elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
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
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared to descend via the PURRL2 RNAV STAR into DEN and were told to expect Runway 35R. As the pilot monitoring; I set 9;000 feet in the altitude window and the pilot flying engaged the managed descent mode and we started our descent. Just prior to crossing the waypoint DANDD; the pilot flying was entering data into the secondary flight plan in the hopes that we would be approved to land on Runway 35L. He accidentally activated the secondary flight plan which dumped the PURRL2 STAR and the airplane failed to make the required turn at DANDD. Also; because the altitude window still had 9;000 feet the airplane continued to descend. The pilot flying is very new to the Airbus (still a high minutes Captain) and he struggled to identify what had just happened. He was attempting to re-load the arrival into the FMC when I noticed what was going on and asked him what happened. He replied that he didn't know what happened but I could see that the RNAV arrival was no longer loaded in the FMC and that the airplane was no longer flying the PURRL2 as we had been cleared. I took over FMC programming duties as the Captain placed the airplane in heading mode in an effort to return us to the course but ATC called us stating that we were 2 miles north of course. By this time; the PURRL2 Arrival had been successfully re-loaded into the FMC but we failed to identify that the airplane was still descending below the constraint on the arrival. Once again; ATC called to state that we were below the required altitude and they vectored us off of the arrival giving us a heading and altitude to fly. The entire deviation lasted approximately two minutes but enough time to fail to make a required turn and fail to level off at the correct altitude. The remainder of the arrival to Runway 35R was uneventful.




Synopsis: A320 First Officer reported track and altitude deviations occurred on the PURRL2 RNAV arrival into DEN when the FMC was accidentally mis-programmed.
Date: 201603
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
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: I received an ACARS from the Captain that stated: 'FUEL IS 14.5/27.1/14.6.'. He then called to state that he received a final weight and balance with wrong fuel numbers. He stated that when he receives a weight and balance with correct fuel numbers he will depart. I phoned the Ramp and told them that I received an ACARS with corrected fuel numbers. I also asked him if he had verified fuel numbers. He stated that the Ramp Agent was at the aircraft now. I then tried to clarify by asking 'So you sent a final weight and balance without verifying fuel numbers?' He responded that the Ramp Agent was on her way to the aircraft. I checked the ACARS playback and saw that a final was sent with incorrect fuel numbers of 14.6/24.1/14.6.




Synopsis: B757 Dispatcher reported a weight and balance miscommunication concerning fuel.
Date: 201211
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: IFR
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Reporter function: Pilot Flying; Single Pilot
Human factors: Training / Qualification; Physiological - Other; Situational Awareness
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I believe the main cause of the problem was I lost control of the aircraft when I was following vector heading direction. I was completely in the cloud for 10 to 15 minutes. I got disoriented and the plane was descending and I was able to recover from the unusual altitude when I see the lights from the city at about 3;000 feet. Luckily; NORCAL Approach was able to amend me with VFR. I requested to head to Embassy Suite VFR check point to avoid from busy SJC airspace. Controller was kind enough to accommodate my request. Finally; I landed airplane safely.




Synopsis: C172 pilot reports becoming disoriented in IMC and being assisted by NCT with vectors to a safe landing.
Date: 201912
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Light Transport
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On taxi-in at ORD; just east of gate there was a vehicle crossing Taxiway B and A. We were taxiing north on Taxiway B. Upon reaching this vehicle crossing; there was a tow truck proceeding across Taxiway B. Air carrier tug; Vehicle #X was behind the tow truck and it appeared they were not going to stop. I advised the Captain of the approaching vehicle; he proceeded to come to a complete stop. The driver of the vehicle looked directly at us; but continued across the taxiway. Had the Captain not stopped the aircraft; a collision would have occurred. ORD Ground Control was advised of the encounter.I believe the tug operator saw the tow-truck proceeding across the taxi-way and followed in suit. Ground vehicle operators are looking for very large aircraft; not small aircraft like ours at ORD. This particular vehicle crossing has proven to be very dangerous.




