elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1801-2400
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were being vectored for a visual approach to runway 25L off of the arrival. The controller had us maintaining visual separation but we were under an assigned speed. This speed caused us to get too close to the aircraft ahead (737) and we encountered their wake turbulence. In flying the approach we allowed the aircraft to get below the preceding aircraft. With the reduced separation we should have maintained our position slightly above their glide to avoid the wake. In the future I will be more diligent in assisting the pilot flying to be aware of the wake turbulence ahead. Even the best pilots may become task saturated at times and miss an important detail.




Synopsis: CRJ-700 Captain reported encountering wake turbulence in trail of a B737 on approach to LAS.
Date: 201902
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: [Company] has reduced our staffing on the B787 to the point we are compromising safety. Carts are left unattended. Galleys are not being thoroughly checked. Passengers are left alone for too long with no one in attendance. When accessing the cockpit during break times there are not enough FA's on duty to serve; protect the cockpit and monitor the passenger cabins.




Synopsis: B787 flight attendant reported reduced staffing in the cabin creating an unsafe situation.
Date: 201212
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Aircraft: Challenger CL600
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Second aircraft: Citation V/Ultra/Encore (C560)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Procedure

Narrative: While working heavy traffic; with weather front passing through; sector became unworkable. After aircraft pass extreme weather I would have to turn and descend for arrival restrictions. Since I was not able to start aircraft down early as I normally would; departing traffic became a factor. I turned both aircraft southwest to get some room; but the faster Cl60 closed in on the C560. I told the FLM's; not to let departing aircraft go west of the weather because this would cause a problem for my arrivals. I was told there was in trail spacing being provided; but with the weather it wasn't enough. The main thing is FLM's need to act on what the controllers needs are during heavy traffic times; not what TMU thinks is best. TMU controllers don't work traffic; so they don't know the impact on the sector; trying to get planes to turn in weather; frequency congestion; fixing and rerouting planes in the air because TMU doesn't have time to do it on the ground.




Synopsis: ZMA Controller voiced concern regarding the actions taken by the TMU during very busy and complex traffic periods; noting FLM's should counterman TMU decisions when warranted.
Date: 201205
Local time of day: 1201-1800
Location: MTN.Airport, MD
Weather elements / visibility: 7
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was en route to MTN and was cleared to descend from 3;000 to 2;500 FT MSL. I set the autopilot to descend at 500 FPM and checked the GPS to get the distance to the airport. I then realized I was only 6.7 miles away and started searching for the field through the mist at my altitude; forgetting entirely about the level-off at 2;500 MSL. The aircraft continued descending. I was then called and told by Potomac Approach that I was only cleared to 2;500 MSL. I suddenly realized I was at 2;200 MSL. Naturally; I was embarrassed and frightened by the possible consequences my error. Fortunately; the visibility at the time allowed me to see the ground and spot the field. Had it happened in hard IMC; I could have been killed and possibly hurt or killed others in the process. In the future I will be more alert during this phase of flight and of descents in general.




Synopsis: BE36 pilot reported descending below clearance limit toward terrain on approach to MTN.
Date: 201505
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: We requested takeoff data for and departed runway 21; but did not note the displaced threshold for runway 21. Our takeoff data was based upon using that area. We departed where the taxiway meets the runway departure threshold; resulting in approximately 1;300 less runway than planned. Contributing to the situation was a lack of runway edge lighting in the threshold area giving an impression that there was nothing there to be used.


Second narrative: Dispatch planned fuel stop in ZZZZ; prior to departure studied as much as possible regarding operations there; there are no 10-1 or 10-7 pages for ZZZZ; checked the Operating Manual to no avail as well. There are no taxiway designations on either the 10-9 page or the airport itself; the parallel taxiway ends approximately 1;300 feet from the end of the runway; however; on the 10-9 page this not apparent; as it is covered by the depiction of the approach lights; additionally; this portion of the runway has absolutely no lighting; as we got to the end of the taxiway; it appeared that we were in fact at the end of the runway.


