elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 0601-1200
Location: CYS.Tower, WY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D CYS
ATC / advisory: Tower CYS
Second aircraft: Baron 58/58TC
Reporter organization: Personal
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was conducting a training flight with a primary student preparing him for solo flight. My student advised Ground Control our flight would be conducted in the pattern at CYS (Class D). The student contacted CYS Tower and was cleared for takeoff Runway 31. Upon our initial climb; ATC instructed us to enter a right downwind for Runway 27. My student acknowledged the instructions from ATC and began a right turn after reaching 500 ft. AGL.At 500 ft. AGL during the turn inbound to return to the right downwind for Runway 27 we were approximately 2 miles from the airport. During the turn inbound I heard ATC clear another aircraft for takeoff from Runway 27. This aircraft advised he was doing an east departure. I observed the aircraft take off from Runway 27 and fly what appeared to be runway heading. My student and I were still heading back to the right downwind leg at approximately 800 ft. AGL and climbing. I asked the student to lower the nose of the aircraft a bit to keep visual contact of the departing aircraft. I noticed the relative movement of the aircraft departing to stop.At this time we were beginning our left turn into the right downwind for Runway 27. The aircraft appeared to become larger with no movement. I immediately took the controls from my student and performed a steep right turn to the west to avoid a collision. The other airplane passed to the left of us approximately 150 ft. to the east of my location. I reported the near miss to ATC.ATC inquired why I was on a right downwind for Runway 31. I advised I was returning to the pattern for Runway 27 as instructed. ATC advised they thought I was going to perform a wide pattern. ATC did question the pilot of the other airplane about if he saw us before he began to turn. The other pilot responded on the radio that he saw me as I was turning west. I contacted ATC upon landing and spoke with the Controller about the situation. The Controller advised he had a trainee on the radio. The Controller further advised the other airplane was a Baron and he would speak with the other pilot about the incident.




Synopsis: Instructor pilot reported a miscommunication with ATC during pattern work; resulting in an NMAC.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operating under: Part 91
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During the takeoff roll while passing 60 kts I observed approximately 4 Cranes land about 1000 ft in front of me. They took flight and moved out of the way so I elected to continue the takeoff. Then at around 85 kts they landed back in the same spot. I executed a rejected takeoff and struck one; maybe two of them. The bird bounced off of the right-hand windscreen as we were stopping. I heard several other impact sounds as we plowed through the grouping. After we taxied back to parking and shut down and subsequent walk-around it was apparent that right engine had ingested the Crane. Fan blades were bent and there was blood and feathers all over the engine and adjacent hull. The windshield appeared to be scratched up from the impact glancing blow. We contacted company and our director of maintenance and filled out the wildlife hazard report with the airport manager.




Synopsis: CE-525 pilot reported impact with bird on takeoff roll and rejecting takeoff.
Date: 201505
Local time of day: 0001-0600
Location: MCI.Airport, MO
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MCI
ATC / advisory: TRACON MCI
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At 3;000 FT after being cleared for a Visual approach at MCI I decided to extend the downwind leg to intercept course outside the FAF. I mis read the altitude at FAF and began to descend. upon starting our base turn atc said we appeared low. I started a climb to get back on profile. We intercepted the G/S just inside the FAF configuered for a stabilized approach and landed normally.Although I had reviewed the approach plate I inadvertantly thought it was a different altitude at the FAF. Lack of visual cues and night time ops; also situational awareness contributed.This was an eye opening lesson. how one can easily make a simple mistake of mis remembering an altitude. Even on the clearest of days under the best conditions errors can be made and missed. Also reminded me that night time ops can be a challenge even to the most seasoned of us due to the lack of all the visual cues available during daylight ops. Check and recheck altitudes especially on visuals when atc is no longer providing alt guidance. Lesson learned!


