elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Night
Aircraft: Gulfstream IV / G350 / G450
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
Second aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: We were clear for a visual approach; left traffic for Runway XX. The controller asked us to report abeam the tower; after that he asked us to report on final. When we reported on final approach; he asked us to keep minimum approach speed due traffic on right base for Runway XX with intentions of a touch and go maneuver. Then the Controller cleared us to land number 2 after the traffic turning on to final. We asked the Controller for traffic position since we did not have it insight; he asked us to continue and informed us the traffic was in short final and we were cleared as number 2. We saw the traffic flying over the runway threshold when we were about half a mile from the threshold and we decided to go-around since a collision was imminent. After that we were instructed to make a right traffic for Runway XX and were cleared to land. The Air Traffic Controller asked FBO's CSR to lets us know he wanted to talk to the crew after we parked. We called him and he apologized for the bad decision he made of having a low approach speed aircraft in front of high approach speed aircraft without enough separation.I think there was a lack of information from the controller to us flying the Gulfstream of the Cherokee real position in front of us; Poor decision making of the controller having those traffics that close on an approach at night on a short runway; not proper lightning installation on the Cherokee. The airspace was not busy; the controller knew about our arrival and position well in advance and cleared us for an approach that was obstructed with a last minute traffic without enough room to execute its maneuver and clear the pattern.




Synopsis: Pilot reported a go-around due to traffic they were following was too close to land safely behind.
Date: 201706
Local time of day: 0001-0600
Location: CRP.TRACON, TX
Aircraft: Bell Helicopter Textron Undifferentiated or Other Model
Flight phase: Initial Climb
Airspace: Class C CRP
ATC / advisory: TRACON CRP
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Approach; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was training a developmental on low east. Runway 31 in use. The developmental had released Aircraft X off the seawall and turned the aircraft north bound after departure. (350 heading) which is the heading needed in accordance with the sop. Aircraft Y departed off runway 31 with a Letter of Agreement (LOA) climbout of Runway heading to 2.5 DME the turn right heading 040 at 016 MSL.The developmental did not recognize the speed was such an aggressive overtake by Aircraft Y and climbed Aircraft Y to 040 MSL. I brought it to the developmental attention and he turned Aircraft Y to 130 heading to go behind Aircraft X and stopped Aircraft Y's climb to 030 MSL. (Should've stopped Aircraft Y at 020 MSL.)I was unable to see the altitude of Aircraft X due to overlapping data tags; due to multiple flights working in an area directly above NGP between 065 and 085 MSL. I thought we would have 3 miles or divergence but apparently we didn't.Without taking over every time a developmental makes a bad call; it's difficult to allow someone to learn how to work traffic. I should have stepped in and stopped Aircraft Y at 020 MSL; there were several conversations about Aircraft X prior to this occurrence that prevented insufficient separation with other traffic; with the airspace we have north west of NGP that was the only out. At 5 DME northwest of NGP; Low East (LE) only owns up to 016 MSL so any turns north or west must be pointed out to north radar.




Synopsis: CRP TRACON Instructor reported that while instructing a Developmental an aircraft overtook a helicopter on departure resulting in a loss of separation.
Date: 201410
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Lifevest/Jacket
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Manuals; MEL; Human Factors
Primary problem: Company Policy

Narrative: We were notified by Operations that our flight was going to be full and that we had a large number of lap children; who would not be occupying a seat. It was only when I did the passenger count that I discovered that we had 143 passengers in seats and 16 lap children. I asked the Operations Agent if there was a limit to how many lap children we were allowed to carry. He said it was 'Unlimited.' I thought it sounded strange; because I was always told if there were more than 150 passengers; we would need a 4th Flight Attendant. It was only after we were airborne that I thought about the number of life vests we had onboard. There are 143 under each of the seats; 4 crew member life vest and 10 spare. That [left] us 6 short for every person in the plane to have one. I researched this in the Flight Attendant Manual and did not see anything that limits the number of bodies we can have onboard.When I arrived at work today; I asked a supervisor and after some research it was determined that we were in violation of FAA Equipment minimums.




