elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Initial weather enroute to the destination airport was unlimited ceilings with good visibility. Over the last 140 miles of the route a light scattered and then predominantly overcast layer began to develop. VFR flight on top of preceded and all surrounding airports including the destination airport remained VFR according to satellite weather.At approximately 60 miles from the destination airport a break in the now cumulus clouds was observed and a circling descent was commenced. There was an urgency to descend in this break as it was unclear if there would be another opportunity prior to the destination airport. During the descent there proved to be a previously hidden layer of clouds in the opening and inadvertent flight into clouds occurred. Immediately when this occurred autopilot was engaged. Believing this layer was light it was elected that the most prudent action was to continue the descent under autopilot. When VFR conditions did not emerge in approximately 20 seconds the decision was made to initiate a climb back on top using the autopilot. Once VFR conditions resumed fuel was approaching the personal limit of 1:45 minutes remaining. At this point a 180 degree turn was initiated back to the last location where the ceiling was unlimited. A new destination airport was selected with unlimited ceiling to take on additional fuel and then a landing preceded without incident.The sunset conditions and shadows made it difficult to spot the hidden layer of clouds in the break. A contributing factor was deciding to fly 'over the top' instead of under the clouds which were above VFR minimums and not immediately commencing a climb and turn when the cloud was inadvertently entered.




Synopsis: The pilot of an SR22 attempted to descend through a break in the cloud layer only to discover additional clouds; resulting in flight into instrument conditions. When VFR conditions could not immediately be located; a climb was initiated to return to VFR on top flight.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While supervising the duties of PIC flight for a new student; the student was performing a short approach power off 180. The student turned in on a base leg; less than a mile from the runway and we lost sight of the runway due to a hill and trees (common for Runway XX at this airport). Upon realizing we were low; I told the student to climb twice; to which he did not respond. Finally he added power and began to climb. Tower inquired as to whether we could see the runway; to which I replied we were unable. They stated that the trees looked pretty high and I said 'the plane felt kind of low'.  I did not perceive that we were in danger of CFIT.




Synopsis: Flight Instructor on training flight reported low altitude on approach.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was first concerned about my lack of fuel as I was passing ZZZ. But when I looked at both fuel gauges; I thought that I had a good 6 or 7 gallons of fuel and thought that I really had enough fuel to get to my destination. However; when I flipped back to the opposite tank it went dry in about 30 seconds. At that point I still thought I was OK; but in this plane the indicators gave me only about half of the fuel I had anticipated. At this point I was beyond ZZZ and asked ATC to be rerouted to ZZZ1; which was closer than [intended destination]. I was at about 4;000 feet when I suffered fuel exhaustion. I used the throttle to give me a few more turns with power; but I could see that I wasn't going to be able to get to the field. As I was trained well by the Civil Air Patrol; I looked for a safe place to land. I saw a green field 1.3 miles north and a bit west and I headed for it and landed both myself and the plane safely.I have been flying complex high performance aircraft for almost all of my 50 years of flying. I did not realize it until too late that this machine; great flying as it is; will not stretch fuel and get the speed that my old Cessna 210A did. I always file an IFR flight plan usually a half day early and then check again before I take off on this cross country flight. My main concern that morning was getting out of the cold front and into better weather. Everything was going along fine until I hit a strong headwind at about the [state] border. Even then; I did not think of going into [an alternate] and at ZZZ I convinced myself I had enough fuel. That was my undoing! I have thought of little else but why I did this and I have taught school and preached safety and as a clergyman I have 'clay feet.'




Synopsis: PA28 pilot reported fuel starvation and landing aircraft in a field.
Date: 201412
Local time of day: 0001-0600
Location: ZUA.ARTCC, GU
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZUA
ATC / advisory: Center ZUA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Procedure

Narrative: When Aircraft X departed Guam (PGUM) I retrieved the flight strips to get a boundary time. Normally one strip prints out with a boundary fix/time.  Occasionally multiple strips print out with the last one being the outer boundary time.  Multiple strips printed out for Aircraft X and I used the last one; which indicated a boundary time of XB42Z.  A glitch in the OFDPS [Offshore Flight Data Processing System] gave out an incorrect time and unusual routing; which I was not aware of.  I transferred the aircraft as normal to ZOA.  They reported not having the aircraft in their system yet; so I manually transferred Aircraft X with the time on the strip.  The glitch made the outer fix time off by 1 hour. Aircraft X's actual time at the boundary was XA42Z.  After I checked the time I confirmed it was accurate and we transferred the aircraft to Commercial Radio. Because the last two numbers of the time were the same I did not realize the time was off by one hour (XB42 instead of XA42).  After talking with others at ZUA; they advised me that this used to be a much more common problem.  I had not personally ever seen this specific scenario; but was told after that the flight plans that file JOBSS..WRNNR always create this glitch. ZUA is informing everyone of the incident and to be sure all four digits of the boundary times are checked. My only recommendation is that the 'glitch' is found and fixed.




