elihoole/asrs-aviation-reports huggingface dataset:
Date: 201302
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were initially cleared to 11;000 FT MSL. Holding short of the runway; Tower cleared us for takeoff and said to maintain 3;000 FT. We read it back and set the altitude. This is where the disconnect happened. Airport elevation is 2;885 FT. Tower may have said 13;000 FT; but we set and read back 3;000 FT. On departure; we got an altitude alert. I asked what altitude he gave us. The First Officer started to level and I told him to keep climbing as I told the Tower we need higher. The Tower cleared us to 7;000 FT. When the First Officer leveled off; we sank a little and got a sink warning. It was all one fluid motion from climb to level to sink to climb then flap retraction. Approximate location: Just off departure end or runway. Departure: I really still can't understand how we messed this up. What were we thinking when we were cleared to 3;000 FT? Maybe 3;000 FT AGL? I believe it was lack of communication between us and the Tower.


Second narrative: Initially cleared to 7;000 FT. Just before takeoff; Tower clearance amended to right turn heading 330; maintain 3;000 FT. (note: the TDZE is 2;825 FT). Read back as stated. On climb out and in the right turn; approaching 4;000 FT; the pilot not flying reminded me of the 3;000 FT altitude set in the window and the flashing/altitude alert. I leveled and began a slow descent. The pilot not flying said to keep going up. The don't sink GPWS sounded and I immediately resumed the climb. Tower then gave climb and maintain 7;000 FT. The flight continued without further incident.


Synopsis: B737-700 flight crew; immediately after take-off; began an erroneous level-off 175 FT above airport elevation and received GPWS warning.
Date: 201411
Local time of day: 1801-2400
Location: HIO.Airport, OR
Aircraft: PA-44 Seminole/Turbo Seminole
Airspace: Class D HIO
ATC / advisory: Tower HIO
Second aircraft: No Aircraft
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Airport
Primary problem: Ambiguous

Narrative: I was recording the new ATIS and looked up when someone in the cab shouted 'Go Around!'.  A PA44 had been in VFR closed traffic doing touch and go work; and the plane was over the threshold of RY31 when a green shuttle van crossed RY31 at B intersection.  The PA44 was sent around; and flew over the van.  I attempted contact on Ground Control frequency 121.7 with no answer.  The van then attempted to exit the airport but no gate would open on the south side of the airport so they approached RY02 at B5 intersection.  The van gave no response to a red light gun signal and crossed RY02 from B5 to C5 and then turned to the north where they were observed to pull in to a hangar parking lot; and then exit the airport at the west gate near the FBO. There is a new hangar on the East side of the airport and security procedures and training may need to be evaluated for the Northeast hangars and new construction.




Synopsis: A PA-44 is issued a go-around when a green shuttle van is sighted crossing the active runway without communicating with the Tower. When no way out is found the van recrosses the runway and exits via the FBO parking lot.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Fuel Tank
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Rotorcraft
Human factors: Confusion; Distraction; Situational Awareness; Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: Took off climbing to 11;500 feet just before a mountain ridge. Smelled gas; one of fuel gages showed lower than normal and it got bumpier. Bumpiness got worse; and fuel smell got really bad. Turned around went back to airport; landed and checked aircraft fuel system; realized fuel tank was vented into the cockpit and there was wet fuel on baggage compartment floor. Refueled and attempted to take off. Lost control just before takeoff it was pretty gusty. Slid me off runway; into sand and heavy brush and hit pretty good size brush. Took power off just before the brush. Damage to right wheel; prop and cowling. Venting into pilots compartment is not a good deal. I never got off the ground. It was a ground loop.

Callback: The reporter stated that the aircraft's builder did not install an aux fuel tank in the aircraft during the initial assembly. Later the builder determined he should have the aux tank and installed it but did not properly vent it. The improper fuel vent into the cockpit lead to this entire event because he made a precautionary landing at what turned out to be a closed private runway. The takeoff event just capped a series of mistakes leading to damage following a ground loop.



Synopsis: A Thatcher CX4 pilot diverted because of a strong fuel smell and determined the auxiliary tank was vented into the cockpit. After refueling; he ran off the runway in gusty conditions and damaged the aircraft.
Date: 201507
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The flight plan Zero Fuel Weight (ZFW) was 119.3.During preflight our final weights up linked showing a 2;330 loss from the planned weights; ZFW 116;976.After push and engine start we received an 'INVALID WEIGHTS' notice followed shortly by new final weights with an increased ZFW; 117;360; which my First Officer manually loaded into the FMGC.  We got new Takeoff Data and departed.On approximately 15 nm final approach to ORD; we received a new Final Weight manifest with a ZFW of 119;266; an increase of 1;900lbs.  That is significant for an A319's takeoff and approach speeds! I input the new weights and we completed the approach and landing uneventfully.


