elihoole/asrs-aviation-reports huggingface dataset:
Date: 201207
Local time of day: 0601-1200
Location: ZTL.ARTCC, GA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Second aircraft: Boeing Company Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: The Controller sitting at Gadsden requested that I handle communications for him while he tried to put the flight data on about 4 aircraft coming from ZME; who was still in DARC. I was sitting next to him at West Departure with not much of anything going on. I realized that Memphis's HOST was coming back online; and called to ask them if they were indeed up. Thinking I was the real controller at Gadsden; because I was handed the communications; they asked me if I had track control on three aircraft (including the two listed). I looked at the Gadsden RADAR; saw the three aircraft data tags; as if they had been RADAR identified; and said yes they we have track control and we have RADAR on them all. I assumed; incorrectly; that the Gadsden Control had properly RADAR identified those aircraft. They apparently were tagged up incorrectly. Because two of the incorrectly tagged aircraft were stacked 2;000 FT above each other inbound to Atlanta. It resulted in a loss of separation by another Controller that later took over the Gadsden Sector and also assumed they were correctly tagged. The aircraft apparently also had checked in with the Controller who handed me the communications and had miss tracked the aircraft; but he didn't catch the altitudes were incorrect for the call signs as they were displayed on the RADAR. I should not have taken the communications for another sector; even if requested of me; without a proper briefing. The other controllers should have also listened better to the check on altitudes and possible have had them IDENT to properly identify the aircraft.




Synopsis: ZTL Controller described a loss of separation event when taking over communications for another controller without a complete briefing during late night operations as positions were being combined and operations changed.
Date: 201510
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Prior to taking runway I ran through the normal before takeoff checklist and proceeded onto the runway after I was cleared for takeoff. I lined up and fully stopped to run the remaining line items of the checklist and then slowly began to apply takeoff power. As soon as I advanced the power levers the aircraft began to veer to the right; I applied opposite brake to attempt bring the aircraft back to center line. The plane continued to veer right; at this point I applied max reverse and maximum braking. The aircraft still continued slowly towards the edge of the runway. The nose wheel dipped off the runway and the aircraft came to a stop. I notified tower of the incident and requested a tow. They inquired if I needed any other assistance (fire trucks); I declined. I proceeded to shut down and secure the engines. Once Airport Ops was on scene; we noticed there were some skid marks from the right main landing gear; indicating a possible brake lock up from the right side. The nose wheel was no more than 8ft from the runway's edge; the main landing gear remained on the tarmac. There was no visible damage to the aircraft; nor was there any property damage. The aircraft was towed back to the hanger. To avoid a recurrence of this event I will be more vigilant in making sure the nose wheel is lined up straight with the center line before applying power; and with power application I will be even more careful. However with a possible brake lock up; I'll attempt to be even quicker at applying maximum braking and reverse thrust.




Synopsis: SA-227AC Captain reported loss of directional control early in the takeoff roll that resulted in a runway excursion. Reporter cited a possible locked brake as a contributing factor.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb out from ZZZ; the flight attendants called me to inform me that the B and D (AFT) flight attendants were feeling disoriented and had headaches. As we passed through 10;000 feet; they began to smell an odor of alcohol and nail polish remover that made them feel uneasy. As they came forward to inform the A and C (FWD) flight attendants; these flight attendants confirmed to them that they had a similar feeling on the way to ZZZ; but did not share that with anyone else. I followed our QRH for fume removal and the odor did not dissipate; but remained mild while in cruise for the remainder of the flight. I had the AFT flight attendants come forward to the cockpit and administered oxygen. This had the desired effect and they both started to feel better. I had them stay in the forward galley for the remainder of the flight. As we started our descent into ZZZ1; I asked them to return to the AFT galley and [let] me know if the odor changed in intensity. Within in few minutes; they called to inform me that the smell was intensifying and that they were again becoming disoriented. At this time; the passengers; starting with those seated in the last rows; started to complain about the odor and quickly the rest of the plane began to complain.  I told the flight attendants to leave the AFT galley and to take a seat in the cabin for the remainder of the flight. Hence; they were not in their safety positions on landing.It appears there was deice fluid trapped in the airplane that may have caused the event and as the airplane pitch attitude changed; so did the trap fluid. A review of the deice personnel and their application methods may be prudent to avoid the injection of deice fluid and subsequent trapping inside the airframe.




