elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1801-2400
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Fuel Issue
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On the River Visual 19 to DCA we were issued a 'low altitude alert' by Reagan Tower. We were approximately 4 DME DCA at approximately 1;000 feet. The Captain immediately leveled off until we joined a 3:1 glide path and landed without incident.After thoroughly debriefing the event; it was determined that two issues contributed to the low altitude:While on the FRDMM 3 RNAV arrival; we were issued an unanticipated hold at PLDGE intersection. After 30 minutes of holding; we were cleared inbound and; almost immediately; were issued a 90 degree vector off course. We declared 'minimum fuel'. When we joined the arrival; the FMGC showed us landing with 50 minutes of fuel. The additional discussion about our fuel state distracted us both from focusing exclusively on the approach.It was the first time that either of us had flown the River Visual approach in some time. The approach was conducted at nighttime. Due to these factors; the majority of our time was spent 'outside the aircraft' so as to avoid the prohibited area and locate Runway 19. This extra 'outside' time reduced our altitude awareness.




Synopsis: A319 First Officer reported receiving a low altitude alert from ATC on a night visual approach to DCA.
Date: 201506
Local time of day: 1801-2400
Location: PAE.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E PAE
ATC / advisory: CTAF PAE
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was performing full stop night landings at KPAE on Runway 16R/34L (34L due to winds). I made an announcement that I was in the traffic pattern on my downwind leg for 34L; very shortly after; I made my announcement that I was turning final to 34L for my visual approach. I saw white lights on the runway facing me with no apparent movement and waited a moment to see if it was some type of unannounced maintenance vehicle that would turn off the active. I made a radio call on CTAF asking who was on the runway but no one responded. The lights then lifted from the ground directly into my path; it was a B747 departing from 16R. Being as heavy as they are they tend to use a majority of the runway before rotating. I estimate that we were anywhere from 15-25 seconds from impact of one another. My aircraft is equipped with a full G1000 system; there was no activity of any other aircraft with active transponders in the area at that time. I applied full throttle and rapidly descended while diverting to the right aiming over the closed parallel Runway. I was forced to descend to avoid his wake as well as any other aircraft that may have been in the pattern (I flew towards my downwind pattern in the opposite direction but underneath the traffic pattern altitude by about 500-600 FT AGL. I was contacted on CTAF by another pilot (Captain) on the ground asking if I had managed to make it out of that situation.




Synopsis: The pilot of a Cessna 172 encountered an unannounced B747 taking off in the opposite direction during a night landing at Paine Field (KPAE). The pilot took evasive action to avoid the aircraft and its wake.
Date: 201706
Aircraft: M-20 K (231) / Encore
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Parked
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My medical expired [mid year 2016]. I received my basic med certificate [late 2017]. I flew during this time without a valid medical because I waited to see the details for flying under basic med. I currently have a basic med certificate from my doctor.




Synopsis: General aviation pilot reported flying for over one year with an expired medical certificate while waiting for details of the new basic medical program.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Troubleshooting; Situational Awareness; Human-Machine Interface; Workload; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Automation Overrode Flight Crew; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: We had loaded the RNAV Arrival with a landing on 16L into the FMC. We did not close the route discontinuity between the arrival and the 16L ILS as per Company procedures. Center gave us numerous speed changes for sequencing and finally vectored us off the arrival. We were eventually told to rejoin the arrival at a specific waypoint and told to descend via the RNAV. We were also given yet another speed change. The flying Pilot was doing a good job of complying with the numerous speed and altitude changes. We were handed off to Approach who assigned us to descend via the RNAV Arrival landing Runway 16R. Since the Pilot Flying was task saturated just flying the arrival; I elected to change the landing runway in the Arrival page by selecting the ILS 16R approach. With the RNAV Arrival selected; changing the landing runway should not have impacted this arrival and waypoint sequencing since we were not changing the direction of the landing runway; for example; 16 Left versus 34 Right. I did fail to review the change on LEGS page 1 before executing. When I did execute the change; the aircraft started a turn back to a waypoint behind us. We immediately disconnected the LNAV while I tried to bring the next active waypoint to the top of the LEGS page.We did leave the route so Approach sent us direct another waypoint and told us to descend to 15;000'. Established on the arrival; we experimented without executing to see if the FMC would do that again. We selected Runway 16 Left on the Arrival page and noted a discontinuity at the top of the LEGS page; once again to a waypoint behind us. I hit 'Erase Line Select' and we continued normally to a landing on 16 Right.




