elihoole/asrs-aviation-reports huggingface dataset:
Date: 201602
Local time of day: 1201-1800
Location: GXY.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E GXY
ATC / advisory: CTAF GXY
Second aircraft: Small Transport
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was on a training flight to complete my Bi-annual Flight Review when a near miss collision occurred with a [single engine turboprop]. My aircraft is a [homebuilt/experimental] and we had been out performing maneuvers when we returned to my home airport of Greeley Weld (GXY). As we flew to GXY I listened to the ATIS and the winds favored runway 17. I was west of the airport and maneuvered to fly south of GXY in order to enter the runway 17 left downwind. While flying to GXY we heard an aircraft that was ahead of us entering the runway 17 pattern. We also heard the [single engine turboprop] call that he was on the VOR approach and was 2 miles NE of the GILL VOR. As we entered the runway 17 left downwind I was at 5500 feet altitude and was flying at 100 mph. The airplane ahead of us in the pattern was turning final and there was another airplane that called that they would be entering the pattern behind us. No further reports came from the [single engine turboprop]. I flew the downwind 3/4 mile east of runway 17 and maintained 5500 feet. About mid-runway the [single engine turboprop] filled the entire wind screen climbing in front of us from our lower right to our upper left. We never saw the [single engine turboprop] climbing in front of us until it appeared and I would estimate it crossed in front of us within 100 feet distance. The [single engine turboprop] was angled roughly toward the center of the airport; turning right; and climbing fast. I saw the [single engine turboprop] continue climbing behind and to my left. I completed the landing on runway 17 with no damage and taxied to my hangar without incident.  My flight review was completed and signed off. During the flight debriefing the instructor verified that I was at the correct altitude the entire downwind. The VOR approach calls for a minimum altitude of 5300 feet and the missed approach calls for a left turn. We have no idea why he climbed in front of us in a right hand turn.




Synopsis: The pilot of a small aircraft reported a near mid air collision with a single engine turboprop aircraft that performed a missed approach from the VOR-A Approach into Greeley Weld; CO.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; Trainee
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We performed the pre-flight inspection of the aircraft and found no discrepancies. I was functioning as the CFI for the pilot flying who was a certificated private pilot; instrument rated; and with a prior endorsement for complex and high-performance aircraft (ASEL) operation.After our engine run-up; we were cleared for take-off. The aircraft accelerated normally however shortly after we began our takeoff roll; the nose gear retracted and the propeller struck the runway. The fuel and electrical were immediately shut off and the Tower was notified. We immediately noted that the gear handle was in the up position. At no time did either pilot move the gear handle. The aircraft checklist was used for all phases of flight; however; the up-position of the gear handle was apparently missed. I believe that somehow the gear was placed in the up position prior to our flight and this was simply overlooked by both of us.Contributing factors included not following the initial checklist to the letter which called for confirming that the gear handle was in the down-position and the incorrect expectation that an aircraft which had been flown earlier in the day would not be expected to have the gear-handle in the up-position.


Second narrative: [No substantive additional information was provided in the secondary narrative.]


Synopsis: When the Instructor and Student pilots' aboard a C172RG failed to note the gear switch was in the up position prior to starting their takeoff roll they experienced the collapse of the nose gear and a sudden engine stoppage when the prop struck the runway.
Date: 201603
Local time of day: 0601-1200
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Distraction; Workload; Time Pressure; Situational Awareness; Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Airport; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Procedure

Narrative: When we take arrival of A319/A320 aircraft; these aircraft always arrive with the number 1 engine (Captain's side) running. The pilot's procedure is to leave this engine running until the passenger loading bridge is moved into position and the ground power is hooked up and turned on.This creates a situation where the potential for aircraft hose ingestion is increased. Additionally; this requires that one of the wing walkers remain giving the 'Engine Running' signal for the safety of [any] passersby; thus slowing the offload process. The team lead cannot give the 'Safe to Approach' signal because this engine is still running; but in spite of this the wing walker on aircraft right tends to take it upon themselves to open the pits and move the belt loaders into position without that signal. Also; we find that the main cabin door is opened and passengers begin to deplane while the engine on that side is still running; exposing them to undue noise.Airbus aircraft are the only aircraft exercising this procedure.




