elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: IMC
Weather elements / visibility: 2
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ATL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was the PF and thus I conducted the departure briefing. We anticipated 8R and the SUMMT9 departure; as well as a very short taxi; thus we decided to start both engines on pushback during the brief. We pushed back; entered the takeoff data during the push and started both engines. Ramp Tower had instructed us to contact ATL Ground when ready; which we did. We waited for one company aircraft to pass in front of us and were then cleared to 8R via Echo. There were no other aircraft in front of us thus it was apparent we would be number one for takeoff once arriving at the runway. This taxi took not much more than one minute. In quick succession we ran the taxi checklist and before takeoff checklist during which we were passed to the tower frequency. Immediately once on the tower frequency we were cleared into position and hold 8R. I was running the before takeoff checklist at this same time. As we entered the runway; the Captain told me I had the throttles and asked would I like a rolling takeoff; I must assume believing we had been cleared for takeoff. Without thinking I agreed and we took off without a takeoff clearance.Once airborne Tower asked us if we had received a takeoff clearance; which at that time it was clear to me that we had not. I have no information as to whether we had put the airplane in jeopardy; however our climb via the SUMMT9 proceed normally.I would in part attribute this deviation to the very compressed taxi time and checklist workload. This situation can be common; but combined with an immediate clearance on to runway; lead to the error of my loss of Situational Awareness (SA) as to our clearance. Corrective actions would be continuing awareness for crews to slow down a bit; especially as number one to the runway; to ensure each crew member has the correct SA.




Synopsis: Air carrier First Officer reports taking off on Runway 8R at ATL without clearance after a short taxi. They had been cleared to line up and wait; but the tower said nothing until the flight was airborne.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
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
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 200 feet before level off at FL320 we received a RIGHT ENG LOW OIL PRESS warning message on the EICAS. The oil pressure gauge showed a drop in pressure; it was less than 20 psi. I ran the QRH for R ENG LOW OIL PRESS WARNING while the Captain flew the aircraft. Per the QRH; we performed an inflight engine shutdown of the right engine. We noted that while oil pressure had dropped almost entirely; oil temperature remained normal. Per the QRH; we conducted the abnormal procedure for single engine operations. During this; we requested a lower altitude and [advised] ATC. We began descending and decided we would go to [a nearby alternate] since it was straight ahead and closer than [destination]. [The selected alternate] has long runways and we determined this would be suitable since we would be conducting a flaps 20 landing which requires a higher final approach speed. We conducted a landing. It went smoothly. We stopped on the runway and had the fire trucks do an inspection of the aircraft. When they told us that the engine was not on fire and there is no sign of smoke or fluids leaking; we canceled the alert with them and taxied to the gate.




Synopsis: CRJ-200 First Officer reported diverting to a nearby alternate after a precautionary shutdown of the right engine following a low oil pressure warning.
Date: 201703
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Troubleshooting
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Chart Or Publication; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: OAPM (Optimization of Airspace and Procedures in the Metroplex) procedures aircraft should be climbing to 23000 feet via SID checked in climbing to 12000 feet. Climb aircraft via the SID.




Synopsis: ZLA Center Controller reported aircraft climbing into their sector via new OAPM departure procedures were climbing to the wrong altitude.
Date: 201302
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Cleared to FL240. Between FL230 and FL240 received 'TRAFFIC' alert followed by 'ADJUST VERTICAL SPEED' followed again by 'DESCEND'. Crossing traffic at FL260. Closure rate may have been a factor. We were not advised by ATC of any traffic. We notified ATC of the RA and leveled normally at FL240. I am not sure if the traffic at FL260 had descended below FL260. To my knowledge; there was no loss of separation. Perhaps a notification from ATC about oncoming traffic would have been helpful.




