elihoole/asrs-aviation-reports huggingface dataset:
Date: 201510
Local time of day: 1201-1800
Location: IAD.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had just landed at IAD on 1L and received instructions from ground control to taxi via U W4 and hold short of 1C. While on taxiway U; the Captain began taxiing at a high rate of speed. The aircraft accelerated quickly while I was completing my after landing flow; but I noticed that we had a ground speed of 65kts and an indicated airspeed of 70kts. I told the Captain that he was at 65kts and he said 'ya'; but did pull the power back and allowed the airplane to coast and slow down.  After holding short of 1C; tower told us to cross with no delay. As I was reading back the instructions; we received a red master warning with an associated CAS message and aural warning for No Takeoff due to nearly having full power on our one running engine.  After all the passengers had deplaned; I asked one of the flight attendants if she could tell if we were taxiing too fast. She emphatically replied yes. Taxiing at a high rate of speed has been consistent with this Captain today.I could have used the brakes on my side to slow the airplane down or kept it from speeding up so much. I could have noticed how fast the airplane was taxiing sooner and spoken up as soon as the airplane exceeded the safe taxi speed.




Synopsis: EMB-175 First Officer reported his Captain has a habit of taxiing at an inappropriately high rate of speed.
Date: 201510
Local time of day: 1801-2400
Location: IAH.Tower, TX
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B IAH
ATC / advisory: Tower IAH
Second aircraft: B737 Next Generation Undifferentiated
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Procedure

Narrative: Landing and departing Runway 9. Aircraft X a B763 was instructed to line up and wait on Runway 9 and issued traffic of Aircraft Y a B739 on a 4 mile final. Aircraft Y was issued traffic a heavy Boeing 767 departing prior to his arrival and caution wake turbulence. As soon as the previous departure had lifted off of the runway Aircraft X was cleared for takeoff and assigned runway heading. Aircraft X was again issued traffic now on a 2.5 mile final. Aircraft X did not begin take off roll in a quick manner and was starting rotation as Aircraft Y crossed the landing threshold. Aircraft Y appeared to get some wake turbulence and lifted back up from approx. 200 AGL and stated he was going around. I immediately issued a turn 20 degrees to the right and a climb to 2;000 feet to get Aircraft Y out of the wake and coordinated verbally with local West to stay on a 110 degree heading until proper IFR separation behind a heavy jet allowed me to turn North. Aircraft Y was then issued a turn to 360 degrees and a climb to 3;000 feet and handed off to the next controller to be re-vectored back to final. Discussed the operation with the supervisor. Each aircrew is different and not all air crews can make a 2.5 mile departure window. I will no longer line up and wait any [company name removed] heavy jets with traffic on less than a 5 mile final.




Synopsis: IAH Tower Controller reported of an aircraft going around due to wake from the preceding departure. Controller turned go-around traffic to avoid more of the wake. Controller realized that there should have been a larger hole to depart the heavy.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operating under: Part 91
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Aircraft X landed in a three-point attitude; straight; on center line; on speed. Student had gone around on his first attempt rather than try to recover from a minor bounce. Go-around was gracefully executed. Student was calm and in control. After aircraft touched down on the second attempt; stick was held full aft and roll-out seemed normal. Aircraft then swerved to the right; seemed to correct back left; then swerved hard right. The left wingtip contacted the ground as the aircraft continued into a snowbank at the edge of the runway. The right gear leg contacted the snow bank and the aircraft nosed over onto its back. Neither pilot was injured; both exited the aircraft through the door; and the aircraft was shut down; fuel shut off.I did not detect the student applying excessive control inputs; I did not feel him fighting me on the controls; but my efforts to straighten the aircraft had no effect on the ensuing ground loop. Power was not applied nor could either of us recall going for the brakes. There were no tire marks on the runway; nor were there any flat spots on the tires. There were no apparent failures noted in the tail wheel assembly.This was my second instructional flight that day in the same aircraft. We had light east winds right down the runway (AWOS had reported wind 060 at 4kts- we were landing on runway XY). No issues or problems were encountered on the first flight. Both students are relatively low-time tail wheel pilots so I was actively involved with all maneuvers and close to if not on the controls at all times. I have [many] hours of tail wheel time; fly in a lot of wind; and have never experienced a ground loop before. I have no idea why we lost control and I could not keep us on the runway.




