elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Citation Latitude (C680A)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared direct to ZZZZZ which is a fix on the RNAV XX with clearance to turn to 180 heading after crossing ZZZZZ. Descent issued by Approach to 2;500 feet which crew acknowledged. The 180 heading was preset on the heading bug by PM (Pilot Monitoring). Night conditions prevailed and airport was not yet in sight; however; I was beginning to pick up airport beacon. As we approached ZZZZZ; while still in descent; I began making out the Runway (XXR). As PF (Pilot Flying)/PM were visually confirming; the aircraft began a smart turn to the inbound course of the RNAV approach. This momentary startle effect caused me to reach up and select HDG mode. The only thing I can think of is that I must have bumped the alt select knob and lowered it; as CDFA minimums of 1;250 feet got posted on the AAD (Automatic Activation Device). As PF/PM agreed runway was in sight and before we could inform Approach; the aircraft had passed through 2;500 feet and we received a low alt alert from Approach. I immediately disconnected autopilot and stopped descent. Approach verified we had the field in sight; which we confirmed; and then were cleared for the visual. I began the descent again and maintained profile till landing. At no time were any [Ground Proximity Warning System] warnings encountered; and aircraft was configured and stable by all SOPs.I cannot confirm that I reset the AAD device; however; it must have been bumped or turned initially when the smart turn began; because as I stated prior; the smart turn caught me off guard as we both were looking outside acquiring the runway visually. This was a beautiful night with VMC conditions; however the placement of the runway in surrounding lights and the fact that the Initial Fix and Final Approach Fix legs are doglegs complicated visual orientation. I should have just asked for the approach off of ZZZZZ.




Synopsis: Citation 680 Captain reported receiving a low altitude alert from ATC on a night visual approach.
Date: 201506
Local time of day: 1201-1800
Location: IAG.Tower, NY
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Descent
Airspace: Class D IAG
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Landing Without Clearance; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Enroute from to 0G0; [I] used ATC flight following. ATC informed me that destination was at [12 o'clock upon] terminating services and switching to frequency 123.0. Had runway 10/28 in sight and began calling position reports on CTAF 123.0. I did not realize I was entering the pattern at KIAG. I landed on runway 10 (as was the plan for 0G0) and cleared the runway. Upon clearing right; I noticed military aircraft [and] began to question the information in the AF/D. I noticed an FBO on the other side of the runway (10) so crossed using taxiway A2. Crossing the runway I noticed the tower and cleared the runway as quickly as possible on to a closed taxiway. I then held short; located myself 10 miles west of destination and contacted tower on 118.5 and followed instructions. Factors contributing to this deviation are inexperience; unfamiliarity with area and failure of GPS.




Synopsis: Private pilot landed at wrong airport; 10 miles from original destination.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The Captain was the pilot flying and I was the pilot not flying on this particular leg. After Tower cleared us for takeoff; the Captain advanced the power levers to the normal takeoff position and we began our roll down the runway. As the power levers were set; the overspeed warning horn came on and the Captains altimeter flagged and displayed an altitude of 60;000 FT. In addition; the vertical speed indicator fluctuated between an excessive climb and an excessive descent. Upon detection of the issue; we decided to reject the takeoff and notify ATC of the rejection. As we taxied back to the gate; the overspeed warning horn continued to go off. As soon as we arrived back at the gate; the Captain contacted Operations to notify them of the rejection; and then proceeded to contact Maintenance. In the meantime; we were instructed to deplane the passengers; and proceeded to do so. Shortly after; we were assigned a new aircraft to complete our flight.




Synopsis: DHC100 First Officer reports a rejected takeoff after the Captain's IAS overspeed warning sounds and his altimeter shows 60;000 FT. During the taxi back to the gate the overspeed warning continues to sound.
Date: 201509
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushing back we started both engines for the short taxi to runway one. After holding short of runway four we were told to cross the runway and to proceed to the block. Shortly after heading towards the block we started the before takeoff checklist and the moment we started that the tower asked us if we were ready for takeoff. I replied yes after getting the ok from the Captain to do so. At that point I was heads down rushing to finish the full before takeoff checklist. The tower instructed us without delay to line up and wait runway one. There was an airplane on final for our runway. I replied runway one line up and wait. As we approached the hold short line the tower said intersection Echo runway one line up and wait. I replied runway one at Echo line up and wait and then we were given the takeoff clearance. The before takeoff checklist was extremely rushed due to the traffic on final and we took off. I didn't realize until climb out when I was able to look at the chart exactly why the tower said echo line up and wait that the captain didn't stay on Juliet but he turned a bit early on to echo instead. Me being heads down trying to accomplish our new very long number verifying checklist had my eyes off of what the Captain was doing that and the fact that we were rushing. That isn't the first time this new cumbersome checklist has had me heads down for a period of time while taxiing. The takeoff was without incident but it was definitely an eye opener as to how being rushed and how this new checklist can take the first officer out of the game.