Synopsis: An Air Carrier Captain reported that while climbing to FL240 TCAS alerted TRAFFIC; then ADJUST VERTICAL SPEED and finally DESCEND as a RA about traffic descending to FL260. ZDC did not issue traffic.
Date: 201505
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C GNV
ATC / advisory: Tower GNV
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Situational Awareness; Confusion; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airport; Procedure
Primary problem: Procedure

Narrative: While on a visual approach into GNV my First Officer (FO); Pilot flying; started a decent to 2;100 feet at about 5-6nm away from the airport; on a left base to final turn and beginning to level at 2;100 feet the aircraft gave us a GPWS Caution message followed immediately by a red GPWS pull up warning. We were in VMC conditions and had the nearby tower in sight and were aware of its height of 1;049 feet as it was published on the approach plate for rwy 11. I immediately instructed my first officer to climb so as to extinguish the warning after which we then made a standard landing on Runway 11 in KGNV.After landing myself and my FO double checked the approach plate for Runway 11 and confirmed that the MEA/TAA for the area was 2;100 feet we also asked the Tower what the minimum vectoring altitude for the area is and they confirmed a 2;000 feet minimum vectoring altitude; and a crossing altitude of 1;700 feet both of which we were above when the event occurred.It is my belief that the reason for the GPWS warning was due to the closure rate during the decent and initial level off altitude of 2;100 feet which was still more then 1;000 feet above the obstacal in question; but close enough were it triggered the event.




Synopsis: While descending to 2;100 feet on a GVN Runway 11 visual; an air carrier GPWS alerted PULL UP. The aircraft remained above 2;100 feet; but the descent closure rate may have caused the alert.
Date: 201704
Local time of day: 1201-1800
Location: PIT.TRACON, PA
Aircraft: A319
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PIT
ATC / advisory: TRACON PIT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Captain Pilot monitoring (PM); First Officer (FO) Pilot Flying (PF). cleared for a visual approach to 28L in day VMC and an altitude of 3;000'; selected direct to the FAF and descended to 2400' on a left base. ATC advised they had received an altitude alert; I noted we had passed a hill and the terrain was sloping downward toward the airport. We maintained our altitude until intercepting the glide path and completed a stabilized approach and landing.Going direct to the FAF from a left base and descending too soon.Instead of going direct the FAF; should intercept on the approach course some distance back and cross at the instrument crossing altitude.




Synopsis: A319 Captain reported receiving a low altitude alert from ATC on a day visual approach to PIT.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Software and Automation; Manuals
Primary problem: Software and Automation

Narrative: On subsequent flights I experienced the same issue with my EFB.  Once airborne both pilots became aware that the 'Content' App was inaccessible thus making all company manuals also inaccessible.  On both occasions we were forced to use SATCOM (satellite communication) to reach the Chief Pilot (on the first incident) and the Dispatcher (on the second incident) to retrieve the necessary information. Under normal circumstances this application is not referenced unless there is a need for the company manuals; however on the first occasion the Captain was attempting to study prior to upcoming training and the issue was discovered.  On the second occasion; there was necessity to reference the manuals and we became aware that neither of us had access. I am not confident in the cause of the problem; but it appears once the tablet goes offline (no internet connection) the manuals become inaccessible. I raise this issue to the safety department because I feel that likely there are many flights departing with these issues; but normal operations don't necessarily involve accessing this application on our EFBs.  However when the necessity does arise it is important that we have immediate access and not reliant on relay of information via SATCOM. Not having computer/tablet expertise; I hesitate to make any suggestions; but I do feel it's important to investigate the cause of this issue and hopefully we can find a work around; in the short term; and a solution going forward.




Synopsis: Air carrier flight crew was unable to access EFB/company documents during cruise flight.
Date: 201811
Local time of day: 0601-1200
Location: DVT.Airport, AZ
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Flight phase: Other VFR Traffic Pattern
Airspace: Class D DVT
ATC / advisory: Tower DVT
Reporter organization: Contracted Service
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Aircraft; Human Factors; Airport
Primary problem: Airport

Narrative: Aircraft X called inbound from the Northwest; requesting a low approach; one time around the pattern; and a full stop. He then requested that we check his gear because he was unable to lower the gear using conventional methods and had to revert to the alternate method. The pilot was then instructed to overfly 7L so he would be closer to the tower. The tower declared an Alert 2 and grabbed the crash phone. The information transfer was completed. Aircraft X landed on Rwy7R WOI (Without Incident); at which time the responding fire department was just getting onto Deer Valley Rd. The fire stations response times are unacceptable; and should something have happened the pilots deserve better service. Emergencies at DVT are a regular occurrence and the fire station needs to be able to respond quicker and better.We need a fire station on the field! We are the busiest General Aviation airport in the [area] and therefore the number of declared emergencies and incidents/accidents increases due to ratio. There is no excuse for a regular 7+ minute response time.




