elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The role I played was as an instructor for the sector Radar Assist position. There was also training being conducted on the radar position. Aircraft X was a departure and had been assigned an interim altitude of 33;000 feet for traffic and was requesting higher. Aircraft Y was enroute at 34;000 feet. The radar trainee decided just east of the ZZZZZ waypoint to climb Aircraft X to 35;000 feet. At the time the climb was issued Aircraft Y was about 90 seconds away head on with Aircraft X at 34;000 feet. Immediately conflict alert started flashing. The instructor for the Radar position gave the trainee roughly about 10 seconds to do something however the trainee did nothing but stare at it. At that point the radar instructor issued Aircraft X a 30 degree turn to the South; descended Aircraft Y to 30;000 feet and was told to do so expeditiously. These clearances were not done in a timely enough manner and it appeared that separation was lost. From our prospective on the Radar Assist training there was not much we could do to save the error.Unfortunately it would be to terminate training for this particular trainee. This is a regular occurrence (unable to see traffic) and despite the best efforts of his trainers there has not been any improvements from this trainee....in my opinion. This was bound to happen eventually and likely will again.




Synopsis: Trainee Controller was working one aircraft eastbound at 33;000 feet and one aircraft westbound at 34;000 feet on the same airway. The trainee climbed the eastbound aircraft to 35;000 feet head on into confliction with the westbound traffic. The instructor took over the sector issuing instructions to both aircraft to maintain separation. The actions were too late and separation was lost.
Date: 201912
Local time of day: 0001-0600
Location: LNY.Airport, HI
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Taxi
ATC / advisory: Ramp LNY
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Airport

Narrative: Temporary lighting installed on Lanai ramp is a blinding light that ruins night vision and creates a hazard while taxiing at night into the ramp. The light negatively affects acclimation to night vision and creates a flight hazard. Pilots cannot remain acclimated nor can they properly acclimate themselves to night flight due to this blinding light. Turn off the light. It's dangerous. We cannot see while approaching the terminal. It does not match any of the light levels on the entire airfield. Per the FAA Airplane Flying Handbook; FAA-H-8083-3B; 'Adapt the eyes to darkness prior to flight and keep them adapted. About 30 minutes is needed to adjust the eyes to maximum efficiency after exposure to a bright light.'




Synopsis: Air Carrier Captain reported temporary ramp lighting at LNY is too bright and makes taxi-in difficult.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; Hail; 7
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Tank Cap
Component problem: Failed; Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Flying enroute from ZZZ1 to ZZZ2 at 7;500 cruise at 190 mph ground speed. Switched fuel tanks at specified usage time. Engine stumbled and started to die. Switched back to left main tank and engine came back. Checked fuel gauge and the right main indicated full so I switch back to the bad right tank and engine stumbled again. Instantly switched back to left main and called out mayday engine trouble. Was on VFR flight following with ZZZ Approach. The Controller directed me to the nearest airport and helped keep me calm. I am not instrument rated but I do have 15 hours of hood time. I was able to keep the engine running at idle as I entered the cloud layer at roughly 5;000 ft. I stayed in a standard rate turn to the right and circled the airport until I broke out at around 1;100 ft. The airport was on my right and I was able to put the gear down and flaps to make a good soft landing on the runway. Just as the airspeed started to bleed off the propeller came to a stop and I rolled to a stop halfway down the runway. Upon inspection the right main gas cap had popped open and all fuel was sucked out of that tank. The inner bladder had collapsed causing the fuel quantity gauge to show a full reading. Upon inspection of gas cap and comparing it to the other 3 caps It was determined the lock mechanism was too loose and may have come off in flight. At no point during the X hour flight did I notice any fuel smell or loss of power until switching to the right main tank. I have since fueled the aircraft and completed a ground run up on the tank in question and ops check OK.