Synopsis: After departing with all seats full of adults plus 16 lap children a Flight Attendant became concerned; later investigated and determined they were in violation as the number of life vests aboard was six less than the number of passengers and crew.
Date: 201508
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Parked
Airspace: Class B PHX
ATC / advisory: TRACON P50; Tower PHX
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight; Pre-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Location at gate prior to pushback during prep. PDC not working due to full route clearance change. Both Captain and First Officer listened to clearance both of us heard the clearance to be SILOW 4 instead of SNOBL 3; and read the clearance back as such. Upon departure at check-in on [Departure]; the Controller confirmed with us that we were flying the SILOW 4; at least that is what both of us heard. I read it back as such. At 7000' we were given a turn to QUAKY which was not on the departure. This is when I questioned the Controller and figured out that they had assumed we had been cleared on the SNOBL 3. It turns out that in PHX speak SNOBL 3 and SILOW 4 sound a lot alike to two east coast Pilots. The F/O and I both heard these clearances three times from two different Controllers and still interpreted SNOBL as SILOW.Recommend name change on these two departures or phonetic spelling when the clearance is in question.  In this particular case; however; we didn't realize there was any question in the clearance.




Synopsis: An Air Carrier crew was cleared on the PHX SNOBL 3 Departure during a full route clearance but read back SILOW 4. A total of three clearances; include to Departure; were read back and acknowledged as SILOW 4. The crew was East Coast based not tuned to West Coast verbal sounds.
Date: 201905
Local time of day: 1201-1800
Location: DTW.Airport, MI
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DTW
ATC / advisory: TRACON D21
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: On arrival into DTW ILS Y 22R; we hit the wake of an airplane ahead of us. The auto pilot was engaged and I was the Pilot Flying. The flaps were at position 5 and we were in compliance with ATC directed airspeed (I think we were below 200 kts). At the time we hit the wake turbulence; the aircraft began quickly rolling to the right and by the time I intervened; we reached a maximum of 30-35 degrees right bank with virtually no change in pitch from a normal approach. I disconnected the auto pilot and rolled wings level. At no point during any phase of the flight did the aircraft get in an 'upset' state as defined by FM 4.70.7 (pitch; bank; and airspeed). The Captain notified ATC of the wake turbulence and inquired as to what aircraft was in front of us. ATC replied that we were following a 757; which was the first notification to us. ATC immediately asked if we had any injuries to which the Captain; upon confirmation with the flight attendants; replied 'no.' I believe the aircraft was about 3.5 miles ahead of us at the time. In the interest of safety and with ATC clearance; we broke off the approach and got resequenced with a right turn towards north and a small climb to 4;000 feet. The Captain assisted me (as I was hand flying the jet) with reprogramming the FMC and MCP. In addition to speaking with the flight attendants over the intercom (confirming the safety of passengers and crew/ everyone had been seated); the Captain also made a quick public address to announce what had occurred. This time around; we flew a normal approach to landing. After landing; we reaffirmed with the flight attendants that no one was injured.




Synopsis: B737-700 First Officer reported executing a go-around after encountering wake turbulence in trail of a B757 on arrival into DTW.
Date: 201901
Weather elements / visibility: Rain
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was assigned to de-ice an aircraft. I was currently inspecting the nose of the airplane when I saw a plane coming into [the adjacent] gate. I immediately tried to stop him or give him attention to stop him because I knew he was going to hit the truck. Unfortunately; he continued and hit the left side of the wing on the truck. No gate crew was at that gate when the plane was coming in. I called the lead to report it.




Synopsis: Ramp employee reported an aircraft contacted the parked de-icing truck during taxi into the adjacent gate.
Date: 201710
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Indicating and Warning - Flight & Navigation Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departure from Runway XXL and around 4000 feet the Captains PFD displayed red X; Captains MFD displayed red X; EICAS went blank; RMU (Radio Management Unit) #1 reverted to engine display; autopilot disengaged and the autopilot panel went blank; flight director was lost and all flight mode indications were lost. Being on an RNAV departure I requested a momentary vector from departure and were told to fly present heading. The CA mentioned this looks like a symbol generator #1 failure. I got the QRH out and began looking up the procedure for a SG1 failure. 30 seconds later a strong electrical burning smell filled the cockpit with a light haze of smoke. We [advised ATC] and returned to [departure airport]. CA called the FA and told her that we were returning to [the airport] for smoke in the cockpit.




