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occurrence. There is, therefore, no way to verify information submitted in an ASRS
report after it has been de- identified.
The National Aeronautics and Space Administration and its ASRS contractor, Booz Allen
Hamilton, specifically disclaim any responsibility for any interpretation which
may be made by others of any material or data furnished by NASA in response to queries
of the ASRS database and related materials.
Linda J. Connell, Director
Aviation Safety Reporting System
CAVEAT REGARDING STATISTICAL USE OF ASRS INFORMATION
Certain caveats apply to the use of ASRS statistical data. All ASRS reports are
voluntarily submitted, and thus cannot be considered a measured random sample of the
full population of like events. For example, we receive several thousand altitude
deviation reports each year. This number may comprise over half of all the altitude
deviations that occur, or it may be just a small fraction of total occurrences.
Moreover, not all pilots, controllers, air carriers, or other participants in the aviation
system, are equally aware of the ASRS or equally willing to report to us. Thus, the data
reflect reporting biases. These biases, which are not fully known or measurable, may
influence ASRS statistics. A safety problem such as near midair collisions (NMACs) may
appear to be more highly concentrated in area “A” than area “B” simply because the
airmen who operate in area “A” are more supportive of the ASRS program and more
inclined to report to us should an NMAC occur.
One thing that can be known from ASRS statistics is that they represent the lower
measure of the true number of such events that are occurring. For example, if ASRS
receives 881 reports of track deviations in 1999 (this number is purely hypothetical), then
it can be known with some certainty that at least 881 such events have occurred in 1999.
Because of these statistical limitations, we believe that the real power of ASRS lies in
the report narratives. Here pilots, controllers, and others, tell us about aviation safety
incidents and situations in detail. They explain what happened, and more importantly,
why it happened. The values of these narrative reports lie in their qualitative nature.
Using report narratives effectively requires an extra measure of study, but the knowledge
derived is well worth the added effort.
Report Synopses
ACN: 849420 (1 of 50)
Synopsis
A CE-560 First Officer reported a severe pitch down and roll while on approach to
MCI following an A300 by 30 miles.
ACN: 849196 (2 of 50)
Synopsis
A B767-300 pilot reported encountering a strong wake turbulence on approach to
EHAM.
ACN: 848630 (3 of 50)
Synopsis
A business jet encountered an A320's wake vortex 17 NM behind and 1400 FT
above the traffic descending on an arrival.
ACN: 848040 (4 of 50)
Synopsis
An air carrier Captain reported executing a go-around after encountering wake
turbulence landing behind a B767 on a closely spaced parallel DFW runway.
ACN: 847866 (5 of 50)
Synopsis
A CRJ-200 encountered a B757's wake at an acceptable separation distance while
being vectored for an approach at 6,000 FT. A flight attendant's back was injured
after she struck a bulkhead during the incident.
ACN: 846919 (6 of 50)
Synopsis
B737 Captain landing Runway 28R reported encountering wake turbulence from
preceding B747 landing Runway 28L at 300 FT AGL. After recovering from a sharp
roll to the left the crew executed a go-around.
ACN: 844719 (7 of 50)
Synopsis
A BE-90 encountered wake turbulence while the First Officer hand flew the aircraft.
The aircraft lost 300 FT before ATC reminded them and they resumed to the
cleared altitude.
ACN: 844596 (8 of 50)
Synopsis
The B737-300 encountered wake turbulence from a preceding B757, which
appeared to have disconnected the LNAV function of the auto flight system.
ACN: 844590 (9 of 50)
Synopsis
A B737 encountered B757 wake vortices on the LAX SADDE SIX arrival. LNAV
disconnected during the wake event without a crew alert causing a track deviation
when the aircraft did not intercept the SMO 261.
ACN: 844444 (10 of 50)
Synopsis
A320 Captain reports encountering wake vortex from preceding aircraft that caused
compressor stall and restart. Crew elected to return to departure airport for
maintenance inspection.
ACN: 842039 (11 of 50)
Synopsis
Wake turbulence from a previously departed aircraft may have caused a C172 pilot
to lose control after touchdown. A runway excursion resulted.
ACN: 841919 (12 of 50)
Synopsis
ERJ175 flight crew reports encountering wake turbulence from preceding B747
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