Synopsis: BE-35 pilot reported fuel problems; being VFR in IMC and ultimately diverting to the nearest airport.
Date: 201411
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Weather elements / visibility: 10
Light: Night
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B TEB
ATC / advisory: Tower TEB
Aircraft component: Autoflight System
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Human-Machine Interface; Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During the arrival to TEB we were cleared for the ILS 6 approach.  The PIC let the autopilot drift left of center line and [I told him] that the airport was in sight at 1 o'clock. The PIC's comment was; look at how much correction this thing is putting in; and we continued to drift left. We continued to drift left; I told him again the center line was to the right and the airport was in sight. The PIC turned right and started to descend. Then he said that he had lost sight of the [airport and] I told him the airport was at 11 o'clock and that he was way too low for where we were at. I called the towers south of TEB to him twice; he then said he had them and ask where the Stadium was. At this time TEB tower came on frequency and gave us a low altitude alert and the airport was at our 10 o'clock; At this point; I had lost sight of the airport and told the PIC to go around; at this point; we both picked up the airport visually and landed without further incident. The trip was extremely rough and had been for the preceding 20 minutes the wind at 4000 was out of the NW at 65kts. The wind at TEB for landing was 330 [at] 19 [kts] [gusting] 25 [kts]. This [is] a classic example of how automation dependency can cause a very experience pilot to lose track of situational awareness and ignore the basics of fly the aircraft.




Synopsis: The First Officer of a Gulfstream G200 related repeated attempts to get the Captain's attention to their divergent track and altitude while attempting to fly the ILS Runway 6 to TEB during turbulent but VMC. Following a low altitude alert from the Tower they began a go-around but then picked up the airport and landed safely. The reporter attributed the Captain's disorientation to automation dependency.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We accepted a visual approach to runway XXL at ZZZ1.  While maneuvering at 3000 feet we came near the towers that are north east of the field.  When I realized where we were; I directed the FO to climb to 4000 feet.  While climbing; we received a 'Caution Obstacle' warning from the GPWS.  We had the towers and the runway in sight. After leveling at 4000 feet we joined the final for XXL and landed.[The event was caused] when I saw the field I accepted a visual approach.  I knew about the towers but dropped them out of my cross check when we were cleared to land.This could have been prevented by just taking vectors for the ILS like the [company] page says to do.  I let myself get complacent because I had the field in sight.




Synopsis: Air Carrier Captain reported a GPWS Obstacle warning during approach. Captain applied corrective action and flight landed safely.
Date: 202112
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Ice/Rain Protection System
Component problem: Malfunctioning
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: Troubleshooting; Situational Awareness; Human-Machine Interface; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Procedure; MEL; Human Factors
Primary problem: MEL

Narrative: After Wing Body Overheat light for left wing; we complied with QRH and made appropriate write up. Shortly after the write up; we received a request from ZZZ Maintenance; to help their troubleshooting. On the surface; seemed logical. However; their request would have violated at least two (2) system limitations.  Namely running two packs from 1 engine bleed source; and/or using APU air above limitations. Number of newly ordained 737 Captains requires more prudent approach.




Synopsis: B737 Captain reported violations of two systems limitations when a Wing/Body Overheat Light illuminated in flight.
Date: 202110
Local time of day: 0601-1200
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B N90
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were being vectored on a modified downwind over the Long Island Sound; just east of Hart Island and were issued a clearance to a new heading; perpendicular to Runway 22. Around the time we initiated the turn; I spotted two drones flying in formation; just west of our port side and slightly below us. They were probably less than one hundred or so yards away.