Synopsis: ZUA Controller describes a situation where he/she did not look at the complete time update of an aircraft and missed the fact that it actually showed 1 hour later than he/she thought.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
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 ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Ground Personnel
When detected: Taxi
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: After landing at ZZZ and while turning in to our parking spot we were given a mid-turn 'X' or stop command by the parking position marshal. I immediately brought the aircraft to a stop as the monitoring pilot observed the right side wing walker had walked a line that would bring them into the path of the right engine intake. Ramp employees motioned for them to walk to the side of the ramp. After they were safely out of the way the parking position marshal gave the signal to move forward and we completed block-in without further incident. Ensure ground handlers; company employed or contracted station employees; or customer contracted employees; are well aware of where their focus and priorities should be while in the vicinity of an aircraft operating under power. If not for the timely observation and actions of the parking position marshal and monitoring pilot this incident would have resulted in a loss of life. Without proactive efforts these threats will be an ongoing challenge as [company] operations continue to grow and new; less experienced ramp crews join the operational environment.




Synopsis: B767 Captain reported wing walker approaching engine intake during marshalling procedure and stopped aircraft.
Date: 201502
Local time of day: 1201-1800
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
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: Other / Unknown; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While completing briefings and flight planning and waiting for final weight and balance numbers; My First Officer (FO) brought to my attention that a pickup truck to the right side of aircraft began moving backwards (No driver).It was moving parallel to aircraft and there was a concern it was going to hit engine. I initially reached for the #2 fuel off handle to secure engine before impact (engine was static). We realized it was going to miss engine but would hit fuselage. I immediately released my 5 point and exited aircraft. I ran to rear of Aircraft but was in fear it would impact; so I dove under Aircraft belly and managed to dive in truck and slam on the break. I broke my glasses and ripped my uniform but fortunately was able to stop the truck about a foot from tail skid and fuselage. I then secured the vehicle away from Aircraft and turned it off; breaks set; engine off in gear. I believe good situational awareness and the timely notification by my FO led to our reaction to prevent a more serious event. I believe it was an honest error; but may have been caused by the manager needing to cover for lack of ground crew. He appeared after we called ramp for baggage loading. I reacted the best I could to prevent Aircraft damage and possible PAX injury. Not sure about the manning problem; but adherence to safe vehicle securing around an active gate area is key. Also placement where if movement occurs it will not be towards the Aircraft.




Synopsis: DHC8-100 Captain detects a pickup truck rolling backward toward the aircraft during cockpit set up and dashes outside to apply the brake before a collision can occur.
Date: 201204
Local time of day: 1201-1800
Location: SAN.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B SAN; Class E SCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors; Chart Or Publication
Primary problem: Ambiguous

Narrative: A routine flight was made to SDM. This was one of nine flights performed to SDM for the month; tracking basically the same flight path as the previous flights. A Garmin 430 (certified for IFR flight with a current card) with a moving map display was programmed and activated to go GPS direct to SDM; the VOR (POGGI-109.8) radial 350 (170 heading). Upon departing we proceeded southbound to SDM via the eastern side over Sweetwater Reservoir. The course was flown underneath Class Bravo Airspace with the floor varying between 4;800 MSL and 1;800 MSL and 300 MSL. At all the times the aircraft was operated below the floor of class Bravo Airspace. Upon landing at SDM; the Controller asked that I contact the Approach Control Supervisor. I complied and contacted him via phone. I informed Approach Control that I remained clear of the Class Bravo Airspace at all times and had checked my position via GPS and VFR waypoints to ensure an incursion into the airspace would not and did not occur. As a result of events of the day; I retraced the flight later that evening with a Class Bravo clearance. Upon passing north of Sweetwater Reservoir; a VFR waypoint; and the point at which the floor of Class Bravo Airspace changes from 1;800 MSL to 3;000 MSL; the Controller was asked the verify the floor of the airspace above. The Controller stated 1;800 MSL. I verified my position via GPS and the VFR waypoint (Sweetwater Reservoir) and confirmed that pursuant to the marking of Class Bravo Airspace on the VFR chart; San Diego that the floor of Class Bravo Airspace indicated to be 3;000 MSL at that position. The overlay of Class Bravo Airspace as shown on the VFR terminal chart; San Diego with respect to ATC radar and GPS receiver should be verified.




