elihoole/asrs-aviation-reports huggingface dataset:
Date: 201602
Local time of day: 1201-1800
Location: DCA.Airport, DC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DCA
ATC / advisory: TRACON PCT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on the CAPSS2 arrival to DCA; level at 3;000 ft was being vectored heading 050 and report river insight. After reporting the river in sight was vectored to turn right heading 150; descend to 2;500 slow to 170 kts and cleared for the River Visual 19. During the descent a drone flew directly overhead on a south heading less than 150-200 [ft] overhead. The drone did not appear to be a military UAV. No evasive maneuvers were initiated. The subsequent approach and landing were uneventful. The incident was reported to the DCA tower controller and after landing was instructed to call the tower chief. I reported the details of the incident over the phone.




Synopsis: CRJ700 Captain reported a NMAC with a drone while descending to 2500 ft on the DCA River Visual Runway 19.
Date: 201704
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: PC-12
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Second reporter function: Approach
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was coming from the east landing Runway 33 at BUR. Aircraft Y was southbound on V459 landing HHR. There was an IFR GA plane at 6000 feet in front of Aircraft X and numerous VFR aircraft headed westbound to CMA. The handoff to sector for a HHR arrival is 7000 feet on a 140 heading in the vicinity of DARTS. The routing the aircraft is issued is V459 DARTS V186. Once I saw Aircraft Y would pass in front of Aircraft X I switched Aircraft Y to Stadium. I forgot to issue the 140 heading after DARTS; so Aircraft Y made a left turn at DARTS towards Aircraft X. When I saw Aircraft Y start the left turn I realized my error and turned Aircraft X to the right. Stadium also noticed and told me they were turning Aircraft Y south. I'm not sure if 3 miles was kept until they turned away from each other. This situation has happened before with aircraft to HHR; it might be a good idea to change the routing HHR arrivals are issued so they don't turn left at DARTS. This change was made a couple years ago for LAX arrivals that have the same handoff to Stadium.


Second narrative: Aircraft Y was on route to HHR. I believe the filed route has them turn at DARTS - V165 eastbound. However the Glendale sector issues them a 140 heading after DARTS and then my sector vectors them to the HHR final. I always issue fly present heading or heading 140 on initial contact just in case Glendale forgets. Glendale had crossing traffic westbound at 6000 feet so they held on to Aircraft Y until that conflict was resolved. I'm guessing that Aircraft Y had not been given the 140 heading because when he checked in he was turning eastbound on the airway. I turned Aircraft Y south to a 180 heading to correct this. That's when I noticed Aircraft X westbound on the airway at 7000 feet. I advised Glendale that Aircraft Y was turning to a 180 headingI've seen this turn happen dozens of times. I'm not sure how this can safely be fixed.


Synopsis: SCT TRACON Controllers reported a Controller forgot to issue a coordinated heading to an aircraft so it turned on its filed route into confliction with other traffic.
Date: 201903
Local time of day: 1201-1800
Location: ZSE.ARTCC, WA
Aircraft: Dash 8 Series Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B SEA
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was working the R-side on sector. Aircraft X was enroute from SEA at FL250. Shortly after checking in; the pilot informed me that they were working on an avionics issue. The Supervisor was notified of a potential problem. A few minutes later; the pilot requested a vector to return to SEA. I gave the pilot a heading and then asked her if they were able to fly any routing or if they would need vectors all the way to SEA. At first; the pilot said they could accept the GLASR arrival; so I issued it. A few minutes later; the pilot said that they were requesting direct to an IAF for an approach into SEA and didn't want to fly the STAR. The D-side called sector to inquire what approach was in use at SEA and try to coordinate different routing. The [sector] controller was unable to provide any useful information. I then called the Supervisor over and asked them to work with the A area and SEA Approach; so that we get this aircraft priority handling and get them started toward an IAF. The only information that I was able to be supplied with that visual approaches were in use but no one could tell me the runway the aircraft could expect.Essentially; we provided no assistance to an aircraft in distress.This has been a common problem between the areas within the facility and Seattle Approach. There is a lack of communication between areas and facilities specifically when it comes to coordination for emergency aircraft. Supervisors should be able to have direct communication with other supervisors at nearby facilities to coordinate emergency aircraft. We have a problem of going through multiple people to get answers. It takes too long and the correct message is rarely conveyed. If phone numbers are already readily available to the FLM's; they should be reminded and trained to contact those involved facilities when the need arises.