Synopsis: A320 Captain reported flight attendants experienced headaches and disoriented feelings from noxious odor in the passenger cabin.
Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: RH fuel filter bypass light illuminated after takeoff. Climbed to 4;000 feet and accomplished checklist together and notified ATC we needed time to evaluate; notify passengers; flight attendants and company. Checklist directed us to return to suitable airport. [Advised ATC] and returned to ZZZ with an overweight landing.




Synopsis: B737 pilot reported a fuel filter bypass indication after takeoff; which resulted in an immediate return to the departure airport.
Date: 201301
Local time of day: 1801-2400
Location: RDU.Airport, NC
Aircraft: M-20 G Statesman
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C RDU
ATC / advisory: Tower RDU
Second aircraft: MD-88
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Air Carrier Y was on the ILS Runway 23L; approximately on a five mile final and had received landing clearance. M20E was issued take off clearance Runway 23L and assigned heading 160. Air Carrier Z was cleared for take off Runway 23R assigned heading 230. Meanwhile Air Carrier Y indicated he was going missed approach. During this time M20E; who was about 1 1/2 miles on the departure end; was tracking 230 degrees; instead of the 160 degrees assigned. I was working very hard to ensure that M20E was turning left to the 160 heading because I knew that if he wasn't; he would conflict with Air Carrier Z and Air Carrier Y. Air Carrier Z was issued a 270 heading to avoid a confliction with M20E and Air Carrier Y. Air Carrier Y was issued a 230 to avoid confliction with M20E and Air Carrier Z. This incident occurred in IFR conditions. It is my belief that because we were using FUSED/ADS-B RADAR; the targets were not tracking the accurate position of these aircraft. When M20E was issued a beacon code change; his target began to track right of course. When Air Carrier Y went missed approach; his target indicated an ISR or 'increase RADAR separation.' Prior to this incident; I have noticed many targets constantly moving left/right of course and a few that move backwards. Unless this problem is fixed; I recommend that we do not use FUSED/ADS-B.




Synopsis: An RDU Controller described a developing conflict when RARAR targets were not accurately tracking suggesting the FUSED/ADS-B RADAR was causing the anomaly.
Date: 202110
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Time Pressure; Distraction; Workload; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Human Factors

Narrative: Flew Tip Toe Visual 28L. Intercepted ILS using autopilot. Was high on GS; while correcting; Aircraft Y joined 28R. Once centered on [the] ILS we were abeam Aircraft Y. At approximately 1;200 ft MSL Aircraft Y drifted south of course. We had a TCAS TA. We both looked at the Aircraft Y drifting; about that time the TA became an RA. It was a descending RA. I thought I disconnected the autopilot immediately; I did not. I attempted to lower the nose and felt resistance; I immediately disconnected the autopilot correctly and descended complying with the RA. Delay in autopilot disconnect was about 3-5 seconds. Went low on glide slope and ATC issued a low altitude alert. RA ended; Aircraft Y corrected back to [the] localizer and we rejoined the GS to 28L. Approach was stable prior to 500 ft so we continued to a normal landing. We debriefed the event at the gate.


Second narrative: On visual approach (Tip Toe 28L) at approx 11-1;200 feet; we received a TCAS RA due to traffic on visual for 28R overshooting their turn to final. TCAS instructed a climb IMMEDIATELY followed by a descend command. We descended below glide slope which prompted SFO Tower to issue a low altitude alert. We informed them of the intrusion and informed the Tower we were returning to glide slope. We were stable and continued approach for an uneventful landing.


Synopsis: A flight crew conducting a Visual Approach reported parallel runway traffic deviated off course causing them to receive a descending TCAS/RA which resulted in a Low Altitude Alert from the Tower.
Date: 201904
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer
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 a dogleg base to final Runway 22L into EWR; my First Officer reported that we had barely missed colliding with a drone. We were 5 miles west of final at 3;000 feet when a white drone with some red striping came within a couple hundred feet with us. We believe it was at our altitude but a couple hundred feet south of our course. We reported it to ATC and continued our landing without incident.