Synopsis: A B787 crew made an intersection takeoff after weight & balance calculations had been based on a full-length takeoff.
Date: 201904
Local time of day: 1201-1800
Location: VNY.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class D VNY
ATC / advisory: Tower VNY
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I had been practicing IFR approaches into OXR and were vectored home through Van Nuys airspace on the north side; approximately 5 miles off VNY. I was descending down to 3000 ft prior to entering Class D for WHP with 2000 ft altitude pattern.I was skirting the mountains fairly close; and fairly low to the ground; at about 120 knots.I was vectored to a left 135 heading. I stated to the controller from VNY 'That is into the mountain!'He retorted back; 'I suggest you climb.' My CFI took over from that point. It is her aircraft and she flies it easier than she walks. She went full power; and found a sliver into the mountain range; which allowed for a steep ascent. Because flying in VFR conditions with full afternoon light I could easily see the mountains that are over 4000 ft tall; and jagged.Had it been night time; had I been disoriented and didn't know what I was... I would have taken those vectors into the mountain.




Synopsis: Piper Cherokee pilot reported ATC vectored the aircraft toward high terrain in the vicinity of VNY.
Date: 201605
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While performing the preflight walkaround; I noticed [a contract ramp person] left paperwork and a pen in the intake of the left engine. This shortcut is completely unacceptable. I waited for him to return and said 'You can't be doing that.'; and he removed the paperwork.The next time I see this I'm disposing of all paperwork and material in the FOD bin. I'm tired of seeing this happen repeatedly.




Synopsis: A320 pilot reported finding paperwork and a pen in the engine cowling during preflight walk around inspection.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a student training mission from ZZZ1 to ZZZ to complete pattern work. Aircraft X [is] equipped with G500. Our traffic screen was displayed on the MFD (Multi-function Flight Display) with 2 and 6nm rings. The student had been making all appropriate radio calls.On final; without warning Aircraft Y overflew us at less than 100 ft. No radio calls were heard and Aircraft Y did not appear on our ADS-B display; nor did the pilot respond to any radio calls.




Synopsis: Flight Instructor reported a NMAC with another aircraft on final.
Date: 201408
Local time of day: 1801-2400
Location: BOS.Airport, MA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class B BOS
ATC / advisory: Tower BOS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Loss Of Aircraft Control
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: At 50 FT [AGL] on landing at BOS on a visual approach Runway 04L; encountered a significant rolling motion caused by jet blast from a heavy aircraft that just departed from Runway 09. By the time I was able to correct the rolling motion we were through it and still on a visual glidepath for our landing runway. I continued for an uneventful landing and rollout. Tower was notified after we landed.Suggestions: Tower can not depart aircraft on Runway 9 with an aircraft on very short final for Runway 04L.


Second narrative: Captain was flying on visual approach to [Runway] 4L at BOS. At approximately 50-100 FT we experienced a significant rolling motion. Large Airbus was on the departure roll Runway 9. Captain regained control of the aircraft and we made a landing within the first 1/3rd of runway. Roll was very significant and we were very close to the ground.I was under the impression that aircraft are not departed on perpendicular runway when aircraft are landing such as in this situation. If this is not the case then it should be.


Synopsis: B737-800 flight crew reported encountering a rolling motion at 50 FT AGL on approach to BOS Runway 4L they felt was caused by jet blast from a heavy Airbus departing on Runway 9.
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: 7
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ1
Reporter organization: Contracted Service
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Human-Machine Interface; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Following a day flight; while flying as an observer pilot in a multi-engine prop aircraft.  After dropping their passenger off at ZZZ1 on the return leg Captain and First Officer were forced to make a weather diversion to ZZZ2.  They filled the aircraft with fuel and following hours of waiting were cleared to fly at night back to ZZZ.  Shortly after takeoff; Captain was adjusting his GPS across the cockpit in front of First Officer; during this short period he became disoriented in the clouds at night.  When both pilots peered back over at the steam gauges they were all spiraling; indicating a major problem.  As they broke out of the clouds they saw multiple lights in a line; ZZZ2 Approach began yelling at the aircraft asking if everything was OK; and the steam gauges continued spiraling.  After multiple quick scans and remembering his training; First Officer determined the lights were on the ground and they were in an inverted spiral.  First Officer took control of the aircraft and communications; rolled the aircraft upright and executed a four G pull to prevent both pilots' demise only about 200 ft. above the ground.  Conditions were night; IFR; low-light with a ceiling of 1200 ft. overcast.Captain was the pilot and aircraft owner based out of ZZZ.