Synopsis: ZSE ARTCC Controller reported that an aircraft had a problem wanted to return to departure area and that ATC could not provide the approach information the aircraft needed at the time to assist the aircraft.
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew; Person Gate Agent / CSR; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Physical Injury / Incapacitation
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: First Officer was late for flight. He entered the cockpit halfway to drop his flight kit on his seat. I told him to do the walk around; everything else in the cockpit was done by me. The flight was already closed and the papers were given to the agents. The Flight Attendant told them not to pull the bridge due to the late First Officer. The First Officer started backing out of the flight deck knowing the Flight Attendant was behind him. At this instant the agents pulled the bridge thinking the First Officer was onboard and the flight should go. The Flight Attendant saw the First Officer backing up saw the bridge being moved and tried to grab the First Officer but could not hold him and he fell. Too much noise at gate for proper communication. Agents should do nothing until Flight Attendant tells them to. Flight Attendant should make sure both pilots are at their stations before she talks to the agents. Install a rubber coated chain and hook to the walkway that would be hooked by the cockpit door and the Flight Attendant would take it off the last thing she does before she closes the door.




Synopsis: EMB135 Captain describes the events leading up to the First Officer falling out of the main cabin door when the loading bridge is moved without his knowledge.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Main Gear Wheel
Component problem: Failed
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; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal landing and rollout. Turned right onto taxiway; heard and felt a loud thump; like running over an extra-large taxi centerline light. We were on centerline at all times. We stopped taxi at the gate lead in line; and switched to ops freq to request guide man. We heard another aircraft reporting to ops that our right outboard wheel had departed the aircraft and they saw it rolling [down the taxiway]. Ramp was empty due to lightning at this time although storm had passed and it was VMC. We set parking brake and shut down engines to wait for maintenance and possible tow in. A short while later; ramp opened up. They pinned the gear and slowly towed us in to the gate under maintenance supervision. Passenger eyewitness reports say the wheel was smoking and emitted steam when it rolled into the pond adjacent to [the taxiway]. Maintenance thinks the brakes locked up but we did not have any indications that anything was abnormal except for the thump we felt. Aircraft taxied the same after the thump as well. Luckily that was a short distance. And fortunately the wheel separated away from the ramp; on an empty taxiway and the tire rolled into a pond.


Second narrative: After normal touchdown; the aircraft entered a heavy rain shower about halfway through the landing rollout. The Captain used normal breaking and pulled off the runway and taxied westbound toward the ramp. After turning onto Taxiway; we heard and felt the aircraft bump over something like a taxiway centerline light; and we commented to each other that we probably taxied right over a light. There were no ramp personnel at [the gate]; so I switched to the Operations frequency. A pilot from another aircraft was just then telling Ops that the right outboard main landing gear tire departed the aircraft and rolled off the taxiway and into a pond. Maintenance and ramp crew towed the aircraft into [the gate]. Flight attendants and passengers reported seeing something moving away from the aircraft on each side and landing in an adjacent pond followed by steam coming from the items.


Synopsis: B737 flight crew reported that a main landing gear wheel departed during turnout to taxiway after their landing rollout.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Champion Citabria Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: I may have landed in the vicinity of runway mowing operation. I did not see the operator during my approach or landing.

Callback: Reporter indicated being advised long after the events of possibly multiple landings while mowing operations were underway. Due to these encounters; NOTAMs are being issued and AWOS comments added when mowing is to occur.



Synopsis: General aviation pilot reported landing in the vicinity of an airport during mowing operations.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other take off roll
Result: Air Traffic Control Provided Assistance; Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: All operations were normal; including our clearance to line up and wait on the runway. The Captain noted that a vehicle appeared to be in the distance; however it appeared to me that is was very far away and probably on a taxiway past the end of the runway.Immediately after taxing onto the runway we were cleared for takeoff; fly heading 220. I made the normal callouts; and after the 80 KTS call I looked up and the Captain called out abort takeoff. I saw the vehicle approaching; and 1 or 2 seconds later the Tower told us to cancel takeoff clearance. The Captain recognized that there was in fact a vehicle on the runway and it was driving towards us. As we slowed to a roll the vehicle exited the runway on a high-speed exit roughly 1;000 feet in front of us. The Tower Controller advised us to exit the runway and contact Ground Control; and apologized for making the mistake of clearing us for takeoff while a vehicle was inspecting the runway. No further contact with ATC was required regarding the event.Being more cautious and vocal with ATC concerning vehicles potentially on the runway. It would be helpful if inspection vehicles were on Tower frequency; or if ATC would announce or advise when vehicles will enter onto and off of an active runway.


