elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 0601-1200
Location: SAN.Airport, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Second aircraft: B737 Next Generation Undifferentiated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Clear VFR day into SAN. Following Aircraft Y to RWY 27; encountered wake turbulence due to close ATC sequencing for arriving/departing traffic. Flew above Aircraft X's flight path to avoid wake turbulence which required a higher rate of descent on our visual approach to RWY 27.


Second narrative: After the leading Aircraft Y landed; another aircraft taxied out and was given takeoff clearance while we were on short final. While higher than we would like; both automation and wake from the proceeding aircraft led us to the position we found ourselves. As Pilot Monitoring my attention and callouts focused on relaying airspeed and V/S info which was within 10 knots of target and at the outer limit of acceptable vertical speed. Maybe due to our combined 30 years on the 757 we felt comfortable in our position even after quickly discussing the potential of a possible go-around on short final.


Synopsis: B757 flight crew reported an unstabilized approach resulted when they flew high on the glide slope to avoid wake turbulence from the preceding B737 on approach into SAN.
Date: 201901
Local time of day: 0601-1200
Location: LOM.Airport, PA
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Standard approach to LOM. I made positional report 10 miles and then 5 miles from the airport. I was aware of [Pilatus] on straight in 5 mile final to Runway 6 and announced my intentions to be number 2. Shortly thereafter; I heard a report of a Cessna in the left downwind traffic pattern for Runway 6. I was approaching the 45 for left downwind and anticipated I'll be number 3 after the Cessna. I slowed down as much as I could to maintain separation and extended my downwind with the Cessna in sight turning final.Here is where I was caught off guard. The Cessna was much slower than I expected and had taken a longer downwind leg than what I would consider usual. Nonetheless; I kept a comfortable separation and planned on a shortfield landing as I was slowed less than standard approach speed. The Cessna landed and taxied all the way to the end of the 3;700 foot runway. There is a turnoff at 1;200 and 2;400 feet. I landed as the Cessna was slowly taxiing to the end of the runway. I was able to turn off at the first intersection at 1200 feet just as the Cessna was turning off the runway at 3;700 feet. My landing was well within my abilities and I was comfortable with the separation and was prepared to go around if I felt it was not safe. When I flew to Oshkosh for the air convention; the separation was much tighter.In reviewing the FAR/AIM manual (Aviation Reference Book); I was not aware there was any mandatory requirement that a plane must be off the runway before you touch down. I will definitely be more conservative with my spacing for landing.




Synopsis: GA pilot mis-judged distance from aircraft landing and landed on runway before previous aircraft was clear of runway.
Date: 201509
Local time of day: 1201-1800
Location: CLT.Tower, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On approach to CLT on the visual 36R tracking the localizer and glideslope to the runway traffic spacing between arrivals was about 3 miles maybe 2.75. The first officer stated 'this tight spacing makes me nervous'. I responded 'it's more than adequate; just relax; if we have to go around we will.' On short final the First Officer stated 'the gusty winds scare me' I responded with the current wind readout on the MFD (I believe it was 320/11).'  Coming through 100 ft AGL the First Officer started to lose the centerline rapidly.  I stated 'centerline' loudly to alert him to the deviation.  He responded with 'I need help I need help I need help' he then abruptly released the controls. At this time we were approximately 75 ft AGL and lined up with the grass east of the runway; I assumed control of the aircraft and corrected for the centerline and landed the aircraft.  A go around was not executed because I was concerned about a balked landing occurring in the grass next to the runway and not on the runway.  The resulting landing was smooth and normal.The event occurred due to the inability of the First Officer to maintain positive control of the aircraft while landing in gusty conditions and his resulting behavior during which he released the controls without a positive exchange of controls.Once the event was identified I landed the aircraft and taxied to the gate normally.  We verbally debriefed the situation after the flight.Better training standards for landing in crosswinds; regardless of how strong the winds may be.




