elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Military Transport
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: TRACON FAI
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was vectored to final for full stop on ILS RWY 14 at ZZZ by West Controller. Aircraft X reported on east frequency; climbing to 040 runway heading for another ILS to RWY 14. ZZZ Tower did not coordinate a go-around; nor did Aircraft X say he wanted an option back to radar. I radar contacted him and climbed him to 050 and vectored him to the north for ILS RWY 14 approach full-stop. Before the base turn; I descended him to 042. Once he was at 042; I based him and descended him to 040 to protect for the MVA to the east of final. The winds were pushing Aircraft X to the northeast and it appeared his track; with his slow turn rate; pushed him to a 060-055 track and he might have clipped the point of the 042 MVA that meets the 040; 036; and 034 MVA. The only reason why I descended him was because of the weather the last couple of days and having multiple heavy aircraft go around short final at ZZZ due to the winds and weather. I was attempting to get him as low as I could; and issue a 20 degree intercept to assist with the approach intercept and make it a little easier for the flight crew.  Stay with my original plan to keep him at 042 until established on final or well away from the higher MVA or vector him farther out if other traffic wasn't a conflict.




Synopsis: FAI Controller reported strong wind aloft resulting in a military transport aircraft on vector to enter a higher MVA.
Date: 201706
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Pre-flight
Contributing factors: Weather
Primary problem: Weather

Narrative: Flight was planned on a northerly routing to EWR for weather avoidance. Flight got an extensive reroute; which I notice on my display. I was able to determine the discrepancies that the flight got and started preparing a new release; but was unable to complete it prior to the flight taking off. I sent the new release after they were airborne. Flight did have sufficient fuel on board for the reroute; however; it was a fairly significant change in both distance from the original route and total length of flight. It used up over 20 minutes of the extra fuel I had planned on the original release.




Synopsis: Air carrier Dispatcher reported having difficulty in sending a new release to a flight before departure. The flight had to alter their route due to weather; but had sufficient fuel.
Date: 201603
Local time of day: 0601-1200
Location: SMO.Airport, CA
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D SMO
ATC / advisory: Tower SMO
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Human Factors

Narrative: On final vector into SMO I was given a quick vector to intercept final; descend from 6000 feet to 4000 feet and cleared for the approach. As a result; I crossed BEVEY about 800 feet high and fast. As I descended I went to full flaps and noticed my vacuum compass was 20 to 30 degrees off (probably due to the low power setting). More time was wasted confirming my lateral position. Upon contacting tower I was cleared for the straight in approach and cleared to land. Runway was in sight. A short time later tower gave me a low altitude alert and indicated that I was supposed to cross CULVE at 1120 feet. It is impossible to cross CULVE at 1120 feet (circling MDA) and land straight in. I was lower than I wanted to be when I got the alert from tower. Distraction due to high rate of descent and compass error did not help. ATC has to find a better way to bring in traffic without the ram dump approach. It would also help if an LPV approach was available.




Synopsis: C182 pilot reported being admonished by the SMO Tower Controller for crossing CULVE below 1120 feet during the VOR Approach to SMO in VMC. The VOR Approach is a circle to land only approach with an MDA of 680 feet.
Date: 201208
Local time of day: 1201-1800
Location: FLL.Airport, FL
Weather elements / visibility: 25
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground FLL
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We landed at FLL airport Runway 9L; in VFR Conditions. Exited the runway and were cleared to taxi B; S; Q; hold short of Runway 13. As we continued the taxi with Ground Control; and the after landing checks; and taxing slowly; we came upon the hold short line at 13. The Ground Control came on and said 'STOP'; I hit the brakes and we were about half a plane over the line from what I could tell. I have already implemented corrective action into our training program to make sure both crew members [are paying attention] while aircraft is moving and that their heads are up and looking outside. Making sure this doesn't happen again to us. We were advised to call the Tower Supervisor; which I did once the passengers were off; and had a nice conversation explaining the situation. He explained the information had automatically been sent to the FSDO. We also spoke with the FLL airport supervisor on duty; and they saw minimal issues.