Synopsis: Single Pilot Observer reported flying Pilot experienced a loss of aircraft control during level night IFR flight. Nonflying pilot took control of aircraft and rectified the inadvertent inverted spiral. Flight continued to base and landed safely.
Date: 201506
Local time of day: 1801-2400
Location: SDF.Airport, KY
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C SDF
ATC / advisory: TRACON SDF
Second aircraft: A300
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: We encountered wake turbulence from the heavy A300 that was 5 miles in front of us.  We were on a 15 mile right base to 35L at 4000 FT. Once we were cleared for the visual approach we asked the controller if they needed us to maintain a certain speed for separation.  They said speeds our discretion but we were 50 knots faster than the A300.  We began slowing down to approach speed; shortly after we encountered the turbulence. The onset of the turbulence caused the autopilot to disconnect; and the airplane lost about 200-300 FT by the time the event ended.  We immediately told approach control what happened and climbed back up to 4000 FT.  Once we turned final it was clear that the A300 was flying slower than us and 5 mile separation could not be maintained so we elected to go around.The approach controller in SDF had us flying 5 miles in trail of a heavy; at 1;000 FT below his altitude for the same approach. As the smaller aircraft; we would have benefited from having the higher altitude. In addition the aircraft in front of us was cleared for a visual approach before we were; and began slowing before us.  Also there was almost no wind so the wake lingered longer than it normally would.




Synopsis: CRJ-900 Captain reported encountering wake turbulence; while in a 5-mile trail of an A300 on approach to SDF.
Date: 201711
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Human Factors; Airspace Structure; Aircraft
Primary problem: Aircraft

Narrative: During crew change so returning crew was in seat and exiting crew was still in cockpit. Felt 'movement' and heard a 'growl.' EPR had dropped off and announced an 'engine failure right side'. When noted EGT stayed high the PIC called for Severe Damage memory items. Then Fire Eng R warning and bell alerted and announced 'Fire Eng R.' Flying crew accomplished memory items and fire light extinguished after fuel cutoff switch to cutoff. Off track divert accomplished and notified ATC; other aircraft and dispatch. Received clearance to ZZZ. When cockpit items were accomplished; [First Officer] looked over the right engine and wing from the cabin and reported no abnormalities visible. Reviewed numerous checklists (i.e. ditching) in case the situation deteriorated. Landed ZZZ overweight and towed to parking.Normal monitoring of engine parameters during the flight did not show any abnormal indications prior to failure.




Synopsis: B777 pilot reported the failure of an engine while in oceanic airspace. All appropriate checklists and procedures were followed; and the flight successfully diverted to the nearest suitable airport.
Date: 201509
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
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: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Fuel Issue
Detector: Person Other Person
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing runway; I was handed over to Departure Control informing me the aircraft behind us next in line for takeoff; reported fuel pouring out the left engine. This is the time I smelled a very strong odor of fuel and mentioned that to the Captain. I also stated to the Captain that prior to takeoff I observed that the left and right fuel quantity gauges were balanced.I advised Departure Control that fuel indicators are being monitored and to standby for a potential return back to [departure airport]. I then immediately noticed the left fuel indicator decreasing and now the fuel quantity on the left was much lower than the right. I advised the Captain of my observations. With that finding a fuel leak was confirmed and the Captain elected to return back. Captain transferred controls to me and I flew the aircraft; followed instructions; altitudes; headings and airspeed changes by ATC. Captain communicated with company; flight attendants and passengers. The Captain then transferred back control of the aircraft and I ran the Fuel Leak QRH procedure. Per the procedure; I selected the center tank pumps off and that is when I observed an even more abnormal rate of fuel decreasing. I shut down the left engine per QRH after confirming with the Captain. I completed all checklists prior to landing. ARFF (Aircraft Rescue Fire Fighter) trucks conducted a visual inspection and found no fire indications.




Synopsis: B737 Flight Crew was advised by ATC that another aircraft saw fuel streaming from their left engine on takeoff. Gauges and odor confirmed fuel loss; engine shut down in accordance with QRH and Crew returned to land.