Second narrative: While being vectored for the ILS Runway 21L EWR and on approach control 120.15 we had a very close near miss with a drone. The near miss was the drone passed under our right wing within 50 feet while we were descending through 3;500 feet and on a heading of 130 deg approximately 10 NM North of EWR and apron 5 NM west of TEB. The drone was about 5 feet in size with a football shape and mostly white with a small amount of red on the 'nose' of the drone. It appeared the drone was moving slowly to the west away from TEB.


Synopsis: A320 flight crew reported a near mid air collision with a drone during approach to landing.
Date: 201308
Local time of day: 1201-1800
Location: PDK.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PDK
Second aircraft: Bonanza 33
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Other / Unknown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As PIC; I was taxiing the aircraft from the left seat and noticed as we were making our way down Taxiway Alpha a low wing Beechcraft or Cessna taxiing at a high rate of speed on Delta; from right to left.  Neither of us had heard the aircraft come up on Ground to get a taxi clearance.  As we crossed Runway 34; it was pretty apparent that the Beechcraft had no intention of stopping requiring us to lock up the brakes and come to a stop with our nose across taxiway Delta. The Beechcraft finally came to a stop and came up on Ground frequency as Ground was trying to get a hold of him.  I asked my partner if we could get passed the aircraft and he said no; that the wingtip would come in contact with their aircraft.  At this point Ground asked if we could get by and my partner replied; 'No;' at which time Ground wasn't sure as to what to do; the BE33 pilot responded that they could get around our nose.  When cleared to proceed he turned hard right; hugging the edge of the taxiway and taxied around our nose with minimal clearance.  I'm not sure what the pilot was thinking as he taxied down Delta; but he had his eyes set on going where he was going and came literally within two feet of either running into our fuselage or our wing going through his aircraft.  Luckily we both were paying attention and were able to avert the collision.  At first I thought for sure that the Beechcraft was going to slow and come to a stop; but when this appeared not to be the case; I began riding the brakes crossing Runway 34.  Ground acknowledged that the BE33 had not come up on frequency after landing and had not gotten any clearance for which Ground apologized.  This pilot not only made movement without contact; but they never acknowledged that they made a gross error. Our crew responded appropriately and avoided a collision.  I would recommend that the pilot of this aircraft receive some remedial training on taxi speed; basic communication requirements for movement of an aircraft; and basic scanning of surroundings when taxiing.  The pilot; at a minimum; needs to have a warning of their actions just to make them aware and more cognizant next time they are out taxiing and flying.




Synopsis: CE750 Captain reports a near collision with a BE33 during taxi for takeoff. The BE33 pilot had just landed and proceeded to taxi; on an intersecting taxiway at high speed; without contacting Ground Control.
Date: 201509
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT; Tower SFO
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Communication Breakdown; Confusion
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Flying SERFR ONE arrival was told we would be required to descend below Class B airspace at MENLO. We were also being directed to slow from 250 to 230 to 210 to 180 to 160 on the arrival due to traffic and spacing. Our arrival was also changed from the Quiet Bridge to the Tip Toe visual just prior to MENLO intersection. We reported the Bridge and Airport insight and were cleared the visual. We were very high prior to the bridge and looking for the traffic (that had been reported twice by approach) we were following. Finally; approach stated we were clear of traffic and to contact the tower. I had preselected the tower frequency and switched over. I made the required altitude calls and performed the landing checklist. I noted that the FMC still had 28L installed and to get rid of the warning light I selected 28R. We landed on 28R. At that time we noticed that someone (me) put a tower frequency other than SFO. We held short of 28L and dialed up the proper frequency just in time to hear a clearance to taxi across 28R and to contact ground.


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


Synopsis: A B737 crew on the SFO SERFR ONE RNAV was cleared below Class B airspace at MENLO but was high prior to the bridge because of traffic; ATC altitude; and airspeed clearances.