Synopsis: Instructor Pilot reported a loss of directional control on landing roll and; despite the Instructor's efforts; the aircraft departed the runway and flipped onto its back.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise; both FMCs failed with no annunciators except for momentary VTK annunciator on Captain's instruments. FMC prompt disappeared from both CDUs. A few seconds later; aircraft went into CWS for roll and auto throttles attempted to go to full idle. Crew began to execute checklist and troubleshoot the problem. Because aircraft went into CWS for roll; and heading select would not function; aircraft drifted slightly off course as crew analyzed the various failures. ATC noticed and asked us where we were going. I informed ATC of our failures. He gave us a heading to correct. Three minutes later all systems self-restored and we continued without further anomalies. Captain made a [logbook] entry. ATC was advised immediately of our restored systems and that we needed no further assistance. Captain was about to inform ATC of our system failure when ATC noticed our slight course deviation.




Synopsis: B737NG Captain reported a track error occurred following loss of both FMCs in cruise flight. A few minutes later; all systems returning to normal with no action taken by the crew.
Date: 201412
Local time of day: 1201-1800
Location: RIL.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Premier 1
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: I was descending into RIL for landing and received a traffic alert. The aircraft was below me and got to within 400 ft. vertical. I stopped the descent and turned right. A few seconds after that; Denver Center controller told me to turn to heading 060; which I was almost to that heading on my own. The RA never activated.




Synopsis: PRM1 pilot reported an NMAC on descent into RIL.
Date: 201409
Local time of day: 0601-1200
Location: DTW.Airport, MI
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B DTW
ATC / advisory: Tower DTW
Second aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: We were vectored onto final approach for a visual approach to [Runway] 22R at DTW. We joined the localizer 3 miles behind an MD 80 ahead of us. We were at the marker; just completed our Before Landing Check when we encountered two noticeable wake turbulence events. The aircraft remained on autopilot for the duration of the sequence of the wake turbulence encounters. After the second wake encounter; our plane entered one sudden and severe downward push. There was roll movement. Maximum bank angle was approximately 25 degrees during the sequence of events before and after the wake encounter; we were in smooth air. I called ATC and told them we encountered wake turbulence. The autopilot was disconnected and the aircraft was hand flown and we initiated a go-around. ATC caused this by too close spacing. Also the light tail wind at altitude was a major contribution.




Synopsis: CRJ-200 Captain reported wake turbulence encounter in trail of an MD80 on approach to DTW that resulted in a 25-degree roll and a 'sudden downward push'.
Date: 201303
Local time of day: 1201-1800
Location: MYNN.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: PA-30 Twin Comanche
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground MYNN
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Airport
Primary problem: Human Factors

Narrative: Leaving FBO we were told to follow a Challenger on Taxiway L. Missed the hold short line due to concentration on separation from Challenger; and followed that aircraft past the line (Challenger had apparently switched to Local and received immediate takeoff clearance. Noticing the Challenger application of takeoff power; I knew immediately what had occurred. I attempted to call ground to ask if I should backtrack or switch to Tower and go; but the frequency was busy. As I prepared to turn and proceed back; ground called and reported what we already knew; and stated we were to make the 180; which we did. Contributing to my error were a few things: first; I concentrated on the instruction to follow the Challenger; and paid inadequate attention to the hold short line. Also; on returning to the hold short line; I noticed the line was not prominent; and probably should be repainted. Also; the runway marker is somewhat distant from the taxiway; and I applied plenty of tunnel vision in order to miss it until late in the game. The [vegetation at this intersection is not maintained] as it would be at a stateside controlled airport; with vegetation providing some distraction. Finally; the runway is narrow and appeared to be a taxiway (I have safe taxi; but same apparently is not supported at MYNN). In the end; the error was mine (my crewman didn't help much either) and was largely due to my overemphasizing the order to 'follow the Challenger'. On most recent prior trip to MYNN; our departure included following L to its end; then turning to use runway full length). This may have been still in my mind; contributing to the chain of events resulting in my lapse of judgment here.