Synopsis: Light Transport Captain reported a ground conflict with a vehicle during taxi-in at ORD airport.
Date: 201604
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoland
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Ambiguous

Narrative: Aircraft had MEL requiring an autoland [function check]. We set up and attempted to perform the autoland [function check]. Weather was VMC; we informed tower that we would be conducting an autoland and he said; 'okay'. When we were about to flare; the controller (or more likely the ground controller) taxied an aircraft through the critical area on taxiway Yankee. This caused the localizer to become erratic and we had to disconnect the autopilot before it put us in the dirt. I called tower on the phone to advise them of their mistake; I am not sure action will be taken on their end.This situation was caused by ATC error. ATC should have advised us that they were 'unable to protect the ILS critical area.' We should not have to do [function checks] exactly because of these types of situations. Controllers are not familiar with our procedures and because of [a new pilot training] program; we have significantly increased the amount of [function checks] required in VMC conditions. I suggest trying to get rid of this [function check] requirement for the airline.




Synopsis: An EMB-190 Captain reported requesting an autoland from the Tower in VMC in order to return the system to service after maintenance. The response is OK. During the flare; Ground Control taxis an aircraft through the localizer requiring the Captain to take over manually.
Date: 202012
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Dispatch
When detected: Aircraft In Service At Gate; Routine Inspection
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: ZZZZ hub failed to notify us (Dispatch ZZZ) of Dry Ice being loaded in aft belly of aircraft. Required fuel over burn not included on release as a result.Failure of the ZZZZ hub to notify Dispatch ZZZ of Dry Ice being carried in forward or aft belly of a 777.




Synopsis: Air Carrier Dispatcher [at main base] reported Hub Dispatch neglected to provide Dry Ice cargo information to main Dispatch resulting in no  'over burn fuel' on Flight Release..
Date: 201910
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZZ
Second aircraft: Heavy Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Procedure

Narrative: After we received taxi Inst from ZZZZ ground to taxi X to Y to XXL hold point we proceeded as instructed. We stopped at the intersection of X and Y because a Aircraft Y was holding on Y. I stopped shorter than I normally do because I didn't want to be sitting in his Number 1 engine wake while sitting still. We had brakes parked. My First Officer looked to his right and commented that an aircraft was approaching from the right on Taxiway Y. After a few seconds he said he's coming fairly fast and it didn't look as if he was slowing. We both realized at the same time he was going to continue and not stop. I flashed my R turnoff lights then my taxi lights to alert him of our close relationship. He never slowed. My First Officer made two 'aircraft stop' transmissions with no reaction. Looking at his wingtip approaching our cockpit I made the comment 'hang on guys' and his wingtip passed within 10 feet. of our windscreen. We told ATC of what happened. She came back and said; 'sorry for [the] inconvenience.' I have never been so mad and scared in my over 30 years here at [Company]. There are no holding lines or holding instructions given to us. We were cleared to the runway. Either Ground Control or Aircraft Y made a horrible mistake; potentially ending our lives by driving their wingtip through our cockpit.I think either ATC gave two clearances to both of us Aircraft X and Aircraft Y; or Aircraft Y had an ATC taxi violation. Regardless Aircraft Y either ignored our lights flashing and radio calls or was not looking outside past the center line of the taxiway. I have no clue to his thought process.If a Tower Frequency change was given to Aircraft Y prior to our intersection; that policy MUST stop. If he could have heard us tell him to stop it would have prevented a possible collision. If he heard us and ignored us; God help us all.




Synopsis: B777 flight crew reported ATC instructions caused a critical ground conflict with another aircraft.
Date: 201304
Flight conditions: IMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: B737-500
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at FL360 the Cabin Altitude Warning horn sounded as cabin altitude climbed through 10;000 feet. We accomplished the applicable checklists but were unable to control the cabin pressure. We initiated an emergency descent and told the flight attendants to sit down and expect the oxygen masks to deploy; which they did automatically at approximately 15;000 feet cabin altitude. We declared an emergency and descended to 10;000 feet. We then considered diverting to MSY; which was 120 NM behind us but the reported weather was +TSRA; so we decided to continue to our planned destination. We had plenty of fuel for the lower altitude. We landed at our original destination and were met by EMTs at the gate.