Synopsis: A B737 Captain noted that while flying a programmed RNAV Arrival; he changed the landing runway; selected EXEC and the FMC reprogrammed itself to a waypoint behind the aircraft. After reestablishing on the RNAV Arrival he verified his actions with the same result.
Date: 201210
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR
ATC / advisory: Tower EWR
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: After loading the route; departure and runway; some subsequent action caused the runway and departure to be removed. We discovered that the runway was missing on taxi and it was reloaded; but we did not see that the departure was missing. LNAV was selected for the departure. We verified the runway and after takeoff a left turn was commanded. That was normal; however; the remainder of the departure was absent and a continued left turn was directed. I quickly determined that I was getting incorrect guidance so reverted to Heading Select. However; in the transition period we turned beyond the prescribed departure course before making the correction.




Synopsis: Air Carrier Captain discovers during taxi that the departure runway has been removed from the FMC and reloads it. After takeoff LNAV is engaged and a turn initiated; which the Captain quickly determines is not correct. The departure procedure had also been removed from the FMC by what ever action had removed the runway.
Date: 201404
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Corporate
Operating under: Part 91
Flight phase: Parked
Aircraft component: Turbine Engine
Reporter organization: Corporate
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Inspection Authority; Maintenance Powerplant
Human factors: Training / Qualification; Communication Breakdown; Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors; Manuals; Procedure; Equipment / Tooling; Chart Or Publication; Aircraft
Primary problem: Chart Or Publication

Narrative: 1) Engine hoist. When engine was lowered after removal; it was found that the cable that goes around drum is kinked and separating. 2) Engine sling. When setting up the sling for removal of engine there were no instructions on how to make adjustments to sling to achieve proper balance. After talking to several other mechanics and numerous experiments and using the information provided for the sling referenced in the Gulfstream G200 Manual; we managed to get the sling connected properly. (No Instructions for this sling). 3) Engine stand. After removal of engine; while attempting to place engine on stand for safety concerns about cable and due to length of time engine would be off [aircraft]; we found that there are no Stand fixture brackets compatible with these stands. So the engine is hanging on hoist right now. Engine hoist: 1) Even though there is an equipment inspection before use card; if the cable is damaged underneath the other cable windings like this one; it will not be seen until the cable is let out. Is there too much cable wrapped around the drum. 2) Engine sling. Get some instructions made up for the sling that is being used on the Pratt-Whitney (P/W) 306A engine; so everyone can make adjustments. The engravings as to engine type are nice; but if something was reversed like the aft mount chain bracket and you did not know better; then it could cause some problems. 3) If Management wants; say; the engine removed; shouldn't the equipment be in place to do the work? Referencing the engine stand mounting fixtures; why are there none here in the hangar? Inspection. Engine hoist cable frayed.




Synopsis: An Inspection Authorized (I/A) Aircraft Maintenance Technician (AMT) reports that after removal of the Left PW 306A Engine from a G200 aircraft; they found the sling hoist cable was kinked and separating and the Engine Stand did not have compatible fixture brackets to lower the engine on to. As a result; the engine was left hanging on the hoist.
Date: 201906
Local time of day: 0001-0600
Location: PHL.Tower, PA
Flight conditions: VMC
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHL
ATC / advisory: Tower PHL
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working Local Control. It was dark. We had a higher volume of arrivals and departures for that time frame; because of departure route delays; and some diversions. Aircraft X called on the Visual Approach. They'd been flying an angled approach; as though they'd been cleared direct. I kept watching them because they never really lined up with the runway until about 1/4-1/2 mile final which is late; and I expected the ASDE to alert for them being lined up for a taxiway. However; they finally turned and appeared to be lined up with the runway. The bars never came up though; and when they did appear on the ASDE; the target was over a taxiway so I told them to go around. We already have the lights up a step at night and the ASDE-X has alerting functions. I'm not sure if it captured the aircraft this time though because they were so high. If that's the reason; it might be good to brief the controllers of the lack of alerting in this situation. The reason for this report is because it didn't alert. The PAPI has been NOTAMed out for a good portion of the last 4-5 years. I think that; along with even a short approach light system; would be a great help identifying this runway at night. This is far from the first incident we've had of this type.