Synopsis: DVT Tower Controller reported the response time from off-airport emergency equipment was excessive.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During training flight; [a] Flight Review; with experienced private glider pilot; we were doing a 'no spoiler' landing on Runway 36. On final about 100 feet up; we were still high; I directed pilot to slip a little more (nose right; left bank). Glider was then coming down more aggressively. I directed pilot to get out of slip. Landing speed was about 50 knots. He then pushed hard on the left rudder; which swung the nose from 20 degrees to the right to 20 degrees to the left in about 2 seconds.Momentum of rotation continued counter clockwise despite right rudder application. We were about 5 feet above grass field adjacent to grass runway. Left wing was down about 20 degrees and hit grass first followed by the glider which landed sideways in a level attitude going west from about 3 feet above ground. Glider came to a stop in about 20 feet pointing south. The sudden stop; going sideways; tore the landing skid from the aircraft. The landing wheel was intact and could be used to tow the glider back to the beginning of the field.




Synopsis: Instructor reported the student over corrected in the landing maneuver resulting in wing/ground contact.
Date: 201501
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Time Pressure
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Landing at night at a large airport. Was planning to exit at Echo and planned touch down accordingly. After landing was instructed to exit the runway at Echo and contact ground. Everything at this point was as planned and prepared for; the problem was that I could not see Echo exit. I informed the controller about this fact and that I had missed the exit.  She answered that that I had not and was right by where I was.  I could see the Echo sign; but not the actual taxi way. I therefore turned the aircraft 90 degrees to shine my landing light onto the side of the runway.  The controller thought that I was turning the aircraft 180 which I was not.At the end I was not able to see exit Echo and followed the controller's instructions down to Delta that I found easily due to the green lights marking the exit. This was a very frustrating experience since I had reviewed the ground chart and knew where I was going. Even though I've been at large airports before; the lights at this airport looked like a forest without ability to understand patterns. I contribute this to the seating position in the Cessna; I was simply not high enough to make sense of the markings. My suggestion for improvement is to get better markings for Echo and that the exit be tested from a low seating position aircraft.




Synopsis: A private pilot flying a C172 landing at a large airport at night; was asked to exit the runway at taxiway E; but was unable to identify it; although Tower advised he was 'at' E. The reporter cited the lights looking like 'a forest;' and his 'low seating position' in the light aircraft as contributing factors.
Date: 201212
Local time of day: 0001-0600
Location: EWR.Airport, NJ
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: EMB ERJ 145 ER/LR
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Airport wind [was] approximately 330 at 25 KTS gusting 35 KTS; landing Runway 29 stadium visual approach; departing Runway 22R at W Intersection; night time operation. Just prior to the incident; an aircraft was disabled on Runway 22R in the vicinity of Taxiway W; and Runway 22R was closed. I was taxiing aircraft to Runway 22L at W for departure and issuing a new departure runway which added to my workload. Air Carrier X; slowed to approximately 70 KTS ground speed. Air Carrier Y; was maintaining visual separation; with an approximate ground speed of 150 KTS. Upon landing and taxiing at a safe speed; I asked Air Carrier X if he was able to turn off at the next high speed and he responded in the affirmative. I observed Air Carrier X off of Runway 29; and Air Carrier Y short final when the ASDE-X issued an alert for Air Carrie Y to go-around. I said out loud that Air Carrier X was off the runway and that I was not going to send the aircraft around. I believe that I made the safest decision because Air Carrier X was off the runway; and Air Carrier Y was in a critical stage of flight. The safety logic system should not supercede Controller judgment. There are many aspects of the ASDE-X that have proven to be faulty; and this is another.




Synopsis: EWR Controller elected not to issue mandated ASDE-X go-around instructions after positively observing the landing traffic had cleared the runway. The reporter claimed faulty ASDE-X logic as a contributing factor.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 340/340A
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Lost left engine power. Smoke from left engine nacelle. No loss of oil temp or pressure. No loss of CHT or EGT. Reduced power. Landed uneventfully. Tower cleared me for immediate landing. Shut aircraft down after taxi to ramp. Preliminarily [diagnosis] seems [to indicate] the turbocharger stopped working.




Synopsis: C340A pilot reported loss of engine power accompanied by smoke from the left engine nacelle. Pilot landed at nearest suitable airport.