Synopsis: CRJ-900 Captain reported the flying First Officer released control of the aircraft without warning below 100 feet AGL on short final in gusty wind conditions.
Date: 201508
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Procedure

Narrative: After pushback and prior to taxi; we received an ACARS message that indicated we were out of balance and needed to block row 39. Prior to taxi these passengers were moved. During rotation; I noticed that the airplane was rather pitch sensitive. After the airplane was cleaned up; the airplane continued to be pitch sensitive. I noticed these same characteristics during the approach and landing. Additionally; the Pitch Trim system activated twice on approach. These two instances occurred below 1500 feet. I have never seen the Pitch Trim system activate during a low power phase of flight. I suspect that the airplane was still out of balance.




Synopsis: A B737 Weight and Balance blocked Row 39 but during flight the aircraft was pitch sensitive and the Pitch Trim system activated trim during approach at low power. Balance may have been near the limit the entire flight.
Date: 201507
Local time of day: 1201-1800
Location: MDST.Airport, FO
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class A MDST
ATC / advisory: Tower MDST
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General Police / Security Involved; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft targeted and hit by very powerful green laser on final approach; FO flying. Cockpit was lit up and I ducked low in seat as PF with Auto Pilot (AP) on approach. Uneventful landing STI (MDST). Afterwards; my right eye started watering slight red and pulsing. I am going to have it checked out by a doctor.Police in STI advised us two other [air carrier] aircraft were hit prior to us. Advanced warning may have prevented us from being vulnerable to attack and better prepared for a laser encounter. For safety sake this must be put on ATIS; or relayed by ATC.




Synopsis: B737-800 FO reported being targeted by a 'very powerful' laser on final to MDST that caused some physical issues with his right eye.
Date: 201902
Local time of day: 0601-1200
Location: MSY.Airport, LA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B MSY
ATC / advisory: TRACON MSY
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Manuals
Primary problem: Ambiguous

Narrative: During descent; MSY Approach informed us that 4 drones had been reported at 800 ft. on the localizer and glide slope for Runway 11. [Two aircraft from two different air carriers] completed the approach and landed after the first report and reported no sighting before we accepted an approach clearance. We continued to a normal approach and landing and did not observe any drone activity. We have no guidance in our manuals for what action to take when receiving a report of drones. As drones are becoming a more common threat; I recommend that Flight Ops develops guidance for crews. Specifically; it would help to have a framework for what is a credible threat for aircraft safety and in what cases flight through airspace where such reports has been made should be avoided. It would also be helpful to have reporting procedures and mitigation strategies available.




Synopsis: Air carrier Pilot reported being advised by ATC while on approach to MSY that four drones had been sighted below 1000 feet in the final approach corridor to Runway 11.
Date: 202109
Local time of day: 1201-1800
Location: ORF.Airport, VA
Weather elements / visibility: VMC; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Parked; Takeoff / Launch; Taxi
Airspace: Class C ORF
ATC / advisory: Ground ORF; Tower ORF
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Staffing
Primary problem: Staffing

Narrative: ORF is an active Airline and GA airport. There are separate clearance; ground; and local control frequencies. With moderate to heavy traffic; a single controller was handling all three. This created multiple instances of blocked communication. The controller had to juggle all three plus ground coordination with the TRACON. This created an unsafe condition in my opinion. In decades of flying all over the country; I've never encountered this situation. During periods of slow traffic or at less busy airports it works but not under these conditions. The controller was doing the best he could but both pilots and controller were placed into a dangerous situation.Had there been an incident; poor communications would certainly have been a root cause. I would also add that too many pilots and controllers have not learned that speaking faster isn't better. Miscommunication leads to loss of separation; violations; and occasionally crashes. The pros on both sides of the mic have a well-defined cadence that chunks information which largely eliminates repeats and errors.The tower chief needs to reassess staffing requirements during peak periods.




