elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Fatigue
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: When descending we were cleared to 5;000 feet. We were in VMC conditions and started our descent; we were about 32 miles from the airport; in day VMC conditions when the controller asked our DME from the field. A second controller came on and told us to climb to 7;000 feet; which we started to do. We got to around 6;000 feet when we were again cleared back down to 5;000 feet. Though not on a named arrival there were still step down altitudes the last one being 7;000 feet till 25 DME. In day VMC I became complacent and with clearance to 5;000 feet from ATC; and 5;000 feet set in MCP I went to 5;000 feet a few miles to soon.No matter what the conditions are outside or what altitude a controller gives you you still must make the altitudes. In South America there are numerous arrivals unnamed with 'steps downs' defined only by DME and not fixed points. Fatigue definitely played a factor in this event. This was a stub flight from [a South American airport] after leaving Miami at midnight. So in our 9th hour on the back side of the clock we were a little tired.


Second narrative: We were given instructions to descend to 5;000 feet. The pilot flying read back the instructions. Shortly after reaching 5;000 feet the controller told us we were at the wrong altitude and that we should climb immediately to 8;000 feet.


Synopsis: During approach to South American airport; crew initiated descent earlier than the DME/altitude restriction for the airport's arrivals.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Flight plan: IFR
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Instructor; Local
Human factors: Distraction
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was the Trainer. Trainee was talking to Aircraft X and Aircraft Y inbound and separating Aircraft Y; from a non participating VFR aircraft. Aircraft X went below the MVA while we were focused on other duties. Once the low altitude alarm went off; the Trainee issued instructions to climb Aircraft X and vector them away from the obstruction. Aircraft X pilot told us that he believed he had already been cleared for the visual approach; which is why he descended.This was just an instance of us being distracted from the scenario and made a mistake. However; due to the Low Altitude alert; we were able to recover in a timely manner.




Synopsis: TRACON instructor reported an aircraft went into a higher MVA; the MSAW alert went off and the controllers turned and climbed the aircraft. The pilot reported they thought they were cleared for the Visual Approach; which is why they descended.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Hawker 4000
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During approach we had a flap failure upon selecting 12 degrees of flap. We informed the Tower that we needed to break off the approach to troubleshoot the problem. We were issued a climb and heading as well as a frequency change. We requested delaying vectors from the next controller and conducted the Flap Fail checklist. The indicated procedure did not clear the problem. When attempting to re-select the flaps we heard a grinding noise; apparently from the left side of the aircraft. At this point we prepared for a no-flap landing; performed the required checklists and briefed our passenger. We landed without incident in visual conditions.




Synopsis: Hawker 4000 First Officer reported flap failure during approach resulting in a no-flap landing.
Date: 202104
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: Mixed
Weather elements / visibility: 8
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E L30
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We briefed up 26L; new ATIS gave us 1L; and then ATC offered 1R which we accepted.  We briefed the visual to 1R backed up by the RNAV (GPS) 1R. ATC gave us vectors for the visual; and cleared us to intercept the 1R final. ATC kept stepping us down on final and we couldn't quite see the runway.  Our clearance was to 6;600 feet.  As we continued inbound on final; as the Pilot Monitoring; I noticed we were getting slightly high on the VNAV final.  I mistakenly thought we had been cleared the visual and dialed the altitude window down to zero. The FO said he didn't think we were cleared the visual yet; but the command bars signaled him to descend; so he slowly descended; with the terrain in sight; and I queried the Controller. We leveled off at 6;000 feet at 10 miles with the terrain in sight. ATC said our clearance was to 6;600 feet and asked if we had the terrain and airport in sight.  Now; we could see both terrain and airport and were cleared the visual. We flew the visual; backed up by the RNAV (GPS) 1R and landed uneventfully at LAS.As Pilot Monitoring I should have confirmed cleared the approach before dialing the altitude window to zeros. Also; when getting high on final I should have asked ATC for lower.