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


Synopsis: Air carrier flight crew executed a rejected takeoff after seeing a vehicle on the departure runway.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Snow
Light: Dusk
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Company Policy; Human Factors; Staffing; Procedure; Manuals
Primary problem: Human Factors

Narrative: I was tasked to do a daily check on an Airbus 319. The temperature was 15 degrees above 0 and was snowing. This was the first time I was doing the daily by myself. I have been involved briefly 2 other times and that was to help in parts of the check; i.e. inflate the tires or walk around the aircraft. On [the previous day] I saw a technician service the crew O2 while the bottle was still inside the aircraft while I serviced the tires. I was not directly involved with the servicing of the O2 that night; only walked by and looked at what was going on. He said Maintenance Control said this was fine to do but was not per the AMM [Aircraft Maintenance Manual.] On this evening I did the same thing but I closed the bottles valve because I did not want to lose pressure when I disconnected the service hose. I forgot to open the valve when I was done; causing the in-flight emergency. Most of the problems include very limited training (almost a year since training happened-no hands on because airline did not fly out of airport for almost a year. They started the first of this year.) No AMM books or computer access only what we got from Maintenance Control. The weather was bad; very cold and snowing. Airport Management not telling or showing us where parts were and where to service O2; or oil; tires; were located. All technicians involved with the daily checks were upset about the lack of help/info/resources from Management. Norms was the major cause of this problem because word was passed down from mechanic to mechanic that this is how Maintenance Control wants it done.




Synopsis: A maintenance technician was told that it was acceptable to service a crew oxygen bottle while it is installed in the aircraft; even though it was not per the Aircraft Maintenance Manual. He performed the task; but neglected to reopen oxygen bottle valve after removing the service hose; which resulted in an in-flight emergency. The technician noted a lack of training; equipment; and documentation.
Date: 201601
Local time of day: 1801-2400
Location: OAK.Airport, CA
Flight conditions: IMC
Weather elements / visibility: 4
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower OAK
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Landing Rollout
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: On short final; ATC relayed possible FOD on runway midway down and no need to respond cleared to land. Other aircraft had landed before us (no report) and one had taken off who is the one who reported possible FOD. I had IOE student for his first landing and talking him through when Tower reported possible FOD.At 60 knots near W5 I started to take control of aircraft after FO landed and it felt like we hit pot hole. We reported it to Tower with no visual sign of FOD. At gate we discovered left nose tire had gash apparently from a runway centerline line light breaking up creating a small hole that could not be seen at night. Another aircraft after us was cleared to land even after our report. At gate I called ground on cell phone and told them what we had and I was then informed they just then were closing runway for repairs.




Synopsis: Air carrier flight crew reported nose tire hit damaged area in runway surface at night during landing rollout.
Date: 201507
Local time of day: 1201-1800
Location: BDN.Airport, OR
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R22
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class G BDN
ATC / advisory: CTAF BDN
Second aircraft: Sail Plane
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Rotorcraft
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On Initial Approach to Bend Airport our Helicopter was making radio calls on CTAF (123.00) that we would be crossing mid field for a right downwind 34 (this is an established procedure that has not yet been put into the AFD) at one mile my student and I saw the glider under its own power (electric motor deployed) in the left downwind for 34. I instructed my student to turn left and cross behind the traffic. As soon as we started to do this the glider started to turn out to the west. I made a radio call to the glider specifically at this point and received no answer. I had my student turn more to the north to ensure that the glider would pass by our right. The glider continued to turn at our altitude toward us as we started to descend I made another radio call to the glider trying to talk to it. At this point I lost sight of the glider because my aircraft was obscuring it. I asked my student where it was at and he replied 'he's right there he's still turning toward us.' I allowed my student to continue to descend and was probably 200 FT AGL or less when I saw the glider appear over the top of my aircraft through the window installed on the top. The whole time we had been trying to turn in behind the glider who was obviously circling (obvious now) in the downwind without radios. When I saw the glider through the top window I took control and straightened out putting us in the left downwind. There was no tow plane as the glider was still under its own power. I know this because we passed near enough to hear the engine/prop.




Synopsis: R22 instructor pilot experiences a NMAC with a powered glider in the BDN traffic pattern. The glider was apparently thermaling with no intent to land and was not using radios.