Second narrative: [Narrative #2 contained no additional information]


Synopsis: A B737-500 flight crew suffered a pressurization failure; initiated an emergency descent and; when level at 10;000 feet with adequate fuel reserves; elected to continue to their destination rather than divert.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were taxiing out for takeoff on Taxiway Alpha for Runway XX. It was early morning and still dark. ATC cleared us for takeoff just prior to the Alpha southwest holding pad. When I turned on all exterior lights for takeoff; I noticed Aircraft X in the holding pad ahead of us. The First Officer didn't notice the aircraft until I told him. Aircraft X was parked parallel to Taxiway Alpha. I don't think Aircraft X had on it's beacon. I immediately stopped the aircraft due to the proximity of aircraft. Had I continued to taxi I could not insure our wingtip would clear Aircraft X's wingtip. Had Aircraft X parked perpendicular to Alpha; proximity clearance probably would not have been an issue. I told ATC I couldn't insure proximity clearance with Aircraft X if I continued to taxi. ATC then cancelled our takeoff clearance and then cleared Aircraft X for takeoff which kept us properly separated. This is a possible ground collision threat. I never saw Aircraft X until I turned on all my exterior lights; even though I was taxiing slow and had on my taxi light. Fortunately I received my takeoff clearance prior to the Alpha holding pad and turned on my exterior lights earlier than normal. Threats include no lighting on the holding pad.  There is also a road and intersection beyond the holding pad with a lot of red; green and white lights which makes exterior aircraft lighting less noticeable. We were also finishing our Before Takeoff Checklist which keeps our attention inside the flight deck.




Synopsis: Flight Crew reported that as they taxied up to the holding pad in nighttime conditions; they did not see another parked aircraft with no exterior lights until in close proximity; and had to immediately stop taxiing.
Date: 202107
Local time of day: 0001-0600
Location: EVV.Airport, IN
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: Landing
Airspace: Class C EVV
ATC / advisory: Tower EVV
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were doing a late night flight to Evansville on the visual approach for Runway 22 and the FO (First Officer) (Pilot Flying) drifted below the glide slope as he went to full visual not cross referencing a glide slope. I told him he was sinking below it and about that time we received the glide slope warning as he was correcting. Pilot Monitoring stated the Pilot Flying was too low and below the glide slope while shortly after the glide slope GPWS went off.I believe the cause of this was improper scan of the Pilot Flying while transitioning to the visual part of the approach and also it being late at night and being tired on the last leg of the day.The Pilot Flying climbed the airplane back on to glide slope and proceeded with the visual approach and a good landing.Keep a continuous scan in and out of the cockpit while on a visual approach; especially when there are no PAPIs.


Second narrative: While hand flying the approach around 500 ft. to Runway 22 in Evansville; I allowed the aircraft to drift below glide slope. The Captain; who was PM (Pilot Monitoring) noticed and informed me I was getting low. I also received a 'glide slope' aural warning. I quickly corrected pitch and power to get back on glide slope and landed without any further issues. The Captain informed me I was getting low; and the 'glide slope' GPWS aural alert. I believe the cause was my insufficient scan of the flight instruments; as well as transitioning from the glide slope to scan the runway environment. Since it was nighttime; and since Runway 22 in Evansville has no VASI or PAPI; I believe my sight picture was incorrect; and I judged the aircraft to be higher than it was. I corrected pitch and power and returned to the glide slope for a normal landing. I believe I can do a better job of scanning the flight and navigation instruments while on approach; especially to an airport with no VASI or PAPI.


Synopsis: Air carrier flight crew reported the pilot flying drifted below the glideslope on visual approach resulting in a GPWS alert and evasive action.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Global 5000 (Bombardier)
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: The crew and the aircraft were repositioning after a [trans-Pacific overnight] flight. On arrival the crew was informed they were required to position the aircraft to [another airport]. The weather at [destination] was VMC with no ceiling and excellent visibility with little or no wind. We were given and accepted a visual. Approaching from the northwest we positioned for a left base and configured appropriately; rolling out on final at approximately 1500 ft fully configured with speed reducing as per a normal approach on the visual glide path (one red; one white). Once established on final the crew were distracted by a Cessna given clearance for departure. It was after this that the crew were alerted to an amber windshear annunciation on the primary flight display. As the PIC and the [flying] pilot I elected to continue the visual approach instead of executing an immediate go-around for the windshear. The windshear lasted 15 seconds approximately with minimal airspeed deviation of +/-5 kts.In effort to regain the visual glide path from above after the event a single audible 'sink rate' from the terrain warning system was heard. The aircraft regained the visual glide path at 500 ft and a normal on speed landing ensued. Given the fact the crew had left [departure airport the previous day] and crossed multiple time zones in two days; quality of judgement had been seriously impaired. In hindsight the crew should have stayed in [original destination] and repositioned the aircraft [later]. This would have ensured the crew were well rested and improved judgement and decision making.




Synopsis: Global 5000 Captain reported continuing an approach after receiving a windshear alert. Fatigue following a long duty day of international operations affected his judgment.