Second narrative: Descending into MCI we were being vectored by ATC to a right downwind for 19R right at 3;000ft. ATC asked if we had the traffic on short final in sight we acknowledged that we did and received clearance for a visual approach to follow the proceeding aircraft. We began a descent and a turn to base leg when we simultaneously with ATC recognized that we were low and made immediate corrections to our profile; continued our turn to final and intercepted the localizer and glide slope and were stabilized for a normal landing. Proper altitude for segment was misinterpreted and mistakenly verified.I strive and take great pride in always trying to complete the 'perfect flight' in reference to Company Policies; Procedures and SOPs. If I may make one suggestion that might alleviate as many opportunities for this to occur; is to consider requesting vectors to the final rather than accepting a visual approach on a downwind leg; especially at night.


Synopsis: A320 flight crew reports getting low during a night visual approach from the downwind position. ATC is the first to detect that the crew has descended out of 3;000 feet prematurely.
Date: 201809
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757 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 Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approaching gate XX; during the final turn toward the 'J' line; my First Officer commanded STOP!; which I did. He saw a van on the right side of the aircraft that conflicted with our taxi path. During this time; the marshaller was continuing to give us the continue taxi signal. It was night time.The right wing walker likewise continued to give us the all clear signal with his wand; until after we stopped. The wing walker was looking at the marshaller; not the wing or van. He then talked to the van driver who started to move and gave us the clear signal. The marshaller signaled us to continue; but the van stopped after a few feet; so the FO (First Officer) told me to wait. The wing walker again spoke to the driver; who then drove off.We started toward the gate for a few feet; when the marshaller gave us a stop signal. The nose gear chocks were in the wrong spot; for a different type aircraft. After he moved them; we continued to the gate without further incident.Fortunately for us; we had an FO who was vigilant and assertive.




Synopsis: 757 Captain reported a vehicle was in an unsafe position during the taxi into the gate.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Night
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 E ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On approach to Runway 19 winds were initially reported 190 degrees at 39 KTS gusting to 50 KTS. Before reaching IAF the winds had changed to 210 degrees at 30 KTS gusting to 40 KTS. After reaching the 500 foot call out we received a red windshear warning. I reached down and started to assist with advancing the throttles toward max thrust. The Captain reduced the throttles and said she was landing. We then had the wind shear warning and a sink rate warning. The aircraft landed approximately on the first half of the runway. No further events reported.Misinterpretation of windshear warning versus caution.Continue emphasizing escape maneuver during Advanced Qualification Program (AQP) training.




Synopsis: CRJ-200 FO reported the Captain continued to a landing after receiving a red windshear warning at 500 feet on the approach.
Date: 201508
Location: SFB.Airport, FL
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Company Policy; Staffing
Primary problem: Ambiguous

Narrative: The First Officer and I coordinated a return to gate with dispatch and maintenance and they agreed with the decision to keep passengers onboard. While maintenance personnel were working; I called dispatch and coordinated getting more fuel. The Fire Department arrived with the Fueler. I spoke with the Fire Chief and he explained a new airport policy which required the Fire Department to be present during fueling (even with both engines off). The Fire Chief also explained that the new policy requires two forms of egress for passengers onboard the plane. We already had the jet bridge attached and the Fire Chief recommended to me that a Flight Attendant arm an exit and standby in case of required egress. I called dispatch and they were unaware of the new return to gate procedure that required the Fire Department to be present during fueling. I then explained the full situation to the Lead Flight Attendant (including the Fire Chiefs direction and reason for arming the door) and under the Fire Chief's direction; requested that an aft door be armed and a Flight Attendant stand-by at the door in order for us to comply with the fueling requirements. The Flight Attendants armed the door and did not express concern or that they were uncomfortable with the door being armed. My intention was to operate safely and to comply with the new fueling requirements under the direction of the Fire Chief.  Helpful information for the future would be company guidance regarding this new return to gate fueling policy and how we are to comply with the requirement for two forms of egress. On the Airbus the overwing slides are always armed. This is possibly an acceptable form of ready egress without having any Flight Attendant arm doors.




Synopsis: Flight crew reported a lack of company guidance regarding a new return to gate fueling policy and how to comply with the requirement for two forms of egress.
Date: 202201
Local time of day: 1801-2400
Location: CLT.Airport, NC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: We were making the turn into the gate to park. I had just shut off my taxi light so I wouldn't blind the rampers and checked to see that the area was clear. I saw a catering truck on our right and thought it was slowing so I turned my head back to the left towards our parking spot. Just then I saw movement out of the corner of my eyes and the First Officer braked hard to prevent a collision with the catering truck that tried to speed in front of us. If we didn't stop and the catering truck kept going then we would have been close to colliding. I always brief my First Officer's to use the brakes if they think they need to and I will thank them later. That was exactly how that worked out.The driver of the truck was either poorly trained or was inattentive.Briefing the First Officer to use the brakes empowers them to use their judgment to keep us safe. Ramp drivers need better training.