Synopsis: Corporate jet Captain reports a runway incursion at FLL on Taxiway Q at Runway 13.
Date: 201909
Local time of day: 1201-1800
Location: GYR.Airport, AZ
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class D GYR
ATC / advisory: TRACON P50
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter function: Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: In the right turn to final (approx. 2.5 NM final RWY21 at KGYR); crew saw a white UAS slightly left and below the aircraft. The approximate distance to the UAS/drone was 100 feet. Crew continued the approach and informed ATC.




Synopsis: Flight Instructor reported experiencing a close airborne conflict with a drone.
Date: 201911
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: In recent weeks; I have noticed a significant reduction in planned fuel loads. This was particularly apparent on [this] flight where REMF was planned 4636; or 1:07. This extremely low fuel figure included what the Dispatcher said in the flight plan comments; 'XTRA FUEL FOR RTE.' I asked the Dispatcher where this 'extra' fuel was located because I didn't see it in the fuel ladder and she referenced it as the 7 minutes over 60 minute policy fuel for REMF. I recognize that this flight was an [aircraft] with a low ZFW (Zero-Fuel Weight) on a day forecasted to have good weather across the route. I also recognize efficiency is a major tenet of the [company] policy; which is just one of many reasons I utilize single engine taxi on a high percentage of my flights. However; such a low fuel load leaves virtually no margin for error to deal with even a minor routing change or in flight disruption or issue let alone a lengthy maintenance issue or outside event such as an accident on the airfield. Furthermore; even if the flight proceeds perfectly as planned; the low fuel figure would likely create an unnecessary distraction for the crew by requiring greater than normal attention to fuel progress. With safety as the supposed top priority for [the company policy] and the cost of an extra 1000 lbs of fuel; as an example; listed as XX dollars on the [Flight Plan]; why would [the Company] want to take that risk or place that burden on the crew? Why should the Captain be the one forced to say no; this does not provide adequate buffer for our flight so I'll add fuel? Isn't the cost of a small buffer worth the risk of an unnecessary diversion whose fuel alone would be much more than XX dollars and whose hidden costs from missed passenger and crew connections would be even greater still?Yes; we must be efficient and seek gains where possible. It is sound business sense to do so. But we should also recognize the hidden costs and pressures to safety such an extreme adherence to 'policy fuel' creates in moments like these.




Synopsis: B737 Captain reported that the planned fuel load for a flight did not provide an adequate buffer for unforeseen situations that may arise.
Date: 201602
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: FO leg. Got ATIS multiple times enroute. Not great; but certainly not horrible. Runway [was reported] 90% clear and damp; 5% treated; 5% packed. Remember remarking how much better these guys are equipped and efficient with their winter weather operations and reporting. Had other runways conditions also broken down by percentages. Discussed the approach and landing and taxi plan at length. Uneventful descent; approach; touchdown. Winds slight left to right I believe. RJ landed in front of us. Tower tells us braking reported good.During rollout; after my 80 knot call; we swap controls. FO passes letting me know that the brakes are still on. I roger that and apply pressure to release and now can check for myself the braking. The runway certainly did not look 90% damp and clear; but we were in good shape. Braking initially did; in fact feel good and responsive. I remember seeing a 90 degree turnoff and thinking that I could have made that; but why? There is our briefed and easy high-speed ahead.Continued to brake and now pump and steer to exit. Things begin to not go as planned quickly. I am now unable to turn or stop. Straddling the turnoff and runway; I vividly remember that I now must commit to taxiway or back to runway. I made the decision to continue with my turnoff since all of my effort was going in that direction. I am now furiously working with feet and nose wheel to get this thing going in the right direction. At the very last; the aircraft responded to the right. Perhaps a dry patch from ice. Do not know. My dilemma was not over. With full nose wheel (I think) and rudder; the craft now just could not respond to the immediate left that I so desperately needed now to right itself on the high-speed.I continued the struggle for my full left; finally getting response; but not until we had departed on the right side of the taxiway. We trundled along; my steering gaining purchase finally; and barely; until we came to rest facing east; or close to it; on an intersecting taxiway.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737 Captain reported departing the high speed taxiway after clearing the runway due to ice and snow on the surface.
Date: 202008
Local time of day: 1201-1800
Location: N90.TRACON, NY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LGA
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Other / Unknown; Troubleshooting
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Aircraft X sent dispatch this ACARS 'BE ADVISED. WE HAD A TC AS RA COMING OUT OF LGA. WE WERE LEVEL AT 15;000 ft. AND CONVERGING TRAFFIC KEPT DESCENDING. MISSED BY ABOUT 300 FEET. NY DEPT FREQ 120.85/1857Z ATC NOTIFIED' Per DPM; Dispatch is required to notify the bridge and fill out a Dispatch Event Report (DER). Bridge was notified. I attempted to fill out a report; however there was no option available for Near Miss or TCAS RA and I was unable to fill out the report. Update the CERs report to either list near miss as an option; or add an 'Other' option with free text to allow Dispatch to fill it in as situation requires.