Synopsis: B737 FO reported that new before takeoff checklist resulted in a heads-down moment for the FO that led to a taxiway incursion.
Date: 201908
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: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Bag arrived with battery installed. Battery was not removed at acceptance location per SOP.




Synopsis: Ramp personnel reported smart bag erroneously transported with battery installed in violation of company Hazmat Procedures.
Date: 201201
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Time Pressure; Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 4;000 FT and 12 minutes from touchdown we received an EICAS message 'airspeed disagree.' We noted the Captain's and Standby ASIs were in agreement and the First Officer's was 10-12 KTS lower. The QRC directed to turn off flight directors; autopilot and auto throttle and land at nearest suitable airport. We were in IMC and weather reported for Runway 34L was IMC. Declared an emergency and continued the approach with raw data. At 1;200 FT lost the glide slope indication on the Captain's instruments so I flew cross cockpit using the First Officer's GSI until the Captain's glide slope indication came back at around 900 FT. Broke out at 400 FT and landed making the second high speed turnoff uneventfully.


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


Synopsis: A B747-400 flight crew complied with the appropriate QRC; declared an emergency and landed uneventfully in IMC after receiving an airspeed disagree EICAS warning while being sequenced for landing at their destination.
Date: 201303
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Dusk
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Training / Qualification
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: 60 miles southwest of RIDGY on the KORRY 3 arrival; ATC issued a crossing restriction; 'cross RIDGY at FL270.' When selecting the KORRY 3 out of the FMS; RIDGY has an assigned crossing altitude of at or above FL270. The pilot flying selected 27;000 [feet] in the altitude alerter and then selected VNAV. Both of us thought the FMS was programed correctly. ATC informed us about 15 miles from RIDGY that we were high and issued us a clearance to descend to FL240.  We immediately started a descent and crossed RIDGY 8;000 to 7;000 feet high. The FMS never started the descent due to the fact that RIDGY was programmed to cross at or above FL270. The proper altitude programming in the FMS at RIDGY should have been cross RIDGY AT FL270.  When selecting STARS out of the box; make sure the waypoint doesn't have a pre-assigned above or below designation.


Second narrative: Narrative contains no addtional information.


Synopsis: Cessna jet flight crew missed an ATC assigned crossing altitude by relying on an FMS programmed restriction which was 'at or above' rather than 'at' the crossing altitude.
Date: 201507
Local time of day: 0601-1200
Location: TTA.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G TTA
ATC / advisory: CTAF TTA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: While conducting a commercial maneuvers' training flight with my instructor; we encountered a near midair collision. We had been remaining in the pattern at TTA for some time; completing about five landings before the incident occurred. We were monitoring the CTAF frequency for the airport and making calls for crosswind; down wind; base and final as you would in any non-towered environment. To confirm we were on the correct frequency; at the time we the incident occurred; there was a helicopter circling the field about 1;500 feet higher than we were who was responding to our calls and giving us his position. For the details of the specific incident; we were conducting a power off 180 degree landing (commercial training maneuver). While on base and turning to a short final; I caught a glimpse of an aircraft just to the right of that nose of the aircraft and at close to our altitude; who appeared to have the same descent rate we had. Essentially; the aircraft incorrectly entered the pattern (made a straight in for runway 21) without making any radio calls and completely ignoring ours. I took immediate evasive action and conducted a climbing right turn to the right with full power; and flew away from the field; where I conducted a 360 degree right turn to ensure the aircraft was on the ground and off the runway. We completed that final touch and go and returned to [base]. It is my strong belief that this individual displayed a total disregard for aeronautical decision making; proper planning; and was complacent enough to fly right into our path of flight and show no sign of realizing he/she had done so.




