elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: Working Radar East at ZZZ. I had approximately 14 aircraft. Aircraft X was on an arrival to ZZZ. I had many other over flights and 3 more arrivals into ZZZ. I got caught watching a separation of ZZZ also Traffic near another airport. I had based Aircraft X. I missed the turn to final. I tried to turn the Aircraft X back to ZZZ and was late in seeing Aircraft Y that was being vectored south of ZZZ to a nearby airport. When I saw Aircraft Y; I told Aircraft X to give me a tight turn to heading 020; if unable I'll need to turn to the south. I called traffic and the aircraft were really close. Aircraft X reported Aircraft Y insight and was climbing. They didn't report and RA at the time. Aircraft Y was also called traffic and told to maintain visual separation after they reported Aircraft X insight.Aircraft X was cleared for visual approach shortly afterwards.Due to the COVID staffing my crew continues to work short staffed. I allowed another controller to allow a VFR aircraft to be flying to conflict with my arrivals that drew attention away from the final at the time. I also should have handed off the arrivals to the West Controller that also had the finals at the time. The West Controller was the one that allowed the VFR traffic that I was watching in conflict with the arrival into ZZZ conflict.




Synopsis: TRACON Controller reported an unsafe operation between an IFR carrier and a VFR aircraft resulting in an airborne conflict.
Date: 201402
Local time of day: 0601-1200
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxiing into the gate and prior to entering the Safety Zone; we noted the zone was clear and a tug with two or three baggage carts in tow waiting on the right (First Officer's) side of the zone. Just as we began to enter the Safety Zone; I saw the tug at about my one o'clock position moving fast from my right to my left. My First Officer yelled 'stop' and I quickly applied the brakes and abruptly stopped the aircraft. The tug and baggage carts passed between five and ten feet in front of the nose of our aircraft. The tug passed quickly at a high rate of speed and I saw the Number 51 on the rear of the cab of the tug after the tug had passed. I immediately called Operations and asked for a Supervisor to meet me in the jetway (we were swapping aircraft). After arrival at the gate and exiting the cockpit; I asked the oncoming crew if anyone had seen a Supervisor and no one had. I waited about ten minutes and then asked the Agent to again ask for a Supervisor. The Supervisor then appeared after about five more minutes. I told the Supervisor what had occurred and he said he would look into it. I advised him that I would have to submit a report concerning the event because of the violation of safety procedures and the near accident that had occurred.




Synopsis: B737 Captain reports having to stop abruptly approaching the gate to avoid a tug pulling carts that suddenly cuts in front of the aircraft.
Date: 201507
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Second reporter function: Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: PNF read back 25 left and switched MCDU to fly 25 L ILS transition after River. Approach advised that we should be on 24L around TAROC at approx. 8500 feet. And issued vector to join 24 left procedure which we complied with immediately. I believe this was a readback / hearing mix-up. Could also have been an ATC error. I didn't specifically recollect hearing the change to 25left that the FO read back. I try to make a habit of asking the PNF to query clearances if I don't hear them clearly. Very little traffic this particular evening and I just didn't catch it. No loss of separation and when advised to change to the 24 left path we complied immediately. In short... If you don't clearly here a clearance and your flying partner advises what he or she heard... That is always a good time to ask for a verification.


Second narrative: While on the RIIVR2 STAR and upon initial contact with SOCAL APP they cleared us for the ILS 25L upon reaching RIIVR. We had 24L already loaded so I switched the approach to 25L and entered the new CAT 1 min into the Baro field. Shortly after RIIVR SOCAL said 'it looks like you're lined up with 25L'; I said 'yes we are as that's what you cleared us for and I read back that clearance'. He said 'no problem turn 10 degrees right intercept 24L maintain 7000 till established cleared ILS 24L'. We complied with the instructions and I re-entered the 24L approach in the MCDU as well as the new Mins into the Baro field again. We landed without further complications! I could've questioned ATC after the initial clearance of ILS 25L as we were set up for 24L since it makes more sense to land 24L based on our gate assignment. Instead I just responded to the clearance of ILS 25L and acted accordingly as stated above. Even though ATC did say 25L initially I'll make sure to query them next time to so we're all on the same page.


