elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 1801-2400
Location: GSO.TRACON, NC
Flight conditions: VMC
Aircraft: Light Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D GSO
ATC / advisory: TRACON GSO
Second aircraft: Medium Transport
Aircraft component: Engine
Component problem: Failed
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Procedure

Narrative: I had taken position after coming down from the tower working Ground Control. A priority handling had been coordinated with Aircraft X with an engine out. This had been coordinated at least 45 minutes prior to the aircraft's arrival. It was briefed from the relieved controller that this aircraft had requested 'wide vectors for an ILS.' At the same time Aircraft Z was inbound on the RNAV arrival along with Aircraft Y call sign unknown. In my judgement as well as the relieved Controller both of these aircraft would have arrived easily before Aircraft X came in on the ILS. I cleared Aircraft Y for the Visual Approach to the right parallel runway and decided to change the Aircraft Y to the left after they requested the ILS. Aircraft X changed his mind for the Visual Approach which I approved. I asked Aircraft X if they could visually follow the Aircraft Y and they said they would not because of wake turbulence. Since I did not issue a 30 degree intercept we coordinated with the tower to issue a go-around to Aircraft Y. We decided not to send the Aircraft Y around because he was established on the ILS even though I had not issued a 30 degree intercept for Aircraft X. In my opinion wake turbulence to a priority handling aircraft was more of a factor than a parallel runway approach.Due to the busy nature of this session I think splitting the radar position may have been warranted. The relieved Controller had been on position for over 1 hour and 45 minutes. Aircraft X changing his mind mid sequence also caused a lot of problems. I was wary of issuing delay vectors to an aircraft that was a priority handling.




Synopsis: GSO TRACON Controller reported improperly turning an aircraft onto final with another aircraft on approach to the parallel runway.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When boarding was complete the gate agent came forward to deliver the paperwork. The ramp agent was right behind her with the pink sheet. We compared the manifest to the pink sheet and entered the numbers for the solution. We overheard the FA talking with the gate agent about missing 30 people. I asked the agent to come forward and explained to her that it's still 10 minutes before departure time. Please go back up the jetway and make sure there's not a bunch of passengers up there trying to get on the flight. We're not going to leave people behind while the door is still open. As this conversation concluded another FA came forward to share his perception. He stated; quite emphatically; 'there's NO WAY that count is right... there are WAY more than 90 people on this aircraft.' He said he was going to do a head count. I thought that sounded like a good idea. As it turns out there were 127 passengers on board; not 90. I walked up the jetway to talk to the agent and calmly explained to her; 'there is obviously a meaningful discrepancy in the passenger count that will need to be reconciled before departure.' That process took about an hour.The passenger count cannot be trusted at this airport. All flights should require a head count to compare to the passenger manifest.




Synopsis: A320 Captain reported that the passenger manifest was incorrect by over 30 people.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had just intercepted the localizer in IFR conditions when I switched the autopilot to loc to track the localizer. The plane made an abrupt run into an unusual attitude. When that occurred I completely lost valuable input from my attitude indicator. It was indicating I was turning one way and in reality I was turning the other. When it said straight and level I was in a descending turn. In the confusion I aborted the approach and Approach did a wonderful job of assisting me. I ended up low and finally had ground contact so I could determine level flight. They directed me back to ZZZ1 for a safe landing.




Synopsis: PA32 pilot reported entering an usual attitude due to loss of reliable attitude indicator information.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: In line for takeoff on Taxiway X holding short of intersection XY when we felt a jolt to the aircraft. We then noticed an aircraft (same make and model as ours) taxiing around to our right. I realize that we had been hit by them and notified Tower. Their left winglet hit our right elevator.