Synopsis: PA28R student pilot reported an airborne conflict with another aircraft at TTA; a non-Tower airport.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.ARTCC, CA
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: [Enroute at] FL360; Purser called to inform me there was a short duration smell of burning plastic across rows 46-48. The strong smell diminished lasting a few minutes. I reported to Dispatch via ACARS after telling [the Purser] to [alert] F/As (flight attendants) throughout the cabin to look; smell; and touch for any signs of fire; smoke fumes and report back to me immediately if there were any changes. [The Purser] and I discussed the possibility of a hot charger. [About half an hour later; the Purser] reported rows 26-28 ABC; smelled not like burning plastic; but 'cilantro'. The sweet smell moved forward to row 23. [A few minutes later; the Purser] reported that row 26 DE turned to a faint electrical; burnt plastic smell. I asked her to check for hot chargers. She said row 26 DE had two piping hot chargers which were now disconnected. The smell went away. [About an hour later; the Purser] called me and said the hot electrical smell was back; and very strong in the row 23-28 area. I told her to wake the passengers and make a PA to have all chargers disconnected from the outlets. I informed her I was diverting to [a nearby alternate]. I gave her time to [the alternate] and that an emergency evacuation might not be necessary; based on the current situation; but that could change. I told her to advise me if the situation got better; worse or stayed the same. [ATC] gave us discretion to 10;000 feet and we started down. F/O (First Officer) did a masterful job setting up the FMC (Flight Management Computer). [We advised] Dispatch our situation. We landed and stopped between [the runways]; [and were] informed there were no hot spots or indications of fire. We proceeded to gate. The report at the gate was no hot spots. We deplaned normally via the jet bridge and went to our hotel.




Synopsis: B777 Captain reported diverting to an alternate after the Purser reported electrical burning odors related to hot chargers in the cabin.
Date: 201509
Local time of day: 0001-0600
Location: RCTP.Tower, FO
Flight conditions: Mixed
Weather elements / visibility: Windshear
Light: Night
Aircraft: B747-800 Advanced
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Tower RCTP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other landing roll
Result: General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Began approach to Rwy 23L. Thunderstorms and rain in the area; night; in and out of IMC. Significant turbulence on approach. Selected gear down; flaps 20 approx. 2300 ft. Prior speed 180 had been assigned. As we were light our ref was only 133. Due to the wind shear; our deceleration was taking longer than usual so at about 170kts I called for flaps 30; speed v-ref +5; landing check list (MAP was already set at glideslope intercept altitude). This took place at approx 1500-1700 ft AGL as I wanted to be configured early due to the turbulence. At about 800 ft AGL I disengaged the A/P and re-briefed our missed approach maneuver in case we experienced windshear. The turbulence smoothed out a bit and the FO (First Officer) 500 ft call was on speed sinking 600. We were aligned with the centerline with minimal if any crab required. The cadence of the flare maneuver and power reduction was normal (this was also reaffirmed by the FO) other than that I left the thrust levers slightly cracked open as this sometime seems to helps smooth the landing of a light aircraft. The wind sheared to a tailwind near the end of the flare maneuver and we had what may be a hard landing. The wind changed dramatically enough that I believe we were the last aircraft to land on 23L; though there may have been one more aircraft close behind us. While stopped on the taxiway the FO picked up the new ATIS (issued after our landing); which changed the assigned runway to 5R. The new ATIS wind was 330/9 gust 19.  After parking and securing the aircraft; I informed the mechanic of a possible hard landing and made an entry in the logbook stating such. I did make a slight pitch adjustment when the sink occurred; being mindful not to over pitch. Had I been quick enough to add a bit of power as well; especially with the thrust levers not fully closed; I may have been able to arrest the descent




Synopsis: B747-400 Captain reported they had a hard landing when the wind shifted just before touchdown.
Date: 201206
Local time of day: 1801-2400
Location: ZTL.ARTCC, GA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZTL
ATC / advisory: Center ZTL
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was on D9. R9 was working about 6 inbounds to ATL on the HONIE arrival with minimal in trail requirement. The first aircraft in line; Air Carrier X descended early; and that plus his loss of the higher altitude tailwind caused the second aircraft in line to begin to overtake. The R-Side slowed the second aircraft (Air Carrier Y) to 250 KTS and turned them 15 [degrees left] to counteract the overtake. This then caused the third aircraft (Air Carrier Z) to begin to overtake by a 130 KTS difference. Air Carrier Z was told 'begin your speed reduction' referring to the 250 KTS assignment at HONIE. Air Carrier Z's speed did not change much and when he began to get close to Air Carrier Y; R9 issued 'Air Carrier Z just maintain one six thousand.' His Mode C showed 16;800 FT at that time and he did not respond. R9 again said; 'Air Carrier Z; just maintain one six thousand.' He responded; 'Unable.' I said to R9; 'Unable? What does that mean?' R9 transmitted; 'Air Carrier Z; unable?' He responded; 'Unable; we are through 15;600 FT;' and he continued descending; intending to cross HONIE at 14;000 FT. R9 issued; 'Air Carrier Z stop your descent and turn 20 degrees right.' About that time the aircraft lost separation. 'Begin your speed reduction' is an ambiguous clearance; should use 'reduce to 250 KTS.'




Synopsis: ZTL Controller described a loss of in trail separation with ATL arrival aircraft; claiming the phraseology used by the RADAR Controller was a bit ambiguous.