elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Local time of day: 1801-2400
Location: DCA.Tower, DC
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors; Airport
Primary problem: Human Factors

Narrative: When the LDA 19 approach was loaded into the FMS; the fix WEVPU was not in the database. Neither pilot noticed this. While descending via the FRDMM THREE ARRIVAL at some point after FRDMM; we were assigned a heading and 6;000 ft. We were vectored through the localizer just north of FERGI. We were not told this was going to happen so the captain made a call to ATC asking what they want us to do. ATC quickly gave us a 180 degree turn direct to FERGI; cross FERGI at 3;000 ft; and cleared for the LDA Z 19. This required a 2;000 to 3;000 fpm descent to cross FERGI at 3;000 ft. After crossing FERGI at 3;000 ft; everything was going fine up to BESSE. Ceilings and visibility were not at minimums and we were expecting to break out shortly before or after BESSE. We had discussed this while enroute and I was telling the captain this will be my first time landing 19 at DCA and to help guide me with altitude and speed once we're visual. He was obviously happy to do so. Shortly after crossing BESSE; I started a 1;500 fpm descent and rolled back to a 1;000 fpm descent before reaching 1;000 ft AGL and WEVPU's crossing restriction is 1;100 ft. We had gone visual shortly after descending past BESSE and at that time the Captain began helping me with visual cues; one of which were the buildings west of the river; but we stilled remained on the localizer at that time. Because WEVPU was not in the database and we did not load it as a reference fix; we crossed WEVPU at 800 ft and got an Obstacle Alert from GPWS. We were already visual and I controlled the plane more towards the center of the Potomac River and the alert went away. Altitude remained on target after the GPWS; VREF was held on target through the approach; and a nonevent landing was made. Since then I have made a large note in my Jepps regarding WEVPU.




Synopsis: Air carrier First Officer reported they became low on final approach resulting in a momentary GPWS alert.
Date: 201807
Local time of day: 0001-0600
Location: MYF.Tower, CA
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Physiological - Other; Situational Awareness; Troubleshooting; Distraction; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: MYF airport IMC; bases 009; tops 016. Aircraft X; ILS RY28R approach; cleared to land; no other traffic. On a 2 mile final; Aircraft X; appears slightly south off course. Due to FUSION anomalies; that didn't raise a flag; but he continued turning south; therefore advised him he's south of course and verified that he is correcting. Pilot came back in the affirmative. He did not correct; seen turning southbound; low altitude alert went off and was issued. Lowest observed altitude 1;200 feet. Asked if he is making a 360; pilot said negative but that he's disoriented. Advised he is in a 360; and will be rejoining the final shortly. He climbed back up to 016. Pilot told to advise if he is able to reestablish on the localizer. Came back in the affirmative; but appeared slightly north of course; therefore I issued him published missed approach and transferred to SoCal TRACON (SCT) W sector. The pilot complied with the low altitude alert and climbed back up to a safe altitude. SCT E sector called in the middle of this to make sure we were aware. I was advised after I was off position that pilot would be issued a Brasher warning for going below Minimum Vectoring Altitudes and SCT TRACON would be filing a report. I'm only filing this as pilot complied with safety instructions; no other aircraft involved. No recommendations.




Synopsis: Local Controller reported a GA pilot was disoriented and triggered a low altitude alert.
Date: 201706
Local time of day: 1201-1800
Location: SJC.Airport, CA
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C SJC
ATC / advisory: Tower SJC
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were about an hour late of schedule into SJC; while we were on a 1 mile short final on 30L in SJC; we were all set up and ready to touch down; Tower said Air Carrier X ABCD; line up and wait Runway 30R.' We were puzzled for 1 second and looked down at 30R and saw one of our company getting ready to go. Initially thought tower made a call sign mistake; but then during our roll out they cleared us (also Air Carrier X ABCD INBOUND) to cross the right side and contact ground. And they added Air Carrier X ABCD OUTBOUND cleared for takeoff after we cleared both runways. When we were pulling into the gate and ground control contacted us again; and said we need to have our company know and fix this issue; this cannot happen again which may lead into serious incidents!I have seen this happen another time in SFO when company decided to do a tail swap for the outbound due to delay inbound; which led to 2 planes having the same call sign. Suggest Dispatch adding an alphabet to the end of call sign.