Synopsis: Air carrier Captain reported an altitude deviation during approach to LAS resulting in a CFTT.  The crew mistakenly believed they had been cleared for a visual approach which contributed to the event.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Aircraft
Primary problem: Aircraft

Narrative: The assist handles on L1 and L2 have been rendered inaccessible due to the configuration of the forward bulkhead. Cut an access hole into the bulkhead.




Synopsis: Cabin Main Entry Door Assist handles are inaccessible.
Date: 201409
Local time of day: 0601-1200
Location: ZEF.Airport, GA
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZTL
ATC / advisory: Center ZTL
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on an IFR clearance at 9000 feet. Due to an urgent physiological need and low weather at my destination I decided to divert to ZEF because I had it in sight and as i got further south I would be over an undercast. I canceled IFR and the controller acknowledged and advised traffic 1 O'Clock at 7000 feet. I acknowledged the traffic and began my descent and turn intending to level at 7500 feet until I had sight of traffic as I had him on PCAS. I looked to my iPad to get the ZEF freq and I then heard the cessna pilot advise center that he had me in sight and I had just passed overhead about 150 feet above. I then realized I was going through 7300 feet and looked over to see the cessna about 300 away and below. I adjusted course to increase separation as we were diverging and continued my descent. Landed without incident.




Synopsis: RV6 pilot reports a NMAC with a Cessna at 7;000 feet. The Cessna was flying in roughly the same direction; had been reported by ATC and was showing on the RV6 pilot's PCAS. The RV6 pilot was descending and overtaking the Cessna and had been intending to stop at 7;000 feet until clear; but became distracted.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: A ROW/ROP alert triggered in the cockpit during landing roll-out. Stable approach; stable landing configuration. FO pilot flying; I was caught slightly off guard when touching down. While in the flare the wheels of aircraft seemed to just hover slightly above the tarmac; not making contact. Nothing seemed out of ordinary until I realized aircraft actually touched down at the end of the landing zone paint strips. At this time I began normal landing procedures...pulling thrust to reverse while applying brake pressure; it was right in this moment of thinking that was a pretty nice landing; when ROW/ROP alert came alive.  I should have cobbed throttles and [gone] around however; I believed that the thrust reversers were already being deployed therefore I jammed the brakes and continued stopping.Everything about this flight was so routinely normal that nothing should have occurred.  In reflection though; I find that more prudence should be placed on how we fly our differing fleets. [At my base] we tend to fly more A319's. Therefore it would be best if we focus a touch more on landing flaps full; versus config 3. In the 319; ref speeds are routinely low....low speeds; low weights etc. I believe had I not been a robot in thinking just use config 3 cause that's what we always do; focus on approach speeds/available landing distance for the A321. This flight for example had a Vref of 150.  Had I used full flaps I think there would have been no issue; even with the tail wind landing.

Callback: The reporter states that the runway length was 7800 feet and that there was a slight tailwind and he did float through the touchdown zone; but does not feel the alert was valid. He also believes that it came too late to be complied with. The system is new to the Airbus fleet.



Synopsis: A321 First Officer experienced a ROPS alert during a flaps 3 landing that floated to the end of the touchdown zone. Believing the reversers are already deployed; the landing was continued and heavy braking used to stop.
Date: 201809
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Light: Daylight
Aircraft: Gulfstream G100/G150 (IAI 1125 Astra)
Operating under: Part 91
Flight plan: VFR
Flight phase: Climb
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: B787-900
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I received a message from Aircraft Y relaying a message from Aircraft X stating that the aircraft had departed PTPN VFR; was leaving FL230 climbing to FL400; and was requesting an IFR clearance to RPMD. I replied to Aircraft Y to relay to Aircraft X the HF frequencies and to contact [Commercial Radio] for IFR clearance and provide present position latitude/longitude and altitude. I told aircraft to maintain VFR. I contacted [Commercial Radio] and asked if they had communication with Aircraft X. They advised they could hear the pilot but he couldn't hear them. I then received another message from Aircraft Y relaying Aircraft X position report; level at FL400; and still requesting IFR clearance. I used a brasher warning to Aircraft X; relayed through Aircraft Y. Aircraft X called the Supervisor on the landline and I was able to issue IFR clearance at that time. At the time I received the message that Aircraft X was leaving FL230 climbing to FL400; the aircraft was in conflict with Aircraft Y at FL370. Aircraft X climbed to FL400 without an IFR clearance and caused possible loss of separation with Aircraft Y. A course of action I could/should have taken was to advise both aircraft of the situation and attempted to stop Aircraft X climb by issuing a lower altitude. I advised the aircraft to maintain VFR in hopes the aircraft would descend and remain below FL200; which is VFR airspace as prescribed in the PAC Chart Supplement.