Synopsis: Airline Dispatcher reported the company event form for reporting a NMAC is missing necessary information.
Date: 201410
Local time of day: 1801-2400
Location: D10.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class B DFW; Class E D10
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were climbing to cruise at 3500 FT; suddenly saw a airplane climbing to us from 10 o'clock down position; I immediately took over control from student; climbing right turn to avoid him. It seemed like that airplane didn't see us; he passed by and climbing left turned around; then it became that airplane was chasing my airplane tail climbing; we have to keep climbing; and hope he could see us; finally that airplane suddenly turned away from us; it seemed like he found us. We felt relief a little bit (half minute?); but suddenly I realized I already climb to 4500 FT; entered Class B (floor 4000 FT); I dived down immediately. Two airplanes passed by close. It was evening time; visibility plus 10. My airplane has no TCAS. If the airplane equipped with TCAS; it would be really helpful. Hope nobody call me for breaking into class B. If airplane equipped with some kind of airspace warning system; that would be great for training flight and VFR flight.




Synopsis: C172 Instructor pilot reports inadvertently entering DFW Class B while trying to avoid another aircraft in close proximity.
Date: 201709
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: I released Aircraft X. Aircraft X checked on my frequency with altitude leaving and that he was in a left turn to avoid the traffic. It was so obvious that I had expected the Tower to hold onto Aircraft X until they cleared the traffic which is normal. When he said he was in a left turn to avoid the traffic I asked if he had the traffic in sight and he did not. I then gave him a left heading in an effort to assist him in both traffic and terrain avoidance. I did not know what heading he was turning to; but I know anything north of a 090 heading goes to high MVA's; I did not want him to turn to a 020 heading and re-endangering himself.I gave him an immediate left turn heading 090; and expedite the climb to 14;000 feet which was assigned by the Tower as normal. I gave the 090 heading because in the moment I determined two things were an imminent danger to the aircraft. Either test the big sky theory and let him continue toward the VFR aircraft or let him fly whatever heading he wanted to the north east. I felt that the heading I gave him would avoid both. In doing so I put the aircraft into a Minimum Vectoring Altitude that he had not climbed above. I also knew that 'mountainous terrain' has 2;000 feet of clearance and I felt the traffic was the larger threat.The Tower never called traffic to Aircraft X and he was in the turn when I got him! I really believe that what I did was best for both aircraft involved. IFR/VFR continues to be an issue; but the TRACON seems to be focused on the issue when it appears other facilities are not yet on board. I was told I endangered the aircraft when I gave the heading east; I feel I fixed an already potentially fatal situation that the Tower could have prevented.




Synopsis: D01 Departure Controller reported vectoring a departing aircraft below the Minimum Vectoring Altitude to avoid unidentified VFR traffic.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Aircraft component: Nose Gear Wheel
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Nose gear shimmy due to poor runway condition; nosegear broke loose from the aircraft; no propeller strike.


Second narrative: A lot of things went wrong [on] this flight; included; but not limited to the nosewheel shimmied uncontrollably and separated the strut from the firewall. The pilot in command did not renew his pilot license; he had the old pilot license. I do not feel this was material to this incident.


Synopsis: During taxi; Cessna nose wheel shimmied and caused the nose landing gear strut to separate from aircraft firewall. Pilot's license had expired.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 4
Light: Daylight
Aircraft: Lancair IV/IVP
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Door
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had to descend immediately after the door and window blew out. We were able to descend and land. The wind noise did not allow us to have communication with Center while we came down from 21;000 feet.




Synopsis: During cruise flight at FL210 the pilot of a kit built high performance aircraft experienced a door/window unit failure and a subsequent rapid decompression.