Synopsis: A Ramp Agent reported A319/A320 aircraft left engines remain running after gate arrival until the jetway and ground power are connected. During this delay passengers are exposed to engine noise deplaning and ramp agents become impatient then approach the aircraft with an engine still running.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Duchess 76
Operator: Air Taxi
Operating under: Part 91
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on a short cross country flight during which we were practicing commercial training maneuvers and procedures. At one point my instructor told me to shut down the right engine; which I did; but when she told me to restart it the engine wouldn't restart. At that point we had unsuccessfully attempted all the restart procedures we shut it down and secured it. We then called Approach and asked for priority handling to a nearby airport where we made a single engine landing.




Synopsis: When the instructor pilot and her commercial student aboard a BE-76 were unable to restart the right engine after a training engine shut down exercise they diverted to a nearby airport and landing safely on the remaining engine.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Departing on RNAV SID departure. Nav Mode; VNAV Mode; and autopilot armed. In a turn to the right on departure SID. Noticed the amber low speed cue moving up airspeed tape. Saw pitch limiters come up. Throttles were full forward. Disconnected autopilot in order to lower nose. When autopilot disconnected; momentarily got stick shaker. Pushed nose down. I believe captain put in flaps. We continued on course with no deviations. Low speed cue lowered; speed increased to 230 (our limit on the departure). Reengaged autopilot. Should have started scanning sooner once I saw low speed cue climbing on speed tape; instead of assuming the automation would handle it.




Synopsis: EMB-175 First Officer reports getting slow during the first turn after takeoff with the flaps retracted. In VNAV/LNAV with the autopilot armed; the speed continued to decay until the autopilot is turned off and the nose is lowered.
Date: 202009
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I have noticed that while wearing the face mask for prolonged periods; I feel my self gasping for air and sweating. Also; I see myself having a dry nose which leads to a runny nose while on the aircraft. Once off the aircraft; the symptoms pass. The hyperventilating is my main concern; I can't catch my breath like normal and it's a grave concern at this point.




Synopsis: Flight Attendant reported experiencing physiological issues after wearing a face mask for prolonged periods.
Date: 201710
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20-C1 Eclipse
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Our aircraft was a Diamond DA20. It is not IFR qualified; however; multiple other instructors advised to file IFR flight plan for training purposes and just advise ATC of the aircraft. On the initial climb; there were clouds in the vicinity; but rest of the route was clear below 9;000 ft. Our cruise altitude was 6;000 ft. At 4;000 ft; ATC instructed us to climb to 6;000 ft. As the clouds got closer and unsure if we were going to clear them; I advised ATC of the aircraft certification and that we may need a vector around. Previous days to this; it was a 'ok copy no problem; let us know if you need something'. Tonight it became an issue and the controller did not agree/understand. I advised that both pilots are IFR capable; just the aircraft is certified VMC only. He then instructed me to contact [ATC] at the conclusion of my flight. My student and I discussed the matter. I should have applied what I was taught; but went on word of mouth happenings from other instructors. I am fully aware of the rules now and will comply with all policies and procedures and no longer file IFR in a VMC only aircraft. I was not intending on breaking any rules; just simply doing it so my student could get more experience talking with air traffic control. I will ensure I go back to the flight school and advise everyone about this matter and that we cannot file IFR in a VFR only aircraft.




Synopsis: DV20 flight instructor reported incorrectly filing an IFR flight plan in a VFR only aircraft.
Date: 201507
Local time of day: 1201-1800
Location: DFW.Airport, TX
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: We were on the KLNDR2 RNAV ARRIVAL into DFW just prior to DIETZ at 11;000 FT when we encountered some extreme wake turbulence. The wake turbulence rolled the aircraft; pitched downward; and disconnected the autopilot. We immediately informed ATC of the situation and started to level the aircraft at approximately 10;700 FT. ATC immediately gave us a descent to 8;000 FT so we continued on down. We were told that we were six miles in trail of a 737. The event occurred due to not enough separation between us and the 737. After speaking with ATC on the telephone; they did not think that a 737 wake could be that strong. I believe more separation would avoid future events.




