elihoole/asrs-aviation-reports huggingface dataset:
Date: 202004
Local time of day: 1801-2400
Location: GGW.Airport, MT
Flight conditions: VMC
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Other Air Ambulance
Flight phase: Final Approach
ATC / advisory: CTAF GGW
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Physiological - Other
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 Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As I was on my final approach to Runway 30; an unknown person on the ground shined a green laser at the aircraft. The laser flashed my left eye and caused temporary night blindness. I turned the aircraft northeast to avoid the light; and selected an alternate Runway 26 to land on.




Synopsis: PC-12 Single Pilot reported a laser event during final approach which caused the Pilot to experience temporary night blindness.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Piper Twin Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Weather; Airspace Structure
Primary problem: Human Factors

Narrative: On an IFR flight plan; BUR was VMC so I asked for a visual approach. It was hazy and I don't fly into BUR and I couldn't positively identify the airport at 9-10 miles out; and it seemed like SOCAL wanted me to shoot an instrument approach. But I hadn't reviewed the approach plate and I was reluctant to just punch an approach into my Garmin 430W. I was trying to call up the approach on my iPad but it was hot and slow to respond. I prefer to review the approach plates well in advance; memorize the fixes and altitude restrictions. I think the issue was that BUR is near a lot of big hills; so if you don't say you see the airport; and you're relatively high; they want you to shoot an instrument approach. But; as stated; but I hadn't done my normal pre-approach briefing I didn't want to do it. BUR was hard VMC no ceiling and 5-7 miles visibility; as I recall; so I wasn't expecting to do an instrument approach. Twice I went down to 2500 ft; below the 3000 ft assigned. I was in VMC and completely clear of the hills and mountains; but ATC called an altitude alert.  Autopilot apparently was in ATT (Attitude Hold) instead of ALT (Altitude Hold) mode. High stress; due to not being familiar with the approach and not being able to call it up on iPad or iPhone; and didn't apparently switch back to ALT mode after reaching 3000 ft.  I think I'll try to do an approach review for flights into the Los Angeles area regardless of stated conditions. I'm wondering how I could find out in advance about this kind of issue in BUR? It didn't seem that near the mountains.




Synopsis: Piper twin pilot reported descending below an assigned altitude while on an approach to Burbank Airport.
Date: 201705
Local time of day: 1201-1800
Location: ATL.Airport, GA
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: There was no event; but an inquiry for a confusing PDC. We were filed to ZZZ at 8000 via the HAALO 2 departure. The PDC modified the routing to ATL 9 DEPARTURE.  The filed altitude showed 8000 but in the lower part of the PDC (local option fields) the instruction was 'MAINTAIN 10000FT'. While at the gate setting up the airplane; I contacted ATL clearance and asked for clarification. I knew the ATL 9 said maintain 10000 or lower requested altitude but the instruction in the PDC was not 'CLIMB VIA SID' as it had been typically until about 2 weeks prior; but was instead 'MAINTAIN 10000'. The controller said climbing to 10000 would be a pilot deviation; which had happened recently. Our initial and final altitude was clarified to be 8000. Threats include:1) Filing below 10000 creates an odd situation for initial altitude and I believe it also causes the change from the RNAV SID to the ATL 9 vector SID. 2) The recent change from 'CLIMB VIA SID' in the ATL PDCs to 'MAINTAIN 10000' looks like a solid local clearance to 10000; seeming to override the altitude instructions which are actually found in the 'routing' part of the ATL 9 SID.3) Flying at 8000 to the southwest off runway 27R results in crossing under RNAV departure aircraft who are climbing to 10000 and turning crosswind and downwind thus creating a wake turbulence threat.I contacted our dispatcher and asked about the filing at 8000. They said the software defaults to 8000 and it takes manipulation to make it 10000 for flight planning; but to avoid the confusion they could pass the word to the manager to have these flights planned at 10000.ATC consideration: If the routing instructions altitude allowance is still in effect in the ATL vector SID; without climb via SID instructions as it has historically been the case; and the lower filed altitude is required; the PDC should not say 'MAINTAIN 10000' as it does for all the RNAV SIDs. Even if this is ok legally/technically; why risk the confusion? I clarified but good chance not everyone will.