Synopsis: Oakland Oceanic Controller reported a loss of separation between two aircraft.
Date: 202011
Local time of day: 1801-2400
Location: S56.TRACON, UT
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SLC
ATC / advisory: TRACON S56
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Working in a north flow; with arrivals coming in on the downwind; spacing not really an issue; and I had just been in a rhythm bringing the arrivals in for visual approaches. My general method is to give a descent to 9;000 feet which is the downwind Minimum Vectoring Altitude (MVA) when clear of traffic; then slow to 180 knots 2 miles from the base turn; then turn to a 070 heading; then when the first turn is observed and they are now crossing the 9;000 foot MVA line into the 8;000 foot MVA; give a descent to 7;000 feet; then call the airport; then clear them for an approach with a turn to final. This sequence requires 5 or 6 transmissions per plane; but I feel like it is an expeditious way to safely get aircraft in with such a high MVA on the downwind. After having worked many aircraft in without issue and rather monotonously; Aircraft X checked on and was one of the last aircraft in the bank. I descended them to 9;000 feet; slowed to 180 knots at the normal place; then got distracted by something going on with another sector; I can't remember what; but I returned my focus to Aircraft X; incorrectly thinking that I had already given the base turn; and I was watching for the target to start a turn to the east. I saw the target move and started the transmission to descend. The pilot read it back; but I soon could tell that they were not in the turn and were not leaving the higher MVA for lower terrain. I asked the pilot if they were in the right turn heading 070 yet; and they responded that they were turning to 070 degrees; but in reality I had not yet issued it and didn't realize that until reviewing it afterward. The aircraft was soon in the base turn leaving the higher MVA; I called the airport and the pilot responded in sight; and I issued a visual approach clearance. It was my mistake that I did not catch it earlier. I will practice more vigilance in ensuring a complete turn out of the MVA before issuing the descent.




Synopsis: S56 TRACON Controller reported they forgot to issue a heading to an aircraft for the base leg and the aircraft flew below the Minimum Vectoring Altitude.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Company Policy

Narrative: Operations delayed flight without Dispatch contact. I called Operations and had a conversation about the delay. The Ops Agent didn't even have our phone number if he wanted to call. If there are other Operations that don't have our contact then we shouldn't be surprised if this is a continual issue; cross-code share.




Synopsis: Dispatcher reported being out of the loop because a flight was delayed by operations without contacting Dispatch.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing at ZZZ during taxi to the gate; there was a strong smell of fumes in the cabin. I was unable to breathe any kind of fresh air for at least 20 minutes without the odor being present.  My eyes began to sting and I developed a headache and extreme fatigue immediately.  I know the Purser in the forward galley also had an adverse reaction to the fumes.




Synopsis: A321 Flight Attendant reported strong fumes during extended arrival taxi resulting in health issues to the reporter and another Flight Attendant.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-23 Apache/Geronimo Apache
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Nose Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Cross country to ZZZ. While at ZZZ performing my flare to land but prior to the mains touching down; 3 deer ran across the runway from right to left and directly under my plane. I immediately and simultaneously added power and pulled the nose up to go around but was not able to completely clear the animals. I heard and felt a significant double impact under the plane while initiating the go around. Immediately following the loud double impact; I instinctively looked at the mirror on my right engine and saw the nose gear 'dangling' back and forth freely. At that moment; I opted to abort the go around; I retarded the throttles to idle and landed roughly 1000 feet down the runway. As expected the nose gear completely collapsed.




Synopsis: PA23-250 pilot reported hitting a deer on runway in the landing flare.