Second narrative: We departed for ORD and received init data uplink with final weights prior to start. We then received message that weights were invalid. We then received new weights which were manually entered into FMGC due to the fact engines were now running. We departed for chicago and on final approach into ORD we received an ACARS message with new final weights which were different from the ones we departed with. The new weights were 1;900 pounds heavier than what we had entered. We changed the weights in the FMGC and had an uneventful landing.


Synopsis: Just prior to departure; an A319 flight receives a revised weights which are entered into the FMGC. During approach to ORD an ACARS message is received with new final weights; increasing Zero Fuel Weight (ZFW) by 1;900 pounds.
Date: 202003
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: IMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FO's (First Officer's) leg; takeoff and initial climb heavy weight was normal with autopilot on and FMS climb in prof up to initial altitude of FL180. Approaching FL220; climbing; a loud thump was heard; aircraft decelerated; RPM on number 2 immediately rolled back and EGT turned red rapidly through 600 degrees. FO immediately leveled off and crew ran ENG FIRE SEVERE DAMAGE checklist. Just prior to shutdown EGT was at 640 and climbing. The EGT continued climbing to 670 until Fire Agent fired during the checklist. Captain [notified ATC] and crew worked together to coordinate return to ZZZ; dump down and avoid very heavy overweight landing. After severe damage checklist completed; the engine shut down and EGT below Hi temp; no vibration or other indications of fire or severe damage so we elected to continue dump and return to an auto land on the longest active runway. Dumped 107;000 pounds of fuel; coordinated with ATC; prepared the flight deck for auto land; rollout and possible ground evac if required (Door 1L MEL inop). Captain flew return and auto land to a full stop Runway XXR ZZZZ and cleared the runway. We asked Fire Chief to inspect for external damage or parts missing so as to not FOD the runway or taxiways. Fire Chief reported no damage and we taxied back to the gate uneventful. Severe damage was observed by Maintenance in melted metal in exhaust cone. Fuel dump checklist complied with and landing weight was written up as overweight at 483.4. FO and RFO (Relief Officer) were instrumental in crew coordination and safe return to ZZZZ. Their professionalism and outstanding airmanship allowed for a smooth turn back and landing. Cause: Unknown #2 engine severe damage in climb.




Synopsis: MD-11 Captain reported executing an uneventful emergency air return due to number 2 engine failure during climb.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-4
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Insurance required Dual instruction with qualified CFI in aircraft prior to solo flight. Approach was at 80 MPH indicated. Upon round-out CFI insisted wheel landing was necessary. Aircraft bounced on initial touchdown and was forced by the back seat check pilot onto the main gear with the nose of the aircraft beyond the horizontal plane. Throttle was advanced for a go-around as there did not appear to be sufficient runway to stop. Second approach was very similar forward stick was applied by the check pilot resulting in a light prop strike on runway. A go-around was again initiated. On the go around there was some discussion related to the angle of attack on touchdown. 3-4 minutes following; the engine started a noticeable shake. Emergency procedures were taken and the descent to landing was initiated at idle power. The shaking became worse. I cross-controlled the aircraft to increase descent without increasing ground track and a hard but manageable landing was accomplished. The amplitude of the engine shake became more pronounced. We were able to taxi off the runway on to the ramp were I immediately shut down the engine and saw the damaged propeller. On initial inspection we did not see any additional damage. The aircraft was moved into a hangar and secured.




Synopsis: RV4 pilot reported a prop strike during a training flight.
Date: 202103
Location: MHLM.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: Took off from San Pedro Sula and noticed there wasn't a SID or obstacle departure procedure taking off from Runway 22 into terrain either side of centerline and ahead.  There is a SID for runway 4 which is what we took off on.  Shouldn't there be some kind of procedure for this runway?  I filed a report and got a response back asking me to also fill out this report.




Synopsis: Air Carrier Captain reported this airport needs a SID or DP for this runway.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Staffing
Primary problem: Staffing

Narrative: While conducting an arrival on the ZZZZZ arrival into ZZZ; we were given 2;000 feet and direct ZZZZZ for ZZZ ILS XX approach and to expect the visual approach upon reaching ZZZZZ. We had the airport in sight and reported the airport several times to the Controller (he was very busy operating several approach frequencies at the same time which was unknown to us) he finally told everyone to stand by and he would call each aircraft back; as we crossed ZZZZZ while maintaining our last altitude (glide path was pegged at the bottom); we again called him with airport; he finally responded with cleared the visual and contact the Tower.  We started down; by 800 feet AGL; we knew there was no way to stabilize our approach; we called 'miss approach' to tower; then started the missed approach procedure; we reported our miss as an unstable approach; Tower was great in vectoring us around the pattern in his airspace and bringing us for another approach.  Our next approach and landing was uneventful; thanks to the great Tower Controller.  With the COVID-19 virus roaring its ugly head and aviation industry trying to come back to life; there is no easy solution; ATC is short handed; controllers and pilots alike are overworked.