Synopsis: SCT Approach control cleared flight crew for approach to LAX Runway 25L. Then advised that clearance was actually to Runway 24L and reissued the approach clearance.
Date: 201712
Location: HNL.Airport, HI
Aircraft: Widebody Transport
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)
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Airspace Structure; Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Jepp Pro has an area from CKH to PHNL which shows under a Jepp Pro note of a radiation warning existing 2800 ft above antenna systems. 'Aircraft flying within this airspace will be exposed to direct radiation which may produce harmful effects.' This is the arrival area and corridor for landing PHNL landing east. Can I get an interpretation of this warning area as to the meaning of the radiation note and also from Medical as to exposure level and mitigation for our flights to HNL through that area?




Synopsis: Air Carrier Captain reported concern over a note on Jeppesen charts that states aircraft will be exposed to direct radiation.
Date: 202001
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Fume event; all cabin and cockpit crew and passengers smelled and felt symptoms.




Synopsis: B757 Flight Attendant reported a fume event during taxi that resulted in a return to the gate.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout on the previous flight; around 10;000 to 15;000 feet several loud bangs were heard in the cockpit. It sounded as if the aft wall of the cockpit was shifting. This was loud enough to startle both me and my First Officer. This happened again on the flight back to ZZZ around the same altitude. I have never heard a noise like this before in over 6000+ hours in this airplane. I would describe it as metal being hit with the nose of the plastic cockpit paneling moving as well. I thought I heard the jump seat move as well. The air was smooth the whole time this was happening and the flight attendants did not see anyone in the forward lavatory at the time nor were they banging on the galley or cockpit door. This sounded as if there was a structural problem with the airplane and this needs to be corrected on this airplane.




Synopsis: EMB-170 Captain reported a series of loud bangs near the aft wall of the cockpit.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Icing; 6
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors; Weather
Primary problem: Human Factors

Narrative: WHILE PERFORMING A VISUAL LANDING; AT AN UNCONTROLLED AIRPORT; WINDS FROM NORTH 350 @ 15 GUSTING 20.PERFORMED CROSS WIND LANDING WITH LEFT GEAR TOUCHING DOWN FIRST.  GUST BLEW LEFT WING BACK UP; RIGHT MAIN LANDING GEAR THEN CONTACTED GROUND.  BEGAN TO LOSE DIRECTIONAL CONTROL.BREAKING CONDITIONS POOR; ICE ON RUNWAY.  PLANE SKIDDED OFF RUNWAY TO THE LEFT INTO GRASS.  NOSE GEAR COLLAPSE AND PROP STRIKE ENSUED.  NO PROPERTY DAMAGE.  NO INJURIES TO PILOT OR 1 PASSENGER.  BOTH WALKED TO FBO.  FBO TOWNED PLANE TO MAINTENANCE HANGAR FOLLOWING INCIDENT.




Synopsis: A PA46 pilot reports attempting to land in a strong crosswind on an icy runway and loses control. A runway excursion occurs and the nose gear collapses.
Date: 201405
Local time of day: 1801-2400
Location: LVK.Airport, CA
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class D LVK
ATC / advisory: Tower LVK
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness; Confusion; Communication Breakdown
Second reporter function: Pilot Flying; Single Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation - Track / Heading All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Working CIC. Trainee on Local Control was behind; instructor started to step in. There was a Cessna in the pattern; Aircraft Y north east for a base entry and Aircraft X checked in 8 norths east for a straight in. Trainee did not know type aircraft; I told them it was an Aircraft X type. Instructor noticed the rate of speed difference; stopped the training and attempted to correct situation by changing the Aircraft Y to the left runway ahead of Aircraft X and when he noticed it would be close attempted to have Aircraft Y turn back to the downwind to pass behind Aircraft X; however; the Aircraft Y was having radio difficulties and did not respond to any transmissions. I was watching through the binoculars and told the Controller that Aircraft Y wasn't responding to the turns he was issuing. Aircraft Y made a right 360 and Aircraft X made a left 360. No traffic alert was given though he did give multiple traffic advisories. Realizing aircraft characteristics: Aircraft Y was never going to beat Aircraft X; and Aircraft Y always uses the longer runway (25R) for landing issue a traffic alert to Aircraft X when the Aircraft Y lost communications; letting him know the aircraft immediately ahead was not responding and give Aircraft X instructions to avoid the situation.