Synopsis: PHL Tower Controller reported an aircraft conducting a Visual Approach to a runway which the PAPI's have been inoperative for more than four years was lined up with the parallel taxiway; but the ASDE-X never alerted.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff BLD VLV 1 CLSD (Advisory Message) & Pack 1 VLV CLSD (Advisory message)" appeared on EICAS screen. Also inflight; "ICE COND-A/I INOP (Warning Message) & W/G A/I Fail (Caution Message)" appeared on the EICAS Screen. BLD VLV (Bleed Valve) 1 would not reset after running QRH procedure. "Pack 1 VLV CLSD" message was corrected by the reset during the After takeoff flow and checklist. Transferred radios to myself and the Captain then looked up and conducted appropriate QRH procedure. QRH XX-X for BLD VLV 1 CLSD (Advisory Message) was completed and wasn't successful in resetting BLD VLV 1. Continued in QRH to BLEED VAVLE FAILURE and due to now going into ICING conditions referred to XXX-XX which would limit our flight to 15;000 ft. We both knew at that time that due to only single bleed source we needed to exit icing conditions and also that XXX-XX limited the flight to 15;000 ft. we both agreed to return to ZZZ which was still VFR weather and a maintenance station. I contacted ATC and advised them we were requesting to return to ZZZ and to descend to a lower altitude to get out of any icing conditions. At this time we were NOT requesting priority handling; we just needed to return to ZZZ due to Bleed issue and that we DIDN'T need any further assistance. The Captain then informed; the Flight Attendants; Company (Dispatch) via ACARS and ZZZ operations via Radio; and the passengers we would be returning to ZZZ. Continued the descent to ZZZ and landed without any further incidents. Good job by the crew for great communication and CRM."


Second narrative: Climbing through 13;000 feet BLEED 1 VALVE CLOSED EICAS" advisory still present. Ran QRH and the valve remained closed. Just after EICAS warning for "ICE COND-A/I INOP and EICAS caution WG A/ICE FAIL" messages presented. Flight conditions IMC and thrust setting climb with levers in detent."


Synopsis: Flight Crew reported returning to departure airport following a malfunction of the engine bleed air valve.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Student pilot went off runway after landing. Student got back on the runway with no issues. No emergency services were used or needed. No damage was observed. Student was on 2nd solo.




Synopsis: Flight instructor reported student pilot lost directional control after landing and experienced a runway excursion.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel Control
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Preflight; engine start; run-up; takeoff; climbout and transition to cruise were all normal and uneventful. Overhead [an airport] uncoupled autopilot and throttled back for descent into ZZZ1; but discovered that throttle had no tension and no response to any inputs (engine was currently at 2300 rpm and 23 inches MP).Turned aircraft around toward home base ZZZ; and called flying club operations manager on cell phone. Discussed situation; determined that deploying speed brakes; lowering landing gear and 10 degrees flaps reduced speed from 165 kts to 125 kts. Discussed landing at ZZZ2 or ZZZ3 because of longer runways; but pilot determined that the aircraft could be landed safely at [home base.]Contacted ZZZ tower; ATC held all surrounding traffic; notified fire and rescue personnel; and directed pilot to left downwind for rwy 27L. Pilot extended downwind for a longer final; base and short final were on glideslope; pulled mixture to idle about 100 yds from threshold. Aircraft landed safely and had enough momentum to turn onto taxiway Delta and clear the active runway.After aircraft was towed to ZZZ maintenance hangar; inspection showed that the throttle cable had become totally unattached to throttle valve. Aircraft is to be repaired; proper performance checks done; and placed back into service in flying club.




Synopsis: When the Beech F33 pilot found the engine unresponsive to throttle inputs he declared an emergency and returned to his departure airport utilizing drag devices to slow the aircraft until short final and then shut down the engine via the mixture control. Following a safe landing maintenance discovered the throttle actuating cable completely unattached at the throttle end.
Date: 201502
Local time of day: 0001-0600
Location: LAX.Tower, CA
Light: Daylight
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower LAX
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Troubleshooting; Distraction; Human-Machine Interface; Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: Taxi
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X pushed on [Taxiway] A; creating false target on runway 25L at H6 and on [Taxiway] H at H8.  Also for 13 minutes when the aircraft was on the taxiway there was no target at all on ASDE-X! Other false targets; unrelated to Aircraft X; but nearly continuous on C [Charlie] near AA [Alpha-Alpha]; and on AA south of E17.Improve ASDE-X; there are false targets continuously on the airport.  What are we going to do when there is fog?




Synopsis: LAX Tower Controller reports of false target on a runway and no targets associated with the aircraft on a taxiway for thirteen minutes. Controller also reports of other false targets in various places on the airport.