Synopsis: CRJ-200 Captain reported some confusion when he received a PDC in ATL that seemed to indicate a clearance to 10;000 ft; but was really a clearance to 8;000 ft.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 60
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Training / Qualification; Human-Machine Interface; Confusion
Second reporter function: Instructor
Anomaly: Airspace Violation All Types
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On a VFR departure from the ZZZ Airport Runway XXL; the floor of the ZZZ1 Bravo Airspace (X;000 ft) immediately east of ZZZ was inadvertently and briefly entered without ATC consent. The airspace infringement was instantaneously recognized by the pilots; as well as the ZZZ Tower controller; and corrective action taken immediately. The altitude encroachment was 300 ft into the airspace and total duration was only seconds.   Contributing factors:Hand flying high performance aircraft to regain proficiency associated with the impact of COVID-19 and lack of currency.Confusion over the altitude of the floor of the Class B Airspace in part because it was not depicted on the Garmin G3X Touch avionics system's Map Display page at the scale selected.  Toggling to the VFR Sectional Display showed the airspace floor altitude.


Second narrative: [Narrative contained no additional information.]


Synopsis: Pilot reported an airspace incursion occurred right after departing a nearby airport.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Beechjet 400
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Powerplant Fire Extinguishing
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter qualification: Maintenance Airframe; Maintenance Inspection Authority; Maintenance Repairman; Maintenance Powerplant
Second reporter function: Technician; Lead Technician; Inspector
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Fire bottle improperly reinstalled; not caught during quality inspection.This morning it was brought to my attention that a work order was begun on a Hawker 400XP to perform an inspection and hydrostatic test of the LH and RH engine fire bottles. The assigned mechanic removed the fire bottles and sent them to [Company] for inspection and testing. [Company] performed the inspections and tests; then shipped the fire bottles back to our repair station; where the assigned mechanic reinstalled the bottles in the aircraft. I performed the quality inspection. The work order was resolved with; 'reinstalled bottles in accordance with Beechjet 400 MM Ch. 26-XX-XX. Functional check complied with in accordance with Beechjet MM Ch. 26-XX-XX. Operations check good; no defects noted.' This resolution was signed by assigned Mechanic and myself as inspector.The aircraft visited another repair station for unrelated Maintenance; where it was discovered that both electrical connectors for the LH engine fire bottle had been connected to a single squib in that bottle; rather than to two independent squibs. This incorrect installation resulted in the pre-flight test of the fire bottles resulting in normal indications; but could have resulted in an inoperative fire bottle in the event of an engine fire. The pilot of the aircraft emailed me;about this error. I opened that email after returning to work.


Second narrative: [Second narrative contains no additional information]


Synopsis: Technician reported that both electrical connectors were installed on a single squib during fire bottle installation.
Date: 201203
Local time of day: 0601-1200
Location: EYW.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower EYW
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were cleared to taxi to and hold short of Runway 27. We complied with those instructions and were holding short when the Tower asked if we were ready to go; where upon I told them that we would need a minute or so more so we can finish our cockpit duties. After we got done I told them we were ready. At that point the Tower cleared me for takeoff on Runway 27 with a 360 degree heading after departure and we read back the take off clearance. We then cleared ourselves visually and began to slowly move forward and before I could apply power and say 'props forward; runway checks' I suddenly I heard a voice which was not Tower's come over the radio saying 'no; no; no; no; no; Tower; short final!' I hit the brakes and stopped just as the nose touched the hold short line and might have crossed it. As our plane stopped I heard Tower come on the radio and say 'hold short; hold short' and before I could reply or say that our nose might be over the hold short line a plane passed before me; with his left wing down clearly coming out of a turn; straighten out and landed on Runway 27. After the seaplane cleared the runway; Tower apologized followed by silence. After a few moments I then asked the Tower if I was cleared for 'line up and wait' and after a few more moments of silence Tower cleared me for takeoff with the same instructions as before. I read back the instructions; visually cleared ourselves again and proceeded to take off with no further incident.