Second narrative: I had just sat down in the FWD jumpseat; when a loud thump was heard and the FWD part of the cabin shifted quite a bit. I had seen everyone looking out the right window and beginning to talk and point. At that point I received a call from the B Flight Attendant [who] asked; 'What Happened?' I had replied with; 'I don't know; what's everyone is looking at?' She began to get out of her jumpseat to look out the window as to what everyone else was looking at and then called me back and said that there was a piece of either our plane or someone else's plane and immediately called the flight deck. The flight deck responded that they are on the phone and will get back to us soon and hung up. I then went on the PA and instructed everyone to remain seated with their seat belts securely fastened until we instructed otherwise. I then got out of my jump seat to look at my neck because it had started to throb in pain. As I looked in the mirror I had seen that it was raw from a sort of burn from the seat belt. I had then walked to the AFT Galley with the B Flight Attendant to show her my injury and told her it was quite a thump up front. At that moment the flight deck had called us; it was our Captain; he told us that we were hit by a plane on the right wing and asked if everyone was okay and what do we see from our view? We responded that no one seems to be notifying us that they were injured and that I just had a burn on my neck. We then told him we noticed a part of our wing on the [taxiway]. He responded he will keep us in touch and to take care of the cabin. We had continued to hear updates from the flight deck on the PA as to what was happening. [An hour later we started] a water service in the cabin to help [allay] anxieties as to what was going on. Finally we headed back to the gate to deplane the passengers and re-group.


Synopsis: Two flight crews and two flight attendants describe a collision during taxi; with the left wingtip of a medium size twin engine jet contacting the right horizontal stabilizer of a stationary aircraft of same make and model.
Date: 201605
Local time of day: 1201-1800
Location: CYYZ.Airport, ON
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON CYYZ
Reporter organization: Fractional
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Airspace Structure; Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: During getting clearance we were given a waypoint; EXTOL; which sounds very familiar to a close by waypoint EXALL. Waypoint was not originally on flight plan; and after finding what I thought was the correct waypoint I read [back] my clearance with EXALL. Both points sound familiar; I don't believe anyone noticed. During cruise we started making a turn to EXALL; when ATC inquired what fix we were going to. We verified the spelling and were informed to proceed to EXTOL.Flight path was corrected very quickly after initial diversion; and no further flight interruptions happened. Reading back exact spellings of every fix. EXTOL AND EXALL are in proximity and sound familiar. Although EXALL wasn't as good of a route as EXTOL; it wasn't unusual enough to raise suspicion.




Synopsis: Light Jet First Officer reported of confusion and questioning by Toronto ATC about their heading. Pilot programmed EXALL rather than EXTOL which led to a heading deviation.
Date: 202112
Local time of day: 1801-2400
Location: ROA.Tower, VA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ROA
ATC / advisory: TRACON ROA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: On approach to ROA; ATC asked if we had the airport in site while at 4;000 feet. We acknowledged we did and were cleared for the visual approach. We positioned ourselves outside of HIBAN for the approach and started to descend to 3;700 feet. We received a momentary terrain warning passing over a hill. We leveled off and waited to descend until fully aligned with the approach course to Runway 24.Fully comply with policy to use a full straight in approach to prevent any terrain warnings on approach especially at night. Momentary lapse in recognition of need to start approach farther out and not accept visual approach at night.




Synopsis: Air carrier Captain reported a momentary terrain warning while passing over a hill on a visual approach.
Date: 202001
Local time of day: 0601-1200
Location: ROC.Airport, NY
Weather elements / visibility: Icing
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ROC; Ramp ROC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: After crossing inactive Runway 28 on Taxiway foxtrot and turning to join Taxiway bravo westbound; aircraft started sliding toward edge of taxiway. Captain stopped forward progress to avoid departing the taxiway. We remained stationary on the taxiway and called Ground Control and our Ramp for assistance as we determined that the braking action was nil for that area of Taxiway bravo. Airport sand truck and (Company) tow vehicle approached us with difficulty. After sanding the area; we were towed to the taxiway centerline and continued to depart on Runway 22. We were stuck on the taxiway for approximately 20 minutes for this process. ATIS had reported taxiways to be fair to poor braking action. We conducted the turn at around 5 kts. before noticing the slide and stopping.Temperatures hovering around freezing with wet taxiways.