Synopsis: EMB-175 Captain reported that during the arrival a duplicate flight number was being used for a company departure.
Date: 201906
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)
Human factors: Physiological - Other; Situational Awareness
Second reporter function: Flight Attendant (On Duty)
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 Crew; Person Flight Attendant; Person Passenger
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After safety compliance checks; all flight attendants were in the back galley turning around to go to our jumpseats when all the sudden this strong gym room stinky odor came on strong. Passengers in the last couple of rows immediately looked back at us. We determined per our lanyard tag it was a fume event. Flight Attendant 3 called flight deck. They turned PAC off and got on oxygen and returned back to the gate. Upon getting to the gate; I opened the 4L door to air out the back as the odor was still strong. I was super nauseous and throwing up; dizzy; instant headache from the smell. My Apple Watch kept indicating to me my pulse and blood pressure was abnormal. [I suggest] proper maintenance to the airplanes [be completed]. Just before that; we were delayed because of an APU problem. They MELed it and we had an air start at the gate.


Second narrative: Flight attendants were in back galley after completing cabin walk thru on taxi out when all of a sudden; a rancid odor like rotten boiled eggs came in the back galley. The number 3 Flight Attendant called the front-end crew to tell them of the fumes. The First Officer said he was turning off PAC no. 2; then we returned to the gate. Paramedics were called due to the flight attendants experiencing throat and eye irritation as well as nausea and sweating. All flight attendants were taken by ambulance to the hospital for toxic inhalation.


Synopsis: A321 Flight Attendant crew reported Captain notification of strong rotten egg sulfur type smell in the passenger cabin. Flight attendants experienced health issues including headaches; nauseous; dizziness and vomiting.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller Autofeather System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We took off normally; Upon reaching acceleration height I (PF) called for 'flaps up; set climb power; climb checklist' The PM brought up the flaps and turned the bleeds on and max; and the ECU to MCL. As she turned the aux pump off the number one engine auto-feathered. We ran the memory action items and looking at the gauges realized what happened and ran the engine failure/fire checklist and shut the engine down. We declared an emergency with Departure and asked to go back. We tried to contact dispatch a couple of times but could not reach them. We had another company aircraft in the area who was able to relay the information to dispatch. They gave us an immediate turn back to the airport for vectors to the ILS. We asked for delay vectors to finish all our checklists. Upon completion of all required checklists we informed Approach we were ready to come in. They gave us vectors for the approach and we proceeded to do the single engine ILS approach. We landed normally and taxied into the ramp and shutdown with no other further incident. Not aware of why the engine auto-feathered after acceleration height.




Synopsis: DHC8 Captain experiences an auto-feather at acceleration height as the Electronic Control Unit (ECU) is switched to Maximum Climb Power (MCL). The engine is shut down and the flight returns to the departure airport.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff and positive rate I called for gear up. The handle would not move to the up position. We then got the EICAS message Landing gear air ground fail message. We then performed the QRH actions that stated land at the nearest suitable airport. We notified ATC and declared an emergency. I briefed the Flight Attendant and passengers of the situation and that we were returning to [departure airport.] The First Officer ACARS'd Dispatch and notified Operations that we would be returning soon. The approach and landing were normal less the use of the thrust reversers. After the emergency personnel inspected the plane we taxied to the gate on our own power. One fix might be more preventable maintenance. I understand that all things can not be foreseen and that things break; but the day of this event I had total of three maintenance issues on two different planes. It just seems that lately I fly more planes with MELs than without.




Synopsis: An EMB-145 flight crew declared an emergency and returned to their departure airport when they were unable to raise the landing gear handle and received a landing gear air ground fail EICAS message.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Flight Attendant informed me that the passenger in 2C had lodged his finger in a small opening underneath the armrest; lubricant and ice were applied; passenger stated he was not in distress at the time and wanted to continue to destination. Dispatch was notified. Ten minutes later the passenger stated he was in distress; an emergency was declared and a diversion was executed. EMS met the aircraft along with Maintenance. The armrest was removed and the passenger's finger was dislodged from the armrest. The passenger signed a waiver with EMS and elected to continue. The flight continued to [the destination] without incident. Inform passengers not to stick their fingers in holes.