Synopsis: A pilot cleared into position on EYW Runway 27 was warned by an aircraft on short final to remain clear of the runway as it passed overhead for landing. ATC then recleared the aircraft onto the runway.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Costruzioni Aeronautiche Tecnam Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Skies were clear; outside air temperature approx 45 degrees Fahrenheit on the ground; temperature approx 40 degrees Fahrenheit at 2500 ft. MSL. Practicing maneuvers in the air; steep turns; slow flight; power on stalls; power off stalls; in that order; on the recovery from the second power off stall (dropping the nose of the airplane to break the stall; and introducing full power) aircraft immediately starting shaking violently and the engine was running extremely rough; at full power the engine was producing 3000 RPM and intermittently jumping to approx. 3500 RPM (Normal full power produces around 5200 RPM) attempted different throttle settings to try and find a setting that would produce enough power to maintain altitude; no improvements. Engine instruments were all reading green or in the normal range; ran checklist to ensure the engine was getting fuel and no improvement on the performance or vibrations from engine; turned immediately towards the closest Airport ZZZ and communicated on the radio with UNICOM to tell them we probably weren't going to make it to the Airport; reported on 121.5 (GARD) with tail number and location and problems we were having; could not hold altitude from 2500 ft. MSL. Made the decision to land in a field to avoid overflying trees; flew a rectangle around the field to land into the wind. Landed in the field approximately 11 miles N/NE of ZZZ; communicated with cell phone to appropriate people (FBO; FSS; ZZZ TRACON; Airport Manager; Maintenance) no visible damage to aircraft and no injuries to myself or my student. I believe there may have been impurities in the fuel which would have caused the engine to run improperly or one or both of the carburetors developed ice (no carb heat in the plane) or water in the fuel lines may have frozen or one of the carburetors could have been faulty.




Synopsis: Tecnam P92 Instructor reported engine roughness resulted in a safe off airport landing. Instructor suspected fuel contamination.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the pilot flying on the leg into ZZZ. We were set up for the RNP M RWY XX. I made 2;000 at ZZZZZ a hard altitude instead of an at or above to make sure I wasn't high on my arrival. After being cleared for the RNP M to Runway XX in ZZZ; I was in LNAV and VNAV and in the path so I set field elevation. Prior to reaching the XXX fix; we were told by ZZZ Center of a low alt alert. We were at 4;200 and the min alt prior to XXX fix is 5;000. We were in VMC with all terrain in sight. We climbed back up to 5;000 and continued with the approach and landed uneventfully on XX. Somehow the 5;000 restriction got removed from the XXX waypoint in the legs page of the FMC; so we descended through it while established on the VNAV path.Pilots need to be careful to check all altitudes on the legs page to prevent this from occurring.




Synopsis: B737 First Officer reported receiving a low altitude alert from ATC while on an RNP approach after entering the airport elevation in the FMC; which may have removed an altitude restriction.
Date: 201209
Local time of day: 0601-1200
Location: PHL.TRACON, PA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B PHL; Class E PHL
ATC / advisory: TRACON PHL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: [I] was navigating around the Class B airspace near Philadelphia near South Jersey Regional Airport when the GPS signal intermittently stopped. When the signal returned the aircraft appeared right on the airspace boundary; however; according to the visual reference; should have been clear of the airspace. This happened again near Tangier Island; R-6609. The GPS signal stopped operation on both the Garmin 430 and Garmin 396 and they receive signals independently.




Synopsis: C177 pilot experiences loss of GPS signal two times during a flight near PHL Class B airspace on two seperate GPS receivers.
Date: 201704
Local time of day: 0601-1200
Location: BTL.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E AZO
ATC / advisory: TRACON AZO
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter VFR In IMC
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Environment - Non Weather Related
Primary problem: Airspace Structure

Narrative: I was under radar surveillance with Kalamazoo Approach control. I was being vectored for the RNAV 31 approach into BTL. I was currently flying with a view limiting device during my approach to simulate IFR conditions while my safety pilot was looking for traffic. We were flying at 2800 FT MSL when we monitored our traffic advisory system and spotted two additional aircraft in the vicinity of our route. One aircraft was 500 ft below us and climbing and to our left. An additional aircraft was 2 miles north of us and also being vectored for the RNAV Approach at 2500 MSL. As the aircraft that was 500 ft below us began to close in on our direction of flight and began their climb; I initiated my climb to avoid the traffic at which point we entered the cloud for 2 seconds and then broke out and descended back to our original altitude of 2;500. The traffic below passed below us and then off to our right heading eastbound as we were heading northeast bound now for our vectors. ATC warned us when the aircraft was 200 feet below us and within a 0.5 NM range. At which point I began to climb for traffic avoidance.




Synopsis: SR20 pilot reported an airborne conflict with another aircraft requiring evasive action. The traffic was detected by an onboard TCAS system and also reported by ATC.