Synopsis: When advised by Approach Control he had violated the floor of the San Diego Class B when transiting to SDM; the pilot of a GPS equipped C150 advised he had not and suggested the accuracy of local area charts compared to ATC radar be examined.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; Instructor
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: Aircraft; Airport; Human Factors
Primary problem: Human Factors

Narrative: Performing practice approach at the ZZZ VOR/DME approach in VMC and after canceling IFR flight plan. 2 other aircraft were in the pattern at ZZZ; at pattern altitude. We planned on passing below the pattern altitude at the approach circling minimum of 600 feet; to the missed approach point. Additionally we had horizontal separation from this pattern traffic. We announced our intentions and visual contact was maintained at all times with this traffic; however additional traffic; a departing helicopter came up unexpectedly. Evasive action was taken. Onboard ADS-B was helpful in detecting and avoiding this traffic. It appears the helicopter did not hear our call. We heard the helicopter calling when we were already quite close; unknown if a prior call was made and possibly stepped on by another aircraft.


Second narrative: My student and I were completing the last of three IFR approaches in VMC on an IFR flight plan. While on the final portion ZZZ VOR/DME; approach we announced our position on the approach several times along the approach from the airfield and our intent to fly the missed approach. We were approximately a mile from the airfield and the MAP when a helicopter announces their departure from midfield and in our direction. Before we knew it the ADSB showed traffic at our 12:00 and same altitude. We did evasive action and then left the area to the west away from the pattern.This airfield gets busy during the day with VFR traffic. Helicopters commonly work on the taxiway. In the future during VFR conditions I will choose another airport less congested. This airport has to much traffic for an uncontrolled airport and does not mess with IFR traffic.


Synopsis: C177RG instructor and student reported an airborne conflict with a helicopter on approach to non-towered field.
Date: 201507
Local time of day: 1801-2400
Location: SFO.Airport, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At SFO on taxiway G at intersection of G and A Ground told us to follow [air carrier] after they passed us on A. [They] passed; Captain cleared left; I looked to right and said 'STOP'. A [different air carrier] aircraft was taxiing fast after [the first air carrier] on A with no lights on.Stopped our aircraft immediately to avoid collision. [Second air carrier] continued taxiing. Queried ground; they said [second air carrier] taxied faster than they had expected. Ground had given us no indication that there would be an aircraft behind [the first air carrier] that we were instructed to follow. We taxied beyond our gate and requested taxi instructions back to our gate. Ground gave us return instructions and made no further comments.Better coordination with ground regarding aircraft position; Ground was unaware of location of [second air carrier] and its proximity to us.




Synopsis: EMB-175 FO reported a near collision taxiing at SFO with an aircraft that ATC seemed unaware of.
Date: 201306
Local time of day: 0001-0600
Location: ZGSZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: VFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ZGSZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure; Chart Or Publication
Primary problem: Ambiguous

Narrative: After landing on Runway 16/34 taxi instructions were to taxi via R to hold short of Runway 15/33 on R.  We're then told to taxi via Route 1 to the follow me on the cargo apron.  The taxi signs on the hold point for R 15/33 showed Route 2 as a left turn and route 1 as a right turn.  We turned right onto 15/33 per the sign and instructions expecting to exit via Taxiway A8 then to the ramp.  After our right turn the Controller started to ask questions about the right turn.  He asked us if we understood Route 1.  We told him we complied with the signs.  We later found information on the Parking Stands Diagram 10-9c.  The information on Route 1 and Route 2 were just the opposite of the signs.  There were no other references on any other parking or taxi diagrams that we could find. Move the Route 1 and 2 information off the parking stands diagram and put it someplace where we can find it.




Synopsis: After landing on ZGSZ Runway 16 and taxiing on R the crew turned the incorrect direction for Route 1 at Runway 15/44 because the Route 1 and 2 signs appeared reversed and the crew did not see the airport route chart.