices communicating in the second aircraft and there was apparent confusion about what they were doing. My heading was south at 2;200 FT clear of clouds and in sight of ACY; one mile to my east. A movement caught my eye to the west coming out of the sunlit clouds. A low wing aircraft - probably a Piper - was observed heading toward me about 50 yards to my right in a hard bank to the left. The aircraft passed close behind me at about the same altitude. Upon my expletive to ATC the other aircraft responded 'We saw him.' ATC offered no commentary other than that I was clear to descend to 26N. I heard no other discussion with the other aircraft; monitoring the frequency for another minute before changing to the local CTAF. I have no idea what I could have done as there was virtually no time to react to an aircraft in such close proximity banking toward me. The pilot of the other aircraft appeared to have completely disregarded ATC instructions.




Synopsis: RV6 pilot reports an NMAC approaching Ocean City at 2;200 FT with a low wing aircraft. The other aircraft took evasive action and both aircraft were on ACY Approach.
Date: 202012
Local time of day: 1201-1800
Location: TS36.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZHU
Aircraft component: Oil Filter
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise; observed oil entering cockpit through the firewall. Decided to make a precautionary landing. Uneventful approach and landing.Post flight inspection revealed a catastrophic failure of the fiber gasket in the Stratus Tools (Tempest) Model CO-300 spin off oil filter adapter. This is a known issue which has led to 3 fatalities and has recently been identified by the NTSB in a report 'Stratus Oil Filter Adapter Assembly Leaks' dated 30 NOV 2020. Note this was released just 17 days before my event. Please be advised. The NTSB refers to the manufacturer of the part by the parent company; Stratus; not the Tempest branded part most commonly known to pilots and mechanics. Previously this same part was manufactured by F&M.Key Takeaway- The NTSB needs to advise operators by using the Tempest brand to create maximum awareness. Better; the FAA needs to make this an Airworthiness Directive (AD) per the NTSB recommendation.Aircraft Owners and Pilots Association (AOPA) ran a story- 'NTSB Flags Oil Filter Adapter In Continental Engine Failures' (8 DEC 2020) and brought this to the attention of many pilots; myself included. Unfortunately; I did not know that Stratus (also F&M) is Tempest. Had that distinction been made clear; I never would have flown without checking the part as per the NTSB recommendation. I have since reached out to AOPA and asked them to re-run the story. Thus far they have only made the correction.I could never be so lucky again. I caught this failure in flight just in time in order to make a precautionary landing instead of a forced landing. Perhaps your good office could get this word out. If it can happen to me it can happen to anyone. Thanks for your efforts to be a PROACTIVE safety tool.




Synopsis: Pilot reported making a precautionary landing after oil was observed entering the cockpit through the firewall. Post flight inspection revealed that the gasket on the oil filter adapter had failed.