Synopsis: PA30 pilot reports a runway incursion at MYNN after being instructed to follow the Challenger to Runway 30. The Challenger switches to the Tower and is cleared for takeoff without stopping and the reporter; still on Ground; follows it onto the runway. The hold short line is reported to be faint and the runway signs are well off the taxiway.
Date: 202102
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN; Class E D01
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Descending via the NIIXX 2 arrival for the ILS Runway 35R in CAVOK conditions. Around the BSTON Intersection we were given a westerly to northwesterly radar vector and cleared to descend and maintain 10;000. As we got closer to the final approach course (somewhere between DEANE and DRUMM) we were cleared to descend and maintain 8;000 and cleared direct to the FRONZ Intersection (FAF for the ILS). The Controller asked if we had 35R in sight; after a pause; we had the runway in sight and advised ATC. We were then cleared for the visual approach to 35R. The FAF altitude at FRONZ is 7;000 so that is what we set in the MCP while descending through approximately 8;800 in FLCH. We had just gotten the '2;500' call from the Radio Altimeter and made our call outs. As we descended through 8;000 I noticed the Radio Altitude around 1;800 and descending. A quick look at JeppFD PRO showed our aircraft position just south and east of the DRUMM Intersection. I called out the altitude and the fact that we need to go back up to 8;000 (our last cleared altitude prior to the approach clearance) until we are north of DRUMM. I reset the MCP to 8;000 and verbalized that we need to climb back up. The Captain selected a V/S climb back to 8;000. We joined the approach course and followed the G/S and landed without incident.ATC never mentioned anything to us about violating airspace or going below the DEN Class B. Though it is nice to get directs; etc. However; I believe the direct to FRONZ clearance; if not really familiar with the DEN Class B; can set crews up to possibly violate airspace and even lead to an unstable approach.Once parked at the gate with all checklists complete; we debriefed and there certainly was some confusion as to exactly where we were when we descended below 8;000. We had a jump seat observer who thought we might have been a little low as he has a lot of General Aviation experience in the DEN area.




Synopsis: Air carrier First Officer reported an altitude deviation that may have put them below the Class B airspace during a visual approach to DEN airport.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Landed on XX and exited runway.  Tower said P W to the ramp and so I taxied forward. First Officer switched to Ground frequency and I saw the 777 on Papa Taxiway coming toward us not slowing down so I put on brakes.  At same time I heard [the] Controller tell us to stop two times which I already had done.  The wingtip of the 777 missed our windshield by about 20 ft.I think that area is deadly because of tower giving taxi instructions to landing aircraft & then handing them off to Ground Control who has already given the foreign flights taxi instructions many minutes earlier from the international terminal and relying on dumb luck that the aircraft exiting the runways don't taxi in front of the foreign carriers on Papa of whom English may not be a primary language and are not listening to the Tower anyway. Also ZZZ is a training airport for ATC.ZZZ Ground control should automatically give the carriers coming out of the international terminal going to [Runway] XY or XX taxi instructions to taxi via P hold short of U. This will enable conscious positive control of this problematic intersection area and allow aircraft exiting Runway XX or crossing XX to taxi clear of the runway without conflicts with large international aircraft outbound.




Synopsis: A319 flight crew reported a ground conflict with a 777 during taxi to gate.
Date: 201908
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHL
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: Cleared for the visual approach to 9R at PHL airport. The weather was night VMC with unrestricted visibility and light winds. I was the Flying Pilot with the autopilot engaged. We were at 2;000 ft. AGL approaching the 9R LOC and GS; I selected approach mode; called for the gear down and flaps to 15. The Captain (Pilot Monitoring) verified the speed (below 200) and selected the flaps to 15. The airplane turned to final; captured the LOC and GS. The airplane started a descent on G/S. Without warning the GS indication deflected instantly to full down. With the autopilot engaged; the airplane abruptly pitched nose down as it attempted to track the errant GS indication. I quickly disconnected the autopilot and arrested the sink rate; leveling at 1;100 ft. AGL. The aural warning of 'sink rate' activated. Once leveled at 1;100 ft. with the autopilot disconnected; the Before Landing Checklist was completed. I flew manually level to intercept the glide path to a landing (followed the VASI). Meanwhile the Approach Controller told us he had received a low altitude alert and instructed us to contact the Tower. Once the Captain contacted the Tower; we were cleared to land on Runway 9R. At 1;000 ft. AGL the airplane was fully configured; on speed and before landing checklist completed. I continued the visual approach to a normal landing. Both the Captain and I could not figure out why this event occurred. What makes the glide slope to all of the sudden dive to the bottom of the display?? Either there was a system malfunction; or a truck or airplane drove or taxied across the ILS critical area. (Our assumption).




Synopsis: B-737 First Officer reported experiencing glide-slope signal errors resulting in a low altitude alert.