Second narrative: Aircraft X was on a 3 mile final for 25R; the Tower had Aircraft Y on base for 25R then decided it was going to be to close and asked Aircraft Y to cross final for 25R and take 25L.  When the Tower saw that Aircraft Y was headed directly for me he asked the Aircraft Y to turn left and go behind me.  There was no response from the Aircraft Y after 3 or 4 repeated attempts.  I could not see the Aircraft Y on my right hand side I think he may have been below me.  When I did see him he was very close and in a right turn.  We would have collided if I would have stayed on course.  I made a sharp bank to the left to avoid.


Synopsis: CIC from LVK Tower reports of NMAC that occurred while training was going on and the communication loss of radios with one of the involved aircraft.  Pilot reports of close call between his aircraft and another while attempting to land.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: S-76/S-76 Mark II
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Rotorcraft; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: S-76B with a recent history of brief power roll-backs on Engine 1. PIC (Part 135 Chief of Operations; boss of SIC) hover-taxis wheeled helicopter as per his personal procedure to determine if power reduction would occur. Passengers onboard. First flight of the day. Power reduction occurred; along with engine out lights and audio; slight yaw; change in engine and rotor noise. Within 2-4 seconds full power resumed. PIC landed and ground taxied aircraft to departure intersection. After a pause of about 10 seconds; PIC asked SIC's opinion. SIC expressed that with all his prior 12 years experience; and current personal opinion; indicated to abort the flight; shut down and summon Maintenance. PIC instructed SIC to obtain takeoff clearance to continue the flight. No further words came from PIC; other than perhaps 'gear up' or similar. No discussion of precautionary procedures upon departure; enroute; landing at heliport; departure from heliport or return to base. SIC later resigned from employment under this boss and explained to company CEO the professional and safety concerns of continued employment under this PIC/boss. Issued report verbally to company safety officer and FAA FSDO POI.




Synopsis: S-76B helicopter Second in Command (SIC) reported that the PIC; pilot flying; continued flight after experiencing brief engine power rollback in an aircraft that had a previous history of this problem. SIC advised against continuing the flight and later resigned rather than continue to fly with this PIC.
Date: 202002
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
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
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During taxi out the Flight Attendants alerted the flight deck crew about an odor coming from the aft left side lavatory. The odor was contained only to that lavatory. The odor was described as a wet dog smell. The odor was contained by closing the aircraft lavatory door and locked. The cabin crew did not notice and smoke or fumes; nor did they notice any fire/smoke  warning indications. No crew members or passengers required medical assistance. The decision was made to return to the gate and have Maintenance check out the problem. Operations and Maintenance were notified and passengers deplaned and switched to another aircraft.




Synopsis: B737-800 Captain reported an uneventful ground gate return due to a fume event in the vicinity of the aft lavatory.
Date: 202010
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
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: Distraction; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Weather; Airspace Structure
Primary problem: Weather

Narrative: We were filed at 21;000 feet. Center required that we climb to 23;000 feet to overfly the Military Operation Area enroute. As we entered the turbulence the aircraft indicated an uncommanded descent and an increase of airspeed towards the overspeed zipper. We ended up 500 feet below our assigned altitude. We contacted Center to report our encounter and asked for a lower altitude to depart the turbulent air. They obliged and also took our PIREP regarding our turbulence encounter. Given we had lost 500 feet and could do nothing to stop this it is my opinion that we were in severe turbulence. Once on the ground; we wrote up the aircraft for inspection and then notified the [Chief Pilot].




Synopsis: Air Carrier Captain reported encountering severe turbulence which caused them to lose 500 feet of altitude and descend into a Military Operation Area.
Date: 202007
Local time of day: 1801-2400
Location: M98.TRACON, MN
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While working the satellite position I vectored Aircraft X into a 2;800 ft. MVA (tower obstruction) at 2;500 ft. I noticed issue just after the aircraft entered the MVA and issued a heading to avoid the depicted obstruction and on a heading to exit the MVA. At the time traffic was starting to reduce after a moderate to heavy volume/complexity; and I was working out a sequence between Aircraft X and another aircraft (Aircraft Y). I believe controller judgement was the main contributing factor. I had recently changed the sequence and was planning to place Aircraft Y (a late center freq change) in front of Aircraft X. Also; after a moderate to heavy volume/complexity workload; I was thinking about the sequence and not the MVA until it was to late. Keeping Aircraft X at 3;000 ft.; would have kept this issue from occurring.




Synopsis: Air Traffic Controller reported assigning a correction vector heading after mistakenly assigning a previous vector which resulting in the aircraft flying below MVA.