Synopsis: CRJ-700 Captain is informed by a Flight Attendant that a passenger has gotten his finger stuck in a small opening underneath the armrest. The flight diverts and is met by Maintenance and EMS and the finger is successfully extracted from the armrest.
Date: 201703
Local time of day: 1801-2400
Location: MSN.Airport, WI
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport
Operating under: Part 91
Flight phase: Taxi
ATC / advisory: Tower MSN
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We landed at MSN on Runway 36 and turned onto Taxiway K (a closed taxiway). On roll-out; the Tower Controller instructed us to turn right onto C; but our roll-out took us past C and I said that we would need to use K. I was instructed to contact Ground Control. Once we had committed to the taxiway; we were told that K was closed due to snow. We pulled clear of the runway because of another aircraft on final for 36. After a short wait we were told to turn around on K. I then notified the Tower that we could not make the turn. He instructed us; after several minutes; that we could proceed on Taxiway K. The rest of the taxi was uneventful. There was no NOTAM for the taxiway closure and the closure was not included on the ATIS.I believe that this was a communications issue. I think part of the Tower Controllers broadcast to us could have blocked by my own transmission or that of another aircraft. We land on Runway 36 often. The usual procedure after landing is to turn right on Taxiway C or K. We also landed during the peak night freight rush at the MSN airport. No risk to our passengers or anyone else came from this incident.




Synopsis: Corporate Captain reported taxiing onto a closed taxiway that was not NOTAMed.
Date: 202106
Local time of day: 1201-1800
Location: LKR.Airport, SC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G LKR
ATC / advisory: CTAF LRK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was flying RNAV 24 into LKR with a student. We both each made 2-3 radio calls on CTAF once we were 10 miles out to make sure our locations were clear on approach; and we checked to make sure we were on the correct frequency multiple times. Winds were calm; so we planned to land on runway 24; and suddenly I saw a plane taking off of 6 while we were 3 miles out on the approach. The plane never made any calls; and only slightly broke off to our left on departure. I took controls and broke off the approach to the right some while he was passing by. It seemed he knew where we were; but still decided to take off the opposite runway and squeeze past us.




Synopsis: Light aircraft instructor pilot reported an NMAC with opposite direction traffic at LKR non-towered airport.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During landing; there were two bounces with mild side loading. The plane veered 20 degrees right and went off onto the dirt.We saw no damage to runway lights or the aircraft; which was designed for off airport flying. After carefully returning for another takeoff and a debrief; we continued without further difficulty.Surrounding factors included modest experience in both of our roles; conventional landing gear; light crosswinds; a wide temp/dew point spread; and landing nearly into the sun.I saw this a mostly fortune outcome. A severe swerve or brake application to stay on the pavement would have easily caused a ground loop. Instead; we only went a short ways off the runway; slowly; under control; going straight; and causing no damage. We both learned a lot too.More discipline about straightness; drift; premature main gear touchdown; keeping the stick fully aft; rapid rudder use; and going around were the corrective highlights.




Synopsis: Flight instructor reported student's loss of directional control on landing resulted in runway excursion; with no aircraft damage.
Date: 201307
Local time of day: 0601-1200
Location: DCA.Airport, DC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Parking Brake
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Human-Machine Interface; Situational Awareness
Anomaly: Other Unwanted situation
Detector: Person Flight Crew

Narrative: Found aircraft depowered since the night before with only 1 set of chocks on the nose gear. There was no HYD pressure applied and the Parking Brake message was no longer posted. The aircraft was parked faced down hill. This situation occurs regularly where they pull overnight triple chocks prior to aircraft being powered up. It is not uncommon to find a set of nose gear chocks pushed out of the way as the airplane starts to creep forward down the hill. With the equipment often already placed around the aircraft the aircraft could strike it if it begins to roll too far.Get the ground handling manual modified to change procedures to not remove triple chocks until power is established on the aircraft and HYD pressure is restored to ensure the Parking Brake is actively holding the aircraft in position.




Synopsis: A CRJ-200 Captain reported repeated incidents of finding aircraft prepped by ground crews for first flights of the day not being properly chocked prior to hydraulic pressure being applied to the brakes.