Synopsis: Captain reported a catering truck crossed in front of the aircraft causing the First Officer to brake hard to avoid a collision while approaching the gate.
Date: 201507
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZOA
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While on approach into SFO. We were level at 8;000 about 4 miles north of EPICK on the SERFR 1 RNAV arrival. A green laser flashed crossed the flight deck windows about 3-4 times. We notified ATC of this. We had also gotten a heads up from ATC that this might happen.




Synopsis: An air carrier Captain flying the SFO SERFR 1 STAR reported NCT alerted them about the possibility of a laser highlight which did in fact occur about four miles north of EPICK.
Date: 201411
Local time of day: 1201-1800
Location: SRQ.Airport, FL
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SRQ
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Developmental
Human factors: Confusion; Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X called for VFR clearance to practice instrument approaches to SRQ and requested taxi from the FBO.  I read his clearance to him with a proper read back and verified his location for taxi.  After confirming he was; I gave taxi instructions to runway 32 via Alpha; hold short of runway 04.  Aircraft X read back to taxi to runway 32 via Alpha and then made a comment that he could depart from 04; but then changed his mind to taxi to the long runway; runway 32.  I failed to receive the hold short read back.  While taxing on Alpha at a quick speed Aircraft Y was landing on runway 04. As I was observing his taxi I realized Aircraft X was not going to slow down or hold short of runway 04 and immediately instructed him to hold short of runway 04; hold position; and hold now in the same transmission to ensure an immediate stop of his aircraft.  Aircraft X's front half of the aircraft had crossed the hold short line when he came to a complete stop.  Aircraft Y was already on the runway and slammed on his brakes to avoid a collision.  No damage or loss of life ensued.  Aircraft Y was able to taxi around Aircraft X and safely continue to the FBO.I will ensure that I receive hold short instruction read backs.I think all pilots should have a preferred runway and taxi route pre-determined before taxing. This will avoid being distracted during taxi instructions and read back; while they decided which runway they would prefer.




Synopsis: SRQ Tower Controller reports of a runway incursion due to a missed readback.
Date: 202202
Local time of day: 1201-1800
Location: EWR.Tower, NJ
Flight conditions: VMC
Weather elements / visibility: Rain
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While on an ILS 4R into EWR; I was the Captain; pilot flying. The EWR weather was 800 broken with light rain. Right at the cloud base; I lost my flight director; ILS raw data (including standy att); and VNAV PDI info. First Officer instrumentation remained normal. I maintained attitude and broke out in a few seconds low and right of course. (We received a low altitude warning from ATC). We had a normal landing. I wrote up all unusual indications and did a follow up call to Maintenance Control the following day.


Second narrative: On the ILS to 4R EWR at about 900 feet the Captain stated he lost his flight director. I stated I still had mine and asked if he would like to transfer controls to me. He said no. At about 800 feet we started to break out intermittently and the ground was partially visible. I noticed we were getting low and stated we are 1.5 dots low at the same time ATC issued a low altitude alert. At that point I had the runway in sight and told ATC we had the runway. The Captain arrested the descent rate and we were back on the glidepath. I was outside the aircraft and thought the Captain was too but at about 600 feet we were right of course. I was looking out the window at the runway thinking we need to fly left but didn't translate that correctly and stated we are left of course instead of saying to fly left. This is the first point I realized the Captain wasn't outside the aircraft. At this point I pointed to the runway that was off to the left and the Captain corrected. We were on glideslope and within lateral limits at the 500 foot stability gate so I felt comfortable continuing the approach and landing. The landing was uneventful and in the touchdown zone.


Synopsis: Air carrier flight crew reported the Captain experienced loss of flight director and ILS on approach to EWR; resulting in a low altitude alert from ATC.