Synopsis: Corporate pilot reported having to execute a missed approach after a delayed approach clearance left the flight too high to conduct a stabilized approach. The pilot stated that the Controller was very busy working multiple frequencies and asked flights to stand by for call backs.
Date: 201306
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAD
ATC / advisory: Tower IAD
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Coming in on the visual approach to 19L; the Tower informed us there was a helicopter that shouldn't be a factor. We saw the traffic on TCAS and decided to shallow the descent until clear of the traffic; which by this point was  -100 FT. We then got a TCAS RA (climb) and executed a missed approach. When we came around again; the traffic was in the same spot. I asked the Tower to move the traffic; which they were too slow to do. I maintained a higher altitude than I did the previous time until the traffic was no longer a factor and landed without further incident. I contacted the Tower via telephone after we landed and they said the helicopter was there mapping for a subway and 'no one else has had a RA from it.'  Traffic does not need to be at 1;000 AGL on a 3 mile final at an international airport.




Synopsis: Corporate aircraft responded to a TCAS RA on final for IAD 19L and executed a go-around; the pilot questioning ATC for allowing helicopter operations near the landing runway.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Falcon 900
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial 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 Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on approach to ZZZ we were cleared to descend to 3;000 feet at which time we had the runway in sight. Upon reaching 3;000 feet the controller gave us a low altitude alert and wanted to verify we were level at 3;600.  The PNF (Pilot Not Flying) responded that we were level at 3;000 and had the airport in sight. The controller advised he had only cleared us to descend to 3;600 not 3;000. We then called the airport in sight and he cleared us for the visual approach and we initiated a successful landing. After landing the Tower Manager contacted the flight crew via telephone at the FBO and advised there was a possible pilot deviation.


Second narrative: We were in contact with ZZZ Approach. We were to expect radar vectors for the ILS XX. During the descent there were thunderstorms in the area. The approach controller instructed to descend to 3;000. As we leveled at 3;000 the controller ask to confirm our altitude. I informed the controller we were level at 3;000. He informed us we should have been at 3;600. We informed him we thought he had said 3;000. By this time we were clear of clouds and has the airport in sight. We climbed to 3;600 and received radar vectors as we were cleared for the approach.


Synopsis: Flight Crew flying F-900 aircraft reported altitude deviation on approach.
Date: 201401
Local time of day: 1201-1800
Location: BWC.Airport, CA
Light: Daylight
Aircraft: Small Aircraft
Operating under: Part 137
Flight plan: None
Mission: Agriculture
Flight phase: Takeoff / Launch
Second aircraft: Cessna 152
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: I was in the middle of a day of working an aircraft with no radio.  Wind was from the southeast.  I took a load at Brawley (BWC) and taxied to Runway 08.  I stopped at the hold-short line; checked the approach to both ends of the runway.  I pulled out onto the runway; lined up on centerline; set flaps and engine condition lever for takeoff; and locked the tailwheel.  I then began the takeoff roll. A few hundred feet into the roll; I observed a cloud of dust from the north side of the east end of the runway.  I then saw a light tan colored Cessna 150 or 152 had been on Runway 26 and was now in the dirt on the north across from the easternmost taxiway. As I was already near rotation speed when I saw the Cessna more than 1;000 FT away; I became airborne; sidestepped to the right (south) and continued departure; passing well clear of the other aircraft. The Cessna must have pulled onto the runway while I was setting takeoff configuration; or perhaps I failed to see him on the base to final turn.  The dirty white and tan color of the other aircraft blended in with the desert terrain around Brawley.  The sun was near the horizon at my back; which would have affected the other pilot's view.  In any case; we both failed to see the other until we were both on the runway in opposite directions.  The lack of an aviation radio in the aircraft I was flying also contributed to the loss of situational awareness.




Synopsis: Small aircraft pilot reports departing Runway 8 at BWC and noting a cloud of dust at the opposite end of the runway on the north side. As the reporter rotates and side steps to the right a C152 is detected in the dirt having aborted a landing or takeoff to avoid a collision.