Synopsis: EMB-145 First Officer reported returning to the departure airport after experiencing smoke in the cockpit probably related to failure of symbol generator #1.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cleared for takeoff and pushed the power up and hit TO/GA. The engines accelerated normally at first; but then we both noticed the No. 1 engine stopped at 86.5%; while No. 2 accelerated normally to 95.5%. I pushed the No. 1 thrust lever up manually but the engine remained stuck at 86.5%. At that point; we were approaching 100 knots and the aircraft was accelerating normally so I continued the takeoff. On departure we notified ATC of the problem and requested a level off so we could run the [appropriate] checklist. After running the checklist and pulling the power back; both engines had normal indications. At that point we requested a climb to see if we could get full power. The same issue occurred. We called Dispatch and Maintenance Control to see if they had any ideas. They had no preference on whether we continued or not. I remembered that there was a writeup from earlier in the day where the No. 1 engine had shut down on its own right after start (the reason we were late); so the First Officer and I elected to return to [departure airport] since we didn't trust the engine. Return and landing were uneventful. We did land 100 pounds overweight and included that in the writeup.


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


Synopsis: The flight crew of a Boeing 737 reported that one engine would not produce full power on takeoff roll.
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
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: Communication Breakdown; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After a 2 hour maintenance delay I was taxiing from gate XX to spot XX. My First Officer (FO) was just back from furlough and [was] a bit behind. He was having trouble with the ground frequencies so I diverted some of my attention to helping him with the frequency. In doing so I taxied across the line and my nose was out on taxiway Kilo. There were no other airplanes in the area but Ground did point it out to us (when we finally got the right frequency) that we were on taxiway Kilo. I've been doing this a long time and I violated one of my own rules- stop the aircraft and sort out the problem. I also did another thing that I strive not to do- micro-manage my FO. Causally speaking it was a wake up to me. Stop the plane.




Synopsis: Captain reported passing the hold short lines on a taxiway due to distractions from helping his First Officer with tasks.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; 4
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: TRACON ZZZ; UNICOM ZZZ
Aircraft component: Flight Director
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Overrode Automation
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Human Factors

Narrative: After an uneventful instrument cross-country flight; I listened to the destination airport ASOS; Wind 29 knot; Gusting 38; clouds OC 900 feet and Visibility 4 sm. I set up the FD (Flight Director) for the RNAV approach into the un-towered airport. I had done this approach before in marginal VFR conditions.Approach cleared me for the approach. With the autopilot coupled to the FD I passed the IAF in heavy IMC and turned inbound at the IF. Approach cleared me to switch to the UNICOM frequency; which I did.  I noticed that the autopilot was not maneuvering the airplane as I had intended; it was making a climbing left turn off course.  I decoupled the autopilot and hand flew the airplane while attempting to reset the FD. While being distracted trying to reset the FD I inadvertently got off altitude and heading and found myself in an unusual attitude.  I recovered from the unusual attitude and got the airplane stabilized and hand flew the airplane and landed without further incident.I performed well during my recent IPC; but single pilot instrument flying in heavy IMC is not the same as being placed under-the-hood with flight instructor in the right seat. Also; emphasis should be made on (UPRT) Upset Prevention and Recovery Training. I will seek training before doing single pilot low IMC approaches in the future.




Synopsis: PA-46 pilot reported difficulties with the Flight Director resulted in a momentary unusual attitude event in IMC conditions.
Date: 201708
Local time of day: 1801-2400
Location: ZJX.ARTCC, FL
Light: Dusk
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Human-Machine Interface; Training / Qualification; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings; Company Policy
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X exited my airspace without a handoff. This type of event has almost happened to me before since the newest release EAD (European Aeronautical Information System Database) software. The indicator for radar identification moved as have other elements on the data block. In prior episodes; I'd switch the aircraft prior to there being an airspace violation. I have thoroughly discussed the event with my supervisor of record; and efforts will be made to prevent future occurrences. The AHI (auto handoff) feature would've likely prevented this occurrence. Change the data block design back to how it once appeared.




Synopsis: ZJX Center Controller reported an aircraft exited his airspace without a handoff to the next controller.