Synopsis: Air carrier Captain reported an NMAC with two UAS while being vectored to an approach.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Aircraft

Narrative: First Officer (FO) landing on RWY 1 with a slight tail wind. 40 flaps. FO rounded out slightly high; got a little wing rock; and began settling. FO flared as the plane touched down and skipped into the air. I caught the speed brake handle as it tried to deploy and said to go around. I put my right hand behind the throttles to ensure they were going forward. The throttles were locked in idle power. Tried again. Locked. I took the plane and landed in the remaining runway. I was not pleased. No idea why throttles were locked.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737 flight crew reported that thrust levers locked and prevented the crew from executing a go-around during a bad landing.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Center ZZZ; Ramp ZZZ; Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Procedure; Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Previous leg; strong smell (of dead animal or dirty socks) entered cockpit through PACKs; seemed isolated to PACK 1; and crew turned off PACK 1 in flight to reduce smell. Crew notified Maintenance control through Dispatch relay of ACARS message. Upon landing; troubleshooting was done by 'on-call' Maintenance. They diagnosed issue as APU BLEED issue; and deferred the APU. When we took the flight; smell returned in full force around V1/Vr. Smell was strong enough to make me sick to my stomach. Again turned off PACK 1. Smell diminished until descent; when it returned with the pack switching logic caused a cross-bleed from BLEED 1 to 2. I wrote this smell up again in a major maintenance base. After doing some research; I found some evidence that the smell was likely due organophosphates (OP) contaminated cabin air due to mechanical issues with the engine. After research; I have found the smell is probably a toxic organophosphates (OP) contamination event. Neither [I] nor my crew was made aware of the toxic nature of these vapors. We want to prevent this aircraft from poisoning any additional crewmembers; if this is actually what is happening. We also want to get the engine fixed; if it is in fact experiencing a mechanical failure.I was researching the origin of the pack smell; as it made me feel sick. When I came across some online data that fully explained the toxic nature of what we experienced. While researching; I found that it is a common issue with some seal forward of the HP bleed air valve in the CF34. I really wish we were better informed about this issue. Educate crews; mechanics; and our air carrier about toxic organophosphates (OP) contamination events. Scope the associated engines; and fix the problems. Be human as a company. If you poison one of your employees; please let them know of the dangers of that poison.




Synopsis: An ERJ-170 developed a dirty socks odor during takeoff and again during descent. Engine 1 Bleed OFF seemed to help control but not eliminate the chemical contaminate (TCP) responsible for the odor from entering the left PACK.
Date: 201711
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D LGB
ATC / advisory: TRACON SCT
Second aircraft: Robinson R44
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Human Factors; Procedure; Company Policy
Primary problem: Airspace Structure

Narrative: Aircraft X was on final approach landing LGB. Unknown VFR traffic was transitioning through LGB Class Delta climbed to 1500 feet opposite direction just north of the final approach course. I issued a traffic alert to Aircraft X who promptly reported the traffic in sight. A mile later; they reported that they were responding to a TCAS/RA climbed to 3000 feet and were sent around. The VFR target later went through SNA airspace and I had them issue the brasher. The LGB Tower Controller was talking to the unknown VFR target but let them fly opposite direction in close proximity to the final approach course. They called traffic but let the targets converge and terminated communication with the VFR aircraft instead of giving them a frequency or ensuring that he would not be a factor. LGB needs a Class C Airspace or at least better VFR departure procedures.




Synopsis: TRACON Controller reported an air carrier on short final received a TCAS/RA and initiated a go-around for a VFR aircraft flying on the final approach course.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Crosswind; 10
Light: Daylight
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: While approaching for landing I monitored the AWOS frequency for airport conditions. AWOS was reporting wind conditions as calm. Switching to CTAF; I heard an aircraft announce that he was taking off on runway 3. Since I was approaching from the west I chose to execute a landing on runway 3; in the calm wind situation. After touching down and slowing I experienced increasing loss of lateral control; culminating in a ground loop to the left with damage to the right landing strut. Upon exiting the aircraft quite close to the windsock; I noted that the wind was a direct tailwind of 5-7 knots (as judged by the sock position) with gusts.All indications were that a landing on runway 3 was appropriate; but a query to CTAF prior to the landing attempt for confirmation of the no wind report would have altered my choice of runway. Additionally; I should have attempted to locate and read the windsock for wind condition.




Synopsis: RV6 pilot reported a ground loop during landing with winds reported as calm. Once stopped near the windsock a direct tailwind of 5-7 knots was noted.