Synopsis: EMB-145 Captain reported 'extreme' wake turbulence six miles in trail of a B737 on arrival into DFW.
Date: 201512
Local time of day: 1201-1800
Location: GEG.TRACON, WA
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E GEG
ATC / advisory: TRACON GEG
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: We were being radar vectored by Spokane Approach Control for the visual approach to Runway 21 at night in VMC conditions. We were cleared by Approach Control to descend to 9;000 feet MSL. Before reaching 9;000 feet we were cleared to 6;500 feet MSL. We discussed that the MSA for our sector (southeast) was 5;300 feet and that the EGPWS display didn't show any threats. We continued the descent and leveled off at 6;500 feet. The EGPWS still did not show any threats while level at 6;500. A few minutes after leveling at 6;500 (approximately 20 NM southeast of the airport); the EGPWS highest elevation number on the ND map turned yellow and we immediately got an EGPWS 'Terrain; Terrain; Pull Up' warning. No EGPWS caution was issued prior to the warning. No red or yellow terrain was ever displayed on the ND map. We immediately executed a CFIT recovery maneuver and leveled off at 7;500 feet MSL. We did not notice if radio altitude was displayed during the event. We immediately notified ATC of the EGPWS terrain warning and that we were level at 7;500 feet. ATC responded by asking if we received the warning while descending to 6;500 feet. We replied that we were in level flight at 6;500 feet when the warning occurred and they said that they showed 6;500 feet as a 'good altitude' for the area we were in. The rest of the approach and landing were completed without incident. After landing; we entered the event in the aircraft maintenance logbook because we were unable to definitively determine that the warning was valid and we wanted to ensure that any potential issue with the EGPWS system was investigated by aircraft maintenance.




Synopsis: A300 Captain reported receiving an EGPWS terrain warning on a night visual approach to GEG airport. It is not clear whether this was a valid warning or an equipment malfunction.
Date: 202110
Local time of day: 1201-1800
Location: CPS.Airport, IL
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZKC
ATC / advisory: TRACON STL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Human-Machine Interface; Distraction; Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: I was being vectored for the ILS 30L approach to CPS. While approaching the final approach fix; and before being established on the final approach course; I declared a missed approach. I told the Controller that my GPS failed to display the required final approach course. I was vectored by the Controller while I re-configured the GPS approach display. Following this; I informed Control I was prepared to begin the approach once more. This second time; the approach was concluded without incident.




Synopsis: Pilot reported their GPS failed while on an approach.
Date: 201902
Local time of day: 0601-1200
Location: PHF.Airport, VA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class D PHF
ATC / advisory: Tower PHF
Second aircraft: Small Aircraft
Aircraft component: Transponder
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: Contacted Norfolk Approach to request GPS Rwy 2 approach to PHF on instrument currency/practice flight with CFII. Approach provided a transponder code and we began [the] approach but Approach was busy and never confirmed radar contact. I; the pilot in command; asked if I should continue but CFII seemed unconcerned so PIC continued approach. Finally upon another request to approach; ORF Approach requested we ident as approach had previously done but could not see us on radar. Did not see transponder interrogation and assumed transponder inoperative Tower requested we do 360's to avoid incoming traffic when we saw and reported other traffic on approach to Runway 7 and warned us. Upon landing at home field the avionics shop determined transponder inoperative and repaired. Lesson learned! Approach Control did not handle us appropriately due to busyness of other traffic; requesting we contact Tower without indicating an inoperative transponder to us; resulting in a potential near mid-air with a Aircraft Y on approach to RWY 7. PHF Tower gave us warning to not enter airspace without approval that I believed was already granted.




Synopsis: GA pilot reported an inoperative transponder and busy ATC situation resulted in a near midair collision while on approach.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Ramp loaded hazmat without any bags; when I saw the message; I called right of way and notifying my lead/supervisor; Operations and then the dispatcher. Shortly after the lead called because he couldn't final the system; so I explained why and he said he had taken the hazmat box out of the shipment which was seating on a wooden pallet in pit 4 and put the hazmat box in pit 3 with the bags. I advised he could not split the shipment that he has to keep it together with the 15 bags around then he hung up.




Synopsis: Ground Personnel reported a communication breakdown with other ramp personnel regarding Hazmat loading configuration errors.