Synopsis: GA pilot reported an unsafe condition at ORF airport due to assumed insufficient staffing. One Tower Controller handles Clearance Delivery; Ground; Tower Control in addition to coordination with TRACON. Reporter recommends reassessment of staffing requirements.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: Cloudy
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors; Weather
Primary problem: Human Factors

Narrative: While descending into ZZZ; we were following another aircraft. We were slowed first; then vectored off course to create spacing. After there was enough spacing; we were cleared back onto the Arrival and to descend via. I put the fix in the box and selected LNAV. I rolled in our new altitude but forgot to select VNAV (Level Change was still selected). We continued to descend to our altitude via Level Change and went below the arrival altitudes. We entered clouds and when we got out of the bottom we both noticed we were low. As we tried to call ATC; they called us and we climbed to 5100 feet MSL. No alerts went off.The distraction was clouds/turbulence approaching. We were discussing our plan to coordinate with the Flight Attendants to clean the cabin and sit before the turbulence hit. We were issued our clearance during a time when we were also talking to the Flight Attendants. I entered our clearance but we failed to verify that VNAV was selected. It was error on both Pilot Flying and Monitoring. We were more concerned with Flight Attendant safety at that exact moment than verifying our automation.


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


Synopsis: B737NG flight crew reported neglecting to select VNAV resulting in a descent below the arrival profile.
Date: 201402
Local time of day: 1801-2400
Location: CPS.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A night flight departing CPS on an IFR cross country. While in contact with Departure Control another aircraft; 5;000 FT approaching BURKE; was matching our aircraft in speed and altitude. The aircraft was performing some type of maneuvers that were putting it in our path. ATC cleared us to a higher altitude 6;000 FT and allowed us a diversion to the right of our flight path. The aircraft matched our climb and came within 200 FT of our aircraft passing across our front. The aircraft then passed behind us and according to the GPS traffic warning system was within 100 FT behind us on the left side of the aircraft matching speed and altitude. ATC could not raise the aircraft on any frequency. After 10 minute the aircraft broke off and continued doing whatever it was doing. Whole event was between BURCK and NICKEL.




Synopsis: A pilot on an IFR night flight departed CPS and climbed to 5;000 FT where he had a near miss with an undentified aircraft which appeared to track him.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
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 - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The Captain was Pilot Flying for our initial takeoff; and after becoming airborne; called 'Gear Up.' Inexplicably; I raised the flap handle instead of the gear handle. Over the next several seconds; the flaps retracted while I confirmed lateral navigation (LNAV) at 400 feet AGL; selected vertical navigation (VNAV) at 1;000 feet AGL; and responded to the tower's call to change to departure control. During this time; the flaps were retracting; the minimum airspeed indicator ('hook') increased; until the stick shaker activated. When this happened; I looked at the flap indicator; realized my error and extended the flaps to takeoff position (Flaps 5). Simultaneously; the Captain reduced the climb angle; I raised the gear handle; the aircraft accelerated; and the stick shaker stopped. The rest of the departure was normal.I screwed up. Pooched it. No excuses. Have no idea why I reached for the flaps instead of the gear. Have successfully raised the gear--without error--for decades and buckets of hours.   Slow down. Don't rush. Fight complacency. Don't think it can't happen to you. Buying beverages for the rest of the trip will reinforce my lesson-learned.




Synopsis: A B767-300 First Officer reported mistakenly raising the flaps in response to the flying pilot's command to raise the landing gear.
Date: 202008
Local time of day: 0601-1200
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
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Incorrect / Not Installed / Unavailable Part; Human Factors
Primary problem: Human Factors

Narrative: During boarding; a passenger erected a personal tent bubble and placed it completely over her upper body after taking her seat.  The Flight Attendant and I agreed that the tent must be stowed during takeoff and landing and the passenger reluctantly complied.  She then deployed her tent after takeoff and sat in her seat during cruise totally enclosed; then stowed her tent during descent for landing.  Upon review of available Company procedures and guidance; I could not find anything that would prohibit the use of a personal tent during cruise.This brings up a couple of Safety concerns:  The tent could impede the passenger's ability to reach for the overhead oxygen mask during a slow or rapid decompression event. If in that scenario; if the tent is thrown off the passenger to reach the oxygen mask; the tent could impede adjacent passengers from reaching their oxygen masks. The tent will also block the passenger sitting next to the tent from access to the lavatory.Establish overarching guidance prohibiting passengers from erecting a temporary structure (i.e. tent bubble) in the cabin.




Synopsis: Air carrier Captain reported during pre-flight a passenger erected a personal tent bubble after sitting in the cabin area. Captain described the safety implications of having a tent over your body in an emergency situation.