Synopsis: B-767 First Officer reported loss of directional control during taxi due to ice on taxiways.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Maintenance
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While taxiing aircraft from gate to hangar for overnight maintenance. I was in the Right seat operating the radios and another Technician (Tech) was in the Left seat to taxi aircraft. We were cleared from Ground Control to proceed via Juliet taxiway and hold short of Charlie taxiway. We proceeded as requested from Ground. We were holding short of Charlie and then Ground cleared us across Runway XXL and hold short of XXR; again we did as instructed. Ground Control called us and instructed us to cross XXR and expedite due to another aircraft was on a three mile final for XXR. I told the Driver [Left seat Tech] to expedite due to inbound aircraft. We started moving and I was looking out the R-2 window at inbound aircraft; the next thing I realize is we are off Center line and going into a ditch. I called Ground and stated we were clear of runway but had gone into the ditch. Ground asked if we needed assistance and I stated 'Yes'. Down-powered aircraft and exited via the R-1 door. Grave shift.

Callback: Reporter stated they were complying with a request from Ground Control to expedite their runway crossing. During that process; the aircraft ended up off the Center line into a ditch. Mechanic in Left seat did lose control of aircraft; but the incident did not involve a mechanical issue.



Synopsis: An Aircraft Maintenance Technician (AMT) reported their aircraft ended up off the center line and in a ditch during an aircraft taxi after complying with a request from Ground Control to expedite a runway crossing.
Date: 201201
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Human-Machine Interface
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I read and checked along with First Officer the CLARE TWO RNAV departure out of DFW; way point by way point along with speed and altitude restrictions and all checked good. First Officer flying; 400 FT LNAV; 500 FT autopilot on and I was on the PROG page 2 to check for errors on departure. Everything went perfect in the critical phase right after takeoff up to above approximately 20;000 FT where I went to regular PROG page. Approximately 3 minutes after crossing CLARE ATC asked where we were going since we were about a mile off course. I answered that we were going to SWB because that's what was in the both FMC's. ATC then said we were supposed to fly POTEN; then TEKBE before going to SWB. I was absolutely flabbergasted since we did a VERY thorough check before we left and First Officer clearly remembered that I read POTEN and TEKBE to him when I went through the legs in the FMC. Neither the First Officer nor I have any idea why all of a sudden both FMC's had us going to CLARE and then direct SWB. ATC said 'no problem' and recleared us to SWB.


Second narrative: We agreed to all fixes matching with our flight plan along with distance total coming with a 1 NM difference which is very good with compliance.


Synopsis: A B757 crew verified the FMC flight plan waypoints on the DFW CLARE 2 RNAV during preflight but after takeoff POTEN and TEKBE waypoints dropped out causing a track deviation detected by ATC.
Date: 202105
Location: PTKK.Airport, FO
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Landing
ATC / advisory: CTAF PTKK
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: PTKK Runway 4 PAPI out of service.  Broke out at minimums and no PAPI.  Asked TKK Radio and they said it was not working; but no NOTAM issued.




Synopsis: Pilot reported landing without use of PAPI lighting while landing at PTKK airport.  PAPI's were out of service but a NOTAM had been not issued.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Challenger CL604
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Challenger 604 (CL-604) departed for a reposition flight.  On the initial climb up to 36;000 FT the outer ply of the pilot's side windscreen broke.  The windscreen cracked completely from top to bottom vertically.  The crew donned the oxygen mask and asked to stop the climb.  The crew then asked to slow and descend.  The crew followed all checklist items.  The crew had to dump fuel to make landing weight.  Crew was cleared by Center to dump on our route back to [departure airport].  The crew's main concern was that the outer glass of the windscreen would break off and enter the left engine.  The aircraft landed safely.




Synopsis: CL-604 Captain reported pilot's windscreen cracked during climb.  Crew ran checklists; dumped fuel; and returned to departure airport.
Date: 202009
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We planned to depart ZZZ VFR before the Tower opened and pick up our IFR clearance from ZZZ Center airborne. The Tower opened as we approached the runway. We received our clearance on the ground. I overshot my cleared altitude (10;000 feet MSL) while rolling out on course. No traffic nearby.Extremely early departure; very limited recent flying due to pandemic; very limited recent night operations.




Synopsis: Corporate pilot reported overshooting assigned altitude on departure.